Letters
LETTERS
“TAKING IT TO THE TENS”
Regarding “Taking It to the Tens” in the November 1978 issue. U.S. Suzuki feels a responsibility to remind your readers of certain points.
1) All street-legal motorcycles manufactured on or after January 1, 1978, are required to meet the U.S. Environmental Protection Agency (EPA) exhaust emissions standards. The Suzuki GS1000EC used in your test complied with the EPA emissions standards when it was delivered to CYCLE WORLD prior to the test. 2) Federal law makes it illegal for a manufacturer or dealer to remove or render inoperative the emission control system, or to cause such an effect. Many states have a similar provision which prevents the owner from tampering with emission-controlled vehicles.
These laws have a bearing on your test report to the extent that some readers may inadvertently modify their motorcycles in violation of state law. In California, for example, all emissions-related parts must be found by the manufacturer of the part Jo be either 1 ) the equivalent of the original equipment part in emissions performance. in which case it can be installed legally, or 2) it must be exempted in writing by the California Air Resources Board as not causing the vehicle to exceed the applicable standards before the part can be sold for street use. While California is the only state which actually regulates aftermarket parts, the basic concept that the owner should not use highly modified bikes on the street is common to many state laws. Many modifications, of course, are perfectly legal, provided that the modification does not cause the vehicle to exceed the emissions standards. All modifications. naturally, are permitted for competition vehicles which are not used on the street. Riders should consider the laws of their own state, the way they plan to use the motorcycle, and the emissions performance of aftermarket parts if they plan to modify their bikes.
Noise is another major concern of the public, and noise is considered by many to be motorcycling’s number one enemy. A sound level limit of 83db(A) under specified test conditions is generally accepted by many states as the line of demarcation between quiet and loud motorcycles. The exhaust system used in your test report was w'ell above the 83db(A) limit, and would be considered excessively noisy in many states.
The concept behind both the emissions and noise laws is social responsibility. As long as motorcyclists ride safely and considerately. on motorcycles with minimal noise and exhaust emissions, motorcycling will not attract undue government intrusion. As our sport grows, w-e must all do our own share to be good citizens.
Jeff Burtt. Manager Public Relations
John Walsh. Senior Staff Engineer
Safety and Legislation
U.S. SUZUKI MOTOR CORP.
CLEARING THINGS UP
Congratulations to you at CYCLE WORLD on a much improved magazine. I really enjoy the current format, content and the technical features that I can grasp. John Bettencourt Hewitt. N.J.
UP FRONT
Having ridden bikes for over 12 years and owned a shop for six years. I always enjoy Allan Girdler’s “Up Front.” He is right on target with his latest, “The Fear Perception Factor.”
We try very hard to relay this feeling of danger awareness to our friends and customers. We feel we will have them longer with this attitude.
When non-riders ask me how I can keep on riding knowing it is dangerous, I ask in return; Will you be buried in a box when you die? They reply, yes, I expect I will. My reply is; Me too, but I’ll not live in one.
Joseph N. Persons Lake City. Fla.
I read your “Up Front” in the November 1978 issue.
Please consider this; motorcycles are not dangerous, riding on public streets with autos can be.
I have owned around 13 or so bikes and have yet to have one of them actually hurt me in any way. I have fallen a couple times and once broad-sided a ’60 Dodge but it wasn’t the fault of the ’49 Harley 125 I was riding.
Another consideration is that motorcycles and cars shouldn’t really be compared with each other. I ride a bike because I like motorcycles as a hobby or sport. Yes, I do use my BMW for work but really a second small car would be better if transportation were my only consideration. Actually motorcycle riding would be better compared to skiing, boating, or ice hockey, or any sport that involves a bit more than average skill and daring.
It is interesting and heartbreaking to read a bike magazine or flying magazine or hunting or fishing publication or even a tropical fish monthly and see the inroads of government into the subject.
The reason for this interest is not to make things safe or help the environment or make life better in any way, but the entire ultimate goal is simply government (Central) intervention in the private and public life of all people. The EPA. DOT. or whatever, battle is much larger than most people realize.
Ron Vance Aston, Pa.
MIKE THE BIKE
Funny how things affect us, isn’t it? Had just finished reading Barry Coleman’s fine article describing Mike Hailwood’s return to the TT, and once again I could see it, and hear it, and smell it, and taste it.
And I cried.
Ted Anderson St. Louis, Mo.
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10 BEST BIKES
Hurray for you guys giving Triumph honorable mention. It took a lot of guts. 1 just bought my first Triumph, a new 1977 Bonneville, and I’m pleased as punch with it. Mine even leaks a bit of oil.
Steve Murray San Jose. Calif.
LEGISLATION ON MOTORCYCLES (MORE)
I strongly agree with the remarks of Larry Quirk (Letters, November 1978) that a brake light in the daytime provides stronger stimulus to following motorists when it is not confused with and diluted by the rear running (tail) light. I have also wired my R69S to provide headlight on/ tail 1 ight off' for daytime riding.
Girdler's remarks in the same issue (Up Front) were insightful and correct. 1 haven’t been riding as long as Girdler (I'm 3 1 ). but we think alike.
David Brick Santa Cruz. Calif.
Regarding Larry Quirk’s comments about the daytime taillight/brakelight safety hazard, here’s a related experience: I ended up under a pickup truck, one sunny
afternoon, in the canyons northeast of Los Angeles due to a situation similar to the one which Mr. Quirk describes. The truck was traveling slowly on the far right side of the road, as I approached from behind. Although his single-lens ta i 11 igh ts were flashing as the driver applied his brakes, I failed to detect the left flasher also blinking. and prepared to pass him at about 55 mph. I lived through the collision which resulted from the left turn which he began just about that time. I say “began” because he never finished the turn into his steep driveway; my poor old Super Hawk wedged under the frame brought him to a stop. I was not seriously injured, and the ensuing vociferous discussion covered the point that his turn signal was on. was still on in fact.
Leaving aside the propriety of turning left from the right shoulder, the main cause of the accident was the confusion of signals coming from the rear signal lights; the braking signals over-rode the flasher function.
I'm all for vehicle signal lights w hich are differentiated by location as well as on-off and color functions: The split-second decisions in fast traffic don't allow much time to ponder which light means w hat.
C. E. Buckler
Berkeley. Calif.
ANY HELP?
I recently purchased an Allstate motorcvcle, model number 810.94182, 250cc, split-Single. It was manufactured by Puch in approximately 1962.
I would appreciate any information you or your readers might have on parts availability, especially in northwestern Pennsylvania or northern Ohio.
Dave Ditz
Box 85
Fryburg. Pa 16326
Can anybody help?
HONDA CX500
In your March 1978 issue, the article Honda for '78, gave a highly favorable report on the CX500. After reading it I* decided to purchase one. I was pleased with its performance when it ran but it hasn't run often. As a matter of fact, it ha$ only run two days since the end of August.
I can't tell if the problem is the engine itself or the Honda mechanics but I would definitelv purchase a more established bike if H had the chance to start over.
Dana J. Oas Wayzata, Minn^
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I received my first issue of CYCLE WORLD and read the praises of the CX500. A month ago I was also one of its biggest fans. However, my beautiful new i CX has been sitting in my friendly neighborhood bike shop for several weeks waiting for a cam chain tensioner to arrive from Japan.
The CX is my first motorcycle and taking a one month. 5000 mile trip to the Grand Canyon has only whetted my appe^ tite for more riding. Also frustrating is the fact that August in the Northwest was a -| record high for rain but September and October (since my bike has been off the* road) have been beautiful and very dry. My boyfriend has been doing a lot of riding on his Honda 750 (four years old but very reliable) and here I sit reading CYCLE WORLD.
Yusune Alexander Seattle. Wash.
MAKING NEW TRAILS
I enjoyed the article on “Making New Trails” in the November 1978 issue; my friends and I have been using a similar scheme here in Colorado for several years.
Here’s a suggestion for your readers w hen live in the West and those Easterners who can ride in National Forests. National Forest lyiaps cover a much larger area than the USGS topo maps and are often more upto-date with respect to trails and roads. The topo maps will set you back a bundle if you buy enough to cover any reasonablysized riding territory. If you feel the need for a contour map. the USGS does sel|f county maps which appear to have about the same scale as the Forest maps and. of course, elevation contours as well.
The other advantage of the Forest maps ^ is their size, or lack of it. The map is folded to a convenient size for a belt pack or pocket. In spite of the scale as compared, with the topo maps, we have always found the Forest maps adequately detailed for our purposes. Also, in the places we ride, most excess gear on the bikes gets wiped-* out. A roll of maps on the bars as shown by Mr. Hicks might make it but the clipboard would have to go. ^
Hugh Zeiner Colorado
CLUBS SPOKEN HERE
The Yamaha 650 Society was recently formed to enhance the enjoyment of over 130.000 riders who have chosen it. Annual^ membership includes ten issues of “YAM 650 NEWS” with answers to questions, product and accessory information, personal recognition for hot tips, and an opy portunity to share the 650 experience with riders everywhere. New members will also receive a special insignia, society merchandise discounts, free classified ads nationwide, and a money back guarantee of satisfaction.
Persons interested in joining may send $6.50 to:
J. Griner. Director Yamaha 650 Society Box 1
Princeville. 111. 61559
ALL-THUMBS TOOL KIT
The items in your All-Thumbs Tool Kit have been mis-named and/or mis-used.
13 to 15mm Socket: Really a 14mm selfratcheting socket. Must be used with an 18in. breaker bar. with 3-ft. pipe extension.
Prvbar: Why would anyone ruin a perfectly good cold chisel with anti-sparking head?
Persuader: A combination tool. Thumb nail darkener with stuck-jazzer puller attachment.
Wrench: A de-knurling tool. Will also remove unsightly chrome-plating from various shaft diameters.
Unknown Tool: This tool is unknown because it is rarely seen after use. It is of the throw-away type. When inverted it is used to weigh anvils. The following formula is necessary for conversion: Anvil weight (A) equals Plunger deflection (Pd) plus Dial case deflection (Dcd) times Acceleration of gravity (32 fpsps). (A) is usually equal to one.
As a former motorcycle mechanic and now a member of the backyard bunch, I must request a retraction of your incorrect nomenclature.
David C. Woodruff Decatur. Ind.
HARLEY HIGHLIGHTS
I read with interest the Harley Highlights by Henry Maney III and as much as I realize that it would be impossible to do justice to the Harley-Davidson name in eight pages, he has committed some grave errors. The picture on page 52 is of a 45 in. opposed Twin-shaft drive that was christened the XA not a WD which was a common V-Twin 45.
A loose-knit group of collectors/enthusiasts have an organization for the restoration and preservation of the XA. Information on the group (about a dozen in the U.S. and one in Canada) can be had by writing me at the address below.
' Hat’s off to CYCLE WORLD for the recognition given to the great HarleyDavidson history and to Henry Manney for an otherwise fine article.
Craig Thompson 1409 W. 2nd St.
Rock Springs, Wyo. 82901
YAMAHA XS500
I have been a motorcycle enthusiast for several years and was saddened to learn in your E)ecember 1978 issue that the Yamaha XS500 will be discontinued. >
This summer I toured 9000 miles crosscountry on my XS500E, and after 65 mph all day with only minimal maintenance, the bike ran perfectly the entire trip. Howmuch more reliable can you get? It’s faster than anything from Detroit, very welldesigned and detailed, and handles superbly. In your December 1977 review of the XS500E, you called it “The Best Half-litre Twin Going.” How could such a bike be discontinued? Peter H. Weiss New York, N.Y.
OIL COOLER TEST
The oil cooler article (December 1978) was quite interesting and informative. This, together with your recent tire article, is representative of the reasons I find your magazine worthwhile. The article's best service to the normal road rider or touring biker is in showing that his bike probably doesn’t need one and why. Although it wasn’t mentioned, I wonder if. with all that plumbing, there is a greater likelihood of ‘blowing’ an engine through some oil-line rupture or connector leak developing than from the heat the modification seeks to reduce. Seems to me like moving one’s veins and arteries to the outside of the body. Heat dissipation is one of the uppermost considerations in the machine's engineering: priority has been given to the problem with the good motorcycle. Not many bad ones stay in the marketplace. It could be added that, upon check ng. if the oil temperature seems high for a given model, checks of high-speed timing, fuelmixture. tire-air. wheel-bearings, brakedrag and (don't laugh) engine dirt are in order before adding a cooler. The 40W and 50W oils mentioned do not exist in SAE viscosity designations. The ‘W’ suffix indicates a cold temperature (w inter) pour point or flow ability. Because the use of heavy oils in winter was not contemplated in SAE specifications, numbers 30 and above are not so rated. Thus, in multi-grade oils the W appears with the lower number, such as 10W-40 of 20W-50, or in single grades as 20W-20. Years ago SAE 10 or 20 weight oils without winter pour qualities were marketed but are uncommon today. Tony Murphy Chesaning. Mich.
Good points, every one. The risk of leaking pipes is there, no question. Anv time you have an external fitting you risk a loose holt, exhausted washer, etc. That's mostly why modern engines have their oil lines routed internally. On the other hand, thanks to aircraft and racing engineering, modern oil lines and fittings are nearly mishap proof. One of our guys ran an oil cooler for six years and never +saw so much as a damp place on the fittings, lines, thermostat or cooler. Given quality pieces and careful installation, an oil cooler should be trouble free.
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BELSTAFF PRICES
We were glad Belstafl' was included in the Cold Weather Gear article (December 1978) but we’d appreciate a correction of the price.
y Belstart' is our main selling line of riding wear and it is really great clothing. Our dealer cost is more than the list price you ^give. Naturally this makes us look like real rip-off artists to our many customers who read your normally fine magazine.
Even though the price is outrageous and ^availability is less than dependable, we still have not been able to find any substitute.
Bill Brokaw
Motor City Yamaha. Inc. Colorado Springs. Colo.
We stand corrected. Retail list price of the coat is $93.85 and of the pants, $61.65.
K
INSURANCE
In shopping around for a new motorcycle this summer and talking with various dealerships. I have found that consumer demand has leveled off. Sales forecasts for small bikes, in particular, have found to be over estimated. With the cost of gasoline vrelatively cheap by world standards, the time for the small commuter bike has not 1r vet come, but of course it soon will. However. if motorcycles are to become a viable 'means of transportation a solution to the insurance dilemma must be found. After buying a BMW RIOOS. I shopped around k for insurance. Believe it or not. I received prices of $1.700 per year (I'm 22 and single) from a particular insurance company; $600 per year was the least expensive.
It seems to me that companies like Honda with their financial resources and marketing prowess (“You meet the nicest y people on a Honda”) could come up with ( an insurance offer for their customers at a reasonable rate. It’s clear that conventional fjauto insurance companies are not interested in writing motorcycle insurance as evidenced by their complete ignorance of motorcycles in general. Particularly upsetting is their failure to differentiate between bikes ( lOOOcc is lOOOcc regardless if it is a performance bike Honda CBX, or a subtle ^BMW) and obvious rider objectives. Motorcycle manufacturers, with their expertise and interest in the welfare of the field, should pursue this path to allow for addi■ tional sales growth.
As vou'd guess. I'm uninsured.
Blair J. Berkley Columbus, Ohio
