Feedback

FEEDBACK

Readers, as well as those involved in the motorcycle industry, are invited to have their say about motorcycles they own or have owned. Anything is fair game: performance, handling, relia-

bility, service, parts availability, lovability, you name it. Suggestions: be objective, be fair, no wildly emotional but ill-founded invectives; include useful facts like mileage on odometer, time owned, model year, special equipment and accessories bought, etc.

INDIAN ATTACK

I bought my Indian ME-76 in September ’73, and already it is a candidate for the junkyard. I had not previously owned a motorcycle, so I was taken in by the full-page ads that state the virtues of this brand.

My first troubles developed at 23 miles on the speedometer. The leg guard on the exhaust simply dropped off (you mentioned the same problem in your road test of an Indian). From then until about 200 miles registered on the speedometer, I rode it relatively troublefree, except for two or three spark plugs fouling.

Then, at 212 miles, I suddenly realized that my rear brake was out. Riding at the local MX track is no way to learn that your brakes are dead. When I took it to the shop, I was told that the brake was never hooked up right. It had^^t been stuck into the pivot without a bolt.

I did my usual riding—on the street and in the fields—when my rear shock shattered. Although I didn’t think that the shocks were under warranty, the shop gave me a new one.

I know that I wasn’t riding that hard, so I believe that the quality control of either the manufacturer or the local shop is at fault. All things considered, the next bike I get certainly won’t be an Indian.

Leon Komkov Lubbock, Texas

SUPER RAT REBUTTAL

In response to the letter “Not-SoSuper Rat” in the April issue, I wo^W like to say a few words.

I now own my second Hodaka—first a Rat and now a Combat—and t^^ both work and perform efficiently.

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The main problem that most dirt riders (novices that is), have is that they either don’t take the time or don’t have the gray matter to tune a high-performance, small-bore two-stroke properly. If they are not willing to take the time, they’ve got no bitch coming. If they don’t have the knowledge, they should resort to a good mechanic, friend, whatever, who does.

In summary: David Miller, learn to tune your motorcycle instead of just replacing parts.

George H. Allen Roseburg, Ore.

ONE FOR KAWASAKI COLUMBUS

This letter is in reference to the “f|^^ advertisement” given Kawasaki Colu^r bus in the letter “One in a Million” in the April ’74 “Feedback” column. I think that it was totally unjustifiable.

First of all, Kawasaki has an unlimited warranty on any bike—as long as it has not been entered in competitioncovering the original owner. Warranty automatically stops when the bike is sold. Accordingly, the dealer mentioned in Mike Reed’s letter was under no obligation to fix his bike, but did so at his own cost.

Secondly, after the circlip dropped out of the piston again, after another 2100 miles, I cannot believe that Reed would expect the dealer to repair it again under a warranty that he did not have in the first place.

Then there is the matter of a hole burning through the pipe wall. Just exactly what does that mean? A w^fc broke or what? Surely this was not tne dealer’s fault.

Reed was told that he would need a new stock pipe that sells for $36.50. He decided to switch to a Hooker Expansion Chamber, which was a definite mistake, on his part.

Next, he says the metal stop beneath the steering head broke and put two dents in his unblemished tank. He must be an excellent rider if he had no dents or scratches on his tank after 4200 miles, leading me to believe that he had never dropped his bike.

If he had done any trail riding at all, he would have had to have his bike down. Possibly, in the last 2100 miles he had the bike down at least 100 times. This would jar the metal stops every time he went down, consequently causing them to break. This is just logici thinking.

As for the suspension, a lOOcc Trail Boss is not made for a 250-pound person. The mud on the cylinder head could have been avoided by altering his fenders, and he certainly cannot expect to ride on the trail and not get any mud on himself.

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In conclusion, I think that Reed is totally unjustified in saying that any of these accidents were the fault of the dealer. I have been dealing with Kawasaki Columbus for three years and have never had any problems with the service. But then I never tried to take advantage of them.

Ron Buckles Columbus, Ohio

SALUTE TO SUZI

I recently bought a 1974 Suzuki TM250, and I must say that I am definitely satisfied with the bike.

I had previously owned a Yamai^r 125 Enduro, which I found to be grossly lacking in power for my dirt riding wants, so I decided to go to a 250MX. I looked at another Yamaha and found it to be far too heavy to even consider. Then I caught sight of the ’74 Suzukis. I was hesitant to buy one because of the bad handling reputation they have had through the past years, but having seen the reliability of my brother’s Suzi, I decided to give the ’74 a try.

All you dudes out there in knowledgeland better stop putting down the Suzis. They do handle (now). In fact, the handling is so greatly improved that it totally outclasses that on past models. Add this handling to a good amount of power on tap, and you come up with the reason that it hauls my 5 ft. 10 in. and 110 lb. around at a pretty daj^^ respectable pace.

The bike is ultra reliable and is very inexpensive to operate and maintain. It doesn’t foul plugs, gets good mileage, and is so stingy on oil that I can’t seem to run dry. The tires are wearing pretty well, but I will probably change them for something with less tendency to load up.

I ran the bike all day at Sears Point motorcycle park one weekend, and the next weekend for two days up in Windsor, and I did it all on one tank of oil. Love that injection system! Gas mileage is almost this good and it doesn’t cost me much at all.

At any rate, I’ll probably own this bike for a long, long time before I even consider a trade-in.

I hope you will print this, because I don’t want anyone to pass this bike m3 on the basis of its past reputation. I^B really nice to have a bike as reliable, good looking, and inexpensive and operate as the Suzi.

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Erik Carter San Rafael, Calif.

SEARS FIRST, H-D SECOND

Harley-Davidson is number one in motorcycling. In a pig’s eye they are. Harley-Davidson couldn’t be number one if they were the only motorcycle company in the world.

In June of 1973 I purchased not one, but three Harley-Davidsons. I started with a 1972 (hold over) 125cc for myself. Around town it was fine, but put it under a little strain and the damn thing would fall apart.

The rear shocks were non-adjustable, and so soft that they would bottom out against the rear fender—inside of which were the taillight wires. Needless to sa^ the rear tire made quick work of the^ wires. Also, on a 60-mile trail ride, the rear fender vibrated loose and the speedometer fell off. The clutch became so hot that you couldn’t stop the machine. The motorcycle had about 400 miles on it.

Next, I bought my eight-year-old son a 1972 65cc Shortster (brand new). It has been almost a year now and he has a grand total of 230 miles on it because you have to push it as far as you ride it.

Now comes the jewel. A couple of weeks after the 65cc, I bought a 1973 SS350 Harley. At approximately 550 miles, the tach died; at 870 miles the baffles in the breather blew out and much oil was lost from the transmission.

I was 30 miles from home. Neat, huh? Then, at approximately 970 miles, the unfoulable electric starter went all to hell. £

Then, the clamps that hold the rear tire in place vibrated loose and punctured a tube. The tube I repaired myself, the baffles were replaced by my Harley-Davidson dealer, as were the tach and starter. But it took three months and the threat of a lawyer to get it done.

My dealer claimed that Harley-Davidson was in the process of relocating a plant. Okay, that’s fine. But if they claim to be number one, they should start treating customers with a little regard and making a motorcycle that’s worth riding.

Harley-Davidson is number one all right; right behind Sears Allstate motorcycles.

Gary L. Shiflett Pueblo, Colo.

HONDA TRIPPING

I have been reading your magazine for more than three years now and thoroughly enjoy it; especially your informative road tests and the “Feedback” column.

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Recent experiences with my 1972 Honda CL350 have prompted me to write a contribution to the column.

I purchased my bike from Honda of Tampa, Fla. in May of 1972, and it currently has 10,970 miles on it. I used it mainly as transportation to and from work for the first year, and then for pleasure riding in the evening and on trips around western and central Florida.

Up until February of ’74 the only problems that I encountered were three blown taillight bulbs and a speedometer that went out (all covered by warranty).

I feel that adherence to warranty policy and the recommended maintenance schedule was responsible for the bike’s outstanding performance.

In March, 1974—against the advice of friends and some fellow enthusiasts—I decided to drive from St. Petersburg to Austin, Texas to visit my sister. Because of the shaky gasoline situation, I chose my Honda over my truck, despite warnings from several directions that a 350cc dual-purpose bike couldn’t hack a 2400-mile trip.

Don’t let anyone ever tell you that a CL350 can’t get it on!

The trip started on Monday, and I arrived in Austin Wednesday morning after stopovers in Mobile, Ala. (528 miles) the first night, and Beaumont, Texas (401 miles) the second. I rode into Austin (240 miles) the next morning.

The problems that I encountered going out to Texas were limited to the loss of high beam (and its indicator light) on the headlight, and the loss of the left passenger footpeg due to vibration.

The return trip also took two-and-ahalf days. The first day got me into Lafayette, La. (388.3 miles), the second into Panama City, Fla. (431 miles), and the third into St. Pete (355.5 miles). The only problem that I experienced on the return trip was a crack in the luggage rack.

The bike performed beautifully throughout the trip, and the only derogatory comment I can make is that the vibration got to my hands, feet and rear end. I tried to minimize this by cruising at between 60 and 65 mph whenever possible, and by cheating a bit by using a large foam rubber pad on the seat. Extra gear, tools, clothes, etc. added about 35-40 pounds to the luggage rack over the rear tire with no adverse effect on handling.

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Mileage ranged from 48.5 to 55.3 mpg, depending on head winds. The overall trip average was 51.8 mpg. This was on hi-test gasoline, and I was forced to use several different brands.

Maintenance en route consisted of a chain lube every 200 miles and an oil change in Biloxi, Miss., which was the halfway point, both going out and coming back. 1 also adjusted the chain upon my arrival back in St. Pete. I have had two chains since I bought the bike and alternate them every 2000 miles. This has worked well and chains and sprockets are in top shape.

I enjoyed my trip and continue to enjoy my Honda. I might also mention that on the road I saw two 350 Fours traveling from Daytona to Dallas, and a CB350 en route from New Orleans to West Palm Beach, Fla., and all owners reported no major problems at all with their bikes.

I must also include thanks to my Honda dealer (Honda of Tampa) for their fine service and maintenance since I’ve owned the bike, and to Wilco Honda of Austin, who gave my bike a thorough check and serviced it the next morning after I arrived there.

Fd also like to mention the Coastal Motorcycle Co. of Biloxi, Miss., who checked my bike and changed the oil literally within minutes of my unannounced stops going out and coming back. On my way out they were closed for regular business, unloading 14 crates of new Hondas and building an addition to their shop, but they still stopped to service my bike. That’s a dealer!

I might also add that I am 42 years old, weigh 170 lb., and am 5 ft. 9 in. tall. The CL350 “fits” me well.

Rae H. Irland St. Petersburg, Fla.

KAWASAKIS MISTAKE

As the former owner of a 1972 Kawasaki Hl, I got one of their mistakes: an HI without CDI, but with a disc brake. I loved the bike except for one problem—it always seemed to foul plugs.

I am writing in regard to “The Service Dept.” column in your April issue, in which Charles Hagg wrote a letter to Jody Nicholas concerning CDI. In one part of his answer, he said that the Kawasakis sold in Japan and Europe are not fitted with CDI. If the S2 and S3 run so well on battery and coil ignition, why do the His run so crummy?

Now I like Kawasakis a lot. But why couldn’t they get the bugs ironed out of that system? My local dealer, Competition Motors, tried and tried to fix it. Even service reps couldn’t get it to run right, so I traded it for a ’72 F7. My only regret is that I had to give up the power and acceleration that it had. But I wouldn’t trade my F7 for anything.

Dan Alger Portland, Ore.

HONDA XL175

I am writing in regards to the Honda XL 175 that I have owned for six months. After the first 15 miles or so the lights were taken off and full knobs were installed on both wheels.

Of late, I have pared the weight down a bit more with the removal of excess electrical wiring and the ignition switch, and the installation of a battery eliminator in conjunction with the kill button for a “mag” effect.

I also tried a 13/45 tooth gearing arrangement, but found that for my type of riding the stock counter sprocket does quite well. The bike is very tractable, but a disappointment for power. Handling and weight distribution seem to be very good.

The bike had about 30 minutes of sensible break-in; from then on it was pretty hard going, trying to keep in mind those long hills and how to avoid them.

I have owned nine four-strokes in the past five years, and I must say that this is the only one that 1 can ride for a couple of hundred miles (approximately), without having to add oil between changes.

I got the pleasure of working on the air filter for the first time this afternoon. It has to be the most poorlydesigned unit to come off of any motorcycle production line in recent years.

I was half tempted to set fire to an effigy of the honorable Soichiro Honda himself and call the press by the time (one-and-a-half hours) I got that unit completely serviced. Honda might as well have put it in Fort Knox!

The bike has been reliable enough, but is very vulnerable to rocks on the cases and exhaust pipe. I have just installed a Fun-’N-Fast skid plate and it looks like the “cat’s meow” for underside protection.

I hope to obtain a Bassani pipe soon to augment the power situation. The combination of several accessory items could make this machine, which is admirably light, a decent dirt bike yet.

Dennis Kelsey Lind, Wash.