Letters
LETTERS
OLD VS NEW
I just finished reading your answer to Chris Folk’s letter in your February, 1980 edition. Now while a ’75 H-2 may have run a 13.06 quarter mile, a ’72 H-2 runs 12.2 et at 110 mph, a mark that has never been equalled by any other 750 (and damn few of any size).
I read your magazine every month, cover to cover, and have always liked it. I’m very surprised by your seemingly biased answer.
Roy Reynolds Arnold, Mo.
We'll try again. With no intent to offend or disparage, and keeping in mind that ne can only list the results of Cycle World tests, which have all been conducted on stock motorcycles. Here are our official results:
Triumph Trident.............. 13.71 sec. at 98.46 mph BSA Rocket Three ........ 13.57 sec. at 99. 77 mph Norton 750.......................... 13.11 sec. at 101.67 mph Kawasaki H-2 ................ 12.72 sec. at 103.80 mph
To repeat. This is not to say other published tests didn 7 have better figures, or that private owners haven't turned better times. What we have here is ten years of testing to the same rules, at the same track, and the 1980 750s are the quickest.
FRONTAL VISIBILITY
An article some bikers may have missed appeared in the October issue of Human Factors which is the professional journal of the Human Factors Society.
The report, called “Conspicuity of Motorcycles” states that one of the major causes of daytime motorcycle accidents is poor frontal visibility of the motorcycle. In an effort to find out what would improve frontal visibility, the authors investigated four possible visability improvers; a high beam headlight, a low beam headlight, a white triangular wind fairing and a bright red fluorescent jacket, all as associated with a standard motorcycle. They examined these visibility devices against cluttered and clean backgrounds in daylight.
Some of the conclusions from the study are that:
1. All of the visibility devices improve daytime detectability.
2. A low beam headlight is better than a fairing or a fluorescent jacket against a cluttered background, but a fairing is better than a low beam against a clean background.
3. A high beam significantly improves daytime detectability when com pared to low beam use.
One of the possible drawbacks of highbeam use is that automobile drivers will be irritated by the glare especially on gray days or if the rider forgets to switch to the low beam at night. For myself, I would prefer to incur the irritation of a driver but, have him see me than have an unirritated driver hit me because he does not see me. From now on my high beam will be on in the daytime.
Jim Jordan Berkeley, Calif.
HONDA WARRANTY ADVOCATE
During April 1979, I purchased one of the last 1978 Gold Wings available in the area. The main reason I chose a ’78 model rather than a ’79 was because of the deal that the dealership offered me. When I picked the bike up and drove it home. I was experiencing a slight missing at idle and during low ground cruising speeds, i.e.. street speeds. I brought the bike in and although the service personnel are some of the finest in the area, they never could locate the cause of the problem. I was not at all unhappy with the service, but I was growing more and more concerned about whether or not it would be fixed before my warranty expired. As a result of this concern, I decided to write to Honda, expressing that concern and also to see if they might have some ideas about the cause of my particular problem.
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1 received a response to my letter from the customer service representative. He assured me that my bike would be fixed to my satisfaction regardless of my warranty status. The company went so far as to send two service representatives from Japan. Approximately 80 hours of service time was logged before it was finally fixed. All at no cost to me.
I feel there are two important lessons here. (1) Take time to check out the prospective dealership and the salesman you are dealing with; and (2) Check on the warranty and find out if that company will not only honor their warranty to the letter, but will go beyond as in my case, to ensure customer satisfaction regardless of their cost.
If you are ever touring in the San Antonio area and should develop some problems with your bike or just need a little rest and some information on motels or camping areas, stop in and see George Sistrunk and his people at Alamo Cycle Sales.
Greg Erickson San Antonio. Tex.
LEARNED TO RIDE
Sometime ago I wrote to tell you that my parents would not let me have a bike. Well, like you said, there was a class on motorcycle riding (in Boy Scouts).
It just so happens I now have a Yamaha YZ80.
Thanks a lot.
Tyler Motsinger Praire Village, Kan.
ROUNDABOUTS
I read Cycle World as often as I can and was amused to read John Ulrich’s report of his European Tour (October, 1979), especially his description of our “roundabouts.” They’re not as bad as he makes out, although I agree with his description of it being a case of “bigger is best!” A few' miles from where I live is an experimental “contra-flow” roundabout whereby traffic “pitches into the circle” (as he puts it) from the left and once on the move, makes exits via a few secondary roundabouts surrounding the main circle. This becomes very confusing as you see traffic seemingly travelling in both directions, going around in endless circles trying to find the right exit. It’s all good fun, though.
Apart from commenting on the above, my main reason for writing to you. was to, through Cycle World, contact any of your readers who live in the Florida region who would be interested in corresponding with me and perhaps visiting them as I intend to visit your country in July/August for a holiday this year.
Mark Leigh 34 Kingshill Drive Middlesex, HA3 8TF England
IDAHO VINTAGE MOTORCYCLE CLUB
This is an invitation, to anyone interested in motorcycling history, to join the Idaho Vintage Motorcycle Club. We are a growing organization of over 50 members, and we’re sure there are more old bike enthusiasts out there who would like to share our enjoyment.
Our 1979 schedule included bike displays, picnics, dinners, riding, camping, and generally having a great time. All these events took place in Southwest Idaho and in 1980, we are adding an event in Northern Idaho because of the growing interest there.
Club dues of $3.00 cover the cost of a newsletter which keeps you up to date on what’s happening. Jacket patches and club badges are available, and iron-on T-shirt transfers are in the works.
Also, we'd like to exchange meeting dates with other clubs in the northwest.
Lynn Snider 10346 Foxbrush Court Boise, Idaho
A NEW MOTORCYCLE CLUB
For too many years, bikers of all persuasions have suffered from the image of a few1. Fear of and an automatic animosity toward bikers by the general public, have set us apart and grouped us together in an untenable category.
In an attempt to prevent our image from being degraded further, I am attempting to form a motorcycle club. So what’s new about that? I propose a new motorcycle club for ordained ministers only! The only qualification is ordination, with no consideration to denominational ties.
Any qualified biker wishing more information on the “Circuit Riders” and desiring more fellowship with kindred minds, please contact me.
Reverend Jerry Dill 114 Prospect Street Norwich. Conn.
PARILLA REGISTER
I really enjoyed the article on the Parilia in your September issue, as I own one of the 250 Gran Sports.
I would like to hear from other Parilia owners, with the idea of at least having a Parilia register and perhaps a full club. Besides the Gran Sport, I also own and ride a late model Ducati 350 Desmo, 250 Mklll Diana, which seems quite strange since my very first motorcycle was a series C Vincent Black Shadow.
Send serial numbers, a photo and your address so that when the register is compiled, a copy can be sent to you.
Chuck Wyatt 5524 Big Oak Drive San Jose, Calif.
COLD STORAGE
I would like to compliment you on your article on “Cold Storage” (December issue, page 76). Being a newcomer and continued from page 18
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novice to the great sport of motorcycling just this past year, your article was very informative to me, and likewise I assume to other rookies, on the proper know-how of storing your bike properly during winter living in central New York, we get our share of winter snow here!
Without reading your article I would have followed my owner’s manual on storage procedures, which involves just taking the battery out and emptying the fuel tank. No doubt I would have had numerous problems in the spring when I put my Yamaha back on the road. But by following your recommendations with lubrication. stuffing the exhaust pipes with rags to keep the moisture out, and other precautions, my bike will be ready and rearing to move out in the spring.
Again, a great informative article everyone can learn from.
Mark Nowak Syracuse, N.Y.
FULL VS HALF
I’ve read your magazine for 14 years and there is one thing that bugs me. The bikes you test are always weighed with a halftank of fuel. Before weighing you guys must fill the bike with gas, drain and measure the amount, divide by two, and return one half to the bike. Why don’t you weigh them with full tanks like the “other” magazine does?
John Welch Mt. View', Calif.
We adopted that policy years ago. You can't ride a hike with an emptv tank, so that's out. And you can't ride a hike with a full tank for more than a couple of feet. Thus, neither full nor empty reflects the real w'orld.
What w e do is compromise, w ith half a tank being the median riding condition.
