Letters

Letters

October 1 1977

Letters October 1 1977

Letters

October 1 1977

LETTERS

SAFETY TIP

I read Tony Swan’s article “Encounter in Santa Paula” in your July issue, and was very pleased to read a true story that drove home a well taken point on safety. The point I would like to make is not 100 percent foolproof, but the system I have used in the last 12 years has worked thus far.

When possible, approach, enter and clear the intersection alongside or just slightly behind a car or any other four wheeler in a lane next to it. The rule is that if I am not there alone, the people in the left-turn lane have more to see and something they are used to seeing. Of course, I still use all normal safety techniques and slow down or adjust my position relevant to the vehicle Em using as my shield through the intersection.

I usually have my headlight on and finger on the horn but you can’t trust those devices to be seen either. My turn indicator lights are very bright and 1 turn the left one on about 50 yards before entering an intersection alone. This helps also but it is not foolproof.

I find that using the center lanes gives me the best view of the road and helps to give the cars a better view of me, especially those who pull out from driveways and side streets.

Tom Bartiromo Jr. Reseda, Calif.

BIKES OF THE FUTURE

It must be hell to run a big business these days—always fearful some nut will pounce with a lawsuit if you don’t behave very cautiously and defensively.

I wrote to Honda Research and Development, offering to send them a number of ideas about future motorcycle design which I hoped would be useful to them. I got back a letter from a well-staffed Los Angeles legal firm, explaining why Honda never reads or accepts unsolicited ideas from people outside the “family.”

“. . . Please be advised that it is against the policy of American Honda to accept unsolicited ideas from persons outside the Honda family . . . Were (Honda) to give consideration to the proposal such as contained in your letter . . . (Honda) . . . might incur additional liabilities . . .”

When the largest, richest motorcycle manufacturer the world has ever known dares not consider suggestions from consumers, I think it is important for motorcycle magazines to ask for, and report on their readers’ notions of designs they would like to be able to buy in the future. Otherwise, we can expect to see increasing numbers of Japanese and home-grown Edsels, and a sluggish and shrinking motorcycle market.

Here are some of my suggestions which could help some motorcycle manufacturer make a profit in the 1980s.

Full enclosure: In earlier years I would have laughed at the idea of enclosed housing on a motorcycle. Now at the age of 54 I find myself studying which bike will best carry a home-made head-to-toe enclosure. I stopped year ’round commuting in my late 40s when stiff, painful fingers kept me from doing any useful work before morning coffee break, and red eyes and a drippy nose spoiled my image with the office girls. I am looking forward to riding my next bike to work in January, warm and dry as your average Buick driver.

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Big, light and conservative: The industry now needs man-size, big-bore bikes of modest weight and performance. Every rider outgrows heavy, high-performance motorcycles at some point in his life. The bike I want is a big-wheel, long-wheelbase 500cc Single of 12 or 15 horsepower and weighs about 200 lb. The engine would be long-stroke, low-compression, and lowrpm. It would turn maybe 3000 at 70 mph top speed and be cammed and flywheeled to pull strongly and smoothly in traffic at 1000 rpm.

Something different: Why can’t I buy a diesel motorcycle, a 120-mph talkingpiece, full of interest? Why hasn’t someone developed 20-in. handlebars and novel forms of rider protection for city traffic? Why don’t I have the option of buying belt-drive and/or variable-pully-geared bikes?

People who ride motorcycles for other reasons than performance, and who would like to see the industry grow and change in productive ways should have a way to present their ideas to the motorcycle manufacturers.

Bill Durham Seattle, Wash.

ANTI-THEFT IDEA

I recently acquired your July issue and was reading the “Letters” column. I am 16 and serving time in an institution like Justin Petersen. Being an accomplished mechanic and also slightly misguided teen, I know a great deal (from being there) about motorcycle theft. Take heed to Mr. Petersen’s letter. I know where he’s coming from. When I was on the “outs” I saw a guy who had a simple and inexpensive antitheft device.

It may seem like an inconvenience but it’s better than laying out some heavy bills for an aftermarket anti-theft device. It could also well be the difference between you getting home the way you planned or not.

Steve Arrowood Norwalk, Calif.

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NO ONE’S PERFECT

On page 70 of your July issue in the “Can-Am’s Triple Threat” article you published a picture of the rear hub of a Yamaha IT 175. Dummies!

Bob Echard Baltimore. Md.

Guilty, guilty, guilty.

CASLER GEAR BAG

Thanks for the story on gear bags in your August issue. I was interested in the Casier bag, but noticed you did not include an address for the manufacturer. Can you supply this information?

Joe Sopo Garden Grove. Calif.

Sorry about the oversight! The Casier bag, like the others we reported on, is available at most bike accessory shops. If you can't find one locally, though, here's Casier's address:

Casier Performance Products 1031 W. Brooks St. PO. Box 3397 Ontario, Calif. 91761 (717) 986-4537

LIKES HIS HARLEY . . .

This letter and rebuttal is in reference to Todd Jerdon's “Great American Rip-OfT” letter. June issue.

First. I should say that my Harley is a 1977 Superglide. My past bikes have included two Suzuki 750s. a Zl, a BMW R90/6 and a BMW R90S. a Honda Gold Wing, and a Laverda 1000.

I now have 5500 miles on my Superglide, and I have no problems whatsoever. Taking Mr. Jerdon’s criticisms categorically, the engine vibration on my H-D is not excessive (low-frequency vibrations are the least annoying), and the stift' shocks seem to me to be well matched with the rest of the bike (1200 lb. GVWR). I have ridden several times down to the Texas coast, so the 50 to 90-mile sitting time he claimed is way out of line for my bike. The mirrors are useful in practically all rpm ranges. My Harley has never failed to start, and it has never quit running for any reason. The clutch has a medium-strong pull, and neutral is easy to find from first or second. The transmission has a long throw and requires a deliberate shifting effort, but it has always performed very well. As for the problem with his Harley dealer, all dealers are, of course, different.

The primary thought 1 would like to convey is this: After owning all the aforementioned bikes, I always seemed to grow bored after a short period of ownership. I felt as though I was just lost in the motorcycling crowd. But when I'm on my Harley, I'm never bored, I never lose my enthusi-> asm, and I always have a good time. As far as I'm concerned, the great American freedom machine is just that, and for anyone to call it a rip-off, like Mr. Jerdon did, really hurts.

John Cox Dallas, Tex.

. . . BUT PARTS ARE HARD TO FIND

On “Parts Paradox,” a letter in your August issue—Jim Antle isn’t the Lone Ranger. I recently purchased a 1973 Harley 125. I immediately tore it down for a complete overhaul. It took about 15 minutes of phone calls to find there are no parts available for this machine (unimportant parts like starter gear, oversize rings and piston and lower end bearings).

Luckily, it’s not the first machine I’ve ever torn down and I had a machinist make all the parts I needed and revamp a set of Yamaha rings to fit the piston. The machine is now in running condition again.

John Arvai Livonia, Mich.

HONDA 750A

Regarding the Honda 750A test in your June issue, I realize it was the intent of the article to provide technical and performance data but I thought the basic premise was less than objective.

Assigning a subtitle which directs the reader to consider fanny fatigue was trite, unwarranted and unworthy of this unique machine.

The 750A offers a quiet, powerful ride; smoothness, ease of operation and convenience of handling. Your terminology refers to it as a “loss of manual dexterity.”

Comparison to the Honda 750F2 brings predictable results. The Hondamatic is an entity in its own with no pretense of competing with the super sportster or cafe racer.

Offering a unique and enjoyable dimension to a sport rapidly expanding and changing its image, the automatics are a technical breakthrough allowing a greater sense of freedom to enjoy the ride.

The Honda 750A is the first of a whole new generation of motorcycles.

Tamara Todorovic Santa Cruz, Calif.

You make several good points. The Hondamatic is a technical breakthrough. It is excellent engineering and it does offer freedom from shifting, which some riders may consider to be a chore.

The test report is supposed to show good and bad, so we published the performance figures: A potential owner of a 750A is entitled to know what shiftless riding will cost in terms of miles-per-gallon, acceleration, etc.

As to the seat, surely an automatic trans-> mission or any other technical change is no excuse for lack of comfort, especially on a machine intended for touring and ease of operation.

FAIRING

I would like to make several comments on your article “New Ideas In Fairings,” August issue. I have had a Vetter fairing for a year because I commute on my Honda 550 almost 600 miles round trip. I enjoy the fairing but it does seem to create a bit of turbulance and yawing particularly to strong crosswinds and 18 wheelers. The driver remains comfortable but the air closing in behind the windshield seems to buffet the passenger a great deal.

Another problem is rain. On my bike, rain blows under the fairing from the front wheel, comes up between the fairing and tank, and then blows back on the rider. I wrote Windjammer and they sent me a plan for plastic cutouts to fit under the fairing to prevent this. Evidently other people have experienced this problem.

Also, after a year of riding, the windshield has developed spider web lines in the plastic making vision difficult when driving into the sun or against headlights at night. But, all in all I still like the fairing.

Randy Crandall Berryville, Va.

LIKES HIS LAVERDA

In August 1974 I took delivery of my 1973 Laverda 750SF and in the subsequent three years it has affirmed its maker’s claim that it is, indeed, an exceptional motorcycle.

Sold “as is,” still crated, from a defunct dealership, it has only twice had a dealers attention. Thanks to the detailed owner’s manual and the inherent quality of the machine this has been all that was necessary in 31,000 miles.

The seat is not the greatest for touring but it is something I can live with, and you make lots of stops when touring, anyway. Vibration, uncomfortable until 5000 miles, is of low frequency and large amplitude and has ceased to be bothersome and is getting smoother as the miles pile up.

The exhaust note is, uh, healthy (I love it) but too loud for most tastes. Gas mileage has averaged 44 mpg unfaired and as high as 49 with fairing. The turn signals (Lucas) died the first week and were removed. The other electrics (Bosch) are fine; the points and condenser are original and continue to perform well with periodic cleaning and timing. Total engine repairs and replacements so far; exhaust valve (burned), cam chain (stretched out at 30,000 miles).

Dealers are few and far between but the basic quality of the bike obviates the need for much attention. Maintenance intervals are reasonable and service straightforward and easily done by anyone who knows which end of a spark plug to gap. A large quantity of spares purchased with the bike remains largely untouched (a few cables and filters used only) and at the present rate should ensure it will run forever.

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I would highly recommend this bike to anyone wanting a fast, good handling and looking, reliable roadster. You get everything motorcycling is about and a little exclusivity, to boot.

David Edwardy Redlands, Calif.

BRAKING DISTANCES

I have just read the February 1977 CYCLE WORLD for the second time, and after paying $ 1 (Australia) at a newsstand it comes out at very good value.

As you probably know we spell some words differently to you people over there but our bikes and bits are so similar and our conditions are also, as in our weather, spare parts supplies, police victimization, restrictions on riders, etc., etc.

I ride a TS185, 75 model Suzy and by God it has to be the most trouble free set of wheels a bloke could buy. My only complaint on the bike is that the tank is not large enough but that’s easy fixed with an M.S. tank.

I am confused, perhaps my Bell is too tight, but after reading the DT250-DT400 tests which incidently tallied with Australia magazine tests in most respects, you say both bikes will stop in 140 ft. from 60 mph. On the inside back cover of your mag you have an ad for Moto Guzzi road bike with integral brake which can only stop from 60 mph in 157 ft. Hence my confusion.

Les Bannister New South Wales, Australia

Braking distance is usually as much a matter of tire area and test weight as it is the braking system on the motorcycle on test. The Moto Guzzi is a large machine, so its braking distances should be compared with other bikes of equal weight, rather than against lighter motorcycles with different braking systems.

A Iso, the difference in braking distances may involve questions of technique and legal questions.

CYCLE WORLD does its own testing. We took the Yamaha DT250 and DT400 to the track, fitted them with instruments and measured their stopping distances. We are free—thanks to a Constitution that guarantees certain rights—to report on how the bikes performed for us.

A motorcycle company cannot do this. Advertising is subject to limits which don’t apply to reporting. Therefore a motorcycle manufacturer dares not claim anything> which any buyer cannot duplicate on virtually any road surface. We \d guess that the Guzzi figures are on the conservative side.