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.
THE BEST OF EIGHT
Since I started motorcycling in 1967 I have owned eight bikes: a Yamaha 100, a Yamaha 350, two Yamaha DT250s, a Triumph 650, a Yamaha 60 and my two current bikes, a 1973 Yamaha 650 and a 1975 Yamaha Monoshock, which I just started motocrossing.
The best motorcycle of the bunch is the Yamaha 650, which has now logged more than 13,000 miles with the only maintenance consisting of three headlights, a rear tire and a new gas tank (it leaked). Of this, the leaking gas tank and one of the headlights were covered under warranty.
It is still running on the same points and plugs it came with, but when the valves were adjusted (after 3000 miles), the points and plugs were cleaned and set.
1 have taken two fairly long trips on the 650. In 1973 I went west from here in Iowa to Yellowstone National Park. ! traveled at speeds of 80+ mph for more than 2400 miles and averaged approximately 50 mpg, using less than a pint of oil. Not too bad for a new engine.
On the second trip in 1974 I traveled north from Iowa to Winnipeg, Canada, and back home through North and South Dakota. Because of the lower speed limit I averaged 5 5 mpg and used no oil whatsoever.
The 650 has been the most troublefree motorcycle I have ever owned. And while it is not a great handler, it makes up for it in superb gas mileage and good performance. At one time this last summer while short-distance touring with my wife aboard, the 650 attained 60 mpg while traveling at an easy 55 mph. I suppose part of the reason for the outstanding gas mileage of the bike is that our combined weight is only 240 pounds, but I was impressed nonetheless.
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I guess I have always been in love with motorcycles and I hope I always will.
T.D. Gerling Burlington, Iowa
PENTON PRAISE
I enjoy your magazine and regard it as the Motorcyclist’s Bible. Your style of publication is much more informative than the jive type articles written by other magazines. However, a little humor is appreciated now and then.
I have not seen any letters in your “Feedback” column from Penton riders, which leads me to believe we are all ignorant or too lazy to write. Anyway, it’s this Penton that I want to brag on.
I bought it two years ago from Odessa Sales and Rentals here in Texas, who, incidentally, have treated me fairly and gone out of their way more than once. Also Penton Central helps by shipping parts out as soon as we call them. They also offer a contingency program for Texas riders riding the Texas State Championship enduro circuit, thanks to Mr. J. R. Horne, manager of Penton Central. I can honestly say this sometimes means the difference between going to the races with a bike in good shape or one that you are trying to get one more ride out of.
John Penton also puts out a little newspaper that contains all kinds of trick secrets on how to prepare your bike, etc. And it contains very little of this “Jack it up and run a new one under it” business.
Now, about my Penton. I have ridden it in just about every type of event, including trials, and have trophied more often than not. But more important, it’s things like running an entire season on one set of rings or one clutch.
I did have one engine failure when the bike got stuck in three feet of muddy water, which was my fault for going to the enduro in the first place. There were 300 entries and two finishers. That was my only D.N.F. in two seasons (so far), which produced one overall, one National class win, one bronze medal at Fort Hood, eleven class wins in state enduros, four 2nds, and a worst-ever of 5th place in official enduro competition; I was also Texas Open class Champion, ’74-’75.
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Some of the products that I have changed to are: Preston Pettys, D.I.D. rims, Twin-Air filter (now standard), Barum red rubber tubes, Webco bars and S&W freon shocks.
Incidentally, this is my forty-third bike in my 22 years of riding, starting with a Cushman. I would have to say Husqvarna is my second choice, having had three, plus a 400 WR that I now use for a practice bike.
Jack Henry Odessa, Texas
THE PERFECT TREATMENT
CYCLE WORLD is the greatest; I read it cover to cover every month, enjoying it all, including these leters. They are swell for passing the word to us pro and con.
During these times of gyps and ripoffs in all fields, including our own interest of motorcycling, it is refreshing and gratifying to relate my experience of just the opposite. It is my pleasure to report my recent experience. Last Feb. I bought a used BMW R90/6 from Aubrey Richardson, Mobile Cycle Center, BMW dealer at Mobile, Ala.
Something happened to the sidestand so that it wouldn’t go up into place and rattled against the centerstand. I called and told Mr. Richardson about it; he told me to bring it over and he would look at it to see if he could correct it.
Circumstances would not permit my taking it to him before about three months had passed. He asked one of his many mechanics, Robert, first class, to take a look. Robert worked on it for several hours and did a beautiful job of correcting it, using their parts. The charge? None.
He did not have to do this; if there was a 30-day guarantee, it had run out. It only points out to any cyclist touring through the Mobile area where he will be treated fairly by a great bunch of cycle lovers.
Ernest Winter Daphne, Ala.
PLEASE SHED SOME LIGHT
I am a usually pleased 1974 Can-Am 175 T‘NT owner. However, at present I’m not nearly happy or satisfied. My bike is almost exactly one year old. I bought it new and have accumulated just over 700 miles on dirt and street. Nothing wrong with that.
What I’m annoyed at is having to replace the sealed-beam headlight twice, and now needing a third replacement. The present price for one is $12.95 at a Can-Am dealer. Multiply $12.95 by three and you could say I’ve been ripped-off!
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Does any cyclist out there care about a fellow rider who has spent more than $1000 for a performance machine and who, instead of spending money on gas and oil, spends his well-earned (and I mean hard-earned) dough on headlights? The non-funny thing is, I don’t even ride at night. Any tips from the men who’ve experienced it all?
Brian Gregory Lockport, N.Y.
TREMENDOUS TWIN
This week, after exactly three years and 33,542 miles, I have traded in my 1973 TX750 Yamaha. Unlike Mr. Patrie of Glendale, Calif. (CW, May ’76), I am sorry to see my 750 go.
The bike has been in the shop a total of two days in three years, and that was for a case kit modification put on by the factory. All other maintenance and tuneups were performed by myself.
Total out-of-pocket costs to me in these past years and many miles were: two front tires, three rear tires, two chains, one set of sprockets, one set of points, two point cam seals and $31 for carburetor cleaning and repair. All other parts on the bike, including all light bulbs, are original equipment.
I’ve ridden the bike daily to work, weekends throughout the Colorado mountains and on cross-country trips to South Dakota, Minnesota and Florida. The engine has had to work much harder than normal because of an average altitude of 6000 feet on up to 1 1,500 feet. The bike has never failed to start easily, never stopped, never left me waiting without transportation for maintenance or parts—it never needed them. My TX750 didn’t leak oil, my TX750 didn’t vibrate.
I will grant that Yamaha had a problem with the bikes in ’73, but the company modified them free through its dealers, using hundreds of dollars worth of parts and hundreds of dollars worth of labor. That makes for a hell of a company! Of course, the dealerships and their service departments have to know what they are doing, care about their customers and be expert enough to professionally maintain and service the bikes they sell. Central Yamaha, Inc., here in Colorado Springs, is such a dealership.
Why then have I traded mine in? Only because I will soon be buying one of the new shaft-driven Triples, the XS750 Yamaha. A shaft-driven bike that won’t cost as much as a car. A shaft-driven bike that will sound, feel and look like a motorcycle.
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I truly hope that the rest of the motorcycle manufacturers won’t figure that all enthusiasts want overweight, highly complicated, huge, $3500 twowheeled cars and that these manufacturers will continue to produce motorcycles that are as fun to ride, as easy to maintain, and as easy on the owners’ pocketbooks as was my Twin TX750 Yamaha.
Tom Moeglein Colorado Springs, Colo.
PRESTO, A 175!
The Honda MR 175 has been on the market for over a year now and all of the bike magazines have done their road tests. All the conclusions were basically the same: poor engine performance, poor gear spacing and swinging arm flex.
I have the solutions to these problems. Take one good used CR 1 25, add a few parts and a little labor, and build your own CR175. When the work is completed, you’ll have a 175 equal to any on the market today.
This project was first initiated by Dick Runyon, senior employee at The Sports Center in Washington C.H., Ohio, where three such machines have been built with great success.
The following is a list of the parts and labor needed to complete this project. Parts: cylinder head, cylinder,
crankshaft, piston, piston rings, piston pin, (2) piston pin clips, head gasket, cylinder head gasket, (4) cylinder head nuts, (4) cylinder studs, carburetor—(a.) 32mm Mikuni, (b.) 34mm Keihin (CR250), (c.) 36mm Keihin (CR250), carburetor insulator (CB450), air cleaner rubber, throttle cable, H-D clutch springs. Labor: 1. disassemble
engine, 2. machine engine cases to accept 175 crankshaft, 3. machine engine cases to accept 175 cylinder, 4. cylinder head can be left stock or machined .040 in. to raise compression, 5. assemble engine, 6. heat and rebend expansion chamber to fit, 7. reset ignition timing to 2.0mm BTDC, 8. change sprocket to suit individual needs. Approximate cost is $400. Anyone wishing more information can just write to Dick or me at The Sports Center.
Terry Overly The Sports Center Rt. 3, Hwy. 22 West Washington C.H., OH 43160
THE LONE TOAD
I just purchased your April issue of CYCLE WORLD and, as usual, enjoyed it very much. I noticed an ad on page 87 about the Hodaka 100 Road Toad and wanted to comment on it.
A friend bought one not long ago and let me ride it. It’s a solid bike,
plenty of power, and lots of fun. But there’s just one problem; it doesn’t seem like a Hodaka. It doesn’t look like one, sound like one, and, of course, doesn’t carry on the old tradition that “you can have any color you want, as long as it’s red and chrome.”
I was reading a Hodaka pamphlet on the ’76 line of bikes; evidently, the only bike that will be street legal is the Road Toad. Gee, I will miss riding down the road being blinded by the sun when it reflects off that big chrome gas tank. . . or every time it stalls having to find neutral again before restarting it. Maybe it was a little inconvenient, but that was all part of “cruising” on the old Ace.
I’m sure many readers feel the same as I do. Thanks for listening. Your mag is the finest and most complete on the market.
Daniel Pullen San Francisco, Calif.
A HEARTY SPECIMEN
After reading “Feedback” in the Feb. ’76 issue, I said to myself, “I’m gonna send them a letter and tell the world how fantastic my Suzuki GT750 is.” I say that to myself every time I get done reading “Feedback,” and end up not doing it. This time was different, however; I decided it could be put off no longer.
I purchased my first bike when I was 18; it was a very used Honda 90. I would have purchased one sooner, but it took me two years to convince mother a coffin was not a motorcycle accessory. After two months of fair service, the Honda was traded in for a Suzuki 185. Accessories included a Hooker chamber, plastic fender, High-Point enduro bars and a 21-in. front wheel. The 185 was driven through 15,000 miles of mud, rain, snow, ice, sunshine and anything else you could find in Mich. I replaced piston and rings once. I also replaced the chain, tires, some bulbs and the original chrome rear fender that a friend trashed in an upside-down wheelie. It ran fine when I traded it in, and is still running fine for its new owner.
After purchasing the 185 in ’72, I started hanging around the Suzuki shop until I got a part-time job there. I was promoted to salesman in 1974, and since I was making a few more bucks and receiving the traditional employee discount, I sprung for the big one, a GT750. A truly fantastic motorcycle. In the first year I rode the bike everywhere around my town of Ann Arbor. A friend of mine also purchased a 750 and we took a quick trip to Connecticut.
Quick is no joke; we only had three and a half days. We drove for 24 hours straight to get there. The bikes performed flawlessly. They could have gone another 24 hours, but the riders could not; they were pooped. The gas mileage was around 50 mpg at 70 mph. The 70 mph was possible because we took the Canadian route to Buffalo, N.Y., and once in N.Y. we got off the throughway to enjoy the scenery and lack of state troopers. While still on a short stretch of New York throughway we raced a Porsche 91 IS. We ran out of motor at a speedo reading of 115. Unfortunately for our egos, he did not, and he slowly disappeared into the sunrise. (It was six in the morning at the time.) Before the trip back we shared a can of injection oil. The trip totaled 1 700 miles.
The rest of the summer I cruised around town and sold bikes. My friend went out west for a few weeks. Before he left he installed a new chain and a Windjammer. The only trouble during the 4000-mile trip was a burned-out turn signal condenser.
In the winter he stored his and I rode mine. It never let me down. It was interesting, but the salt corrosion was bad, and it was a tad on the cold side, even in the Full-Bore suit.
In the spring of ’75 a Maverick turned in front of me, supposedly because the driver could not see me or my bike’s Cibie headlight. The accident destroyed the front end of the bike.
The shop fixed the front end and did some extra work. They turned the calipers around, ported to ’75 specs, took 2mm off the head, put on K&N air filters, and put on some J&R power pipes. (From my experience, J&R stands for junk and replace. The pipes did not increase performance and the baffles were always cracking and blowing out. This was irritating until new and expensive baffle kits were found). Since the top end was apart the rings were replaced. The finishing touch was a pair of flat bars. The bike was ready for summer.
The GT750 ran well all summer long. As before, most of the riding was around town, with one 600-mile trip up north. At the end of the summer I took the Suzuki for the first time to the drag strip to try a couple runs (ETs). The bike was overgeared. It was consistent, however, and I won a trophy and $50.
This winter it was stored and the paint, trim, etc. was worked on. It’s almost done and the insurance starts in a week. Right now the bike has 17,000 miles on it. With a little luck, a sunny summer and a little free time, I hope to have 30,000 miles on it by the end of ’76.
Thanks for the time. Yours is a truly enjoyable magazine.
Ron W. Smith Ann Arbor, Mich.
TIRED OF TIRE WEAR
Your magazine has recently published several articles referring to tires and tire wear. I would like to contribute my claim, but first I would like to refresh memories of two previous articles published in CYCLE WORLD.
In the Feb. 1976 issue, your article on “Road Testing the Kawasaki KZ400,” stated, “A set of Dunlops or Goodyears, which last 6 to 10,000 miles on bikes this size, are far better investments.” An important fact is that the weight of the bike and rider was a total of 553 pounds. The article mentioned that the original tires were changed after only 3000 miles of wear.
In the April 1976 issue’s “Feedback,” H.D.R. of Horseheads, N.Y., discussed the attributes of Honda CB750s and tire wear. He stated that he rode 10,000 miles, wearing out three rear tires and two front tires. He did not mention which brands.
Now I would like to enter my claim.
In June of 1974, I purchased a new Honda 750 model K4 from Mr. Chet Rice of Rice Motors in South El Monte, Calif. The bike came with Dunlop K87 4-ply tires, front and rear.
I currently have 20,734 miles on the bike and I am still running on the original tires. I just went outside and measured the amount of tread left. Guess what? Both the front and rear tires have 1 /8-in. of tread (measured in the center of each tire). I have been over most of California with this bike and tires, including about 250 miles off-road during various fishing trips following rivers through pasture lands. The original speedometer was replaced with 687 miles on it and the current one has 20,047 as of this writing.
If there is any doubt about this claim, Chet Rice (the seller of the bike), and Jim Hardy (my riding buddy), will verify that the tires and mileage are valid, with no tricks used or games of any kind played.
Now here is the kicker.
I wrote to Dunlop in New York about this, figuring that they could use this in an advertising campaign, and received a letter telling me that, “We, of course, do not believe that your particular mileage is unique, but it is the only instance we could use because it is being documented.” Imagine, bike weight of about 515 pounds, plus my weight of about 190 pounds, getting 20,734 miles on their non-belted 4-ply tires is not unique! That must be the joke of the year.
I don’t know of anyone who has come anywhere close to the mileage I have achieved. I am not a professional rider, I did not baby the tires, nor did I plan to achieve this mileage when I bought the bike. The tires got, and still are getting, a good workout. I’ll have to change them soon and plan to display them in my motorcycle tuneup shop. I think I will try the new Continental RB2, K1 12 next time. Maybe I will be just as happy with those.
James Giebelhause El Monte, Calif.
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NEEDS A NEW NECK
I guess this inquiry/gripe would fall under the heading of “Feedback,” though it’s equipment related. I just finished riding my brother’s bike and trying out a new Bell Star helmet that I bought him for Christmas.
Fm disappointed to see that even top-of-the-line equipment like this suffers from the same sorts of problems that I used to have years ago with helmets. The most annoying of these problems is the helmet strap. After only about five miles on the road I felt as if the strap were trying to relocate my Adam’s apple about two inches farther down toward my shoulders. In a few more miles the slight discomfort developed into pain, and farther down the road it was sheer agony. I tried all sorts of neck positionings and helmet adjustments but NOTHING worked.
If they can put a man on the moon, can’t somebody design a helmet strap that’s compatible with the human anatomy? It is far too narrow to distribute the force evenly and the position relative to the head is great for keeping it on tight but feels like it’s trying to decapitate the rider. I feel that there is wisdom in wearing a helmet for protection, but this damn discomfort makes me a lot more likely to not wear one. Can anybody explain this annually perpetuated design?
Del Gundlach (no address)
LOVES HIS LOSERS
I bought what has to have been the last 350cc Ducati to roll off the ’73 factory line. The guys on the line must have felt that since it was the last one they wouldn’t have to install lock washers or tighten bolts.
Needless to say, just about everything on the bike either came loose or fell off, including the paint. So far, in 3000 miles, I’ve managed to litter the streets with one headlight, a sidecover, a taillight, one mirror, two footpegs, an air filter tube, a chain guard and a muffler, which was nicely crushed by a passing van. The cost of replacing the nuts and bolts alone would probably have broken me if I didn’t have three other Ducatis to steal from.
People ask me why I stick with such a loser (bolt loser); well, I’ll tell you. I would have gotten rid of them long ago if I could still find the handling, reliability and ride in any other bike. And besides, with all the new parts and paint, the damn thing looks pretty good.
Tony Kolwalski Ferndale, Mich.
