Feed Back

FEED BACK

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.

STICK WITH US, BERT

I feel we have been real close friends the last four years I have been taking your magazine. Your road tests on all motorcycles have been the best of all the magazines I have read. As far as I can see you are still the best.

I bought a CB500 Honda in 1971 and have been touring ever since. Most of your articles are for the dirt rider. That in turn is leaving me in the cold. I feel sad we are parting. I will miss your "Feedback" column, safety riding tips and other good reading.

How about this for your '‘Feedback" column. Right now I have 42.260 miles on my bike. I am 37 years old. 5 ft. 5 in. tall, and weigh 155 lb. I ride to and from work five days a week, which amounts to 170 miles a week. I take weekend trips once a month. 1 think the bike handles great, cornering and on the freeway. 1 bought a new front tire-a Dunlop K81 -after 18.781 miles. It's a great tire for cornering, but those rain grooves on the freew ay are murder; I thought I had a flat tire the first time out. I replaced the rear tire and rim with a 16 -1 n. Goodyear speed grip. The tire now has 34,000-plus miles on it.

After 12,636 miles I replaced my chain w ith a diamond one and it is still going strong. I drain mv own fork oil every 6000 miles and use that oil to lube my chain once a week. I installed Koni shocks and 100-lb. springs at 19.600 miles, new pipes and two-into-one at 26.700, and a new batterv at 27.750.

I change my own oil and filter and spark plugs, but leave the tuning up to a great bunch of guvs led bv Chuck and Steve at Pacific Coast Honda in Lomita, Calif. I have had nine tuneups at a cost of around SI9 each. A Vetter Windjammer up front, pull-back handlebars, solo seat with backrest and vinyl saddlebags are other features I have on the bike, and I get anywhere from 47 to 50 miles to the gallon.

I’ve owned a I25cc Kawasaki, which I traded in on a BSA 44lee; I then went from the thumper to my dream machine. Reading your article on the Honda way back is what sold me on it. I should subscribe for life to your magazine to thank you. Well, hope to see you out there somewhere. Bye now. Thank you for the great reading.

Bert J. Dionne San Pedro, Calif.

We hope you won t leave us now, Bert, because we’re trying as we always have to maintain as even a balance as we can between articles geared for the street rider and those for the dirt enthusiast.

If you'll objectively review past issues, chances are you’ 11 find it’s been a pretty fair and even split. Yet we occasionally get letters like yours—from both dirt and road riders— complaining that we are ignoring them and devoting too much time and attention to the other half.

As an all-round enthusiast publication, all we can do is continue to cover the sport —in its every aspect —in the most complete manner possible. If that approach makes an occasional reader feel slighted, we can only hope that that feeling is made up for by the insight—and possible interest —he might gain into another facet of the sport that he perhaps hasn’t experienced firsthand. —Ed.

AT THOSE PRICES HE’LL SOON HAVE A SET

This letter is in regard to the importance of checking shop rates for various work.

Having purchased a new ’75 BMW R90/6 from AÍ Knapp’s Cycle Shop Ltd. of Highland, N.Y., I thought it only reasonable to return there for service. In May I had my oil changed and timing checked, for which no adjustment was necessary. The total bill was an outrageous $32.50.

I just can’t understand how any dealer such as AÍ Knapp can expect repeat business with those rates, especially in a shoebox shop that doesn’t even have a chair for a customer to sit in while waiting.

Norm Kolbe North Branch, N.Y.

MOTORCYCLING ITALIAN STYLE

I own both a 1975 Ducati 860 and a 1976 Benelli Sei. To anyone contemplating the purchase of an Italian machine, it may be of interest to know how these two bikes compare. They are both extremely fine bikes, but as different as night and day in many ways. I first bought the Ducati, having gotten tired of waiting for the Benelli to arrive, and so it has more miles on it—6000 as compared to the Benelli’s 3000.

The choice of Benelli was made on looks alone; I believe it to be undisputedly the bestlooking machine ever manufactured, but then beauty is in the eye of the beholder. The Dueati is no beauty queen, but can be made to look respectable by adding a few goodies.

(Continued on page 20)

Continued from page 19

I did so by mounting an extra disc up front, an R90/S fairing, 750 Conti pipes by Dueati, an airhorn and narrower bars. The $500 extra invested seems well worth the appearance improvement that was achieved.

Finish and switches on the Dueati. as so often stated, are poor, but the old girl belies her image. In a turn-on at 50 mph, she will leave the Benelli behind, even if the Dueati is in fifth and the Benelli in fourth. Acceleration of the Dueati is much better than the Benelli's, and if there is any w ind, the Due's top end is also somewhat better.

No chain adjustment has been necessary in the 3000 miles I have ridden the Sei, and few oil spots have been noted. It is so smooth as to be unbelievable until ridden, but torque is low; for around-town putting it's not the bike to buy. It's forte is open highway cruising, which you can do all day w ithout tiring. One other comparison I have noted is that the Ducati's gears are much easier to find and much more positive-changing. The fact that out-the-door prices of the Dueati and Benelli are $2600 and $4500 respectively, makes the Due all the more attractive. Dueati parts are hard to find, but English and Canadian sources have proven reliable. In summary, I love both these bikes and doubt that I could give up either. They're great.

Edwin M. Specht

San Diego, Calif.

NO COMPLAINTS OF ANY KIND

At my dealer's suggestion 1 took the ABC School District's Learn-To-Ride class and then purchased my first bike in mid-December of 1975. I presently have 5300 miles on that Honda CB500T. The bike is principally ridden on a 40-mile commute, since I ride to work on roughly 60 percent of the workdays — fair and foul weather. The motorcycle has also taken me to San Diego twice.

How many times can you say, "‘Every time I've used this purchase I've gotten enjoyment out of it?" It's true about this bike. The CB500T has also eased me (not forced me) into a pleasant sub-hobby of light wrenching. This has been limited to oil changes (I have been changing every 800 miles; the 500 consumes zero to this point), spark plug inspection, normal adjusting and tightening (the chain has gone back less than half a notch one time, even though I like it right-on to increase shift smoothness. I consistently get 49.5 to 50.8 mpg at a little better than traffic pace.

I bought the CB500T because of its styling and price (check for yourself, I don't see a better bargain than these leftover '75s). Since then I rate (still) styling as its outstanding feature; reliability, saddle comfort, more than adequate power up through legal speeds, and slow-speed maneuverability are the bike's true strong points.

(Continued on page 24)

Continued from page 20

Handling is fine for sport/commuter use (assuming rider is not suicidal), but cornering ability is slightly “improvable” to give it true sport bike capabilities.

The motorcycle has an admittedly heavy vibration problem from 4500 rpm (55+ mph) to above 5000. Somewhere above five Gs things start to even out, but by then you’re going fast enough that your concern for vibration becomes secondary! By the way, those vibes are only a problem in the throttle; new grips were a partial solution.

All in all, I’m very pleased with the bike and would recommend it to anyone with my type of usage in mind. . .but I think my next bike will probably be a 750F.

I’ve had experience with so many automobile dealers that I wasn’t sure what to expect from motorcycle dealers and their service departments. After purchasing my CB500T 50 miles from my home, I received fast, courteous warranty service from another Honda dealer (the selling dealer delayed and delayed and delayed work). Ever since then I’ve been a customer of Long Beach Honda (Carson St., not Atlantic Ave.!).

They’ve serviced my bike properly at a fair price and bailed me out (always free, which has continually amazed me), when I’ve tried something and botched it. For example, a self-attempted cam chain adjustment was corrected on a busy Saturday afternoon with a smile and a “no charge.” Once they loosened a stuck oil drain plug so that I could drive home and change my own oil! Do you think I’d buy any part or service any place else?

Charles Muller Cerritos, Calif.

WHY A CZ? IT’S EZ!

After reading numerous magazines (including CYCLE WORLD), shopping at various dealers, talking with quite a few friends and taking rides on their bikes, that never-ending list of makes and models of motorcycles on the market today got narrowed down (rather rapidly) to a decision of one of two bikes: A Bultaco 370 Pursang or a CZ 400 Falta Replica.

I had $1500 to spend on the bike of my choice, so I chose the CZ. And you know what? No, what? I think I made the best choice.

In the handling department the CZ is one of the easiest to ride of all big-bore machines. You can slide into a corner faster than you should and the awesome torque of that very tractable powerband will save you every time. Just gas it and point it! Makes you feel right at home on it almost instantly.

The suspension on the CZ makes you feel like you’re riding on air, ’cause you are. The shocks are CZ’s own completely adjustable air shocks in the cantilevered (laid down) position, and the forks have extended dampening rods and air caps to make them fully adjustable. CZs come stock this year with Mikunis on them so you don’t have to spend the extra bucks to keep them from drowning themselves.

The only thing I don’t like about the bike is the handlebars. The levers are welded to them. It’s really dumb! I immediately got rid of them and got some solid aluminum ones with Magura levers and throttle. The bars took some of the vibrations out of the grips (CZs do vibrate a lot).

The price is the best part. A new Bultaco 370 Pursang will cost you $1698 plus tax and license, maybe a bit less if you find a good deal. A new Husky 360 costs about the same. So does the Maico. All the Japanese bikes in the same class cost in the neighborhood of $1500 and up. I paid $1450 cash out the door. Not bad at all. If you ever get the chance to ride a new CZ do it! They aren’t like the old CZs at all.

Dave Ciriello Riverside, Calif.

A RACER IS BORN

I am the owner of a Kawasaki KD125. The KD is often overlooked by magazines and enthusiasts because of some misconceptions about it. I feel they are really missing something!

I bought my KD in July of 1975. It was $750 out the door, but the price is down to $700 now. I was looking for a light, goodhandling, fairly powerful and inexpensive 125. I had raced minicycles and was a good rider, and I was thinking about racing this bike. After looking at several motocrossers, I decided that they were a little too tall and pipey for my 5-ft. 1-in. body to handle. And I knew that 125 motocrossers have a never ending appetite for rings, pistons and tires. I looked at some enduros, but their weight and asthmatic power didn’t appeal to me at all. Besides, I had no need for lights and other street junk. Then my friend told me about a new model Kawasaki had out; I went down and took a look at it, rode it, and bought it the next day!

I rode the bike as it was for about a month to get the feel of it. It has a lot more power than the KE enduro, and just slightly less than the KX. It sits low to the ground and is fairly light at 195 lb. dry. After about a month I started to really groove with the bike and decided to improve the suspension, the only sub-standard feature. I bought a Skunk Works G.P. suspension system and later a pair of Boge shocks that Kawasaki dealers are selling as part of a suspension improving package. Next was a Trickit for the front that provides perfect damping with 8 in. of travel. I then removed the oilinjection and ran Bel-Ray at 40:1, and took off the heavy metal rear fender and replaced it with a plastic one, which Kawasaki also sells. The gearing was changed, along with the grips and a few other small items.

Now I had a bike with 8 in. of travel in front, 6.5 in. in the rear (both with perfect damping), light weight (now down to 188 pounds), a powerful motor with fairly smooth power delivery, and good handling. Yet the bike was still easy to touch the ground on. Well, the bike was so good that I decided to race it. I raced it locally in a few hare scrambles, doing fairly well, and then I decided to compete in a motocross. I raced in the Tri-State High School Motocross Championships in Susanville, Calif., taking an 8th overall against the best riders in three states. Not too shabby for a bike that was not sold as a racer.

I may sell my KD and buy an RM or Elsinore if I continue to improve in my riding skill. In the meantime I may do a little porting or other performance work for just a little bit more power. The bike has been a total pleasure and has improved my skill a great deal. It has cost me a total pf $850 for the bike and all the performance improve.ments. It has been reliable and inexpensive to maintain. I could heartily recommend this bike to all my friends. It really will surprise you!

John Silva, Chairman Wilson Tudor Dirt Diggers Yuba City, Calif.

STILL MORE GLJ

I am the not-so-proud owner of a HarleyDavidson Z90, and like Randy Booth said in your June “Feedback,” AMF can add GLJ (good-looking junk) to its name. I have put more than $300 into repairs on the stupid thing; if that is Harley’s reliability, they can have it! I have only had the thing a year and I have already put three pistons in it and had it bored twice; I think that is a little ridiculous. I have gone to the maximum bore already so I cannot go any farther. My next bike will be Japanese, namely a Suzuki. That Harley has been in the shop more than it has been at home, and that should not be. Harley-Davidson, you are definitely GLJ.

Keith Cantrell Jacksonville, Fla.

GLJ (good-looking junk) is what I see everyday. It's not limited to AMF HarleyDavidson, however. It seems there are millions of motorcycle engineers out there w ho can build something with add-on parts that the factories just can't.

My '72 FLH (feels like heavy) has more than 40,000 miles on it with no major repairs. Today fuel stops are about 100 miles apart because today is no time to be on reserve! As for fuel stops being rest stops, why most likely it's w ind fatigue and not vibration.

Randy Booth, if worse comes to worst, test ride a BMW R60/S. I'm afraid to for fear that I’ll throw 28 years of Harley riding down the drain. The bigger displacement BMWs may be all right, but the R60/S's get there at the same time . . . about three hours ahead of my H-D.

George L. Brobst (no address)

After reading Randy Booth's letter in the June issue's “Feedback,” I feel that he got just what he bargained for. In the first place, what’s a fellow doing road riding with a peanut tank on a Harley Sportster. The tank wasn't designed for road riding. It's primary intention was for drag racing and competition events. Another thing, if AMF products are so bad, why is its stock so high on the stock market; and how come they build so many products and sell every one of them?

I own a 1968 H-D 74 full-dresser that I purchased as a dealer’s demo for $1900 with 4000 miles on the odometer. After 25,000 miles I have turned down an offer of $3500. In fact, the bike is not for sale at any price. Try that with any other bike that’s eight years old. I have owned 16 Harley-Davidsons. Some were bad, some good, and some extra good. I have also owned BMWs, BSAs, Hondas, Kaws and Yamahas. I now own a 1972 250 Yamaha Twin that is a fine little commuter bike, but I'd hate to take a very long trip on it without plenty of Preparation H and an extra right hand to hold the throttle. My thumb and wrist go to sleep after 50 miles of holding open the throttle.

My wife and I take many long-distance trips on our Harley. The last one was a 3800 miler to the Grand Canyon. With our 350 pounds of luggage and camping equipment, and our combined weight of 300 pounds, we have it pretty well loaded down. We made the trip without so much as a chain adjustment . . . and more than 1200 miles of it was through the Nevada and Utah deserts with temperatures as high as 110-115 degrees. We averaged 41 mpg and used four qt. of oil.

In summing up I'll say that in my 35 years of motorcycle riding I have ridden many thousands of miles. I have ridden the road with almost every kind of machine built. I have seen almost any kind of mechanical trouble that can happen to any kind or make of motorcycle. The worst, I think, was when the rear chain broke on a 750 Honda, wrapped around the rider's leg, and broke the case on the bike. Needless to say the cycle case was a lot easier to fix than was the rider’s leg. I believe that a cycle rider needs to ride the bike he likes best. There are some good and bad ones in them all. Maybe if Mr. Booth can't find one that suits him, he can take some of the better lawn mower motors and a bicycle and custom-build one to his taste. He should not use a peanut Sportster tank or an AMF motor or he could have the same problems all over again.

J. Melvin Oxley Roseburg, Ore.