Cycle World Letters

CYCLE WORLD LETTERS

Hard words for a Softail

This letter concerns your test of Harley-Davidson's FXRDG, their demonstration ride program, and my impressions after riding an FXRS and a Softail.

Over the last 20 years I've owned and ridden an unbroken string of Hondas, but I really began to wonder what it would be like to ride a big Harley Hog. My friend and I went to the local H-D dealer where I chose the FXRS and he got the Softail.

Revving the Harley the same amount necessary just to get my CB750F moving quickly proved unnecessary as the abundant low-end torque catapulted the Harley out into traffic. I noted the light, smooth, positive action of the clutch and five-speed transmission. The low seat height and low center of gravity produced the sensation that the 590-pound Harley seemed more nimble at low speeds than my 540-pound CB750F. The first sharp lefthander proved the Harley could not be pitched into the corners with the same abandon as the CB750F. The undercarriage began dragging at a lean angle where the Honda had plenty of clearance.

The expected adrenaline rush never came, even though the tach climbed to the redline twice.

Then it was time to swap bikes. The Softail is an ergonomic abomination that is uncomfortable to ride for even short periods of time. Changing gears requires that you lift your entire leg about three inches instead of just flicking the shift lever with your toe. For me at 6-feet-2, the seating arrangement and control layout were terrible. The vibration was a terrible problem with both bikes. The rear-view mirrors were completely blurred and useless.

Is there one word that can be used to describe a bike with a 1340cc engine that was obsolescent when the first overhead-cam Hondas landed here in the late Fifties? As I made my final lap around Three Rivers Stadium a sense of déjà vu began to overwhelm me. Where had I experienced this before?

Then it hit me. Right across the river, next to the University of Pittsburgh, is the Carnegie Museum, home of one of the best dinosaur collections in the world. There is a word for the Harley mystique after all . . . atavism.

James W. Phillips

Pittsburgh, Pennsylvania

Phillips, meet Murphy

Mr. Null's letter in the Au gust issue seems to have the usual Japanese motorcycle owner’s attitude toward buying a new Harley-Davidson. He can’t understand why anyone would spend up to $8000 for a motorcycle that won’t keep up with his Suzuki 750EZ on the dragstrip.

My reason for buying a new Harley FXST Softail this year (after previously owning a Low Rider) is because I like them. Plain and simple. I like the attention I get in a crowd of inline-Four owners. I like the sound and torque of the 1340cc V-Twin engine that is more dependable and easier to maintain than it’s ever been. I like the overall looks and styling that is still being copied by every other motorcycle manufacturer today.

Most of all, though, I like the big check at trade-in time.

I guess you’ll never know what you’ve been missing.

Joe Murphy Sunbury, Ohio

Not a Guzziphile

You may have done a grave disservice to Dave Geldert of Panama City (Letters, August, 1984), who asked whether a Moto Guzzi would be a suitable substitute for a BMW “as far as simplicity and reliability are concerned.” You answered yes. Bullcrap!

I have owned dozens of bikes in the past 20 years, from Benelli to Yamaha. The most comfortable bike of all was a Moto Guzzi, but it was so unreliable that I finally practically gave it away to a marina operator, who may well have found its highest and best use as an artificial reef.

If Cycle World were more honest, it would make clear that the Goose has some good’ points, but reliability and availability of parts are not among them. BMW is at the opposite end of the spectrum, which is why reader Geldert would do better buying a mid-seventies Beemer than a new Guzzi.

Bernard Parrette*

Washington, D.C

Point well taken. That is, however, only your opinion, based solely on your experiences with one Guzzi. We wouldn’t want to condemn ar\ entire line of motorcycles on that basis.

Seeking professional help

I knew that I was a bike nut. But I guess that it never really was as obvious as it is now. You see, my parents and my non-biking friends don’t think it’s any big deal that I have to sell my bike. They don’t understand my attachment. Selling my 1983 Honda CB1 100F has made me see that I’m a ... a ... a bikeaholic. I’ve owned my Honda for over 13 months now and have put 10,000 miles of pure pleasure on her. But because my car died on me, I’m forced to sell my beloved Honda.

Reader Information

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Is there a BAA for bike-aholics?

They say the first step to recovery is to ¿üOmit your problem. It’s going to be a long, cold winter. I might even have to cancel my two motorcycle magazine subscriptions. I don’t think I’ll be able to stand drooling over pictures of all those beautiful bikes.

Peter A. Wildey Cornwall, Vermont

Look Wildey, get ahold of yourself Sell your wonderful bike. Sell your crummy car. But don't go off the deep and cancel your Cycle World ubscription. Things can't be that bad, can they?

KX correx

Your test on the Kawasaki KX125 in the August issue is in error. A bore and Stroke of 50 x 50.6mm would give a displacement of approximately 99.353 lcc.

Paul Hagerty San Diego, California

You’re right. The correct bore measurement for the KXl 25 is 56mm, *not 50mm. Our error. Sorry.

A do-it-yourself's plea

I can’t stay silent any longer over Vhat has been happening to the motorcycle industry. For whom do the Big #our think they are making motorcycles? I’ve noticed in your tests that while performance, braking ability and overall handling have improved on motorcycles, easy servicing has not.

If I want to drive something that doesn’t need its valves adjusted I’ll drive ¿ny ’67 Mustang. But when I want to ride down the road as man and machine I hop on my ’76 CB360 or my ’79 XS650F. Sure I have to adjust my valves, lube the chain and maybe even ¿Tave to kickstart them once in awhile, but I thought that was what motorcycles

were all about. Simplicity and enjoyment.

Of course, an occasional Nighthawk blows me away down a stretch, but so what! I can outrun any car, get great mileage, and can fix nearly anything that goes wrong with my bikes. No hanging around the bike shop for weeks while waiting for parts or hoping that the mechanic knows what he’s doing. I hope Honda, Kawasaki, Suzuki and Yamaha start making bikes for riders and not for mechanics.

Richard Santalesa Flushing, New York

Mind's-eye motorcycles

In response to your Honda 500 Interceptor test in the August issue: I disagree with your statement “that the VF500F Interceptor is the first mid-size sport bike since the CB400F.”

I am the proud owner of a Honda CB450T. In my opinion I own a sport bike. There is also the Honda Ascot, which is a sport bike.

Mike Bass Anaheim, California

Honda Motor Company wouldn’t agree with you. But then, that’s the nice thing about motorcycles: They can be whatever you believe they are.

Canadian inflation

If you people south of the border feel hard-done by motorcycle and accessory prices, you can stop. Here’s a sample of our prices compared to yours: A Vetter Windjammer fairing with lowers is very close to $900. While you pay $2179 for a Maxim 650, we shell out $3700. A 1983 Midnight Virago is $3999 reduced to clear, and a Venture Royale almost loaded packs an $8700 price tag. A Shoei Z-100 helmet is $220, the Nava II is $139.

So the next time you’re cruising down the road on your affordable bike, lower your head in silent prayer to us Canucks and all the money we spend in the name of motorcycling.

Chris Makishak Red Deer, Alberta

Yeah, but down here our RZ350s are burdened with catalytic converters, and a contraband RZ500 goes for ten grand—and is a nightmare to get registered. Eh? El