Feed Back
FEED BACK
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, reliability, 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.
YAMAHA TX750 RESPONSES
This letter is in reference to the “Feedback” section of the May ’74 issue in which Carlos Fondren relates his unpleasant experiences with his Yamaha TX750.
In all fairness to Yamaha International, I would like to relate my experience with the TX750. After purchasing it new in March of ’73, I proceeded to log 14,875 enjoyable miles. Mine was one of the early models, and my engine had every typical problem: noisy balancer, noisy primary drive, poor shifter and clutch operation, oil leaking out of the points compartment, etc. Although my dealer offered to make repairs, I demurred, since I was too busy enjoying the bike, which never let me down during eight months of constant use.
Finally, a few months ago, I was contacted by my dealer who advised me that several teams of factory mechanics had been brought over from Japan and were traveling from dealership to dealership rebuilding TX750 engines. Would I leave my bike for a week? You bet!
The pistons and bore were found to be perfect. The cases and many other items were replaced with improved parts. When I retrieved the bike a week later, I was amazed at the improvement. Gone were the balancer noise and primary drive whine, the vibration zone, oil leaks, and the shifting problems.
I understand that Yamaha has spent more than one million dollars on this program. And, although the mechanics have gone back to Japan, any dealer can order and install the engine kit for any unhappy customer.
I am sure that I can now forward to 40,000 troublefree miles; particularly since the installation of the Yamaha oil cooler and Girling shocks. May I offer a fanfare for Yamaha International for backing up their products 100 percent? Alvin Peirson Marlton, N.J.
Here’s hoping you will print my letter in rebuttal to the “Sadder, But Wiser” TX750 Yamaha letter in your May issue. I, too, have a TX750 that is one year old this month and has 10,257 miles on it to date. I have read that letter over and over and it unfairly criticizes a fantastic machine because of slip-shod dealer prep and service.
I cannot help but get the idea that this bike is the first motorcycle this man has ever owned. How can anyone chase a new bike and not even checl^^ be sure that the machine is put together correctly from the shipping crate? Checking for loose nuts, bolts and even speedometer and tach cables should be a routine for safe riding.
The ’73 TX750 and TX500 Yamahas are new models to the Yamaha line that feature fantastic engineering and rider comfort. I knew when I purchased mine that this was a new model and prone to have a few small bugs; but the bugs are such minor things. Sure, the oil seal in the low serial bikes was faulty, but one hour in my dealer’s shop and a factory modification (under Yamaha warranty) and no more trouble. One hour!
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I also had an oil weep (not leak) on the upper cylinder gasket, made another appointment—just six hours—and that included taking the engine out, dismantling, putting back, test riding and cleaning the machine. I still need to have the cases replaced. This will also be done under warranty with a factory modification. This time it will take a day to fix.
In one year of riding, the TX750 will spend a total of two full days in the shop, will not cost me a dime, and will be like new. Sadder, But Wiser’s problem is not Yamaha, nor is it the TX750. His problem is a lousy dealer, and after seeing how badly his machine was set up, if he keeps taking it back to the same shop, who can he blame but himself? Yamaha warranties are good at any authorized dealer.
So Yamaha had minor problems with a brand new model. What motorcycle manufacturer doesn’t? Notice, I said minor. A little oil weep and an oil seal are no big things. The TX750 does not vibrate! The thing you call vibration is a shudder at certain rpm in the primary gears. When the cases are replaced as a factory modification, Yamaha also changes the straight-cut primary gears to helical, and that ends the shudder and also the whine caused by the straightcut. Again, this should take a dealer one day and cost you, the owner, nothing.
I realize that this letter is long, but let’s be fair. Criticizing a brand of motorcycle or a model just because of an inept dealer makes me sick. I have seen so many of these dealers in my short 11 years of riding, and the people blame the brand of motorcycle for being a lemon, which is far from the truth. Yamaha is spending much, much money to fix these minor complaints under warranty. Other companies would bring out a 19731/2 or wait until their ’74 model year, but Yamaha is peopleoriented, and they bend over backwards to make their owners proud of what they ride.
No matter what brand of bike you ride, if you have a dealer like Sadder, But Wiser’s, avoid him like the plague. Together, by boycotting lousy dealers, we will run them out of business, and troubles like this man had will never occur. Stick with a dealer who knows how to service what he sells.
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My TX750 is troublefree. It was purchased from and is serviced by Central Yamaha in Colorado Springs, a dealer who is tops! I ride the bike to and from work and touring on weekends at an average altitude of 6000 feet. The bike is equipped with touring accessories such as fairing, saddlebags and an oil cooler. The bike starts in any weather with only two or three revolutions. Warm up is very fast.
The bike is strong as a bull and two-up touring loaded with equipment at this altitude is effortless for the TX750 power plant. The bike has the same plugs and points as when purchased and needed adjustment in timing only once in 10,000 miles. The valves have never needed adjustment. The only maintenance my TX750 needs is oil change, chain adjustment, and soap water.
Freeway riding is the TX750’s forte. No effort, no strain, no vibration, and it tracks like it was driven on a rail. Cornering and slow in-town riding are quick, but stable. Due to the low center of gravity, the bike handles fast curves quite well, but the weak back shocks let the bike wallow a bit if it is really pressed.
The bike is heavy and will not race through corners like an RD, but for its weight and size it does well. I might add that the hills and curves on the mountain roads of the Pike’s Peak Region will tax most suspensions and frames.
As you can tell by this letter, I highly disagree with Sadder, But Wiser. I am extremely pleased with the TX750 Yamaha, as I was with my XS650 Yamaha, as I was with my YR2 Yamaha, as I was with my 250 Yam^P and as my seven year old is with his TY80 Yamaha. Tom Moeglein Colorado Springs, Colo.
SUZUKI IN SEATTLE
I am the proud owner of a ’73 Suzuki 380. After three days of riding from Seattle to Phoenix, and four days for the return trip, I feel that the 380 deserves more recognition than it would be given for just around-town riding.
The only additions I have made to the stock bike are a rack and a sissy bar with a backrest pad. I had installed a Jacwal Superchain about 2000 miles earlier.
The weather on the trip ranged from rain, to extremely high headwinds and crosswinds, to snow, to the dry heat of the desert. The bike held up all the wm
During the entire 3400-plus mile tl^r I used six quarts of oil (injection). Gas mileage averaged around 45 mpg at a speedometer reading of 62-65 mph in fifth gear. Due to the new speed limit, sixth gear is almost useless.
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During the trip I replaced two fouled plugs. The only other thing that happened was that the right rear turn signal bracket broke. I replaced the Superchain with a spare in Grant’s Pass, Oregon on the way home. A tip to readers: Don’t buy a Denselube Superchain. The lubricant inside the rollers doesn’t stay inside the rollers. When it came time to remove a link, the master link was almost fused onto the rest of the chain. The chain was so stiff that it hardly went around the sprocket. You could actually feel the extra power once the new chain was put on.
Suzuki has a very good product, but I wish they would make a few chang^^ First of all, they should stop stamping out their tools for the toolkit from tin foil. Secondly, the odometer is off one-tenth of a mile for each mile. And, instead of putting on a dumb gimmick like a digital gear indicator, they should put on an oil tank gauge.
When I stopped once to check the oil level, it was fine. But the oil tank is oddly shaped to fit the frame, and the bottom half is thinner than the rest. When you are carrying your oil, you want to wait for the oil level to get low enough so you can add the whole quart. Nothing like carrying an open, halfempty can of oil.
Finally, after eating lunch, I went out to add a quart and the tank was empty. The line leading to the engine was only half full. A few more miles and I wouldn’t be writing this letter.
Even so, I’m looking at a 900 The 380 made it there and back, but I wouldn’t take a long trip with a bike that small. For around town, though, there is no other bike! Dave Atkinson Seattle, Wash.
HE TRIED A DENSELUBE TOO
In January of 1973 I purchased a Kawasaki 900 Z-l new. Having read one of your articles awhile back on the proper care and maintenance of a chain, I decided to put your theories to good use. Every time I took the bike out of the garage, I would lube the chain with Chain Life chain lube.
With only 8864 miles on the bike, the chain was only on the third adjustment notch. Very remarkable, considering that I used to replace my 750 Honda chain at 5000 miles. Just proves thatÄ pays to care for your chain. ^
Although this chain was only onequarter worn with 8864 miles, I decided to replace it with a Denselube Superchain because of a 2000-mile trip that I had in mind. (Kawasaki’s chain is endless, however, I ordered the Denselube chain with a master link).
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After 313 miles of wear, the Denselube snapped at the master link, locked the rear wheel, and almost caused a serious accident. Two sprockets and a side plate were damaged.
Special mention must be given here to what I consider one of the best motorcycle dealers in the Ohio area, from whom I purchased the bike (and Denselube chain): Midway Kawasaki Cycle Sales, Canton, Ohio.
Midway offered without pressure to replace the broken Denselube with a Kawasaki original equipment chain free of charge. Not bad considering that we are usually ripped off by dealers and dealers’ prices.
Dave Smith, one of Midway’s excellent mechanics, contacted Jacwal, Corp., maker of Denselube, and explained the whole episode. Much to my surprise, Jacwal replaced the chain, both sprockets (with Denselube sprockets), and paid the labor bill.
A company that stands behind their product in this manner will build a fine reputation, and will retain my business. I wish to thank Jacwal for standing behind their product, and Midway Cycle for their time and trouble.
The Kawasaki Z-l is the finest and most outstanding motorcycle I have ever owned. It causes me no problems and requires only routine maintenance. Gary W. Hill Canal Fulton, Ohio
RESPONSE TO WOOD’S WORDS
I am writing in response to the letter from Mr. Homer J. Wood, entitled “Glaring Faults,” in the “Feedback” column of the April ’74 issue. I would like to comment on his contrast of chain wear between his 1936 Crocker 61 and his Honda CB500.
I have never seen a 1936 Crocker 61, but I would imagine that it has a hard tail. Almost all modern motorcycles have a swinging arm suspension. Herein lies the problem: when the swinging arm reacts to road conditions and weight transfer, the distance between the two final drive sprockets changes, becoming shorter, thus lessening the tension on the chain and increasing its lash. This extra whipping of the chain increases wear.
On a motorcycle with a hard tail, the distance between the two final drive sprockets does not change, and so the chain is not subject to this kind of wear. But, because of the hard tail, there is increased wear and tear on the rider; especially his kidneys and coccyx.
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On any motorcycle it is important to keep the chain clean and lubricated, but it is especially important on a motorcycle with a swinging arm rear suspension. The chain will last if you maintain it.
I do not agree with Mr. Wood about enclosing the chain in an oil bath. When the chain does break, what about the embarrassment of chain entrapment? According to Murphy’s law, chains usually break at 70 mph.
The only thing that I can agree with completely in Mr. Wood’s letter is his statement about the inflight instability of motorcycles with axially-aligned crankshafts.
I shall now add insult to injury. I am not a mechanical engineer or anything of that sort. I am a licensed vocatiorÄ nurse who once owned a 1965 Yamaha YDS-3. Herbert Morris Tujunga, Calif.
Mr. Wood’s “Glaring Faults” letter in the April issue contained sort of a novel thought with regards to airborne cycling. May I add that Fve been riding for 46 years, am a director of engineering, and have lost count of the machines that I’ve owned—including a Reading Standard and Hendersons. My current machine, like Mr. Wood’s, is a Honda 500.
Somehow I can’t see choosing a motorcycle for its “airborne” qualities! The making of dead-on pothole takeoffs that can result in any level of flight just hasn’t been my experience. My batting average with potholes indicates a jackknife or decided nose or tail-heav^ attitude, and the “rotative inerti^B forces seem to get lost in the shuffle somewhere, so I haven’t noticed a wing dip upon landing! Granted, my tendency to ride slowly in pothole country may reduce my trajectory, so the “rotative inertia” forces don’t have a fair chance.
Passing up selecting a BMW, Guzzi and others because of their poor freeflight qualities seems a shame. His selection based on free flight can involve worse dangers with broken chains, sprocket jumping and the ensuing jammed rear wheels.
My advice would be to select a machine for the ground handling and other qualities for which they are designed, and leave the motorcycle flying up to Evel and others trained in the art. I’d put “pothole flying” pretty far down on the list of essentials! Maclean Brov^P Ivyland, Pa.
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CHAMPION'S GOOD AS GOLD
Recently I picked up the April 1974 issue of CYCLE WORLD. In the “Feedback” column I came across the several responses to Mr. Paul Lynch’s problems of plug fouling on his Yamaha RD350. I would like to add my suggestion to Mr. Lynch as yet another possibility.
First, let me say that I do not claim to be an expert motorcycle mechanic. Far from it. Any work that I do not have the knowledge, tools, or facilities to do, I do not attempt. However, I have more faith in those repairs/tuneups that I can do myself than I have in what I have been seeing done by “mechanics.” I have been riding motorcycles since 1963, including 50ccs and super bikes, Singles and Twins, two and four-strokes.
Back in 1971, I purchased a Yamaha RT-1B from a dealer in Louisville, Kentucky. Though a different model than Mr. Lynch’s Yamaha, it too fouled plugs on a regular basis. The RT-1B was equipped with the standard factory NGK plug and had standard ignition (not CDI type). To cure this problem, the dealer gave me a new type of plug to try and asked that in return I keep him informed as to how it was doing.
The plug was a Champion Gold Palladium, which was at that time just recently introduced to the motorcycle market. Unfortunately, about six weeks later, someone else decided that they liked my Yamaha better than any of the other six bikes that were always parked together, and took it. However, there was no plug fouling at all during those six weeks.
I now have a Suzuki Single with CDI ignition and have run a Champion Gold Palladium in it for the last year and a half with no problems. About six to eight months ago, I noticed that NGK now has an equivalent plug on the market and picked one up as a spare. As of this letter, I have not had reason to change plugs, so I have not had a chance to compare it to the Champion.
Both the Champion Gold Palladium and the NGK plugs have finer central wire electrodes for sharper (hotter???) sparks and more room around insulation. This apparently helps the plug to keep itself cleaner and not foul out. Mr. Lynch might try either his dealer or local parts and accessory supplier to see if they carry either of these plugs, and give them a try.
While I am on the subject of these plugs, how about an article that compares the Champion Gold Palladium and NGK plugs with the standard type plug used in most motorcycles. The only article I remember reading was back in 1971 (I think), and it was only abo~ the Champion Gold Palladium being a new plug, and not a comparison test of plugs. Art Murray Tucson, Ariz.
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GOODBYE YAMAHA, HELLO SUZUKI
I purchased a new Yamaha DT360A in September of 1973. On the way home my lighting coil burned out. There were none to be had in the USA, so said the dealer, and after a call from me to California, this was confirmed. In the meantime I rode the bike without the light. Then October arrived and with it went my throttle cable. I called the dealer and he said that no cable was available, but if I could get the bike to the shop they could build me one and Yamaha would send me one later.
Then the word came down that n^fc coil would be rebuilt for me, all I had do was leave the bike at the shop. Well, before Christmas, long before Christmas, the bike entered the shop. Then along came January 14th and the bike was fixed, only to go a whopping 120 miles before an exhaust stud and two cylinder head studs pulled out of the barrel.
Then the new throttle cable came in the mail. That’s cool and everything was fine after the studs were fixed. Then 130 miles later all the other cylinder studs decided that it was time to leave the barrel. This was all fixed for me and the dealer seemed to be doing his best, I think.
The bike had 2464.7 miles on it. It now has 2695.8 miles on it and it still has only one problem. I was driving home from work one night and I g this hollow, no-compression, dime-si hole-in-your-piston sound that immediately sidelined me in the breakdown lane seven miles from home.
When I called the shop the next day they said that it might be a clogged main jet. Well, when you see oil all around that head gasket and you see not the studs but the nuts on the studs are the culprit this time, you say to yourself, “Self, I bet she was sucking air.” Maybe I’m wrong. Whether I’m right or wrong, it’s going to cost more than $20 just for the new parts.
I guess I won’t have to worry about the price for awhile, though, because the parts man explained to me that they don’t have any standard size pistons in stock, only oversize ones.
This is my fourth bike in 10 years; all Japanese. “Someday I’ll own a Suzuki” TS250 and I’ll be a happy bike person again. John H. Cressy Jr. Amesbury, Mass.
