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, 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.

MINOR DISAPPOINTMENT

Being a longtime motorcycle rider and enthusiast, I consider the Moto Guzzi V7 Sport to be the finest example of superlative engineering and craftsmanship in the motorcycle world today, at any price, without any exceptions. I am amazed that any motorcycle could be designed in that price bracket and be so perfect as a total machine and also in the smallest detail. I am sure that it couldn’t be done in America. In my Southern California area, it is well known that to own a V7 is to own the ultimate motorcycle, and I am proud to be one of the few owners.

Even a motorcycle neophyte can tell at a glance the fantastic attention to detail that makes Moto Guzzi craftsmanship exceptional. It is this attention to detail that makes even this small matter, which I am about to describe to you, of some interest.

In March of this year I took delivery of a 1974 Moto Guzzi V7 Sport from Dick N’ Walt’s Honda in Montebello. After an exhilarating ride home, I was dismayed to find, the next morning, that the motorcycle would not start. Having a fairly extensive motorcycle mechanical background, I hesitated to have the motorcycle towed to the dealer which is some distance away.

I investigated and found that the battery was in a low state of charge (apparently never charged), loosely connected electrically and low on water. A battery charge as instructed by my well-written rider’s manual remedied that condition, but it spurred me to check the tightness of the engine ai^ frame bolts.

I was surprised to find that 14 various nuts and bolts were loose. Of some consequence were the loose bolts on the rear shock absorber top mounts and the loose Allen screws on the left handlebar, which was beginning to come loose.

Other adjustments that needed to be made were to the idle speed, which was not fast enough to keep the motor running, and to the front brake light switch, which was inoperative until adjusted. The motorcycle was not equipped with an air filter at delivery.

It is immediately obvious from looking at any of Moto Guzzi’s superior products that customer satisfaction is one of their main goals, so I hope that this consumer report will be of some interest to them. I have also sent a copy of it to the Moto Guzzi factory in Itala«

A close acquaintance of mine who™ going to purchase either a BMW R90 6 or a Moto Guzzi V7 is anxiously awaiting their response to my letter. I know that they will be able to assure both him and me that the inconsistencies that exist between the quality control at the assembly plant in their country, an^pe quality control in the final assembly plant in this country will be corrected soon. I sympathize with them because the administrative difficulties in an organization the size of theirs must be tremendous.

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I am still convinced that in concept and in reality, the Moto Guzzi V7 Sport is the finest motorcycle available today.

George Longstreth Long Beach, Calif.

MARK LYSNE WHERE ARE YOU?

After waiting six months to obtain an ignition coil for my first bike (a Yamaha 80), I was ready to try another brand. In 1970 I purchased a new Suzuki T250 II Hustler for $689 (full price).

While this is only the second bike that I have actually owned (I àÆkt claim to be an expert), after ridin^^t and others for the last four years, I’d like to contribute some comments and observations.

The high “scrambler-type” mufflers encourage an occasional off-road journey, but a serious dirt bike it isn’t. Most of my riding (90 to 95 percent) has been on pavement—winding mountain roads whenever possible—as that is where the Hustler is at its best. It has been ridden under many different conditions in several western states, including long distance touring. The bike is frequently ridden hard, but has rarely been abused.

The odometer now has 27,000 miles on it and the bike is still running strong. The original speedometer/odometer and tach are still functioning, but the speedometer has always been optimistic.

The gas tank had a pinhole leak the bike was delivered, so it was promptly replaced under warranty, as was a faulty ignition coil at 3000 miles. No hassles or delays were incurred.

The factory gearing was too high for most purposes, so the countershaft sprocket was replaced with one having one less tooth. During the time span from 3000 to 20,000 miles, the bike required no repairs other-than the usual maintenance and replacement of wear parts as follows:

Spark plugs . 2-3000 miles Drive chain 4-5 000 Points 7-8000 Rear tire 7-8000 Two or three sealed-beam headlamps Numerous instrument lights Battery 17,000

At 22,000 miles I thought a ring job was about due, but inspection rev^^d that a complete top-end job would^Pa good investment. The cylinders were bored one size over, and new pistons, rings, wristpins and wristpin bearings were installed. Rear brake shoes and a new rear sprocket were also installed at 22,000 miles. At 24,000 miles the front tire was replaced; and one fork seal was installed at 26,000 miles.

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The Hustler has averaged 40-45 mpg of gasoline, and about 500 miles per quart of injection oil. It always starts on one or two kicks when cold, but often requires a few more when hot.

The suspension gives a harsh ride on rough roads, and a slight frame flex is evident when really pushing it through corners on rough pavement. Considerable vibration occurs at high rpm ranges (especially through the hand grips), which contributes to the gobbling of instrument lights. The chain requires regular adjustment, and the life span of chains has been short; much of which is due to the small countershaft sprocket, and the low-quality chain.

On the other hand, the bike’s strong points are extreme reliability, versatility and relatively intensive performance for its size. In addition, the bike possesses quick and light handling, sharp looks

and a six-speed transmission. Most important of all, the bike delivers real economy —both in initial investment and in upkeep.

I should point out that many of the parts that I have listed as having been replaced, were replaced before any failure occurred, and might have been good for much longer use (including several of the chains).

While prices of all motorcycle parts are high, I feel the maintenance costs of this bike have been relatively low, especially if overall mileage is considered. In any case, for my purposes, I’ve found the Hustler to be a real bargain. If this one ever dies (and probably long before that), I know what my next motorcycle will be.

Mark E. Lysne (no address)

SINGING PENTONS’ PRAISES

I have recently purchased a new 1974 Penton 100 MX. I previously owned a 1970 100 MX and was very satisfied with almost everything about it. I do admit that their transmissions are touchy, but bad?-heavens no.

My 1970 Penton was previously owned by Dane Leimbach, now a member of the Penton team. Dane had raced the Penton, and I raced it for two years before I sold it. There had been abso-

lutely no transmission work or repairs ever done to this Penton.

Just to prove to myself that Penton transmissions are just as good or beth^ than other brands’, I would pull in clutch lever and pull the shift lever up with my foot as hard as I could. It would shift faultlessly. Penton transmissions, unlike most, can be adjusted.

As for my new 1974 Penton 100 MX, I have very few complaints. My first, however, is trying to get the expansion chamber off. After trying unsucessfully to take it off one evening, I went the next day to the headquarters, Penton Bros, motorcycle shop.

I was told that the proper way to take off the expansion chamber is to slowly walk around the back of the bike from the left side, and to give the chamber a good kick in the rear. They were right—it pops right off.

My second complaint is the cost. Since everyone has the same complaint, no matter what. I’ll drop it.

I don’t claim to be a top-noy|k engineer, but I will have a degree mechanical engineering in one more year. As for the designing and engineering of the Penton, I think it is the best Eve seen in the world. Keep up the fine work John (Penton)!

Joe Novak Avon, Ohio