"Feedback"

"FEEDBACK"

Readers are invited to have their say about motorcycles they own or have owned. Anything is fair game: performance, handling, reliability, service, parts availability, funkiness, lovability, you name it. Suggestions: be objective, be fair, no wildly emotional but illfounded invectives; include useful facts like miles on odometer, time owned, model year, special equipment and accessories bought, etc.

10,000-MILE CB350

First a word of congratulation on the Feedback section of your magazine. It is the most useful and interesting idea I’ve seen yet to allow the spread of aftersales information, and as such is a very valuable addition to your normal road tests, tech reports, and so on.

I’ve just turned 10,000 miles on my 1971 Honda CB350, and thought you might like to hear how it’s holding up. It’s my first bike, bought new in June of 1971, and ridden pretty steadily since then except for about four months of storage during winter. It’s been used mostly around town, with weekend two-up touring quite often as well. It seems to be a pretty good compromise between these two uses—small and light enough to be manageable in heavy traffic, while having lots of highway legs and not too much vibration at cruising speeds of about 65 —although after an hour and a half or so of sustained running, “Numbum” starts to set in. The longest distance I’ve gone with it was up to Ottawa and back over a weekend, about a 600-mile round trip, and the only problem I had was high gas use due to heavy winds and the load of me, my girl and our luggage.

I still have the original chain-although it needs to be replaced—and the original plugs. I’ve used the standard NGK B8s in town, and slightly cooler B9s on the highway with no problem at all. Both sets still look almost new, but I’m going to replace them soon just on general principle. The tires (original equipment Bridgestones) are wearing unbelievably well; I’m sure they’ve got another 5-7000 miles in them, if the present rate of wear keeps up. The clutch cable finally let go the other day, so I checked the brake shoes front and rear at the same time and found lots of friction material left despite fairly heavy l use.

(Continued on page 18)

Continued from page 16

I did have one major problem with it. At about 3000 miles, the gasket on the left end of the cam started leaking a lot of oil; a change of gasket failed to stop it, so the top end was checked. Several scratches on the cam lobes were found, so the whole top end was replaced under warranty; 500 miles later the whole thing seized up, and was again replaced under warranty.

Nobody was quite sure what was going on, but later when I was cleaning the oil filter I found that the circlip that holds it in place, and an O-ring seal in the same area, had partially self-destructed. Since I found nothing much in the oil filter, it seems likely that the crud got into the lines, and when the engine was drained and flushed on rebuilding it was all removed. No problems at all since then, anyway; it runs like a train and starts first time every time. Haven’t even had it tuned since the second rebuild, at about 4000 miles, despite winter riding and the four months’ storage.

Larry Tate Ontario, Can.

Thanks for your rundown, Larry. Take a look at our comments in this issue about the CB350, which has been used as the office workhorse for 5000 miles.— Ed.

VETTER COMES THROUGH

We are living in a time when criticism is more common than praise. Far too many companies seem to believe the meaning of “customer service” is as outdated as wooden spoked wheels with solid rubber tires. Recently I had the opportunity and pleasure to do business with a company that still understands what “customer service” really means.

In March of 1971 you ran an article about Vetter fairings. Largely as a result of this article, I ordered one in March of 1972 for my Honda CB 450 K4-A. There was initially some confusion over the order but the Vetter Coordinator, Jim Miller, assured me it would be straightened out.

The months of April and May passed and as of mid-June I still had not received my fairing. A phone call to Vetter’s new factory in Rantoul, Illinois was fruitless. By early July I was desperate. I wrote Mr. Miller an exasperated and somewhat emotional letter. He received it and immediately called me long distance at home and expressed his deepest apologies, explaining that he had taken full responsibility for the failure to deliver. He then indicated what he had done to make up for my long wait. He had rushed the fairing from Rantoul, 111., to Washington, D.C., via air-freight, and for my trouble was sending me an extremely generous rebate on the original cost of the fairing.

(Continued on page 22)

Continued from page 18

He called me the next day, the day of delivery, to ensure that I was satisfied. For me, the quality of this customer’s service is equaled only by the quality of Vetter’s product. I cannot praise this company too highly.

Sean J. Rogers Washington, D.C.

1971 BSA 650

I own a 197 1 BSA Lightning. Though I have only 1200 miles on the clock, I have observed many of the peculiarities of this model which your magazine and others have noted in several road tests.

The most uncomfortable peculiarity which I have found is vibration. As the articles mentioned, the Lightning vibrates, and not only at idle. The vibration follows a uniquely British route from the seat at 2700 rpm to the handlebars at 3700 rpm and on to the footpegs at higher engine speeds. Indeed, there is no band which is free of vibration.

Also true to published findings, the Lightning is geared low for the American (quarter-mile) market. The low gearing makes the engine turn fast at touring speeds. This low gearing aggravates the amount of vibration at highway speeds. On the other hand, the gearing places the engine within its powerband and enables brisk passing without having to downshift.

Finally, the steering is quick-too quick, in feel, for high speed touring. The front end is nicely balanced, and does not wobble of its own accord. But the road irregularities constantly deflect the front wheel. As a result, touring at 65-70 mph requires constant attention to keep the bike on a straight path. And this kind of attention is wearing when one tours for three to four hours at a stretch.

If, on the other hand, you can trade the imperfections of British machinery for the sound and the feel of a big bike, then I advise you to test ride a BSA or a Triumph. You may end up like me, satisfied with your choice of a motorcycle.

Bob Cassidy Williamstown, Mass.

1968 KAWASAKI 650

I would like to say a few words about a bike one heats so little about, it is almost as if it never existed. A little over a year ago I purchased a mint condition, ’68 Kawasaki 650 Wl. I have experienced very few problems with this machine. It does not leak oil anywhere, it is reasonably comfortable on extended trips, gets about 50 mpg and has plenty of power for any situation on the highway.

Two things are somewhat of a problem: It had a tendency to wobble

slightly in turns with two up, and still does a little although replacing the K70 front tire with a Dunlop R70 made quite a difference; and the 650 Twin has a certain amount of vibration which is noticeable, but not that annoying. Fortunately, the gearing keeps engine revs down at highway speeds which helps a great deal.

Perhaps the best thing about touring on the 650 Kawasaki is the comments one gets from other riders. Comments range all the way from “Where did you find one in that condition” to “I never knew that Kawasaki ever made a fourstroke.”

I would like to know if CYCLE WORLD ever tested a 650 and if so, is it possible to obtain a copy of that test?

(Continued on page 28)

Continued from page 22

Gary M. Walker Bordentown, N.J.

Delighted to hear about your rare Wl, Gary. When we first rode it in 1966, we found it to be an excellent machine, even though it had been copied from the already-archaic BSA A10. Our road test appears in both the 1967 Road Test Annual and the August 1966 issue. —Ed.

INTREPID TIDDLER

The Feedback column has been revealing in describing the maladies affecting the super bikes. Perhaps we are traveling the road of the muscle cars with their high cost of maintenance and constant tuning. It seems that the motorcyclist that wants lightweight, sensible, trouble-free performance is being largely forgotten.

Is it any wonder that with the emphasis on sheer horsepower and performance insurance companies in Ontario, Can., want more to cover a 450 Honda then said owner’s Mustang? I rode both solo and sidecar in the Twenties and Thirties. I paid $9 a year then for coverage. I am riding again at 68. I now pay $77 for a lOOcc, which I think is ridiculous.

My bike? A Yamaha 1968 YL2 lOOcc single-cylinder. Total mileage to date just short of 10,000. Two previous trips to Maine, last year to South Carolina—2500 miles in 10 days. I know it won’t top a hundred, but I can cruise at 50-55 all day. Dammit, when I tour I want to look at the scenery, not telephone poles going by like teeth in a comb. True I had to make some modifications to my tiddler—an enduro seat replaced the small original, a larger back tire and a set of pannier bags that holds gobs of stuff.

The Yamaha has been a revelation. Always goes, doesn’t leak, everything works and nothing falls off. Replacements? One headlight bulb and a set of rear brake shoes. I do the usual maintenance. All that for $395 new. I think I got a great bargain in cheap transportation, when I see what the guys are shelling out for the super bikes.

Cecil P. Mack Toronto, Canada

SUZUKI TS250

After shopping for nearly two years to find a good, used 250 Enduro, I finally bought a 1971 Suzuki TS-250 Savage in April of this year. I have ridden my Suzy 1500 miles over some very rough Northwest trails and am very impressed with the soundness of this motorcycle. Most of my riding friends own Yamaha 360s and they really fly on the fireroads, but they do have a tendency to high-side, and are hard to keep in a straight line over rough terrain. These are areas where my friends must slow down and watch me go.

(Continued on page 30)

Continued from page 28

While my bike is not quite on par with the 360s in climbing hills, it is considerably better than most of the other 250s I have ridden with. The only changes I have made have been soft plastic fenders, serrated footpegs, knobby tires and a 13-tooth countershaft sprocket. Needless to say, I am very satisfied with my bike, and feel Suzuki deserves praise for a well-designed motorcycle.

Bob Chappelle

Portland, Ore.

REMEMBER THE METRALLA?

Thank you very much for the opportunity, via your “Feedback” column, to air my motorcycling experiences. I think they may be of interest to you and your readers, as my choice of mount is quite unusual for the use to which it has been put.

I am presently driving my second Bultaco Metralla Mk II. I sold my first bike last summer with over 35,000 miles registered. The bike was in perfect shape, but it was not economically feasible for me to bring two machines with me to Jamaica. I purchased my second bike, a 1967 model, in May ’71 with only 225 miles on it. As tends to happen with Metrallas when they fall into the hands of unsympathetic owners, it had been dropped once during its early days, and then left to gather dust in the basement. For less than half of the original price I couldn’t pass it up.

I have found that if the owner is willing to adjust to the idiosyncrasies of a basically sound machine, he has a mount at least as reliable as the Japanese machines. The basic running gear will just go on and on, while the horn, lights, fenders, etc., fall off or stop working. In the summer of 1969 I made a solo tour of the U.S. and Canada with my first bike. In all, I covered 18,000 miles, passing through 36 states and six provinces. This took three months and the total cost was $600.

At the start of the trip, the bike already had 10,000 miles on it, what many people had told me was the practical “limit” for a Metralla. Aside from plugs, cables, and changing oil, the only failure in 18,000 miles required the fitting of a new coil by an extremely helpful Bultaco dealer in Marquette, Michigan, when I was within 1000 miles of my Montreal home. At the end of the trip, original equipment still on the bike included the piston, lower end, clutch, and chain. And I don’t drive my machine easily, as any of my friends would be the first to admit.

(Continued on page 32)

Continued from page 30

Having never owned any other type of bike, I cannot really compare this “de-tuned road racer’s” value as a tourer other than by offering the above experiences. Vibration? Too light? I don’t know—but I put in many 350 to 450-mile days in succession and was not extraordinarily fatigued. On this trip I met many other fellow tourers, and just about all of them were having trouble with their bikes. Just me and the BMW riders seemed to be doing all right.

For what I have found to be a superlative machine, it has certainly been indifferently treated by the North American purchaser. To my knowledge there are presently two Metrallas on the street in Montreal. On my entire trip I saw two other Metrallas on the road. However, there were countless numbers rusting in the back of dealers showrooms. I believe they have now been removed from general availability in the U.S. Just not worth the trouble to stock the fastest, best handling, lightest 250cc bike in the world when no one would buy it. I think the average bike buyer feels a guy would be crazy to buy a 250 with only one exhaust pipe and virtually no chrome.

I will admit the bike has its faults. The brakes (original equipment), last 2000 miles. But the stock factory replacements last 15,000. Figure that one out. The electrical system (lights and horn—not spark) is poor, the result of lousy wiring, cheap switches, and lack of a battery. The bolts must be periodically tightened or there will be no bolts next time you look. But show me a Mach III and a windy road and I will show you who has a superbike.

Like all marque-nuts I have been trying to spread the story of my baby for five years now. Thank you again for the chance to reach the general motorcycle public.

Ronald Grant Santa Cruz, Jamaica