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.

MONUMENTAL IMPRESSIONS

On October 9, 1974, I purchased a 1975 Yamaha RD250. Currently the odometer has in excess of 1 1,500 miles showing on its symmetrical face. I have experimented with 16 minor refinements from as insignificant as drilling the front disc with 72 3/8-in. holes, to the monotonous procedure of attaining a 50:1 gas-to-oil ratio. If one expends the mandatory exertion to obtain the appropriate gas-to-oil ratio, one can anticipate two advantageous results: (1) exactly 550 miles per quart of lubricant, (2) approximately 7500 miles per set of spark plugs.

I have owned a dozen motorcycles with displacement sizes ranging from 50 to 750 cubic centimeters. The RD250 is the nicest piece of paraphernalia I have had the pleasure of owning.

Last summer I took a 1639-mi. trip that encompassed Yosemite, Lake Tahoe and San Francisco. The motorcycle performed flawlessly and dispensed astronomical gratification during the entire fiesta. The sole maintenance required was the adjustment of the rear chain at Lake Tahoe.

In March of 1976 the Los Angeles Times was advertising 1975 Yamaha RD350s for $763, out the door. I thought very seriously of buying one, with the intention of retaining my 250 and utilizing the 350 for a play bike. An acquaintance owns a ’75 RD350, which I have integrated some of the previously mentioned modifications to. He donated the key for a weekend, so I calculated that this was an excellent opportunity to test ride a nicely prepared 350. On that particular weekend I increased the odometer reading by 300 miles. The succeeding six points are my monumental impressions of a RomeoDelta 350.

1. There is considerable engine vibration attributed to increased reciprocating weight, due to the additional piston displacement. The vibration is conspicuous in the handle grips, footpegs, and gas tank. I would still consider the engine to be smooth in comparison to larger displacement twoand fourstroke powerplants.

2. The 350 is fast enough to be classified as a lethal weapon and should definitely be registered for the benefit of humanity, as well as one’s social life. The bike expedites the gears so rapidly that speed becomes deceitful to the human cerebrum. It accelerates from one turn to the next so fast that an individual does not have sufficient time to set the bike up, unless a person has successfully surpassed Kenny Roberts’ survival course titled “How To Ride Fast And Live.” Gary Nixon offers a similar course for about one-half the price of Kenny’s, but only during the non-National season, providing you can catch him. I sincerely recommend that anyone (unless you are bionic) who is contemplating purchasing a Saturn V (RD-350), spend the additional capital on one of the aforementioned life insurance policies.

(Continued on page 26)

Continued from page 24

3. It becomes instantaneously apparent that a front dual-disc brake is a necessity because of the incredible speed made available by slight pronation of your right wrist, providing a person’s utmost desire is to keep the gas cap at a 90-degree angle perpendicular to the earth’s súrface, plus or minus one standard deviation of 45 degrees (do not forget to take the magnetic declination angle into account).

4. The engine is extremely radical at slow speeds (maybe a Silver-left-Wing). The majority of the vulgarity is induced by port timing and reed valves. Undoubtedly Yamaha engineers theorized that the uneasiness of slow-speed running was a compromise between that and pure horsepower. Personally, I think they came to the correct verdict, because the extra muscle is amusing to fondle. Some of the benign terminal disease can likely be corrected by precise float level adjustments.

5. This exhilarating safari was the second most remarkable feat I have successfully conquered in my 31 trips around the sun. The first being an excursion around the Famoso Drag Strip (17.38 nautical miles north of Bakersfield, Calif.) on a 1973 Yamaha Tango-Zulu 350 road racer constructed by the impeccable Melvin C. Dinesen. The muzzle velocity of that armor-piercing projectile from a speed greater than 100 miles per hour approached that of a silver bullet expelled from the barrel of a Smith and Wesson 44 Magnum, assuming the ejection button (some people call this a Jake brake) anchored on the dorsal port side ape-hanger was not activated before Mach 1 was secured.

6. An RD350 set up meticulously— proper fork oil, the addition of S&W shocks, Dunlop K-81 tires, dual front discs, and a little immaculate preparation—becomes one extremely potent piece of street-legal racing equipment.

I am gratified that I had the opportunity to road test a 350 prior to any monetary disbursement on my behalf. I benefited from this perceptive escapade in the subsequent ways: (1) I saved $763; (2) I am still alive to disclose this relevant proclamation to anybody other than my shrink who will lend an ear; (3) it was a considerable amount of enjoyment but I would not want to subsist there.

In all sincerity, an RD350 is a genuine superbike. Its superb handling characteristics and magnificent acceleration make it a surgical instrument that only an experienced astronaut should possess. I will pursue riding my RD250 and have just as much entertainment at sane speeds, less than or equal to 117.33 feet per second.

(Continued on page 28)

Continued from page 26

John S. Somers Upland, Calif.

DEAD DUCATI

I thought you might want one person’s experience with the Ducati 860 Electric. I purchased one in July, 1975, and have 3200 miles on it. I had very little trouble with it until it had 3100 miles on it. Then, it became more and more difficult to start with the electric •starter. It was what might happen with a weak battery. I started putting a charger on the battery, but it didn’t help. Then, last month, it finally refused to start with the electric starter and was difficult to kickstart. I took it to the selling dealer, who has had it for one month but cannot find the problem. They have checked the carburetors, valve timing, ignition, to no avail. They called the distributor, who said that it needed a relay between the starter button. This was put on and it still won’t start off the electric starter, unless a larger battery charger is hooked to the battery. Yes, we put a new battery in it. Also, the starter has been torn down twice now and they still cannot find anything wrong with it.

I called a dealer in Kansas City, who had the same thing happen to one out of the crate; they said the trouble was in the fuse box. Interesting that the only trouble I had with the bike to this time was when it was brand new and two wires in the fuse box touched each other and melted the plastic box. I made a new one out of a block of wood and some fuse holders I purchased from Radio Shack. The bike ran for more than 2000 miles after that with no problems.

What does the dealer say about all this? “A sport bike shouldn’t have an electric starter anyway.” I sure wish I had known that before I bought it.

Dr. Vincent N. Miles Englewood, Colo.

SEE DEE’S A DUD

I have been a fairly regular reader of your fine magazine for the last few years. It is difficult to get CYCLE WORLD here, but all the same I do manage to get hold of issues as soon as they are available in the local bookstores. Recently, I was going through the “Feedback” section of your November ’75 issue (which is the latest I have been able to get) and I saw a letter by a Mr. William Douglas from Arlington, Texas. He stated his views about the Judson See Dee Ignition and I must say that there is complete truth in what he says. I bought this type of unit in August of 1975 for my Datsun 1300 and it proved to be a big dud. I wrote to the manufacturers about the whole affair, in detail, since I did not expect that American manufacturers would do such a thing. On the face of it the unit looks fairly impressive with cooling fins and what appears to be a power transistor fitted on the outside, but is actually a nut covering a diode. The whole unit consists of only two components that do not help the ignition system in any way. I do hope that you publish this letter of mine for the benefit of consumers all over the world.

Naveed Athar Lahore, Pakistan

CB500'S NOT HIS CUP OF T

I’m writing to CYCLE WORLD’S “Feedback” column because I feel some of your readers may be interested in what I have to say; Honda sure isn’t.

I bought a Honda CB500T one year ago and was very happy with it for about eight miles. As the oil got hot the clutch became less and less a clutch and more and more like a ratchet. It was either freewheeling or locked up solid.

I returned it to Bill Boren Honda in Santa Paula and was told: “All Hondas are like that; you’re just not taking off fast enough.”

Now I enjoy a stoplight G.P. as well as anyone, but if a 90-year-old lady in a Desoto is in front of you, you can’t blast off or you will have the most far-out fairing in town!

Within a few months the clutch was so bad that if I held a steady 3000 rpm and gently let out the clutch I could get four or maybe five strips of rubber before I was rolling. This really impresses the dudes in front of the high school. Unfortunately, I’m nearly 40 years old. I think some of them are still rolling around laughing.

Back to Bill Boren Honda to be told: “Your technique is all wrong. Go faster!” I’ve been riding bikes 20 years and now I can’t let out a clutch?

To make a short story long, now that I’m off warranty, I’m sure that if I go back to old Bill he will slap his forehead and exclaim, “My God, that thing is terminal. But we’ll fix it up for only one-sixteenth of the Hughes Estate.”

My point?

Honda sells forty-levin million bikes a year and couldn’t care less about any given one.

The Honda CB500T is my first Honda. Also my last.

To get this printed I’ll use the method most people do. I’ll bet a trashy rag like yours won’t print this letter. Furthermore, I’ll bet the editor drives an automobile.

Tom R. Hornbeck Newbury Park, Calif.

WELCOME TO THE CLUB

I am a three-year subscriber to your fine magazine and now a motorcycle owner. My bike, my first, is a mint condition 1966 Honda CB160. I purchased the bike in August, 1975, for $500 from a mechanic at a local motorcycle shop. The bike is absolutely stock except that much cosmetic work was done by the previous owner. The fenders, side covers and shock covers were chromed; paint is Honda Black. I bought the bike (nine years old) with 3761.4 miles on the odometer (not a mistake). The bike runs like a clock, gets 50 miles to a gallon, accelerates well, stops well and looks just beautiful. I am not satisfied with the stock Nitto tires, so they will soon be replaced with Dunlop K-81s. I also intend to replace the stock shocks with Konis or S&Ws. I have added a windshield for my own comfort (it’s cold up here in Wisconsin). I have had to replace the following parts: main switch, headlight, rear brake cable, headlight rim.

I have not experienced the parts department run-around that others have expressed in CW. My dealer, KleinDickert Honda of Madison, has been super helpful, always ready to answer any questions and to special order a part and have it within four to six days, just as promised. My helmet is off to them!!

As an avid motorcycle watcher for five years before finally getting my bike,

I had been involved in the motorcycle scene for a while. I have joined the AMA and various touring clubs here in Madison. 1 use my bike to get to school, to work, and to ride AMA road events. I enjoy the whole motorcycling scene, the people, competition events, the bikes, and most of all, you CYCLE WORLD, for bringing the whole scene to my door each month! Thanks again.

Todd Weiss Madison, Wis.

TURNING BACK THE CLOCK

The letter in the May issue from Joe Gwozoz was of special interest to me. Although 1 have owned only one British bike, a ’68 BSA Spitfire, I too feel respect for them and believe homage should be paid.

With all of the luxury machines out today incorporating space-age technology, I feel some important things have been lost, probably for good. I hate to sound like I wish time would stand still, ’cause obviously it won’t. But there is a certain thing about the sound, looks, feel and performance of a good 650 English motorcycle. If you take one out through the back roads you learn why handling beat out horsepower for so long. I mean, who needs great handling on the Interstate?

So get yourself a 750 Honda or 500 Kawasaki and pretend you’ve got a Cadillac or Chevy. I think you’d have accomplished the intended purpose. Sure you’ll beat me at the drag strip, but how practical is that?

Anyway, I just wanted to let you know some folks believe that old is sometimes best. And, I vote for old road test reprints too; we can skip hearing about the new paint-jobs on the Japanese bikes once in a while. How about it?

Robert E. Lee Mason Bowling Green, Ky.

Reprint sets of selected BSA road tests (including the Spitfire Mark II) are available from CYCLE WORLD Reader Service, P.O. Box 5755, Terre Haute, IN 47805. They also offer sets of BMW, H-D, Honda, Kawasaki, Suzuki, Triumph and Yamaha sets and will be glad to send you an order form-Ed.

IT’S BELL FOR WHOM HE EXTOLLS

I recently had my Bell Star helmet painted in standard Yamaha racing colors. In the process, the Bell logo stickers were, of course, removed and discarded. Wishing to duplicate as accurately as possible Kenny Roberts’ Bell, I wrote a letter to Bell-Toptex in an effort to acquire new stickers. Included in the request was my critique of the Star’s usefulness, as well as a list of a few of its disadvantages.

I am one of those people who think of themselves as Ralph Nader types. I won’t buy Brand X toothpaste if I feel its commercials are poorly executed, or if they attempt to con me into buying something. One can then understand why I was excited to receive a letter from Don L’Heureux, assistant sales manager for Bell. I have sent many such letters to various companies, but never have I had such a personal response from such a large corporation. This letter wasn’t one of those formjobbies, but a real hand-signed letter.

Pertaining to the relative inaccessibility of Bell Star shields in my area, Mr. L’Heureux replied: “I have taken the liberty of forwarding your letter to the Bell Helmet distributor nearest you in hopes that he can be of some help in supplying the dealers in your area with accessories.”

The Bell Star, in my mind, is the finest helmet produced in the world. That would be enough for me to keep buying them. But when a busy corporate executive takes time out to reply to a 17-year-old’s letter to promise him definite action, that makes me feel damned important. Any corporation that can make me feel like I mean something deserves my complete devotion as a consumer. I will never buy any helmet other than a Bell.

By the way, CYCLE WORLD is without a doubt the top motorcycle magazine on the market, but I wish you jokers could think of California as something other than the center of the motorcycle universe. Out here in New York, when we ride, we don’t screw around. Throughway jaunts at 100+ in 10-degree weather are not uncommon. Whenever you flower children decide you want to learn how to ride, come on out. If you can keep up, we’ll give you a few lessons.

(Continued on page 30)

Continued from page 29

Greg Webb New City, N.Y.

ALL-AROUND BARGAIN BIKE

In June of 1974 I purchased a new TX500 from Zechman’s Cycle Center in Pine Grove, Pa. In Aug., during its regular checkup, a small oil leak in the cylinder head area of the engine revealed itself. The bike had around 4000 miles on it at the time. Donny Zechman said he would fix it after the Labor Day holiday so that I would not lose out on the nice riding weather we were having. I took the bike back on a Tuesday and got it back on Thursday.

In the latter part of October, I had more than 6000 miles on it and it was leaking again. The weather was getting colder, so I asked them to take their time with it because I had no place to park it over the winter months. On the second nice day of the following spring, I got a call saying the bike was ready.

I put about 500 more miles on it before the rear tire needed replacing. About 300 miles after that the clutch cable tore, so I replaced that. I learned to spin the tire on the street. I later found out that this showing off cost me a new chain.

It was around 9700 miles when the oil leak returned. Donny Zechman said that even though the warranty had expired, he would contact Yamaha about putting the engine in a machine shop to have the heads shaved, etc.

The bike was in the shop for about three weeks prior to the July 4th weekend of ’75. I called Donny and he said they were waiting for parts. Knowing how upset I was without a bike, he loaned me a 250 street bike to ride over the weekend.

Around 500 miles after I got mine back, it started leaking again. They torqued the heads down again and it hasn’t leaked since. The only things the oil leaks cost me were time and oil; Donny and Yamaha took care of the rest.

The only thing that can be learned from all of this is the value of a good dealer. My brothers both ride Kawasakis, yet they are at the Yamaha dealer more than the Kawasaki dealer, simply because of the service. There are two Yamaha dealers in Lebanon County, yet most people I know drive to Pine Grove for the best treatment. I developed a rule that a bike, regardless of make or model, is only as good as the dealer who stands behind it.

(Continued on page 32)

Continued from page 30

After reading CYCLE WORLD’S test on the RD400, and remembering the fun on the 250, my wife and I decided to buy one. We both agree that even though the RD400 is smaller than the TX500, it is a more comfortable bike to ride. I had a smaller sprocket put on the front to make it easier to pull out in first gear. It doesn’t seem to affect top speed too much, and is a lot nicer in in-town driving. I don’t know if it affects quarter-mile times any, but it seems a little quicker. After 1000 miles, I must admit the bike is all they brag it up to be.

I don’t recommend it for longdistance touring, but for those of you reading this who have been thinking about buying a bike and can’t afford the prices of the big bikes, I strongly urge you to test drive a new RD400C. Believe me when I say this is the “ I - c a n ’t-believe-it’s-a-two-stroke twostroke.”

It doesn’t go ring-ding, it doesn’t foul plugs, it doesn’t have to be ridden at 6000 rpm. But believe me there are a few bike owners in Lebanon who realize that even though it’s not a superbike, the RD400C doesn’t hold up traffic from redlight to redlight!

It only smokes when it’s cold or really run hard. At sensible speeds it’s quiet and vibrates very little.

Most important, though, is its price. . .and cost of operation is also relatively low compared to that of bikes of its quality and potential. If you’re rich, buy a Z1 or a Sportster, etc.; but if you’re like me, not so rich, buy an RD400.

Joseph E. Lerch Jr. Myerstown, Pa.

STOCK SHOCKS STINK

I’m the owner of a ’75 Suzuki TM125. It’s very dependable and I bought it for a good price, but I have one complaint: the rear suspension stinks. When riding across whoop-dedoos the rear end flies up like a scared rabbit. I’m looking for a good shock laydown kit for under $100. I’d be interested to know if anyone has any suggestions.

Len Huffon Saginaw, Mich.

(Continued on page 34)

Continued from page 32

Rather than going to a laydown kit which, after you pay a qualified shop to weld up your frame and you purchase a proper pair of shocks, is going to run you more than $150, try either a pair of the new S&W Stroker shocks or Works Performance shocks. The SdcWs cost about $90 with springs, while the Works Performance shocks will set you back $115. The advantage to these shocks is that there is up to six inches of travel in them alone, so mounting them in the original position yields the effects of a laydown without having to cut up your frame. Your local dealer can order these shocks for you. —Ed.

STURDY SIDECAR

In light of your KZ400 comments recently, I would like to talk about some extraordinary features of my main transportation motorcycle. A 1974 Jawa 350 plus sidecar is a rarely seen set-up, but I’ve put 6000 miles on it since June, 1975, when I purchased it new.

I adjust the chain every 3000 miles and chain and sprocket wear are not noticeable to me (I’ve had 12 previous motorcycles). There have been no electrical failures, though God and Satan know that the system on the Jawa is antediluvian. Besides, there is no worldy buzz quite like a Jawa’s.

Every “buzz-offable” item on the bike is cotter-pinned or otherwise secured. The swinging arm bushes are constantly lubricated and I’ve had a little weepage but no big hassles with the system. All the wheel spokes are straight and again a regular check gives me nothing to report.

All, however, is not equal to such sanguine comment. Parts are difficult to get, but there seems little need for them, as the Jawa is very simple to work on. My major beef is the clutch (a three-spring cork affair that is probably borrowed from a 1938 Triumph). It will slip on very steep hills and has to be adjusted every 500 miles, at least, or it will go up in smoke. This happened the first 2000 miles, but luckily plates are only 75 cents each. If Barnett made a replacement plate for the street bike all my problems would be solved, but they don’t, and any turn in that direction would be appreciated.

Sturdy construction, an unstressed engine, and a price below that of the cheapest Japanese 350, makes the Jawa 350 a viable alternative. And believe it or not, it handles decently, if a little deliberately.

Virgil B. Strohmeyer Jr. Bedford, Ohio