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.
INCOGNITO ITALIANS
I just received your July issue and split a gut over the letter in your “Feedback” column from a frustrated owner of three Harleys. It’s too bad that so many people have to learn the hard way because they think an American machine is superior. Maybe it would be superior, provided it really was American.
Too many motorcycle enthusiasts, particularly new ones, don’t realize that most of the “Great American Freedom Machines” are manufactured by Aermacchi of Varese, Italy. That is, all of Harley’s bikes from the 350cc on down. New motorcyclists are buying an Italian bike on the basis of the American Harley’s reputation. I think it’s about time the public was informed.
I have nothing personally against Harley-Davidson, but I don’t think it’s fair that any Harley dealer sells a machine that hardly anybody’s ever heard of (Aermacchi) without first informing the purchaser of exactly what he’s laying down his hard-earned bread for.
My advice to new enthusiasts is to
read every motorcycle magazine you can get your hands on, and talk to every motorcyclist you meet, before^^ying any motorcycle on the basis 01 past reputation. And don’t jump into it too fast—give yourself some time to get educated about motorcycles.
I spent a year and a half reading everything I could find and talking to bikers who had been through it all. I knew exactly what I was getting into when I purchased my machine. As a result, I am the proud owner of a Honda CB550 Four. This bike is a real cherry! I can truthfully say that had I not spent so long learning everything I could about motorcycles, I might possibly have ended up in court over an Italian in disguise.
No offense to Italian bikes—I’d love to have an MV Agusta, Benelli 750, Moto Guzzi or Laverda! I just don’t have the bread.
Bruce T.Lage’ Orland^^Fla.
Sorry Bruce, but you haven't got your facts quite straight. The 350ccon-down H-Ds are made in Italy, but they are made by AMF Harley-Davidson of Varese. The Aermacchi company no longer exists and they sold their factory to H-D. So the Harleys aren `t really Italians in disguise, they're still as Amer ican as you know what, but just happen to be put together in Italy. There are many large American corporations that maintain factories abroad and yet we still consider their products to be Amer ican made. -Ed.
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SLIPPING A DISC ON
A few words about what I feel is one of the best street bikes manufactured. I have previously owned four motorcy cles, and have ridden for about ten years. My current steed, the topic of this letter, is a 1 972 Triumph TS~nt which, after some 10,000 miles, has been relatively troublefree.
I bought the bike used, with approxi mately 3000 miles on the odometer, in April 1973. In June, I embarked on a 3000-mile, three-week trip to Reno, Mt. Lassen, San Francisco, Santa Barbara, San Diego and back again. The trip was troublefree and at times fast! The Tri dent straightens curves, flattens hills and~. shortens trips.
Last month I rode again to Santa Barbara via Las Vegas. This was done in one day-785 miles, 17 hours. Unfortu nately, this trip did produce one prob lem. In Baker, Calif., the oil tank developed a stress crack, and from there into Santa Barbara it was 40-45 mph to keep the oil from being regurgitated out the side of the tank. Once in Santa Barbara, I removed the oil tan nd Redline Motorcycles welded it a paltry $450. The tank has been tight ever since.
The only real complaint I have with the bike is that there isn't enough brake for a bike of thissize, weight and power. The later models seem to have cured the problem with a front disc. Do you, by any chance, know of any companies that manufacture subse quent-installation front disc brake kits for my bike?
With the exception of the existing braking system, which one learns to ride around, I couldn't ask for a better performing or handling bike than the Trident.
Wayne Kennedy Salt Lake City, Utah
You'll be happy to know, Wayne, that it is possible for you to use one of the new Triumph disc brake asse •es by simply replacing your fork s ers with recent ones.
An alternative plan of action would be to purchase a mag wheel with disc brake assembly from any number of manufacturers who produce such items. Use of the Triumph unit would, of course, have the advantage of being serviceable at your Triumph dealership. -Ed.
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RING-A-DING CONVERT
As long as I'm sending in the bucks for my next couple years' subscription, thought I'd contribute a little info to "Feedback." As a 39-year-old veteran of seven bikes (650 TR, 250 BSA, 305 Honda, 650 TR, XLCH and 350 Suzuki, in that order), I feel qualified to pass some comparative judgment on the Suzuki.
After three years of ownership, I must say this is the most unsung, unheralded machine ever produce that time, not one single nut or bolt as come unsnug, let alone loose; no light bulbs have burned out; and nary a drop of oil has appeared anywhere-and this after 11 ,000 miles.
Adjustments: Clutch once, front brake twice, rear every time the Japan ese rubber band gets adjusted, carbs touched up a couple of times. Total maintenance replacements have been a battery, two sets of points, three or four sets of plugs. Tires and chain are the same ones that came on the bike, and the performance and appearance are as good as new or better.
The only changes I've made to the bike are Betor shocks, a three-tooth larger rear sprocket `and narrow "drag" bars. These weren't really necessities, just changes to suit my wants.
I inspected the brakes this past -ter and, judging by their appear they'll last the lifetime of the machine. The rear tire's tread depth measures the same as my friend's 350 Yam's, with 3000 miles on it.
The bike's weak points are forks and shocks that aren't up to the ones on the English bikes I've had, although they are sufficient. There isn't much punch un der 5000 rpm, though a dab or two on the faultless six-speed rectifies that in a hurry. Low-beam is too low, and the headlight adjustment is too vague, al though the high-beam is excellent. Han dling, tracking and cornering are very good, though it doesn't "groove" through a bend like, say, a 350 Yam.
Strong points: Everything previously mentioned, plus a few. It's smoother than any other 350 Twin or Single, period. I believe the machine is totally bulletproof. Running costs have almost nil-50-55 mpg on premium, d 600-1000 miles per quart of 30-weight Castrol, depending on usage. Eat your hearts out, Kawasaki 350 owners.
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The bike will cruise at anything this side of prudence (80), with no as-yetobvious ill effects, and I’ve put on 400 miles in a day without feeling unduly fatigued.
Anyway, why this wasn’t the biggest-selling 350—no, the biggest-selling motorcycle of the time—I don’t know. Lack of advertising, I suppose.
As a parting comment, I’d like to say that it’s unlikely that I’ll go back to a four-cycle in the foreseeable future. The utter simplicity and reliability have made me a ring-a-ding believer.
Alan M. Dixon Mentor, Ohio
BRIGHTER BULTACO LIGHT
ÄThis letter is strictly for Bultaco j^^ina riders, so all you motorized chopstick owners can stop right here. Good. Now that we’ve cut out all the hobbyhorse riders, we can get down to serious business.
Since you own an Alpina, you know that you have one of the finest handling motorcycles in the world. Unfortunately, you also know that you have one of the worst electrical systems in the world, also. Are you tired of running into trees at night? Tired of buying batteries for the flashlight that you taped to your handlebars? If so, then I have a solution that’s simple and quite effective.
First of all, go to your friendly neighborhood Yankee (or Ossa) dealer and ask him for a Yankee (or Pioneer) headlight. It’s a nice little sealed beam unit that will drop right into your headlight shell. Unless you’re going to solder the wires directly to the headlight, don’t forget to stop at the automotive supply shop and pick up a standard three-wire headlight connector. While you’re there, ask the guy for a GE1157 taillight bulb. I know it’s a 12-volt bulb; just take my word for it and buy one, okay?
Take the whole shmear home and throw it in your bike, making sure that you don’t forget to give the old Lucas unit a suitable farewell —a drop kick will suffice. The end result will be that your taillight will be slightly dimmer than usual, but headlight strength will almost triple. Cost of the conversion is about
Peter Holmes Schenectady, N.Y.
FIRST, AND LAST(?), YAMAHA
Seven months ago I was considering what would be a good first bike for me. I had to take into account that I was a big 15-year-old—5 ft. 1 1 Vi in., 170 lb. —and that I had limited experience. Also, I knew that I would race in AMA district two, mostly scrambles, but also some motocross after attaining some talent.
Originally, I ordered a Yamaha DT100A, but after much discussion with dealers and friends, I ordered the MX100A model instead.
After riding for four months on my “screaming yellow zonker,” I only ran into minor problems. But that had to change. One day after riding for half an hour, it wouldn’t restart after I stalled it to speak to a friend who rode by.
Bringing it back to the dealer after ripping everything apart and not finding anything wrong, it still wouldn’t start. The dealer split the cases and found “the worst torn-out crankshaft we’ve ever seen.”
After two months and eight races missed, I got my bike back for a mere 140 bucks.
It ran for a week, in which I was able to race once. Everything at the race was fine until I fouled a plug, which lead to a DNF.
On the Monday following the race, I went riding fire roads with a friend. My bike just died during normal operation and I ended up walking it home. .~ut ten miles.
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What was it this time? I figured that since the dealer did a job on the bike, I should tell him to fix it. I left it untouched. When they pulled the head, I should have gotten my camera and snapped a picture for "Slipstream." As it turned out, a circlip got loose some how and it was found sticking perpen dicularly out of the head, and it was as straight as an arrow. This clip made a large groove in my barrel, piston and ring.
Another 45 bucks and a week later, I had a bored out cylinder (fourth over), and the right oversized piston and ring all installed in my bike. After four hours riding time, the Yamaha died for the third time; so I took it back to the dealer once again.
For the third time he told m `It wasn't our fault, and it wasn't rs either." Now he says a "foreign object" got through my stock air filter (I heard they were bad), and through my carb, into my cylinder, making a large groove. Since it is large, and since my barrel had already been bored out, they ordered a new cylinder, ring and piston (stock size). He said, "You can just put that new oversize piston and ring in a box somewhere
I'll get my bike back next week, providing I get up the cash, but I don't think I'll ride it. Maybe I'll sell it and buy a Honda Elsinore. What do all you foolish Yamaha riders have to say about that?
Andy Dobbiri North Caidwell, N.J
INDIANS UNFAIRLY MASSACRED
This is in rebuttal to the Wer entitled "Indian Attack" from Leon Komkov (CW, July `74). When I read it it really struck a nerve. You see, my father's an Indian dealer.
I can't really blame Mr. Komkov for his opinions. Indian makes eight differ ent 70cc motorcycles. There're the Modified Enduro, Super Enduro and Motocross. Each comes with either a four or a six-speed transmission. The sixes have longer frames, but the same shocks and forks. Obviously this over loads these components.
As for the heat shield, I'll have to admit that's Indian's fault. And the brake, that was just human error. Some little things like this are made up for by the good power, fair handling and very strong transmission.
Does anybody know of any other 125cc Indian MX? I believe mii~ a prototype.
John Germain Torrance, Calif.
