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 illfounded invectives; include useful facts like mileage on odometer, time owned, model year, special equipment and accessories bought, etc.

KZ400 TIPS

Many thanks for the Kawasaki KZ400 front fork modification in your February issue. Practical suggestions like these are what make CW the excellent magazine it is. I have had a KZ400D for about one year now, and would like to complement your road test with some of my own experiences.

I am a graduate mechanical engineer, have been cycling for 10 years, and earned the money for my KZ by rebuilding neglected motorcycles and reselling them for profit. The simplicity of maintenance, especially with respect to valve adjustment, makes it the best choice for newcomers to motorcycles or for those who would rather ride than wrench.

For $8.95, the shop manual has to be one of the best bargains around. It is excellent in both text and illustration, and will save many times its investment, even for people who don’t think they are mechanically inclined.

For average riding, the gearing is too high for the muscle of the engine. I replaced the 16-tooth engine sprocket with a 17-tooth unit (Circle Industries). At 55 mph, the tachometer indicates 4800 rpm, and, as you said, the engine is smoooooth there. My wife and I recently spent five days and 1 100 miles, including some West Va. mountain riding, and there was never a question about the KZ having enough power. Mileage is about 50 mpg.

When I purchased my KZ, the shop had put premium fuel in it. It wouldn’t idle at all, as you indicated in your test. The manual recommends unleaded gas.

Making the switch and adjusting the idle mixtures made the Kaw jmrr at any idle speed above 800 rpm and the stalling problem ceased. Your test indicated premium fuel as recommended.

K-Mart sells an oil filter for Honda four-cylinder models at $1.95 that fits the KZ perfectly. Saves money, too!

There is only one set of breaker points (not two, per your Parts Pricing block in the article). The point cam turns at crank speed and generates a wasted spark. Timing is extremely easy due to the single set of points.

My KZ has leaked no oil, from anywhere, in 4500 miles.

You are 100 percent right about the rear shocks. Replacement is the best answer.

I hope the above will help fellow KZ owners. In terms of all-around commuting and light touring, Kawasaki has hit the mark with the KZ400. Its design and the excellent, inexpensive shop manual will let me keep it young for a long time.

Thom Dickinson Laurel Springs, N.J.

YAMAHA, A GREAT WAY TO START

A friend and riding partner handed me the Feb. ’76 issue of CYCLE WORLD saying, “read this article in ‘Feedback.’” It was titled, “Quick Trade-in.”

I started dirt bike riding in 1973 on a second-hand DT250 Yamaha. The motorcycle had already seen 6000 hard competition miles through the New England rocks and mud. Its previous owner had been a guy rapidly on his way to becoming an Expert enduro rider.

Entertaining thoughts of competing myself, I started learning the basics of riding and also wrenching. By the end of 1973 I had placed 5th overall in the Women’s class in New England enduro competition. In 1974 I took a 3rd on the same motorcycle. Because it was used, I learned to maintain the mechanical aspects of it so that it would retain the reliability it had for its previous owner. Wheels, air cleaner, nuts and bolts, drive chain and sprockets got close scrutiny every week. When I thought something might give me trouble, I questioned someone about it.

I didn’t wait for it to leave me miles from nowhere.

There were only a few times that the bike ever let me down in the two years and 8000 miles that I owned it. The float on my carburetor stuck because of a faulty fuel line filter, letting dirt through from the tank, The amazing part was that for a year and a half the float lever had been upside down and the bike had never missed a beat. A bent shifting fork necessitated replacement of second gear after I had forced the

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bike to shift. I sheared a tooth off.

I had the spokes wired together right after I got the bike, and the battery had been removed and replaced by an eliminator. This went the way of many electrical things, but the only effect was that the lights didn’t work; the bike ran fine. Plugs did have to be changed (five in 8000 miles), but that seems to be a two-stroke malady, not just a problem with Yamahas. In the second year I removed the oil-injection system to save weight and ran mixed gas. Worked fine.

My only complaint would be that the weight reduction was never quite enough. A 280-lb motorcycle stuck in a mudhole is no easy job to remove. I seemed to have an affinity for pulling this kind of stunt. This was the rider’s problem, as I had not gotten the courage to blast through, and was thus always found with too little throttle and much mud.

From reading Nancy’s letter, I can only imagine two things: either she got a lemon or the previous owner abused the bike. One question may be the size of the bike. The battery problems make it sound as though it were a 125cc.

To the best of my knowledge the bike I had is still running. With 14,000 miles on it, I sold the bike to a street rider and bought a lighter motorcycle. I will never regret owning the Yamaha because it always treated me right. I learned how to ride and maintain the reliability; any problems with it can only be chalked up to human error.

I am now on an XL175 Honda and have ridden it to another 3rd overall for the 1975 season. I am being sponsored by Nault’s House of Wheels out of Manchester, N.H. If the Yamaha had let me down too often, I could never have gotten the sponsorship.

Regrettably, Nancy’s Yamaha was one of those bikes that seem to appear in nearly every manufacturing line. You can always find someone who’s dissatisfied with a manufacturer because of problems no one seems able to solve. I only wanted Nancy to know that a Yamaha can be a rewarding experience as well as a bummer. I hope her Suzuki treats her more kindly.

Julie Thurber Raymond, N.H.

THE ONE TO BUY

I own a Honda MT125K1. Anyone who says it can’t stand up to the XL 125 just doesn’t know what he’s talking about. I ride with a friend who has an XL, and I know the only thing he has going for him is power. But, I just got a Hooker Header and now my bike out performs his completely. First, my MT and the Hooker cost about the same as the XL. Second, mine is more powerful now. Third, the two-stroke is more reliable. Fourth, it handles better. And fifth, it’s lighter. Anyone buying an XL 125 after knowing all that has got to have rocks in his (her) head.

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I’ve had my Elsinore since Aug. of ’75 and since then I’ve added knobbies and the Hooker; it’s been just great. The only problem encountered so far was worn rings caused by carelessness installing the air filter.

Pretty soon I am going to install a Wiseco piston and gas/oil fork converters. I’ll also move the shocks up and add a radial head. I might put a 26mm carb on it too.

Stock, the thing is an Elsinore in all respects except one: power. Get a pipe and that changes. With the abovementioned modifications I hope to give some 175s a ride for their money.

I have been very pleased with my Elsinore. Don’t let anyone talk you into buying an XL 125. It’s just not worth the money. Happy trail riding.

Rich Hall Ottsville, Pa.

THE ONLY BIKE TO HAVE

During Feb. of ’74 I bought a 1973 Yamaha LT2-100 from Ragan’s Yamaha. I modified the 100 for dirt riding and now, after about 6000 miles of road use and 3500 miles of dirt riding, the Yamaha is still quite dependable. The only major problem with it was a broken third gear.

I purchased my other motorcycle, a 1973 Yamaha SC500 MX during the first of Feb. in ’75. It is my favorite big dirt bike and I was disappointed that it was discontinued. I believe that if Yamaha had changed it by adding better forks, a monoshock frame and a fivespeed transmission, it would have had a very potent Open class motocrosser.

I’ve prepared my 500 for hard trail and endurance riding. I added lights, making night riding possible. A friend gave me a headlight from a BSA. The taillight is a trials type. To operate the lights, a coil was wound and placed in the CDI magneto. Plans for the installation are available at any Yamaha dealer. Ask for the service bulletin concerning the modification.

The Dunlop 4.60 on the rear started chunking and was replaced by a Barum 4.75. A fork brace helps handling and gives more control in the rough stuff.

I plan on improving the suspension soon with a fork kit up front and by forward-mounting a pair of ThermalFlows or gas/oil shocks. The steel gas tank will be replaced with a larger unbreakable plastic tank.

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The 500, as is, is capable of motocrossing, can climb just about anything, and is nearly unbeatable out in the open.

Ragan’s Yamaha, my local dealer, is one of the best dealers in the area. Any part needed is always in stock or can be obtained in a very short time. Prices are high, but are bearable compared to prices at other dealers.

Because of the excellent dealer and the good performance and dependability of a Yamaha, it is the only bike to have around here. I would also like to say that I think Yamaha has really gotten it together for ’76. I am really excited about the new IT400C competition endurance machine and may soon buy one.

Erman Beaty Ewing, 111.

TO ROCKY’S DEFENSE

I am writing after reading William A. Davis’ letter in the “Feedback” section of your Feb. ’75 issue.

We do business with Rocky Cycle Co. regularly and have returned parts to them for credit. If Rocky sends us the wrong part, they will issue a full credit. If it is the dealer’s mistake, there is usually a restocking charge. We have never been refused permission to return a part in good condition.

I would also like to point out that Rocky Cycle has a 90-day warranty on the products it sells.

Francis Doody Parts Manager Holtz Honda Rochester, N.Y.

LOSES WITH WINNING

I am writing to inform your readers of the experience I am having with Winning Performance Products, 15115 Califa Street, Van Nuys, Calif., a manufacturer of after-market exhaust systems for motorcycles.

On Oct. 25, 1975, I ordered a system for my Yamaha 650 and sent them $70 to cover the cost of the unit and shipping. On Oct. 30, I received a letter from the shop supervisor, Mr. Gene Goodwin, confirming receipt of my money and informing me that production of the system would be completed in two to three weeks and that I could expect shipment immediately thereafter.

In Dec. of 1975, having not received anything, I wrote again asking for the system or my money back. I received no reply.

Twice since then I have called the company and have been told that proto types have not worked out and that they would have something for me in a week or two. I feel I have waited long enough (three and a half months) and I am again writing them to request my money back. I will also report their actions to the Better Business Bureau. I feel your readers should be informed about a company that advertises a prod uct that is not even developed and accepts money for something it has not delivered. I have no doubt that they make a good product, as I have seen tests on their systems. My gripe is that I am out $70 and cannot ride my bike because they have not kept their end of the bargain. Thank you for hearing me out on this matter. Steve Mosure Mesa, Ariz.

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FOUR'S BETTER THAN TWO

I cannot keep quiet any longer on the controversy between two-strokes and four-strokes, whether they are enduro types or street types.

In the letter from Perry Finger con cerning his Can-Am 175 T'NT, he bragged about how fast and quick his bike was compared to an XL250. Where was the XL when his ring-ding was in the shop? Probably still running smooth and steady. Two-strokes are nice in only two ways-they "zip" around and they help those people who need to lose weight (hands, feet and backside). Four strokes are smooth, long-lasting and, most of all, reliable.

On my XL250 (1973), I got 50 mpg, long-lasting tires, no electrical burn-outs and steady performance. My bike could do anything a Yammie 250 enduro could do. In fact, I even "toured" with my XL on a 500-mile jaunt, stopping only to eat and visit (I never worried about overheating).

Unfortunately, I sold my bike to buy another (a Kaw KZ400 special), but never did. I find that almost all new bikes, especially enduros, are getting cheaper in looks and more expensive. In comparison, my 1973 XL250 had a steel tank and fiberglass fenders with metallic gray paint and red pin-stripes. The seat was long, firm and had tough and stylish vinyl. The 1976 XL25Os are just the opposite of the 73s. They have cheap looking paint jobs and plastic white fenders and seats that wear out just by looking at them. The engines are the same reliable ones the older models have.

For what you get from any model motorcycle today, the price is just too high. It is more practical to buy a car for price and durability.

Roger Dempster Sarawac Lake, N.Y.