Letters
LETTERS
BMW... A GOOD BUY
In March of this year I again began looking over the market offerings. After considering several different bikes in various size, price and color categories I chose 1978 Yamaha SR500E. Light, agile and full of torque made it very enjoyable.
t With the north winds that are so prevalent here in northern Texas the coming of >fall caused me to look for a more powerful mount for my winter riding. The SR500 just wouldn’t cut it if mounted with a handlebar fairing. So, the next course of ^action was to seek a trade-in for the one Junger. A few dealers weren’t even interested in looking at my bike considering the ^trade-in I was offered. I stopped into the local BMW dealer, just for the heck of it, and asked the price of the 1978 BMW R80/7 and felt as if I were out of place. I •just couldn’t leave. The price was high, but oh what quality. It had to be the “Kill for’’ choice. I had always admired the horizontally opposed Twin but never thought I could afford it. I confronted the owner of ¡•-the dealership as to trade-in value on the 800 and to my surprise he offered me more Khan I paid for the Yamaha. I just had to have it! I went home, refinanced the
Oldsmobile and traded myself into a new Beemer. Now get this. I stopped in to pick up my tags for the bike from the dealer and he advises me that BMW just started a bonus' program on R80/7 and I am en titled to a Luftmeister Fairing and BMW N4otobags. Just pay the freight and they're yours. Dynomite!
Bob Maloney Amarillo, Tex.
SUZUKI TS125
I’m dropping this line to compliment you on a fine publication and one to which I’ll resubscribe.
In New York, I just got finished stowing away my old reliable steed for another winter. The bike, my first and only, is a 1975 Suzuki TS125. She’s absolutely bullet-proof and proved able to take the ignorant mistakes dished out by a beginner.
Now, the bike is far too small but I’ll license it until I get up the funds to buy a super-Suzuki. However, a corner in my garage will always be reserved for the TS.
John A. Balli Kinderhook, N.Y.
WARNING FROM NORWAY
I’d like to inform riders and motorcycle enthusiasts all over the world what’s going on in my own country, and what might happen to you too one day if you do not keep your eyes open.
As a shock for all two wheelers, the Norwegian government is considering to carry out the strictest motorcycle legislation in the world, from January 1, 1979.
The former rules about wearing a helmet, and using lights day and night have met positive reactions, but now our bureaucracy will forbid bikes with more than 400cc and you have to be 20 years old to ride any bike between 100 and 400cc. This is looked upon as a threat against the motorcycle as a conveyor and a hobby by our different motorcycle associations.
It is hard to believe that we are living in a well developed defnocracy. The government intends to reduce the number of accidents, but it is not proven that the superbikes have the most accidents. Research by the motorcycle associations shows that the cars are guilty in 75 percent of the cases where there is a collision between a car and a motorcycle. This is ignored by our bureaucrats and the motor$> cycle organizations are kept outside the^ discussion. We only hope that we can manage to convince them before it’s toq late. We two-wheelers are all united in this fight, and I appeal to all motorcycle enthusiasts to stand united against any threat before it is too late in your own country.
Knut B. Klaussen Kirkenes, Norway
HELP, SOMEBODY
1 recently acquired a 1931 JAP Single.-1 about 500cc. Besides just being old it’s quite an unusual machine, with twin exhaust and exposed valve gear with grease fittings on the rocker arms. I haven’t figured out the lubrication system yet. looks like dry sump with gravity feed. It must have been a street bike due to its-. heavy cylinder finning and the Lucas magdyno ignition-electrical system. What I don’t understand is the letters HRD on the mag drive chain case. The engine number is KOR/T 585464. If anyone knows anything about this bike I would like to hear from them.
Tony Weeks P.O. Box 93 Sheridan, Ore. 97378
HIGH BEAM FLASHER BUTTON
There’s a lot of mythology surrounding motorcycle riding safety, and I’m afraid you have created a new one by printing Bob Denby’s letter in your December is-'' sue.
Advising riders to “swerve or zig-zag when approaching a car turning left’’ in^ vites disaster. At such times you need preparedness for any action, and this is nc|t fostered by forcing your motorcycle into a series of unstable swerves. You want to bestable and ready to take evasive action when approaching any intersection or any left-turning car.
A much better technique that doesn’t jeopardize your safety is to use your headlight as a warning flasher. My BMW has a spring-loaded, high-beam flasher button, that I use more than any other switch on my bike, ignition switch included. Anytime I approach an intersection with a car in it, I flash my headlight’s high beam irregularly to catch the driver’s attentio^. After 14 accident-free years driving in an urban area, I can assure you it works., Steady headlights on has little effect. Like warning lights at barricades and railroad crossings, the flashing light works best. I find it is safest to drive with my headlight off in a city, for then the high beam flashing on and off rivets drivers’ attentioni on my bike. The contrast is less if you drive with your low beam on, but it is still fairly effective. (This contradicts some states/ headlights-on laws, and I do, in fact, find them counterproductive.)>
I urge you to caution your readers not to start swerving and zig-zagging around in-*» tersections and left-turning cars—for their own safety. *
Jeff Dean Madison, Wise.
UP FRONT
Just read your November “Up Front”'' and as a native of one of the original helmet repeal laws state of the far West, f concur with your views completely. À
In the twelve years and some three hundred thousand miles that I and several of the two wheel beasties have travelled I’ve always had the restricted vision andmuffled hearing and not a single scratch on any one of the best of the line helmets f owned.
As for fear, never; four seconds of stark ^ terror followed by several hours of blissful freedom more aptly describes myself.
Continue to preach helmets and I shall* continue to read your lines.
Dan Ramsey A Jacksonville, Fla.
Thank you for your November editorial “The Fear Perception Factor.” I’ve always known the risk was there. I’ve seen toti many apathetic car drivers to think otherwise.
Last June a station wagon decided it liked my lane better and therefore proceeded to park upon my body at high^ speed. My left leg got messed up. I spent the whole summer in a hospital all the while making plans to rebuild my “waterbuffalo” and deciding where to go whenj> my finances and body recovered.
The doctors say it’ll be a year before * walk again, but I don’t care. Your magazine and my love for motorcycles has, and'* will fill the void of time.
Steven B. Lewis Montague, Mich*
BMW R65
Your BMW R65 test (December 1978)-* was superior. One possible error, though. On page 34 you state the R80/7 weighs 486 lb., the R65. 455 lb.; then you state, “The R65 is smaller than the R80/7, and weight 35 lb. less.” 4
As an R80/7er, I have some comments. The most important improvement would* appear to be the suspension package of stock cast wheels, shortened wheelbase and front forks and better clearance. Stability in hard cornering should be greatly1 enhanced, as should overall handling applications. Continentals are superior t Metzelers in my experience.
The new ignition will be more accural and easier to tune. High energy CDI coule have been state-of-the-art. The front brake master cylinder looked better under the gas tank. Styling of the new tank is beautiful. BMW will resolve the “reserve” problem once they know of it.
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BMW continues to ignore its seat. Anyone buying Beemers would be willing to pay a few7 bucks for the best posterior, protection they can get. For bungees, the passenger grab rail should have remained*
BMW must be credited for the new switches and key layout. These w;ere radical changes for the staid and austere German technicians and go well with the new' grips.
When developed, the R65 may prove to be the best, most practical offering from the old German factory. It's already th^ best looking.
Alex Duckworth-Ford Los Angeles, Calif.
TIRE TEST FEEDBACK
We would like to, belatedly, compliment you on the tire test in your August 197S issue.
At the same time, we feel that we should reply to two letters in your December issue—one from David Waddell and the other from Michael Davis. Both Mr. Wad^ dell and Mr. Davis question the absence of the Dunlop K81 in the tire test.
As you point out in your reply to Mr. Davis, each tire manufacturer had to be realistically restricted to one tire. We chose the Dunlop K91 Mark 11 because your test parameters indicated a combination of performance and touring. It is our opinion that the K81 is an ideal high-performanc^ cornering tire while the K91 Mark 11 combines some of these performance characteristics with characteristics for touring such as long wear and wet grip. We hope that you will conduct further tests to compare tire wear w hich would seem to be consistent with the touring aspect of your original request w'hen the tires were sup^ plied. T
We would also like to assure Mr. Waddell that the K81 is not “obsolete.” We are,, selling more K81’s than ever and I do not believe that is a criterion of obsolescence. R. J. C. Mitchell Manager, Motorcycle Tire Saleî Dunlop Buffalo, N.Y.
TRIUMPH FOR ME
Triumphs . . . reliable? Dependable? Oil Leakers? Touring machines?
I purchased my 1974 Triumph 650 Bon^ neville in February 1978 with 4500 mile^s on the speedo, and have taken tw'o significant trips since then with little or no trouble.
A preliminary test trip from Florida to Pennsylvania via the Blue Ridge Parkway and returning along the Natchez Tracé Trail encompassing over 5000 miles and encountering absolutely no problems. The' Blue Ridge Parkway ranks near the top of my list of best riding roads in the country and the superb handling of the Triumph paralleled the beauty and demands of this mountain road.
Soloing this time, my Triumph carried me diagonally across the U.S. from Florida to Montana, then crossing into Canada. Then I decided to ride to Alaska vi* the Alaskan Marine Highway from Prince Rupert, B.C. This route still left 350 miles' of gravel Alcan highway, but the Triumph did not complain at all. Shipping the bike from Anchorage to Seattle was the only alternative, due to heavy snows in the Yukon. -4
Travelling south from Seattle along the coast, I found the best roads I have ever seen.
Returning through Arizona, New Mexico, etc. over 14,000 miles had been accu-^ mulated. The only mechanical problems were a cracked header pipe, broken master link, and broken kickstarter return spring. All easily remedied.
Triumphs are certainly not the fastest bikes made but after all going around corners is what motorcycles are supposed to be all about and this the Triumph does excellently.
The ‘Bear’
Sanibel Island, Fla. P.S. It does not drip a drop.
SUZUKI GS550 CAST WHEELS
Thank you for your reply to my letter regarding cast wheels for the Suzuki GS550. Since writing to you, I have received some information which may be if interest to you and readers searching for cast wheels where no rear disc brake cornversion is necessary.
Dixie International, Inc., 1721 Woodland Ave., Columbus, Ohio 43219 makes a Seven Star cast alloy wheel for the GS550 which needs no disc brake conversion f<^r the rear wheel.
Pamela Kornegayn Wilmington, N.C.
POTPOURRI
The November 1978 issue prompts halfa-dozen comments; any or all of which you are free to use:
1 ) Reader Quincy Howe’s recollection o£ his Indian has grown dim in 24 years. In 1938 the displacements in terms of cubic centimeters were: Chief and Four, 1200 and 1265 respectively . . . Junior, 500 and Sport Scout, 750. Which one was bored out to 1200?
2) Reader Larry Quirk is absolutely* correct about the added danger of rearenders through daytime use of a taillighL, He should add a separate stoplight with an internal reflector or. better yet, a Cyberlight.
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3) It is my hope that reader Gary Steiger* has read Allan Girdler’s editorial in the issue. A bit of wisdom.
4) I stand corrected on my longstanding use of the term ‘sidehack’.
5) The valve duration times for the RC GS1000EC modification are incorrect for the cam timing given. The intake would bey 259°: the exhaust 257°.
6) I have never spent over 49C for the dry cleaning and pressing of my BMW shop towel. It always is returned in a nice plastic bag, too.
Ride on and write on, right on.
Tom Murphy Chesaning, Mich.
LAVERDA 1000CC V-6
In your March 1978 issue of Cycle World you had an article about a different kind of Six, the Laverda lOOOcc V-6. I fell in love with the engine at first sight. Could you put me in touch with someone at Laverda or give me the mailing address? I would love to own the bike or engine.
Sidney Jordan Inkster, Mich
Write to Yankee Accessory Corp., P.O. Box 36, 1925 Curry Rd., Schenectady, N. >? 12301.
They tell us several hundred people have asked the same question. They don't know, but the English papers say the V-6, 120 bhp, 4501b., will be produced in 1980. U.S. price, a guess, 57,500.
NIAGARA BMW RALLY
There are many people that we do not reach through our normal channels of communication so we hope that you might be able to give us a plug in one of your columns. It certainly would be appreciated. David Farion
115 E. Maplemere Rd. Williamsville, N.Y. 14221
Niagara BMW Rally will be held June 29. 30 and July 1st at the Bluemont Ski Area. Rts. 39 & 16 just follow the signs. Pre-registration: $10 adults, $5 children. Gate: $12 adults, $6 children. Tours o/* Niagara Falls and several guided and self: guided tours. Camping, door prizes, awards, rally patch, and our famous Saturday evening meal, complete with movies and a campfire afterwards. Restaurant facilities on site, motels nearby, clean restrooms with new shower facilities. SpecialFriday evening chicken or fish buffet, all you can eat only $3.95. Contact:
The above address or
Herschel Reingold 1030 Liberty Bank Bldg. Buffalo, N.Y. 14202
