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.

CAN-AM COMPLAINT

I purchased my Can Am 250 T’NT on April 20. 1976. In June it was necessary to return it to the dealer because the fork seals were leaking and the fork tubes were severely scored. The problem was caused by metal filings and shavings not being removed from the fork tubes after machining or prior to fork assembly. Bombardier agreed to replace the forks but they did not have one set in stock. They finally located a set in their competition dept. This resulted in the loss of 17 days from the riding season.

Twenty five days later my engine seized. This was caused by a piece of the cylinder base gasket being ingested. The resulting inflow of air caused the engine to run too lean, overheat and seize. Bombardier agreed to repair the engine under warranty even though it had expired. Repairs were delayed 15 days due to not having an oil pump. This resulted in a further 17 days lost from the riding season.

On the way home the CD1 electronic box expired. I pushed the bike home and returned to the dealer with the box. which was exchanged for a new one. Two days later the second CD1 unit failed. Bike and electronic box were returned to the dealer. Four days later I was back on the road with the 3rd CDI unit. Fifteen days later the engine seized again. No cause for this failure could be established. Bombardier agreed to repair the engine again under warranty. After the engine was assembled it refused to start. The THIRD electronic box had failed. This rebuild resulted in the loss of 26 days from the riding season.

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The total loss from our all-too-short riding season—60 da vs.

Add to the above the following minor agravations: Bombardiers’ inability to make or purchase a headlight that works for any length of time (I’m using my fourth). A rear fender that comes from the factory cracked around the mounting bolt holes, and a rear brake that ceases operation upon encountering the slightest moisture.

My bike is now in the garage and I’m not sure what to do with it scrap it. sell it. or exhibit it. All the warranty repair work in the world authorized by Bombardier could not restore my faith in the Can Am I own.

J. E. Nichols Hamilton. Ontario Canada

HURRAH FOR YAMAHA

Thought I’d add my comments about the Yamaha RD400C.

The RD400C is a great motorcycle. Yes. I ow n one: bought it on Feb. 10. 1976 and I now' have over 3500 miles on it. I had a problem at first with excessive oil consumption, however, this was cured at the cycle shop. 1 now' get over 500 miles per tank (1.9 qt. tank) which is good as the RD250A I had before. There is of course vibration but not as much as people think.

After several two and three-hundred mile round trips. I can say it cruises at 70 mph easily. It averages 42 miles per gallon, which is good considering the way I ride.

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The self-cancelling turn signals still work and I dearly enjoy not having to remember them. As noted in your road test it has power for the proverbial wheelie but takes off easily without high revs. 1 think it is a 99 44/100-percent motorcycle as nothing can be absolutely perfect. Oh, yes, the horn—I beeped my horn at a friend one day and he later commented “That’s the loudest beep-beep I have ever heard”. Of course, he is not a cigar smoking lardo.

I am happy with my red RD400C. When or if I get another bike, probably a 750 Triple Yamaha shaftdrive, I plan on keeping the RD400C.

Ronald R. Watson

In December of 1975,1 purchased a new Yamaha XS500, intending to use it for touring only. When I kept having problems with my car a little later, I sold it and began using my Yamaha for commuting purposes also. Along with a crash bar, which I included in the original purchase, I soon added a rack and K/Q seat because my girlfriend said she felt like she was sliding off the back whenever she rode with me. The bike is in showroom shape, as I always keep it very clean and check it over constantly for any problems that might occur. So far, all that has gone wrong is a small leak in the right fuel petcock and a leak in the master cylinder, both fixed under warranty.

As for the Yamaha’s performance, it's absolutely phenomenal, except for one thing that seems to be evident on all late Yamaha 500s. When the throttle is rolled off, there’s too much chain lash, causing the bike to lurch. What can be done? Does the rear wheel need to be set back, or is more involved? I would sincerely appreciate any suggestions because riding around town can be a hassle, especially in heavy traffic. I’d also like to hear from more of you XS500 owners out there! Particularly those who have found a sure cure to remedy this aggravating problem.

Todd L. Jerdon Cincinnati, Ohio

What vou're experiencing, Todd, is not chain snatch. Rather, it is the spacing of the teeth on the transmission gears, which we feel is excessive and creates the drive train slop. You can’t cure the problem; Yamaha needs to design-out the flaw in its transmission.—Ed.

DIFFERENT STROKES, ETC...

After reading Rich Hall’s letter about his MT125 versus an XL 125, I had to write and sound off. After owning a couple of two-strokes and a four-stroke Honda XR75, I can tell you the XR was the best bike I have ever owned. The ease of operation was incredible.

After owning the XR for one year, I just replaced the plug and knobby. A friend bought a Honda CR125 Elsinore about the same time I bought the XR. After one year his bike was junk.

Want a motocrosser, get a two-stroke; want a street or street/trail, or just a cowtrailer. get a four-stroke. Give me an XL 125 with gas Girlings and a Powroll Kit. and I’ll blast anv MT or DT into the ground. CYCLE WORLD is Number One.

Bill McGee Charleston, W. Va.

SPORTSTER FAN

I feel it necessary to defend the HarleyDavidson Sportster since it was berated by a reader in your column. Incidentally, over the past 21 years, I have owned six Hondas, three Yamahas, three Triumphs, one Norton and many other assorted brands dating back to the Cushman Eagle.

1 bought a 1976 Sportster and have put 5000 hard, trouble-free miles on it. I have not had one problem. I find the finish and detailing to be outstanding. The reason some of us buy a big displacement Tw in is that nothing else delivers the gobs of usable torque that a Twin does. It also looks neat and sounds good.

Vibration is not noticable unless you are accustomed to turbines or bikes which have no personality. (1 own a Honda Four also—they have many other virtues. It’s a great bike but has no aesthetic appeal or individuality).

Last, but not least, I wish to commend Harley-Davidson and Kawasaki of Fontana. Particularly Tony. They prepare and maintain what they sell to the highest standards. The sales and service department work together to insure happy customers. Your bike is only as good as your dealer. They really care after the sale. ín 21 years of bike riding, I find this rare in the motorcycle industry.

Eric Schweiter McAlester, OK

EAST VERSUS WEST

Although I respect the Japanese motorcycle industry and its products, I have always chosen to own and ride machines of European or American origin. For the past four years I have ridden Ducati Twins on the street and the Spanish Ossa oft'the road. Since service facilities, parts availability and distributor interest often come into question with European machines, I feel the need to relate my experiences with the distributors of the motorcycles I ride.

Yankee Motors distributes Ossa motorcycles from New York. When I got my Ossa I had a number of minor annoyances and questions concerning my machines, so I wrote to John Taylor at Yankee Motors. My letter was referred to the national service manager, Mr. Scott Dabney, who answered my questions in a prompt and enthusiastic manner. Mr. Dabney also invited further inquiries by mail or by phone. I can assure anyone with an Ossa product that the distributor stands ready to aid that individual concerning any problem he may encounter.

I’m satisfied that the Ducati 750cc and 860cc Twins are two of the finest motorcycles available to the public. I rode my 1973 Ducati 750cc 20,000 miles with no problems of any great consequence, and I’m sure my new Ducati 860cc will perform as well.

Because of the limited knowledge of these models. I relied on Berliner Motor Corp. for information. Ernie Wiffen, general service manager for Berliner, was prompt and informative in his responses to my inquiries. The few parts I needed were always on hand or available in a few days from my local dealers.

The Japanese haven’t captured the market in the area of service. Both Yankee Motors and Berliner Motor Corp. are doing an excellent job in servicing the owners of their machines.

George W. Frisch IÖI McHenry, 111.