Letters
LETTERS
SUGGESTIONS WITH SOLUTIONS
I own a 1975 Honda CB400F. The major factor influencing my decision to purchase the bike was the CYCLE WORLD test in July 1976. The data and conclusions of that test and the May 1977 test coincide with my actual experiences.
I would like to offer some suggestions and solutions for CB400F owners. Fuel reserve is indeed limited. Mine, by measure, is .52 gal. The reserve system uses only the tank’s left-hand bottom well. Other bikes use both bottom wells via a cross-over hose. If you run out of reserve fuel, lean the bike to the left until the footpeg touches. Fuel will cross over from the right-hand bottom well and be available as additional reserve. You can get about .2 gal (10 miles?) this way.
The rear-most seat support is about 10 in. forward of the end of the seat. Other older Hondas have a similar lack of back seat support. When used with a rear load (passenger or heavy gear) the sheet metal seat base fractures. Add a support. I used a Ix2x3-in. block of rubber. Fasten it to the underside of the seat about two inches forward of the rear edge. This allows the rear fender to support the load.
Since I like the cafe-racer style, I'm really turned off by stock rear view mirrors. I've modified the stock mirrors and remounted them on the turn signal bar. They are viewed from the leaning forward cafe racer riding position and actually provide a rearward view that passes below the handlebars. The bike looks better and I can see better.
Ed Magdarz Raleigh, N.C.
A COSTLY LESSON LEARNED
I recently had a shattering demonstration of the usefulness of helmets and protective clothing. As a newcomer to motorcycling and being especially careful, I didn't try to play racer. I went to a training course which taught me to deal with almost every situation (except, of course, the one that did me in).
I made a very important and costly discovery: Truck drivers can’t see you. 1 was stopped behind a rather large truck thinking he was waiting for a pedestrian to cross. The truck suddenly began backing toward me. After fighting off the shock, I lunged for the horn and made my second discovery; my horn was so w;eak I could hardly hear it myself. The end result was a sore body and $450 in damage. However, the truck driver had a reasonable excuse, as he had seen a pair of scissors at the side of the road and decided he'd like them (I should’ve guessed).
All I can say to those who think their skill will get them out of a tight situation is that it’s pretty hard to think when a truck is backing into you and you can’t go into reverse.
Malcolm Macky
Vancouver, B.C.
Canada
A LONG-FELT NEED FILLED
Your article on the Harley-Davidson XLCR1000 in the May issue has answered a long-felt need. For years now I have been riding Harleys. I knew why I loved the damn things but I could never express it and still appear rational at the same time.
But you have done it. I’m going to make a copy of the last paragraphs in your CYCLE WORLD road test and carry them with me. Then when someone asks, “What do you see in that thing?” Ell simply hand him the excerpts from your masterpiece— and smile knowingly.
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A.W. Coffland Owensboro, Ky.
DRIVE TRAIN TROUBLES SOLVED
In a previous issue of CYCLE WORLD an owner of a 1976 Yamaha XS500C complained of drive train troubles. That was my only complaint about my XS500C but I solved the problems when, in preparation for a cross country tour, I installed a 17tooth countershaft sprocket which helped cut some rpm while on the road. After doing so I noticed some very pleasing side effects. First,, the snatch in the drive line seemed to be greatly reduced. The bike is much more pleasant to ride in town. Also gas mileage increased from 48-54 to 50-60 mpg. with no drop in performance. I’m completely satisfied with my 500 and nothing has gone wrong after 8500 miles, which included many miles of touring.
Tom Marx New York, N.Y.
UNITED WE STAND
Your comparison article in the March issue of the Husky 390 and the Yamaha 400 pointed out an interesting and encouraging idea. Bikes are getting more specialized and we are getting more for our money than ever before. In these days of inflation and higher interest rates, that’s hard to believe, but the open class Husky is a good example. In 1972 the bike retailed for $1475. The 1977 model will go for around $1850, a difference of $370. When one considers the improvements in suspension, frame geometry, carburetion, power, and weight, one must view the newer bike a bargain by comparison. Throw in the difference between 1972 dollars and 1977 dollars, and the picture becomes even brighter.
The Yamaha’s sophistication came about in typically Japanese fashion: through unplanned evolution during the past several years. Winning at the track meant taking a good look at the market and making adjustments to sell competitive bikes. The oriental machines evolved from serious play bikes to serious motocrossers. Before, the difference between the DTs, TMs and CRs and the factory bikes of Andersson, Robert, Lackey, or Bauer was like night and day. Today, we still cannot buy a works bike over the counter, but we do get a specialized, competitive machine that cannot and does not attempt to be a polite compromise between enduro, cowtrailer, or motocrosser.
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The people to thank for this are none other than ourselves—the riding public. The demand for motorcycles is reaching higher proportions than ever before, and every type of bike is benefiting from this surge. Everything from the commuter bike to the trials bike is being refined and improved because increased sales make it worthwhile. When one company’s product supposedly has an edge, the others had better follow suit or suffer sales losses.
So keep on buying those new bikes and keeping the good old ones in circulation with aftermarket improvements, and our industry can’t go anywhere but up!
Dud Brown Erie, Pa.
FIGHTING FIDO
Here is a response to a letter in your June issue.
Art Polan of Los Angeles is having trouble with “man’s best friend.” Los Angeles does have leash laws which require that dogs be kept on leashes when off the owner's property. Of course, to make a complaint and see it through would likely be an uphill battle if there are no damages. But should Art hit the dog, the leash laws would be a defense if the owner tried to come after him. The squirt gun idea suggested by the editors sounds pretty good!
Dave Sine
Long Beach, Calif.
With reference to Art Polan’s problem of dogs chasing his motorcycle, I don’t find it a problem at all. Not that I haven’t been chased. Quite the contrary.
It the dog approaches at the proper angle and gets close enough, a good, swift kick to the head produces excellent results. Be sure you are wearing boots, however. I did it once with tennis shoes and hurt my foot. Ouch!
A more fun technique relies on my experience as an enduro rider. This consists of turning the tables and chasing Fido while slipping the clutch and revving the engine frequently. The results of this method must be seen to be believed.
Obviously both these techniques depend a great deal on rider skill and confidence.
Also, because dogs seem to sense human emotions, if you are genuinely mad at the dog, getting off and chasing it on foot with a few verbal accompaniments will often be effective.
I don’t really care for the water gun with ammonia idea as it takes one hand off the handlebars and diverts too much of the rider’s concentration from safe riding.
While some may initially frown at my solutions, if done properly they should do no lasting harm to the dog. On the contrary, the dog, its owner, and possibly some other motorcyclists might all benefit.
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An inexperienced cyclist could be injured while trying to avoid the dog which could lead to any number of medical and/ or legal entanglements.
John D. Clark. D.D.S.
Walnut Creek, Calif.
After many years of trying to cope with dogs—using kick-in-the-jaw, water pistol with ammonia, blank cartridge pistol, etc., all at the expense of good control of the motorcycle—1 made a very simple and effective discovery: Sound the horn! It will stop most of them in their tracks. They must associate the horn with an automobile, for which they have more respect or consider to be a “normal” vehicle. Try it—it works. The louder the horn the better the results.
Harvey Irons Sparta, N.J.
Where I live is illegal to allow dogs to run loose, but many ignore the law, to the hazard of bikers. The solution I have evolved over the years is as soon as I see a dog watching me approach with interest and possible hostility, I ride slightly toward the center of the road, away from the little beastie. Then, as I get closer (especially if the dog has taken a few steps farther out in the road in what I have come to recognize as the pre-attack mode) I turn straight toward him, accelerate slightly and, without speeding up much at all, make an honest attempt to run him down, aiming at his shoulder.
I have yet to hit a dog, nor would I want to. I have been a dog lover for years, and wouldn’t hurt one for the world. I have been bitten twice, however (before developing this technique) and don’t dig pain. What always happens is that the canine outlaw, when he realizes this soand-so is coming right at him. leaps backward in the nick of time, so that as I ride by, he is moving backward rapidly, frightened and off balance. I then accelerate as much as possible, considering road and traffic conditions, and leave the dog behind.
One dog in an area I must traverse frequently on the way to work has now been so well trained that he abandons his usual turf-guarding post at the foot of the driveway when I approach and runs for the front porch!
Albert Peabody Annapolis, Md.
GENEROUS GESTURES
I’m not a Zundapp dealer but I rode three Zundapp machines from 1969 through 1976. One of the 100-cc engines ran for 55.000 km without any trouble, and is still in use. This engine never needed to
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I still have many Zundapp spare parts left, even the one Mr. Ditzel needs. I can help him. The part number is 285-01.194. (shaft seal 20 x 30 x 7 mm). I have enclosed one to be forwarded to him.
I now own a new Bultaco Matador MK9 350 cc and read your test of Bultaco’s Alpinas (of w hich the 350 version is rather similar to the Matador) in the April issue with great interest. You are right: The fork travel and shock absorbers are too short. When I slow down a little bit or when I ride down a steep hump the front tire always touches the f'ront mud guard inside.
I live near Munich/Germany/Bavaria where the Zundapp factories are situated and I know' the most important Zundapp stockist very well. Formerly I was in the employ of the Zundapp Works. Now I’m a teacher, and from Julv to August Fm going to visit the US (east coast) for the first time in my life.
Alfred Stadlbauer West Germany
Our former U.S. importers, Messrs. Berliner Motor Corporation, had the courtesy to send us a clipping from the May issue of CYCLE WORLD in concern of “Letter to the Editor” of Mr. Wesley W. Ditzel. Jr.. Cranford. N.J., inquiring for an oil seal for his Zundapp motorcycle.
Kindly inform Mr. Ditzel that he can get this part, as well as others eventually needed, directly from us. We would be pleased if he'd contact us.
We wish to add that at the time being w'e are not represented in the United States, because of the unfavorable development of the exchange rate S/DM it became very difficult for us to compete pricewise.
Zundapp Weke GMBH Export 8 München 80 Postfach 80 2051 Germany
RHODE ISLAND HELMET LAWS
The AMA chart in your May issue show's no helmet required in Rhode Island. At present, this applies only to the operator. The passenger, however, is required to wear a helmet.
When the helmet law was repealed in Rhode Island, the second section of the law w'as overlooked due to an oversight. This section covered the passenger. As a result of this error by the legislators, the passenger must still wear a helmet in this state.
Herbert A. Uttley Greenville. R.I.
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CONFUSION TUBES
My 1975 Honda CB550K is kept in perfect condition, both in terms of appearance and maintenance. After 5800 miles of trouble free riding, strange things began to happen.
I first noticed that the handlebars would wobble at low speeds if I let them go. About 200 miles later, it seemed that I was losing my ability to handle the machine on twisty roads. The machine simply did not feel like it was on my side any longer. The situation got worse, and yet because of the gradual deterioration of front end stability, I tended to think that it was me. losing my confidence in my bike’s handling ability.
While going down a side street at about 40 mph, I hit a ripple in the pavement, the front end went into total trauma, and I nearly went down. At this point I decided to have my shop take a look at things. After 6000 miles of religious upkeep. I had neglected to maintain those “confusion tubes,” the front forks. My fork oil had turned to jello. causing spring collapse. This completely wiped out the front end stability, and the change had been so gradual as to make it seem rider induced.
I now have a new set of S&W springs, and keep a watchful eye on fork oil level and condition. Please be advised that this often overlooked area of maintenance can be the most dangerous things on your motorcycle to neglect.
Bruce Nathan Oceanside, N.Y.
POSSIBLE MEMORIES
I am writing in regard to the article “How Much Government in Our Future?” in your June issue. The emissions standards set by the EPA eliminates two-stroke motorcycles from the road by 1980. This is an atrocity. The contribution to environmental pollution by these machines is insignificant (compared to automobiles) when one takes a motorcycle’s small displacement into account.
I urge two-stroke fans to write to their legislators now before our machines become “just a memory.”
Daniel A. Falk
Buffalo, N.Y.
