Letters
LETTERS
THE JOY OF RIDING
I was overjoyed to see, in print, the same feelings that I’ve enjoyed for the past 12 years. (March, 1980, Up Front)
I started riding in Taiwan while stationed with the Army and since then have gone through two BSAs, a Norton, a Yamaha, a Harley, and am on my sixth bike now, a Suzuki GS750. And, I've enjoyed them all in every type of weather. Now, with the gas shortages, seems like everyone at work is talking to us bikers about their desire to have a motorcycle. But when the first rains appear and the winds blow then so do the prospective cycle owners.
Sorry to sav that probable onlv one in 10 or less w ill ever feel the joy of riding home after midnight shift, wearing a heavy leather jacket and snuggled up behind a fairing. You know, funnv thing is. even when I ride at night in the cold I'd never give up cycling. I guess that I'm just an addicted biker and won't ever let go.
John D. Moran So. Pasadena. Calif.
AH, SPRINGTIME
Spring is right around the corner. With it comes something we in the north can experience those in warmer climates can never appreciate fully. We have to w interize and store our motorcycles from November to April. All winter we read magazines such as yours and wait for a most cherished moment. The oily rags are taken from the exhaust pipes, gas is put into the tank, the oil is changed, the batten installed and then comes the moment that makes the heart leap a little. The first start up of Spring is a personal thing. The first snort and rumble out of the pipes, the first feeling of vibration in the handlebars tells you vour motorcycle is alive again. Every Spring the feeling is the same and I get the same grin from ear to ear as I pull
out of the driveway for the first Spring ride.
I envy those w ho live in warm and sunny climates, who can ride their bikes year around. I envy them except for that one moment in Spring, when I am the fortunate one.
Thomas D. Hlining Stevens Point Wis.
SUZUKI GS550ET
Re: The Suzuki GS550ET in your February. 1980 issue. I bought a red 550 after much shopping around looking at several models from each of the Big Four. 1 chose Suzuki because of the price, past experience with Suzuki and the attitude and interest of the dealer.
In general, your article was quite accurate. The bike you sampled had the same characteristics as mine:
1. Starting: Thank God this bike starts easier than the 1979 models. If you work the choke knob in and out several times the bike warms up enough to be idled at 2000 to 2500 while a minute or two is allowed for full warmup. That should be easier on the engine than 5000 rpm.
2. Flat spot off idle: 1 onlv have trouble when starting out up hill. It takes an even hand to avoid either power loss or a lurch-> ing start (both of which are not at all severe, only annoying).
3. No kick starter: I am from the old school. I would still like to have that lever there . . .
4. Vibration: If the vibration peak is at 4000 rpm as you say, then I am even more pleased with the 550. I am still breaking it in and haven’t used over 5000 rpm yet.
5. My sole complaint: It’s not shafty. A shaft drive would make the 550 the completely perfect bike of that size for me.
The rest of the article had several pleasant surprises and reassuring good comments.
I look forward to each issue of Cycle World because of the excellent articles and photos.
Charles T. Foley Hixson, Tenn.
GERMAN SAFETY LAWS
I think your magazine is great but your February, 1980 issue really surprised me. ( We Have Ways to Make You Safe)
Aren’t motorcycles and riders picked oft enough already about air pollution standards. noise controls, helmets, etc.? Why would you want to print an article on how the Germans run their program? This will only make the problem we have now even
greater. After all, if Joan Claybrook reads the article, training wheels may become mandatory by 1981.
The instructors and inspectors should first learn what safety means before they try to teach it to anyone else.
Bill DeVito Lynbrook. N.Y.
Don't kid yourself. Joan Claybrook and minions already know all about the German program. They've visited there and one of the most popular things the safety professionals would like to do here is have mandatory inspection.
Of course the German program is badly run, foolish, wasteful, etc. We published that story because it can happen here. Unless you write your Congressman instead of us.
NORTH TO ALASKA
I am an 18 year old college student and an avid motorcyclist. Having toured 6000 miles to Nova Scotia last summer on a Yamaha 500 Single. I look forward to this summer’s trip to Alaska. (On a Yamaha 650 Special, limited capital, and three months of vacation). I plan to make a giant loop through the southwest, up north along the Pacific Coast to Alaska and return through the Rocky Mountains.
Rather than going by hit or miss, I would
like to be able to plan my trip so as to see as much as possible. Any information or advice pertaining to my trip from fellow motorcycle tourers would be greatly appreciated, particularly on points of interest, routes and special events.
Ivar S. Tait
1704 Normandy Blvd
Tallahassee, Fla. 32303
NO BETTER MOTORCYCLE
I read with interest your test of a Yamaha SR500 in the March. 1980 issue. Two years and 5000 miles ago, I bought one of the first SR’s in this area, and I’d like to share some observations with your readers.
Starting is, as you say, no big thing. Even in sub-freezing weather, no more than two or three kicks are needed.
Tune-ups are a breeze, with one spark plug, two easily adjusted valves, and camchain tension the only items that ever need attention. Economy means more than just gas mileage.
Excepting the shift detent, which was repaired under warranty, there have been no mechanical failures of any kind.
The original tires were replaced with Dunlop K-81’s, sizes 4.25/85-18 and 4.1019. The original shocks went limp within 1500 miles, and were replaced by S & W shocks and springs. The front fork oil was replaced with 20w. The original lOw thins out, causing a loss of damping, after a few miles of hard riding on hot days. I found the standard handlebar to be uncomfortable, putting too much strain on the lower back. It was replaced with a Racer 1 Touring Bar, which is lower, narrower, and puts more of the rider’s weight on the arms and shoulders. It also shifts the rider’s weight further forward, so the bike feels more balanced. I would recommend any or all of these changes to any owner who wants to improve the SR’s already fantastic handling.
A lot of people feel that the SR500 is slow. Well, anything with wheels that does
0 to 60 in less than six seconds can hardly be called slow. For a bit extra. I’ve found that the stock muffler is very restrictive. At its 7000 rpm redline, the engine feels strained and out of breath. A good aftermarket exhaust (Racer 1 or Super Trapp) not only weighs less and looks and sounds better, but noticeably improves breathing.
1 don’t have any hard figures but I can say that my bike now revs willingly up to the redline, making power all the way, where the stocker kicks the bottom out of the power curve at about 6000 rpm. The engine also seems to be stronger through the midrange.
A quartz-iodine headlight is a must, and the SR’s electrical system can easily supply the needed power.
I’ve ridden a lot of bikes that were faster, smoother, more convenient to start or more comfortable. But I’ve never ridden anything that handles as precisely, and feels so much like an extension of the rider’s will, as the SR500. That’s what this Yamaha is all about, and those who understand what it has to offer will not be dissatisfied. For me and for many others, there is no better motorcycle.
Giff Nickol Towson, Md.
PRODUCT EVALUATION
My thanks to Cycle World for the evaluation on KV Products, Dyna III, CDI ignition (March, 1977).
I purchased a unit and installed it on my ’76 Honda 750F. After two years (still covered under a five year warranty), it was necessary to return the unit to KV Products for repair and/or replacement.
Later I received a letter from KV stating that after testing the ignition thoroughly, the problem was a few cracked solder joints. Instead of returning my old repaired ignition, they sent me a new unit with all the latest improvements!
Thank you, KV Products for standing behind the products you manufacture.
Chris Laimit Long Beach, N.Y. continued on page 22 continued from page 18
HUSQVARNA 390CR
I would like to respond to the test in the December 1979 issue on the Husqvarna 390CR. I purchased a 1979 390CR in April and have nothing but praise for it. I have used it on the average of twice a week, and the only problems with it have been the paint on the back rim flaking off and the blowing of fork seals.
The only modification I made was to purchase a “Phase 2” air filter. No other modifications were made other than normal wear items.
I personally feel it is the best looking open class bike around. It is also one of the easiest bikes to work on. with no excess garbage on it to get in your way.
As you can tell. I'm sold on the Husky. This is my third one. I have tried other brands, but have always come back to Husqvarna.
When it comes time for a new bike, the choice is simple.
Charles C. Mackin Elyria. Ohio
FOR LOYAL RD RIDERS
Are you a true RD enthusiast? If so. you already know that Yamaha has stopped
importing our middleweight superbikes into the U.S. just in time to keep the 1980 monoshocked, watercooled RD 350 model in Europe. There’s not much we can do about that but if we don’t do something to unite the few remaining loyal RD riders in this country, our bikes will go down the drain the same way the legendary Kawasaki 750H2 did. Are we going to sit around and let people say things like, “That thing sounds like a bumble bee in a tin can and smokes like a pile of burning rubber.”? Hell «o.' This year at the Ontario Six-Hour, Doug Draper, John Williams, and Glen Shopher finished eighth overall out of nearly a hundred riders, most of which were on 550s and 750s.
I live a little south of the St. Louis area in Southern Illinois and would like very much to get together with any RD rider who has the same point of view as I do on this subject. Write me and let’s keep our RDs in front of the pack and have fun while doing it!
Doug Schneider 400 East Lawn New Athens, 111.
TUBE ADVICE
Many riders are not aware of the important role a tube plays when the tire is punctured. If the tube splits after puncturing. you get the feared sudden loss of air through the spoke holes. A good quality tube should not split when it is punctured, giving you a somewhat gradual loss of air so that the rider will have a few precious seconds in which to come to a controlled stop.
Riders should select their tube brand with the same care that they select their tires.
Arnold van Ruitenbeek Vice President Continental Tire Co. 18
