"Feedback"
"FEEDBACK"
A GROUP "TEST," VOL.II
In 1970 a group of riders in this area, including myself, undertook to test six then current motorcycles over the period of one season in order to provide information as to their reliability and maintenance costs. The results of this test were published in the Sept. 1971 “Feedback” column. Because the results appeared to stimulate reader interest and provoke comment, we decided to repeat this test in 1972. We didn’t change anything, except to ride more motorcycles farther and harder, and the results were very interesting.
As before, all machines were purchased from local dealers (when possible) and ridden by experienced riders. Those tested include: The Benelli 650S Tornado, BMW R75/5, Ducati GT750, Honda CB750, Kawasaki Mach IV, Moto Guzzi 850 El Dorado, Norton 750 Combat Commando, Suzuki GT750 Le-
Mans, and the Yamaha XS650. The results are as follows:
BENELLI 650S TORNADO
The Benelli was delivered on July 22, but because the owner chose to disconnect the speedometer cable for reasons of his own, the accumulated mileage is not available. Between 5500 and 6500 miles is an estimate.
The Benelli, at $1855, is jewel-like and unique in appearance and construction, with excellent casting and detail work, though the bike was delivered with a torn seat (replaceable under warranty). Handling and braking characteristics were of the best, due in part to the Fontana-type four-shoe front brake. The ride was rather stiff as was the seat, and the machine had annoying vibration above 80 mph, though the thick treadtype footpegs minimized foot discomfort.
The five-speed transmission shifted smoothly and the ratios were wellspaced except for first, which was too low. Top speed by tach was 104 mph, equipped with a Beck shield. Acceleration was adequate, being hampered by an unusually high bike weight of 475 lb., and gas mileage was 31 mpg at 80 mph, giving the machine a range of 85 miles at this speed.
The rear tire (Perelli), chain and
sprocket were worn out at 5000 miles after hard usage and considerable neglect, though the machine itself required no other maintenance and remained oil-tight.
The Benelli’s relatively high retail price is partially offset by a 2-year/ 24,000-mile warranty, but its greatest selling features are its racer-like roadholding abilities and striking appearance, attributes admittedly available at a lower price in other makes.
BMW R75/5
The BMW was purchased for $2150 on March 17 and ridden 15,139 miles as of Oct. 1. The 1972 version of the R75 differs from the original 1970 model in its lower overall gearing, slightly stiffer rear suspension and smaller fuel tank.
This BM (and one other BM in this group) was delivered with flaws in the paint, a speedometer that registered two miles for every one, and bent pushrods that rendered accurate valve adjustment impossible. The pushrods were replaced under warranty but the speedometer had not arrived as of Oct. 1.
The riding qualities of the 1972 BM were similar to the 1970 mQdels, with the lower gearing providing more flexi bility and the smaller gas tank gave less range. Gas mileage was 40 mpg at 80 mph and 44 mpg at 75 mph. Acceleration was deceptively fast and top speed with a Beck shield was 105 mph.
(Continued on page 22)
Continued from page 18
High speed handling qualities have not improved over the 1970 models and when equipped with handlebar fairings or shields they sometimes wobble dangerously. We know of four such cases that actually caused the rider to spill, one occurring to a rider in this group. It happened with a tailwind on a freeway at 85 mph and, as might be expected, the motorcycle was severely damaged and the rider injured. Fortunately, he required only emergency room treatment, but the condition of his helmet left no doubt as to the consequences, had he not been wearing it.
The rider of our test machine, seeking a solution, finally eliminated his wobble by installing an old R69 steel front fender and running his tire pressure at 20 lb. Both front and rear. As a result he replaced his rear Metzler at 6000 miles with a Continental K102. It in turn was replaced at 14,000 miles with another K102, at which time an Avon full fairing was fitted, stabilizing the bike even more.
Despite the perennial handling fault the BM established itself as the most reliable and maintenance-free of motorcycles (though a driveshaft coupler did fail at 10,500 miles due to improper heat treatment. It was replaced within 24 hours by the dealer without cost). It was vibration-free, had good brakes and presented a choice of five colors for 1972—all at a $300 price increase over 1970.
DUCATI 750 GT
The Ducati was ordered in March and after interminable delay was finally delivered on Aug. 14, after which it recorded 3676 miles. This machine seems to have quality—which it should for $2020—and its engine appears to have very good workmanship. The fiberglass gas tank surfaces, however, had an uneven appearance, probably due to faulty molding, and various components had a tendency to rust quickly. The Ducati came with a kick starter but proved very easy to start, sometimes even by hand. Power delivery was amazingly smooth and the machine possessed good low speed torque characteristics, excellent braking and road-holding characteristics combined with comfortable seating, though the springing was rather firm.
The bike appeared much larger than say the Benelli, but was actually very much lighter. Gas mileage was 37 mpg at 80 mph and top speed 1 10 mph with a Beck shield.
Mention must be made of its engine. > We experienced virtually no vibration at any speed from idle to 110 mph, whether under load or running free. It was even possible to balance a nickel on the crankcase with the bike on its centerstand and slowly rev the engine to 4000 rpm, at which point the coin would slowly start to turn and then fall over. Try thaï with your new Cadillac.
The Ducati is a very unusual and costly motorcycle and not many are likely to be seen. The enthusiast who buys one will be paying for that attribute which appeals to every motorcyclist in some degree, individuality.
HONDA CB750
The Honda was purchased on May 18 and ridden 7750 miles as of Oct. 1. Having started with a successful design in 1969, the $1735 Honda remains basically unchanged after four model years. There have been improvements and refinements, of course; notably in chain metallurgy. But the 1972 model lacked both the performance and the stability of the 1970 model. Top speed with a Wixom fairing was 100 mph and when running fast the front end seemed very sensitive. Gas mileage was 40 mpg at 80 mph, acceleration was still among the best and frequency of chain adjustment was greatly improved due to the quality of the new “endless” chain.
Though the ride was still firm, the performance, handling and braking remain important factors in making the Honda 750 the largest selling by far of all superbikes, a circumstance which unavoidably robs every owner of distinction in direct proportion to the bike’s already overwhelming market penetration.
KAWASAKI MACH IV
Purchased in December of 1971, the Kawasaki had logged 6036 miles as of Oct. 1. The Mach IV, being a scaled-up version of the Mach III, possesses many of its characteristics, most notably its speed and thirst for fuel.
On this machine difficulty in shifting was experienced during the initial break-in period and gaulded shifter forks were found to be the problem. This was fixed under warranty without delay and did not recur.
The battery lost its charge if the bike was not ridden regularly and the trouble was traced to the electrical system. This was a problem shared by all the first Mach IV deliveries and a redesigned component was installed by the dealer under warranty, correcting the trouble.
The Mach IV got better fuel mileage than anyone expected after reading previously published reports. From 30 to 35 mpg was possible under favorable conditions at 75 mph if the throttle was used judiciously.
Spark plug fouling occurred fre quently, though, causing mileage to fall into the mid-20s. This condition was remedied by the use of Valvoline synthetic two-stroke oil.
(Continued on page 26)
Continued from page 23
Chain life, like the Honda, was much better than in years past and frequency of adjustment was reasonable. However, replacing the endless chain is very difficult, entailing the removal of the muffler and the swinging arm.
Acceleration is about as awesome as anyone could want and top speed was 120 mph against a Bates sport shield which, incidentally, broke in half at this speed.
Braking was very good with the new disc, but high speed handling with either a shield or fairing left much to be desired. The bike would wander or wobble on straight stretches, skip in turns and was generally disconcerting to the rider. Handlebar vibration was annoying at 75 mph, even with Kawasaki’s lead filled bars, but as the speed increased the vibration began to disappear—along with the gas. Rear passenger seating was very uncomfortable.
At midsummer Mach IVs were being sold in this area for $ 1275 and this must be considered as much motorcycle as can be gotten for the money. It is very
powerful, durable and relatively mainte nance-free, and fuel capacity is adequate for traveling if the machine is ridden carefully.
MOTO GUZZI 850 ELDORADO
Unit “A,” purchased on March 6 and ridden 8394 miles; Unit “B,” purchased on April 27 and ridden 16,330 miles; Unit “C,” purchased on May 9 and ridden 1600 miles; Unit “D,” purchased on Aug. 3 and ridden 4100 miles.
Limited availability in this area resulted in only two units being purchased in Rock Island (“A” and “B”). Unit “C” was bought in Cuba City, Wis., after a 2-month wait for delivery in Rock Island. At 7 miles the camshaft broke! The cam was replaced but oil consumption on the right cylinder defied repeated attempts by the dealer to rectify it. While the machine was in the dealer’s hands the transmission locked in 5th gear and the owner demanded a new motorcycle (Unit “D”) which, amazingly, was provided at a cost of $78 (shipping) on Aug. 5.
The new machine was almost immediately called in for a precautionary transmission replacement at the behest of the distributor, Berliner Motors, although it was functioning perfectly. Thereafter the bike ran satisfactorily until the rear shocks collapsed at 3500
miles, the only problem encountered as of Oct. 1.
Unit “A” was the first of the two locally sold test bikes to lock its transmission in 5th gear, on May 14 at 2800 miles. Unit “B” locked in gear the following day at 1800 miles. Both transmissions were sent to Berliner Motors in New Jersey and new units arrived and were installed three weeks later.
At this time Unit “A” had its super optimistic speedometer replaced under warranty by another super optimistic speedometer. At 3000 miles valve cover gaskets were replaced and at 4000 its Perelli tire (rear) was replaced by a Goodyear All Traction.
Unit “B” punctured its rear Perelli at 660 miles and the owner also fitted a Goodyear All Traction. At 5200 miles the generator mounting bolts broke on Unit “B” and were fixed free of charge by the dealer.
At 6200 miles Unit “A” broke a speedometer cable and ^t 7500 miles the new transmission locked up—this time the wheel, too—and both rider and passenger spilled near McAllister, Okla. Neither was injured. Berliner Motors air freighted a new transmission but the owner was unable to remain in Oklahoma and had to retrieve the bike three weeks later.
(Continued on page 30)
Continued from page 26
In the meantime, Unit “B” (8309 miles) was in Superior, Wis., after a 2000-mile trip around Lake Superior when, after sitting all night in the rain, the engine locked up while being cranked by the starter! It spun for ten minutes but wouldn’t fire because of moisture in the ignition system. The Suzuki dealer in Superior, Track and Trail Motors, gave the rider every assistance in diagnosing the trouble, but in the end it was brought home on a trailer.
Subsequent teardown disclosed nothing. The rear main bearing was frozen onto the crankshaft, but when pried off was found to be undamaged. It was hand-polished and replaced and the reassembled engine ran perfectly. Neither dealer nor distributor nor—least of allowner can explain this phenomenon.
At 11,200 miles Unit “B” broke a speedometer cable and at 12,027 miles, while running 85 mph along 1-74 near Champaign, 111., the rear end locked up, sending the machine skidding to a stop. A tapered bearing had failed. Again the trailer. Berliner air freighted a complete new rear end and it was installed just before the Talladega 200, the dealer working half the night (for nothing) to enable the rider to make the trip.
In 96-degree temperature on an unopened stretch of 1-65 between Athens and Decatur, Ala., the Goodyear All Traction disintegrated and a section of tread compacted the entire rear half of the fender into the wheel, destroying taillight, license plate and bracket and turn signals. The bike went into an 85 mph skid but did not spill. At this time the Goodyear All Traction had seen 12,200 miles, but showed good tread depth and profile.
This and past experience with the All Traction (many of them chunked at high speed) has caused us to conclude that while they are of a long wearing compound, they are not a good choice for 85 mph riding. This one was replaced by a Continental Kill purchased from a very cooperative Magnusson Motors H-D/Honda in Athens, whose employees aided in repairing the damaged machine.
The Eldorado, apart from the transmission defects in the initial deliveries, was a great improvement over the 750. The transmission shifted smoothly and the ratios were excellent. The increased engine capacity delivered not only more power, but also better gas mileage; up to 46 mpg at 75 mph and 42 mpg at 80 mph. Top speed with a Beck shield was 108 mph in 4th gear, the machine being slightly overgeared in 5th (4.28:1).
Stability was excellent and cornering limited only by the low centerstand.
(Continued on page 32)
Continued from page 30
Acceleration was much better than the 750 but the brakes, especially the front, were very bad, unlike the previous models.
At $2006, delivered, the Eldorado is one of only two supposedly maintenance-free shaft-drive motorcycles available, but the ’72 models suffered from inferior quality control, especially in regard to the defective transmissions. In all fairness it must be said that Berliner Motors and our local dealer, Dale’s Cycle Shop, cooperated in the extreme to solve owner problems during this unfortunate episode. The transmissions and rear end were air freighted and installed promptly without cost to the owners regardless of mileage or warranties and we feel this is all anyone could ask.
NORTON 750 COMBAT COMMANDO
The Norton was purchased on May 25 for $ 1 800 and was ridden 31 06 miles by Oct. 1. Most of these miles were recorded in urban riding with an occasional trip of 300 miles or so. The Commando, unlike the Interstate, was not designed for extensive touring, but the difference between them is negligible; the Interstate has a softer seat, a larger gas tank and lower pipes.
The Norton’s performance is impressive because of its light weight and powerful but highly stressed engine. However, after observing many new units being repaired, we concluded that only the most experienced rider will appreciate a Norton. Most of the engine failures we saw were a result of unimaginable abuse by the young riders who seem to favor them in this area.
Bent shift levers and bald tires at 2500 miles attest to the type of riding these machines were subjected to, the damage being mostly from overrevving—which the Norton does very easily.
The Commando had a harsh ride and a hard seat. The race-tuned engine —it is nothing less—jumps around noticeably on its rubber mounts and the rider can feel its throb until about 3000 rpm, when it disappears and doesn’t return. The front brake stops the machine very effectively but the rear one is unresponsive by comparison and braking while banked into a turn must be done carefully.
Roadholding was excellent and gas mileage was 50 mpg at 70 mph, but mid-range torque was flaccid due to the radical carburetion and timing. Top speed was 118 mph indicated with a Bates sports shield.
The Norton is not a maintenance-free motorcycle. It requires regular tuning if the owner desires maximum performance. On this particular machine the > clutch needed occasional adjustment, the engine would miss at high speed, and it was sometimes hard to start, predictable behavior for a race-tuned four-stroke.
The left rear shock absorber broke in half at 2800 miles, unpredictably, needless to say, and was replaced by the owner. On Oct. 1, at 3106 miles, a head gasket blew.
Chain and sprocket wear on Nortons is better than that of Japanese machines, with chains lasting up to 10,000 miles and sprockets 20,000 or more. The chain is not of the expensive “endless” variety, either; though the power output is about the same.
SUZUKI GT 750 LEMANS
The Suzuki was purchased on April 24 for $1625 and had recorded 9121 miles by Oct. 1. The Suzuki owner began the season on a Kawasaki 750 which he had outfitted with a Vetter Windjammer fairing, Sportster saddlebags and an auxiliary fuel tank mounted to a luggage carrier, the latter pursuant to magazine exhortations.
The gas tank was unneeded for his type of riding, but he discovered something the magazines had not—and never seem to: high speed instability with a fairing. The rider, having owned ’70 and ’71 BMWs in succession, found himself faced with the prospect of wobbling through yet another season. Hence, after a rather awkward trade, a watercooled Suzuki.
Equipped with a Bates shield, the Suzuki was stable at all speeds but somewhat unwieldly in close quarters. Poor rear suspension inhibited fast cornering and caused a rough ride on bad roads, although fork action was good. High gear flexibility was unparalled.
The bike seemed to have unlimited torque between 40 and 90 mph, the most useful range, although at 7000 rpm (110 mph indicated) it stopped producing abruptly. Gas mileage was also astonishing; 55 mpg at 65 mph and 47 mpg at 75 mph. Above 80 it dropped to 39-40 mpg.
The right side plug fouled regularly (every 2500 or so miles), but oil consumption was only one quart per 750 miles and the engine emitted almost no smoke. The radiator was never a problem insofar as maintenance is concerned, but when riding in temperatures above 90 degrees the hot windblast on the rider’s legs was very disagreeable.
Vibration was nil up to 80 mph, but at this point a slight tingle was perceptible in the bars, though not at all bothersome.
Between the test bike and one other Suzuki in this group the only component failure was a circular gasket in the exhaust equalizer pipe in front of the engine, a part unobtained after a 2month wait. After dutiful maintenance and a minimum of 80 mph cruising the rear tire and chain were still usable, chain adjustments occurring at 15002000 mile intervals.
(Continued on page 34)
Continued from page 33
YAMAHA XS65O
The $1388 Yamaha was purchased on July 10 and ridden 4225 miles as of Oct. 1. In appearance and workmanship the Yamaha resembles the Benelli. Both are vertical 650s and the colors are the same. The Yamaha, being somewhat lighter, accelerated slightly faster and attained an indicated top speed of 100 mph with a Bates sport shield. Handlebar vibration at 80 mph was about the same as the Benelli, but at 65-70 mph it was much worse and actually cracked the Bates shield. At the lower speed the bike delivered 50 mpg, but at 80 mph only 35 mpg was possible.
Handling was not as good as the Benelli, braking was, and seating position was better. The chain had not been adjusted during the entire 4000-odd miles, but it was quite loose at this time. No expenses were incurred in maintaining the Yamaha during this period.
As in 1970 we refrained from making a choice as to any one outstanding motorcycle, believing that the sport is enhanced by diversity for its own sake. Each make appears to us to possess an aesthetic reflection of its country of origin, and regardless of whether this reflection depicts ingenuity, flamboyance, boldness or downright obstinate independence, it has the salutary effect of enabling the American motorcyclist to luxuriate in a market of unprecedented choice, a circumstance itself unique in the world.
Alan Johnson Rock Island, 111.
HUSQVARNA 450 CR
Nine months ago I purchased a 1972 Husqvarna 450 CR. This bike has a number of shortcomings which I would like to point out. I have classified these shortcomings into two sections.
1. Problems my old 1969 360cc Husky Viking had that are still present in the 1972 Husky 450 CR I recently purchased:
a. Ill-designed gas tank that is difficult to remove. Set aside 20 minutes for this job.
b. Left hand number plate does not last. This plate is in the way of the kick-starter and is destroyed after a few kicks.
c. Lootpegs are smooth when they should be corregated or cleated to help keep my feet on them.
d. Shift lever action is too long. Action should be shorter and smoother. False neutrals pop up regularly.
(Continued on page 36)
Continued from page 34
e. Fuel petcock should be of the variety that stops all gas flow when engine is stopped.
f. Seat is difficult to remove. It is possible to design a seat that is both secure and easily removable.
g. Air cleaner is not properly waterproofed. This is inexcusable on a 1972 motorcycle such as this.
h. Oil leaks badly from transmission.
i. Clutch that heats up much too quickly. The slightest slipping causes the clutch to heat up and drag.
2. New shortcomings on my 1972 Husky 450 CR not shared by my old Husky:
a. First and foremost, the kickstarter throw action is too short. Even though this machine is 90cc larger than my old Husky, the throw action is shorter. All the new 450s should be recalled and fitted with a proper kickstarter. The existing mechanism is almost useless.
b. The Magura throttle mechanism is not suitable. The rubber dust cover where the cable is connected to the handgrip will not stay affixed. The design should be one that could withstand the jarring and vibration of rough riding.
c. A compression release should come standard on this machine for assistance in starting.
d. Front fork seals leak badly.
e. Silencer is grossly inadequate.
f. Gas tank leaks badly.
g. All nuts and bolts should have had something such as Lock-Tite applied at the factory. Nearly every bolt on this motorcycle has vibrated loose at one time or another.
As you know, Huskys are expensive. This one cost me over $ 1600. At that price I expect an initial troublefree period of operation. Not so with this machine. Problems started early and continue on. I should point out, however, that when it is running it is very pleasant to ride.
Richard D. Wilson l§i San Francisco, Calif.
