Feedback

FEEDBACK

Readers, as well as those involved in the motorcycle industry, are invited to have their say about motorcycles they own or have owned. Anything is fair game: performance, handling, reliability, service, parts availability, lovability, you name it. Suggestions: be objective, be fair, no wildly emotional but ill-founded invectives; include useful facts like mileage on odometer, time owned, model year, special equipment and accessories bought, etc.

ELSINORE MANUAL

— We bought an Elsinore CR250M and ^bre told we were not entitled to an owner’s manual. We have two other dirt bikes and got an owner’s manual as well as a parts list with them. We have written American Honda in California without even an acknowledgement that our letter was received.

Our Elsinore was taken in for repairs within three weeks of purchase and eight weeks have gone by and we’re still waiting for parts to repair it. We wonder how many other readers have had similar trouble with Honda.

Don Roberts Dearborn, Mich.

BENELLI SPRITE

My 1970 Benelli Sprite 200 pushrod Single four-speed was made in Pesaro, Italy, by F.LLI Benelli Machine Works, and the engine resembles a 1972 H-D ^fcrint. It was two years old when I brought it new last year. I was a little familiar with Italian bikes, having owned two H-D Rapidos, so I took a chance on this unknown.

Now we have been together for 11,000 miles and our relationship gets closer every day. I use the. bike to get to work, go to the store, and an occasional trip to New Orleans. In traffic, idle speed in first gear is more than enough to keep the bike upright. On the interstate, 60 mph without full throttle is easy. 1 can't say what top speed is because after 60 mph the speedometer starts to go backward. Probably 70 or 75 mph is as fast as it will take my 200 lb. The shop manual claims that 90 mph is possible. Maybe in full fairing, ridden by a 95 lb. Italian going downhill.

Acceleration is adequate, ut a I I~ Honda will heat me to 60. Top gear ce1eration from 50 to 60 is better ban the 175, though. The Sprite is a street bike only. The engine and velocity-stacked UB22BS Dellorto carb are too vulnerable for dirt riding. Riding into 15-20 knot winds requires tightening of the steering head tensioner for adequate control. I use a full length windscreen that is effective up to 60 mph, but after that it seems to be a hindrance. Riding against any noticeable wind requires more throttle twist. Gas mileage using premium is from 50 to 70 mpg. The shop manual claims 85 mpg—again that little Italian idling in fourth on the same road!

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I am still using the original headlight, throttle cable, brake equipment, sprockets, points and condenser. Original tires and battery were bad from sitting up so long. The machine starts and runs great on a dead battery, thanks to the Dansi magneto. A recent headgasket replacement at 10,500 miles revealed that the piston, rings, valves and head were still fine, and the crosshatch pattern still visible on the cylinder wall. This was the second headgasket replacement. The oil flow holes in this rubber gasket break and allow oil to drip from the head to the exhaust pipe and boot. There is no compression loss when this occurs. The bad part is the embarrassment of oil driping on the hot pipe at stop lights. I must suffer this embarrassment for three weeks while I wait for my order from Cosmopolitan Motors, the Benelli people in the U.S.

The brake light switch, located by the rear tire, corroded. Vibration killed the taillight very early. An old innertube killed the vibration in the taillight receptacle. When the battery died, the horn contacts rusted. Naval jelly cured the horn. The clutch is firm and solid, but the cable had to be replaced with a heavier gauge cable.

The biggest problem involved the bike’s strong point—it is a tough and tight machine. I can’t remove the flywheel magneto or the drive sprocket nut because they are too tight. Believe me, I’ve tried everything but a saw. Perhaps if I freeze the engine, put a propane torch to the stuck parts, and then try to remove them...?

Fredric Lenk Gulfport, Miss.

THANKS TO H-D

My bike is an H-D Sportster XLCH. I have 3500 miles on it at the present time. The only thing I dislike about my bike is that the oil tank has a small hole by the filler hole that allows the oil tank to breathe, and through this hole oil leaks down the side of the oil tank onto my once nice looking exhaust pipes.

I have had one major problem with the bike. Just inside the clutch is a gear with four teeth on the side of the gear and after about one year of riding ot^ of these teeth broke off, thus fallJ^^ into the transmission, going between two gears and cracking the right side case quite badly. By the time 1 got my bike down to the H-D shop, my warranty had run out. But my dealer said he would write the factory and see if they would do anything. Less than a week later I was told they would fix my bike with no charge, and they did so. When I went to pick up the bike they had replaced both cases and transmission, and there still was no charge. My hat is off to H-D for standing behind its product in such a fine manner.

Jack Barclay Beaverton, Ore.

'71 MACH III

I bought a new ’71 Kawasaki 500 Mach III in October, 1971, and as of this writing I have ridden 9916 miles it. W

When I bought my ’Saki, my fourstroke friends said, “Sure it’s quick, but it won’t last over ten thousand miles. And that exhaust note...Ugh!” To their surprise and continuing embarrassment, the bike still runs fast and strong, with only one professional tune-up so far. My major expenses have been a Yokohama rear tire for $29.95 (the original Dunlop was completely bald at 9400 miles) and spark plugs, which I replace every three or four thousand miles. The instrument light bulbs have a short lifespan, too. The chain and sprockets are still in good shape.

Acceleration and good looks are the Mach Ill’s strongest points. It is faster than any 500, faster than most 750s, and a backrest or sissybar is an absolute necessity for spirited two-up drivim^^ However, braking and handling are d^P appointing. The front stopper fades badly and grabs, the rear end wobbles over bumpy curves, and speed wobbles occur under certain high-speed conditions. These last two faults can be alleviated by setting the rear shocks in their stiffest position, and with liberal use of the friction damper. Nevertheless, I’m getting a pair of Koni shocks, and a hydraulic steering damper.

The bike is best around town and on occasional medium-distance jaunts. The cruising speed is limited by vibration, which sets in at around 5500 rpm (72 mph in fifth) and gets worse as the revs increase. The Kawasaki doesn’t shake as badly as some bikes I’ve ridden, but the turn signals vibrated off on the highway during the first month of riding. The longest trip I’ve taken on it is 230 miles, at 75-80 mph (stopping only for gas^^ after which I was so sore I didn’t wan^ to ride again for several hours. It can be ridden at lower engine speeds with much less discomfort. Gasoline mileage is pretty good for the way it performs; I normally get slightly over 40 mpg, which drops to about 35 in very heavy traffic, or during hard riding. A quart of two-stroke oil lasts over 300 miles.

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My Kawasaki is just as reliable as the Moto Guzzi 750 and the BMW R50 I used to own, and it’s a fairly clean-running machine. It isn’t in the same class of smoothness as the two touring bikes, but it always starts on the first kick when cold and two or three kicks when hot, and only once has it made me late—when the nut that holds on the countershaft sprocket came loose and the sprocket fell off (it took me an hour to fix).

In short, the Kawasaki 500 is a hell of a lot of fun to nde (although it takes some time to learn to ride one well), is reasonably easy to maintain, and a real bargain for the money. The current 500 model has a front disc brake and better suspension, which takes care of my biggest gripes. As for the vibration, I can only say that this bike wasn’t made for long hours of distance-riding. As for me, my next bike might very well be a new Mach III.

Kyaw Thin Arlington, Virg.

YAMAHA 360 ENDURO

Well, now that there are so many single-purpose motorcycles on the market, I thought I’d write and let you know about what I consider to be a really fine dual-purpose bike —my 197 2 360 Yamaha Enduro.

While it’s true that Yamaha’s enduro line hasn’t changed radically over the past few years, I really get a kick out of the people who put the bike down. Recently I’ve read quite a few magazine tests that say the Yamahas aren’t good for much of anything.

The 360 is my fifth bike, the two before it were Yamahas (a 250 Enduro and a 1 25 MX which I raced for nearly a year). Presently my bike has just over 5000 miles on it and I’ve had absolutely no trouble. While 5000 miles isn’t a whole lot to judge reliability by, my 250 Enduro was sold with better than 15,000 miles showing. The only real problem with that bike was the removal of one of the chain links. Of course I try to maintain my bikes as well as I can, with regular lubrication, oil changes, and every 5000 miles or so I clean the carbon from the innards. At any rate, so far the 360 has been equal to the 250 as far as reliability, which has to be one of the strong points of the bike.

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Having joined the Army about a year ago, I’m presently stationed in Hawaii. With the typical serviceman’s transportation needs, i.e. getting off post as much as possible, I considered very carefully before choosing the Yamaha. So far the bike has been quite a good choice.

The thing that most impresses me about the bike is its smooth, steady pulling power, and torque almost equal to a big four-stroke. This I’m sure can be attributed to the reed valve “Torque Induction.” The bike has never loaded up, or even so much as blubbered a little, and I’m still using the second spark plug. Also, the bike has run so well that I still haven’t had the side cover off to set the timing, although I may do that soon just for the fun of it.

The Yammie has taken me all over this-not-as-small-as-you-think island both on and off the road, and has never let me down. Being a motocrosser at heart I’ve pushed the bike pretty hard over the motocross track here on post. In the dirt the big Single does have its limitations; such as a lot of weight, most of which is up high, but the generous wheelbase keeps things fairly stable, and the bike will usually let you know when it is about to spit you off.

Being that the 360 was designed as an enduro machine, I have been quite satisfied with its road manners. Many times I’ve made the 30-mile ride to Honolulu; which starts out on the freeway and ends up in incredible traffic jams, and the Yamaha takes it all in stride. One of my favorite roads is up through the mountains via Kolekole Pass. This particular road is 10.2 miles of Road Atlanta type switchbacks, and the 360 really lets me hang it out here, the only limitation being the trials universal tires.

Vibration on the bike is noticeable, but as yet hasn’t shaken anything off, and doesn’t really bother me. The general layout of the machine is typically Japanese and I can’t find much to complain about. The gas cap leaks and the throttle likes to get sticky, but then that’s nit-picking.

When I get out of the Army I’ll be buying one of those super trick European motocrossers, but for right now at this point in my life I think I’ve found the perfect machine. Isn’t that what biking is all about?

PFC Randall D. Duckworth Oahu, Hawaii

SUZUKI T350 TWIN

Having never subscribed to the widely held fallacy that four-strokes made inherently better road bikes tj^fc two-strokes, I purchased my Suzuki 3^0 (a used 1970 model) two years ago. It is my fifth bike and my fourth two-stroke roadster. I now feel that I am eminently qualified to evaluate its performance.

The bike had 4800 miles on the odometer when I got it and now has well over 20,000—the exact figure I don’t know because the odometer quit working 18 months ago just before registering 13,000 miles. I have run it very hard all the time I’ve had it, and unlike a lot of novices (i.e. Honda 350 riders), my idea of running a bike hard is not a 45-mile freeway cruise at 60 mph. I often use my bike for the freeway, where my favorite cruising speed is 80 mph or better over distances which frequently exceed a hundred miles. However, I do my hardest running on winding country roads, where ride as if I were competing in a ro race-driving into 35 mph curves at 7 and coming out hard enough to flex the frame, grounding the side stand in slow curves, and generally hotdogging it. I am now on my third chain (which is almost shot), my fifth back tire, and my third front tire, items which I go through at an unusually high rate.

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In the durability category I would rate the T350 very high, considering the way I run it. It held together very well up until about 20,000 miles (an estimate); the only major repairs necessary were a new ignition coil and new pistons (0.020-in. oversize) at 11,200 miles. But after a while I really began to pay for being a throttle hound; in addition to several minor malfunctions, the clutch went out (I think partially due to improper cable adjustment), and shortly thereafter the engine and transmission began to go sour. The bike then went in for a chrankshaft rebuild, a new set of crankcase seals, and four new transmission gears—$169 worth of parts and labor. It now runs like a new bike, but I’ve put too much money into it to trade it in at the bluebook price.

For suitability I would rate the T350 an excellent backroad racer, a quality enhanced by the six-speed transmission, stiff suspension and quick steering. I would rate the bike great in this category if it had better brakes, a stronger frame and a little less dead weight. The T350 is also an excellent around town bike for someone who likes to cut and thrust through city traffic; its former attributes adapt it very well to this type of riding. I must give it a lower rating for the freeway, however; it vibrates more than can be ignored, it doesn’t have too much torque on tap once high cruising speeds have been attained, and its narrow seat and stiff suspension create discomfort on long rides. The standard 38/14 final gear reduction used on the T350 is too high for anything but going down 40 percent grades at 100 mph; I would recommend 40/14 for the freeway, 41/14 for country roads, and 42/14 for city riding.

Despite the higher than average maintenance required on the T350, 1 am not dissatisfied with Suzuki in general; I think the problems of the T350 are due to the fact that it is little more than a bored-out 250 (compare the specs of the T250 and the T350) and not a designed-from-the-ground-up 350. My next bike will probably be a Suzuki 500, a machine truly capable of rolling up tens of thousands of fast miles without complaining, even if it is largely discredited by the majority of riders due to its lack of sales gimmicks.

Bob Hardin Longview, Wash.

OSSA 250 PIONEER

Within two weeks of purchasing a new Ossa 250 Pioneer I had to replace a faulty main bearing which didn’t reaÄt bolster my confidence in the machia too much. However, since that time, the bike has been as trouble-free as any bike I’ve ever seen.

The power characteristics of the bike immediately endear it to anyone. I can get into situations where the Lord’s Prayer appears before my eyes and the Ossa usually has enough torque to save me. Torque is so abundant that shifting is hardly necessary on many trails. Just stick it in third gear and go. If third gear torquing isn’t your bag, the five-speed gearbox provides a ratio for any type of riding. No flat spots occur, thanks to the IRZ carb and the tickler on the end of the tuned exhaust really does silence.

Handling of the bike is superb. The 55-in. wheelbase combined with the Betor forks and shocks can handle any type of terrain. The only changes I made were a higher set of handlebar and a set of %-in. spacers in the fronP forks. I also put the shocks in the middle pre-load position. These changes were made because I’m 6 ft. 3 in. tall and weigh 195 lb. The stock setup ought to be fine for the average-sized person. The bike tracks straight, espedaily through sand. It will shake its head occasionally in very deep sand. Handling, overall, is a compromise between the quickness of a motoerosser and the stability of a desert sled, with the emphasis on stability.

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Quality of the major components is quite good, with the only cheap parts showing up in the electrical connections. It also eats taillight bulbs. The wires leading to the taillight will also be ripped away by the rear tire if they are not fastened up out of the way. Other than that, I have been thoroughly satisfied with my Ossa and would recommend it to anyone who likes to get out and have fun on the trails.

Mitch Rein Farmington, N.M.

THE S840 LEMON

Upon reading how great the Yamaha RD350 was in your January 1973 issue,

I decided to buy one instead of a car. I received my 350 at the end of January and it has been in the dealer’s shop more than at home. All through my 36 sets of plugs in more than four months I have been complaining. They have tried all kinds of remedies, or at least socalled. It is so unreliable it makes the weatherman look good. I have walked it home many times, once as far as six miles. That is a long way to push 300 lb. of tin.

The other day was the last straw. At the end of my working day, 1 came out and got on my better machine (than a wrecked ’59 Edsel) turned the key and received two little pops and dead silence. This was the day after I got it back from the dealer. There I was again stranded without transportation. Nexl^fc day I went to the dealer and picked up my daily supply of spark plugs, drove it back to the dealer and told them I wanted my money back or a new motorcycle.

I called the Yamaha supervisor and got a big runaround like I had been getting for months. My next stop is a formal complaint with the Better Business Bureau.

Nobody will ever know how embarrassing it is when a kid on a 175 Honda pulls up next to you and wants to race when you are trying your best on one cylinder, and all you can say is “Where?

To the junk yard?” Future Yamaha owners beware of the $840 lemon.

Paul Lynch Edison, N.J.

HONDA REIMBURSEMENT

When my Honda CB350 was about 18 months and over 9000 miles old, it developed a lubrication problem, caused by a piece of gasket material blocking off the oil passage to the left side of the cylinder head. By the time I diagnosed the problem correctly and finally fixed the bike, I had ruined one cylinder head side cover, six rocker arms, and one camshaft. I wrote Sam Kaplan, American Honda’s customer relations man, and asked him to reimburse me for these parts. After checking with the store from which I bought my parts, Alameda Honda, Kaplan reimbursed me for four rocker arms and one camshaft (totaling $54), explaining that had I diagnosed the problem correctly in the first place, I would not have ruined as many parts as I did.

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I am very pleased with the settlement, especially considering that the bike’s warranty has long been expired. May all motorcycle manufacturers have the same integrity. My thanks to Kaplan and American Honda. By the way, I love the CB350. Mine now has almost 16,000 miles and is still going strong. The engine has not been overhauled yet, and the oiling problem is the only major one I have had with it.

Roland Lenny Oakland, Calif.

KAWASAKI MACH III

In case any of your readers are thinking of buying a Kawasaki Mach III, here are my feelings after 5000 miles on mine.

The Mach III (’72 vintage) is a most powerful bike. I would suggest that the prospective buyer have a few miles under his belt before really turning on to the Mach III. 1 believed that this bike runs circles around any other bike in both performance and reliability.

After I had my bike for about 1000 miles, I finally got up the guts to open it up in first gear. After that experience it was off to the drag strip. To date, my best time in the quarter mile is 13.04 which, considering my size (200 lb.), isn’t bad.

As of this date I have put 5000 miles on the bike, and have only replaced the plugs once. Other than routine maintenance I have had no other problems with the bike requiring a replacement part (remember this includes four trips to the drag strip). The one adjustment problem I have run into is on the chain. No matter how the chain is adjusted, loose or tight or just right, it rubs either on the chain guard or the engine case. Kawasaki mechanics can find no cure either, so I just keep adjusting and keep it well oiled. While on chains, at 5000 miles my chain looks as if it might need to be replaced in about another 1000 miles or so. Not bad for a superbike.

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The brakes are just a little on the weak side. I was one of the few who bought a ’72 model with the CDI ignition and drum brakes. All things taken into consideration, though, they are good brakes. I have had no problem with fade even after stops from 100 mph, and they are not half as tricky to use as a disc.

The engine has run flawlessly. I have not had so much as one oil leak. The air filter does let out quite a howl when accelerating, though, probably due to the 3-inch opening with no baffling. The CDI ignition needs no more praise. It’s fantastic! Never once a fouled plug, one kick starting (two when below 30 degree weather). Spark plugs last foj|^ ever, too. My Mach III may be differen^F than most, but I get around 35 mpg no matter how hard I push it. Best to date is 43 mpg, worst is 35 mpg. Oil used is about 1 qt. per 200 miles. Fantastic!

In summing up the Mach III, it is a lot of bike for the money. It is a very dependable bike. It is a good touring bike, with the power for an occasional run to the drag strip. I’m now converting it over to a touring bike, fairing, 1-tooth larger primary sprocket, etc.

Chris B. Crawford Jonesboro, Ga.

MOTO GUZZI DEFECTS

In your May 1973 issue of CYCLE WORLD a letter entitled, “A Group Test, Vol II appeared in Feedback, to my deep interest and concern regarding some startling transmission defects oj^ the 1972 Moto Guzzi 850 Eldorado.

These defects disturb me, particularly in the sudden manner in which lock-ups occurred without warning. I am disturbed because only a few weeks ago I purchased one of the abovementioned models with a little over 3800 miles on the speedometer. It is a great machine and a real pleasure to ride and I thoroughly enjoy it! I bought the machine only after reading and gathering as much information about it as I could and knew it was what I wanted. The news about the transmission defects came after the purchase.

My question now is—am I to continue riding with the apprehension that someday while touring along the countryside at 60, 70 or 80 mph I may suddenly experience a transmission lock-up or have a rear bearing failure? Or have these conditions been rectifiedj^

B.J. Marti^P Canton, Conn.

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BMW FAN

I have been riding BMWs for many years, both for everyday transportation and for trips. I have seen both coasts and many states and Canadian provinces in between while putting about 85,000 miles on three BMWs.

While it is disappointing to see BMW, always independent in design approach, copy Japanese styling features like upswept mufflers and the now obsolete chrome tank panels, I think the real complaint is that BMW is no longer designed to be the ultimate uncompro mised touring motorcycle. Instead it now attempts to be all things to all people, with sport riding getting the emphasis and touring being considered only as an afterthought.

If you doubt this new way of think ing by BMW, you have only to pull out your CYCLE WORLD files and read the BMW advertisements following the introduction of the new models late in 1969. Phrases like "all sport, all go," "hottest," "sportiest," "bred for sport," and "ready to hit the trail" abound. For months the bike was never pictured on the road and touring was never men tioned. In fact, one ad stated the new BMW "...was bred on the racetrack and in the rough for one purpose alone. Sport." Only in later ads was mention made of its roadworthiness, and even then touring was only mentioned casu ally. (I still remember BMW ads of Danny Liska's trips from Alaska to the tip of South America and from Norway to the tip of Africa. Now that's touring.)

Since I like to camp when touring, one of the important features of a touring motorcycle for me is its luggage carrying ability by way of a rack and saddlebags. Mounting this equipment on a new BMW is more difficult due to a lack of structural strong points for mounting purposes and the interference of the upswept mufflers. Other changes which to me compromise the BMW's touring ability are the shorter wheelbase (especially when riding double with gear), the smaller tank, the loss of the Earles fork and the trip odometer, and the reduced front fender valance. I'm even sorry to see the magneto go. I plug a light into the battery when camping, and it's nice to know I'll start in the morning even if I run the battery down. Richard E. Clark 1~I Phoenix, Ariz.

When All Else Fails, Read The Instructions.