Letters

April 1 1978

Letters April 1 1978

Letters

April 1 1978

LETTERS

A LOSING BATTLE?

I am a British enthusiast and see nothing in the Japanese bikes. The only two Hondas I respect are the old 305s and the 450s. Japanese motorcycles are not motorcycles. They are beginning to be like little second cars. Every little convenience that is standard on the auto is finding its way to the bike's frame. It used to be only the Electra Glide filled this category. Now everything from a 250cc on up is moving in on the Glide.

I guess I can't stop progress so I stay with British bikes—Triumph and BSA mainly. These are motorcycles. These are the bikes I can lean into a mountain curve and not think twice about. These are the bikes that don't require a certified mechanic to work on them. These are motorcycles.

Right now it looks like I am fighting a losing battle. Long may the original Gold Stars run!

Tom Drahos Lansing, Mich.

WHAT ARE YOUR THOUGHTS?

This helmet problem has been in the air for quite a while. 1 always wear my Bell brain bucket anytime 1 get near a highway. However, come Sunday morning rides to the beach I never wear my helmet, because of the added enjoyment of the wind. So much for my personal habits.

Now for the problem. I am a mechanic at a shop where I get to see a lot of crash jobs, mostly new motorcycles with less than 100 miles, owned mostly by new riders. Today one came in with 1.7 miles. The rider probably made it to the first red light. Which brings me to my point. It seems that a lot of first-time riders are getting their heads banged up. 1 would like to suggest that the law be written to require helmets for all riders on their motorcycle permits and for the first year of their having a motorcycle license, after that the helmet is optional. What are your thoughts on this idea?

Lloyd Reeves

Long Beach, Calif.

Research bears out your experience, that is, most crashes occur during the first few months of riding, and younger riders are more likely to crash. Several states already are using part of your idea, by requiring helmets only for young riders. Enforcing such a law without extras like new rider plates or something similar would be a hassle.

As to your personal preference, research also shows the guy on a short run turns up in the emergency ward more frequently than does the touring rider or commuter. You can't predict when they're gonna get cha.

A CHILLING EXPERIENCE

1 left Maine on October 7 and rode to Vermont. I stopped first in Wiscasset to mail a package to myself in San Francisco, and the weather near the coast was sunny, cool and blowing a stiff breeze out of the northwest. 1 was wearing a regular undershirt. flannel shirt, heavy blue jeans, twoplv nvlon riding pants, and two-ply nylon riding jacket with zip-in liner.

Twenty miles later 1 stopped for gas. and added a sweatshirt and knit wool liners under my unlined leather work gloves. Forty miles later. 1 was freezing so 1 stopped and added a hooded sweatshirt (hood down), and proceeded on my way.

At a point approaching the Vermont border. I was still freezing and pulled into a picnic area, determined to deal with the continued on page 15 situation. I added a second pair of socksthick woolly ones—tucked the riding pants into my boot tops (leather lined, 10-in. lace-ups), stripped oft' all upper gear and added a long sleeve winter undershirt, and put on over it the flannel shirt, the two sweatshirts and the riding jacket with liner. Then 1 tucked the whole combination inside the waistband of the riding pants. Amazingly, it was very comfortable, and a good deal warmer.

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Two days later, in Albany, N.Y. I bought a pair of thermal long johns and found that I could get the helmet on over the hood of the sweatshirt. With this outfit. I proceeded to cross Pennsylvania. I was on the road six or eight hours, and just able to stay on the good side of freezing.

When I rolled into Oklahoma City I had bugs on my windshield again. West of there, through the desert, it was back to summer and the single sweatshirt was sufficient for 1000 miles, whilst behind me they were getting hell in New England.

I had a $30 windshield on my KZ400, a humongous solo saddle and a padded backrest. The big round pad kept my lower back warm and should be seriously considered as a valuable cold weather accessory. 1 had no trouble with the bike. The thing is steady as a rock at 85 m ph. still leaks oil like sweat in the jungle, stalls at every stoplight in town, starts easy, handles like a '56 farm truck and climbs mountains at 65 mph in fifth. Weird bike.

Stephen Jane San Francisco. Calif.

HONDA HAWK KICKSTAND

1 have read your review on the Honda Hawk stand—also the letter by Jeff Reiner.

My experience with the Hawk kickstand has been anything but satisfactory. The third day after receiving the Hawk. 1 activated the stand only to find that it was not there when 1 attempted to lean the cycle on it. The result was that the Hawk ended up resting on its side with my foot under it.

The stand is too straight and the foot tab is too small. 1 decided to have the stand replaced with a better stand but because I have the Hondamatic the stand has two springs and I was unable to find a replacement. I did have the stand ground to allow it to cant more toward the front which makes it safer, but it needs a larger tab, or foot to make it more dependable.

Frank Shepard Pasadena, Calif.

YAMAHA'S SR500

Enjoyed the January SR500 cover story. Incredible. A straightforward, simple motorcycle that weighs less than 400 lb.? What extinct British thing will the Japanese think of next? Now if it only had wire wheels and looked a little more like Henry Manney Ill's Enfield India 350. Anyway, nice to see a bike like the SR. There is still hope.

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Peter Egan Madison. Wise.

SUZU-WAGEN

My 1972 Suzuki 750 water-cooled Triple started exhibiting thermostat problems last summer. (It wouldn't open until the coolant had nearly reached the boiling point.) The Suzuki shop told me a newthermostat was $18 and ... I never heard the finish of the price. I went into a state of shock. I believe in paying the dealer enough to provide him a decent margin of profit. I don't like being ripped off.

I finished the season with the defective thermostat but after I put the bike in storage for the winter I started checking into foreign car thermostats. I found that Volkswagen thermostats, from 1974 on, are almost exact replacements. The VW thermostat has a diameter approximately 1/16 inch wider than the Zook. but by grinding off the small outer edge, it can be made to fit perfectly. My cost with tax was $6.79.

My friendly dealer may have to give up his annual trip to Florida because of what I've done, but next summer I'll ride an extra 800 miles on the $ 13 I saved. So what if my friends call it a Suzu-Wagen?

Aubrey C. Curless East Moline, 111.

CERTIFICATE OF CONFORMITY

Federal regulations issued on January 5. 1977 require that any motorcycle produced after December 31, 1977 be covered by a certificate of conformity. Issuance of these certificates of conformity is the responsibility of the U.S. Environmental Protection Agency, Office of Mobile Source Air Pollution Control.

To be certain that all manufacturers are aware of the requirements imposed on them by the regulations, we have attempted to contact them through MIC or individual correspondence. While we believe we have been largely successful, there may still be some manufacturers who are not aware of the certification requirements. It would be extremely unfortunate if it were to become necessary to delay or prevent a motorcycle manufacturer from marketing his product because he was unaware of the requirements which must be met.

We believe it would provide an important service to your readers if you would tell them that any motorcycle produced after December 31, 1977 and intended for continued on page 18 sale in the United States must be covered by a certificate of conformity. A motorcycle is defined as any motor vehicle with a headlight, tailiight. and stoplight, and having: two wheels, or three wheels and a curb mass less than or equal to 680 kilograms (1499 Ib.). A motorcycle is excluded from this requirement if (a) the engine displacement is less than 50cc (3.1 cu. in.) or if (b) with an 80 kg. (176 lb.) driver, it cannot start from a dead stop using only the engine, or (c) it cannot exceed a maximum speed of 40 km/h (24.9 mph) on level, paved surfaces. Information on how to obtain a certificate of conformity is available from:

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Director,

Certification Division Environmental Protection Agency 2565 Plymouth Rd.

Ann Arbor. Mich. 48105 R.E. Harrington Director. Certification Division Mobile Source Air Pollution Control

SUZUKI'S PE250

1 have just finished reading "One Year with Suzuki's PE250" in your December issue and 1 must tell you how grateful 1 am. You have finally given me the solution to the mysterious vibration that has plagued my own PE250 shortly after purchasing it. I wish the source of the problem was found earlier in the year, but better late than never.

After removing both rear engine bolts it seems to me they both needed replacing for larger ones. I have approximately 8000 miles on my PE and it has never failed me yet. Why Suzuki would build these very small problems in such a fine enduro motorcycle I will never know, but 1 am thoroughly impressed at the performance and toughness of this incredible motorcycle.

Mark Lemery

Kingston. Ontario.

Canada

COSWORTH PROJECT

I own a 1972 Norton Commando Roadster. In 1975 Norton/Triumph made known it was experimenting with a watercooled. Cosworth-powered motorcycle. Maybe you could shed a little light on whether or not they still plan to do so. Also, do you know if Triumph plans to expand its present line, or if Norton plans to re-introduce any line of motorcycle at all'?

Steve Heim

Young America. Minn.

The Cosworth project never actually became a useful road or racing engine. Several examples were built. They showed great power on the test bench but not on the track. An American tuner called in for consultation reported that although the Cosworth made good power, at a steady rpm, it wouldn't rev as quickly as its rivals in class. We've been told another of the Cos worths went to Can-Am in case an Anglo-Canadian motorcycle could be produced, but again, no firm commitments were made. Fatas we know, the Cosworth has been gathering dust since.

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Triumph does plan to expand its present line. First, though, they're rebuilding their parts and dealer network and concentrating on building Bonnevilles. As the test in this issue shows, they're off to a good start.

RETURN OF THE FOUR-STROKE SINGLE

I for one believe the day of the fourstroke Single has returned and I would like to thank you for the space, information and articles about the Yamaha XT500. 1 feel this is the best possible bike for me. It gets me to work and way out in the desert if I want it to. Your magazine has helped me make changes and plan new ones.

This is not to say you're one-sided. You have a well balanced magazine that's always interesting and helpful.

Kerry Robbins Tucson. Ariz.

YAMAHA SR500

I read the road test in your January issue on the Yamaha SR500 and bought one. Your test was right on. I really love the bike, and it's not that difficult to start. I wish Yamaha had come out with this one sooner.

Jim Hemmer Russellville, Ark.