Feed Back
FEED BACK
STICKING WITH YAMAHA AND CW
I would like to commend Yamaha on the 1974 DT175A enduro motorcycle. I bought mine in March 1974 and I have to say that I have had nothing but good luck with the machine.
After 7000 miles on it I have just changed the rear sprocket, countershaft sprocket and chain, which were the original parts on it.
I have ridden the bike 2000 miles in the woods (enduro riding), and 5000 miles on the road. I also changed the rear tire, but am still using the original front tire on the machine.
I would just like to congratulate Yamaha. I plan to stick with them. Also, I enjoy your magazine very much. Larry Randall East Hampton, CT
CDI EXPERIENCES
I would like to share my experiences with the Sebring T2 pointless CDI system. My unit was serial No. 1267, purchased in August of 1974 and installed on a non-stock 1972 Honda CB500.
My reason for switching to a CDI unit was that the number-two cylinder had low compression and was fouling spark plugs (D7ES) every 250-500 miles.
The original set of pickup coils for the CDI unit was defective (two-three cylinders got no spark), but was immediately replaced under warranty (if you don’t count a month’s delay courtesy of your friendly local postal service). Installation was straightforward once a place was found to get the black box. The bike did not have the stock air filter box, so there was lots of room under the seat. The stock kill switch was used. Crimptype electrical connectors and “shrink tubing” simplified the wiring.
The system has lived up to every claim of the manufacturer. It reduced plug-fouling to every 1000 miles and has never needed timing adjustment in the 4000 miles I have had it. The rings in the number-two cylinder have seated and I anticipate no further plug-fouling problems.
There was a bonus also. I once left my key and headlight on for about four hours after stopping the engine with the kill switch. When I discovered this my battery was so low that I had no lights (not even a neutral indicator), or horn, and not a click was to be heard from the electric starter relay. But the bike still fired up on the first kick as usual and by the time I got home all the systems were back to normal.
The only drawback I have found is the lack of spark retard even as low as 200-300 rpm. This causes a dead spot below 2500 rpm that I have learned to live with, but may someday correct by hooking up the stock advance unit to the CDI plate. Stephen Cabral Honolulu, Hawaii
About three months ago I purchased a Judson Cycle/See/Dee ignition system manufactured by the Judson Research and Mfg. Co., Conshohocen, PA 19428. I installed the unit on my Yamaha TX500A, which is hard to start at times. The ignition system is nationally advertised as being designed specifically for motorcycles to improve performance, provide positive ignition at all speeds under any condition, produce fire power at the plug to match the ignition requirements, and to keep the engine in tune and operating at peak efficiency.
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After installation of the Judson ignition system, I could not tell any significant difference in performance, so I decided to do some testing on my own. I discovered that the ignition voltage at the plug was slightly less with the Judson system than stock. However, since the Judson system is supposed to shape the wave form and result in a longer-duration spark, this seemed reasonable to some extent. Lacking the proper test equipment to determine current flow at the points and voltage picture at the plug, I requested that information from the Judson Co.
By return mail I received a component picture of the See/Dee system to be installed on automobiles. This system is different from the one for motorcycles in that it is installed between the coil and points, whereas the motorcycle version is installed between the battery and coil (or coils for a dual-point ignition system, such as on most two or four-cylinder motorcycles).
I returned the material to Judson explaining that it was for the wrong system and also technically inadequate. That has been several weeks ago and I have never received an answer from Judson to date.
Technically, I can understand how a diode installed between the coil and points is an improvement (such as the unit for automobiles). However, I am unable to appreciate the ignition benefits to be gained by installing a diode between the battery and coil such as apparently has been done in the Judson system “designed for motorcycles.” It seems to me the motorcyclist is being set up for a ripoff, and the lack of response from Judson seems to confirm my suspicions. K. E. Blush Corona, Calif. 91 720
FEEDBACK BRINGS QUICK RELIEF
In a recent issue of CYCLE WORLD, Mr. Lloyd Grossman wrote that he was “the unproud owner of the HarleyDavidson SX1 25.” I am sure you will be happy to note that, thanks to this article, we were able to contact Mr. Grossman and service his HarleyDavidson motorcycle.
Mr. Grossman’s needed parts have been shipped and a parts expenditure encountered by him during “The Nassau County” dealer’s change of management will be covered under warranty to Mr. Grossman’s satisfaction. Continued success with your excellent publication and, again, thank you. Thomas A. Falcone Service Department Harley-Davidson Motor Co.
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H2 PROS AND CONS
In reference to the Kawasaki H2 test in the March ‘75 issue, I have to agree with the points, mostly bad, that you brought out. I own a ‘72 model H2 and it shows all of the traits mentioned, some in even more drastic proportions. However, it is exceptionally quick in deceleration, as well as acceleration. The wobble also shows up in my bike to an alarming degree and has been an extremely effective excuse for keeping the speed down in the bends.
The previous owner was willing to let this bomb go cheap, for obvious reasons seen on the pipes and signal lights. The $2025 that the local dealer is asking does seem quite a waste when you think of buying a hot rod that is no longer so hot. On the other hand, if one is trying to keep a presentable pocketbook and still ride a screamer, there are plenty of cheap late model H2s around that would be more than happy to pound a few more hot miles out of their triplecylinder shakers.
I’m really not a Kawasaki freak, but have grown rather fond of mine. With a few relatively inexpensive modifications the wobble can be turned into at most a mild wiggle. An overanxious Toyota saw just how good my brakes really were and has helped greatly with the improvements to my bike. A ‘74 model swinging arm and a set of Betors keep the rear tracking true. Cycle Stop’s three-into-one chamber has increased the gas mileage, and as for the vibration, my hands become numb after a few hard miles on the smooth 750 Honda.
I enjoy your magazine greatly and have just subscribed for another two years. Mike McKinion Florence, Miss.
DOBBIN FIGHTS BACK
Originally, I wrote a letter to this column (October ‘74), not expecting much controversy. I would like to reply to those people who answered me (April ‘75), to clear up some disagreements.
Firstly, Ms. Poole, if it took three years for you to get your first trophy, I feel sorry for you! Recently I have made some of the changes you’ve made, and also others (Noguchi kit, Filtron gas and air filters and forward-mounted Konis). I cannot see how it looks to you that I did no maintenance on my bike; you don’t even know me! I must admit I am not a professional mechanic, but the friends I ride with consider my mechanical knowledge quite good. You must be very naive to think I would literally “tear out” my crank! I do agree with you, though, I am too big for a 1 OOcc motorcycle.
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Secondly, Ms. Cranmer, I have every bill to prove my story is not exaggerated as you suggest. (I wish it were!). I have spoken to about 40 owners of the model bike that I have, four of which have also broken their cranks. Also, on early MX100A models, there have been many broken rotors due to loose rivets. This problem was remedied on later models. The problem of plug-fouling seems to be caused by the original jetting. Yamaha dealers admit they jet new bikes too rich to insure no early seizures or shorter engine life.
Finally, Mr. Kelly, as mentioned previously, I know I am too big for a lOOcc motorcycle. You asked why I did not read in the owners manual about changing over to pre-mix, and the answer is: because it is not in the manual. (The manual does illustrate how to tighten spokes though!). In fact, my manual has six empty pages! The complete “Wiring Diagram” is missing, as are parts of the “Inspection and Adjustment.” I am glad that you have had luck with your Yamahas, but I have not had any with mine. Andy Dobbin North Caldwell, N.J.
IT IS A CLASSIC
In the March issue I read with interest Don Stone’s comments on the Honda CB77. I have to agree that in its time the Superhawk was a super bike.
One of the few faults he found with it was the annoying large jump in ratios between second and third gears. This can be very easily corrected.
If you interchange the positions of second gear on the countershaft with third gear on the mainshaft and third gear on the countershaft with second gear on the mainshaft, you end up with a much more convenient spacing of ratios.
Hang on to that ‘Hawk, Don. Someday it will be a classic. Bill Gordon Staten Island, N.Y.
