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.

BRITISH BIKES STILL BEST

Being what I call an amateur in the motorcycle world, I rely heavily on your magazine for accurate bike tests, product evaluations, and on the most important part of your publication in my mind, “The Service Dept.” and “Feedback.” None of my close friends are into bikes at all, so I must depend on your service advice and reader experiences to learn many of the things about bikes and riding that are not covered in maintenance manuals or regular bike stories.

I would like to bring one thing to the attention of readers who are in the same position I was one year ago: that is, about to purchase their first road bike, and a used one at that.

Against the advice of all those 1 held to be holy in the motorcycle world, I bought a British bike. “Have fun findin’ parts” and “Did it come with a case of Castrol?” were a few of the cracks I heard upon riding it to work the first week. I want to dispel here and now the terribly unjust and automatic criticism that is leveled against English bikes by the owners of “superior” pot-metaled Oriental wonders and by those who have no two-wheeled experience except on a Schwinn, and who simply repeat what they’ve heard from “other bikers.”

I bought my 1968 Norton Fastback last year because it was of low mileage (10,000), of rare vintage (very few of these fiberglasscowled models were made), and because it was the most beautiful bike I'd ever seen and sounded neater than hell with the Dunstall pipes. I later discovered that for my $850 I’d purchased a machine that could out-handle anything on the road, and out-accelerate all but the Kaw 750 and ZI. I bought clip-ons and Dunstall rear sets and proceeded to ride this tired 7-year-old Anglo heap like there was no tomorrow, while thoroughly enjoying the winding roads south of San Francisco around Woodside and the Santa Cruz mountains.

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At 17,000 miles I got all cafe racered out and decided to return the bike to stock configuration. However, a move to Seattle delayed my proposed face-lift, and due to little time and a lack of funds I was forced to ride the Limey crotch rocket like it was for another 8000. Finally, last month, I started and completed my bike’s visual metamorphosis. Today it looks almost as good as the day it left the showroom. New paint and a general cleanup do wonders for an older bike’s appearance.

What did I do for major maintenance in my year of ownership and after 15,000 miles? One set of rings, points, a push rod and speedo drive. The rings and points were put in last month during the minor overhaul. It doesn’t leak, short out, fail to start, vibrate excessively, and best of all, it’s built like a brick Sani-Can. Just compare subtle differences between British and Japanese machines. Look at the footpegs and brake levers on a Norton or Triumph, then on a Honda or Yamaha. Check out the tinny cheap headlight on an Eastern bike and then look at the chromed beauty mounted on its English counterparts. I could go on and on and wouldn’t even bring up the subject of handling.

So, you first-time road bikers, listen to my advice. New British bikes are now as cheap as the Japanese because of the sinking pound, and used ones have always been reasonable. Buy an English bike, take care of it, love it, keep it clean and serviced and it will give you many miles of dependable and enjoyable riding (and you won’t look like a million other cats on the road with a Honda, either!). CYCLE WORLD, thanks for the outstanding magazine.

Daniel M. Jessup Seattle, Wash.

CB500T FOLLOW-UP

I would like to respond to Tom Hornbeck’s letter on the Honda CB500T in the August issue.

I have owned six Hondas, from a CB175 to a 550 Four, and my 500T is the most reliable and enjoyable of all. Tom Hornbeck complained about the 500T’s clutch. Sure, it’s on or off, chatters a lot when it’s hot, and wears out inside of 5000 miles. But I’ve never owned a Honda Twin that didn’t have similar problems.

Hondas (in my experience) have great clutch action for about the first 1500 miles. After that, you have to torque-up and let it out very slowly if you want an “auto-like” take-off. But then you lose the point of having a sporty Twin. If some old hot shot wants that kind of performance, he should get a fulldress Harley Electra Glide and lumber along down the road with the Ramblers and DeSotos.

All in all, I have very few complaints about the 500T, or about Honda warranty service. I had a tach housing that was leaking oil. One trip to the dealer (Cycles Inc., Arlington, Va.), and it was fixed; the entire unit was replaced, not just a seal.

I’m no racer (can’t afford the tickets) and for my purposes the handling is just fine, except for scraping the pegs on left turns.

The only service-related problem I’ve encountered is taking off the valve covers. A friend with a CB450 routinely takes off his clutch cable, carbs, horn and, of course, his tank when he adjusts his valves. Thankfully, the 500T’s tank doesn’t have balancing tubes on the bottom, but getting the rear valve cover off still involves too much hassle. I've found that I can bend my carbs out of the way without actually removing them, but that still doesn’t excuse Honda engineers for not providing easy-access parts.

Overall, the 500T is a joy to ride. It has the problems all Hondas share, not as fast as a Kawasaki, not as pretty as a Yamaha, not as classic as a Triumph, but it starts first kick every time and I’ve never been late to work because of it.

Dave Young Denver, Colo.

I thought you might be interested in some feedback on your “Feedback” column.

I wrote to you complaining about my CB500T clutch in general and Bill Boren Honda in particular. The letter appeared in the August issue. The day after receiving my copy, I got a call from Bruce Armstrong, sales manager with R.E. Barber Honda in Ventura. He had read my letter in CYCLE WORLD and said he didn’t like to see unhappy Honda owners and could he test mine?

I was more than skeptical after being hassled for more than a year by two other dealers in this area.

Well, he tested it, and even though it was well off the warranty in both miles and time, he replaced the clutch without charge for parts or labor. And I didn’t even buy the thing from him in the first place!

I’d like to thank your magazine for the help. You saved me some bucks and a lot of aggravation.

I would also like to tell anyone thinking of a new bike that Barber Honda of Ventura will give them service they’ve only dreamed of at other dealers in this area. Again, thanks for your help.

Tom Hornbeck Newbury Park, Calif.

HIGHS AND LOWS OF LIGHTING

Regarding Brian Gregory’s headlight problem in the July ’76 “Feedback,” I’ve found a way to incorporate the high/low beam used in most autos with a four-lamp system. With a sharp knife, trim up the lamp plug so it will fit onto the headlight, then slightly bend the headlamp ring to accommodate the surface tabs. The lamp can then be mounted onto the ring with either Can-Am or Yamaha headlight clips or, cheaper yet, some duct tape on the inside holds it quite snug and also cuts down on vibration.

Jerry Larsh Tucson, Ariz.

HEARD THE ONE ABOUT THE TX500?

Being an avid reader of CYCLE WORLD and other bike magazines, I have noticed a lack of information on the Yamaha TX500.

I have owned mine for a year now. With the exception of a broken clutch cable, it has served me well as a touring machine. I have added a Calfia Eliminator fairing (shaken off a 750) purchased from my excellent local dealer, H&H Yamaha, and it is now even better. The fairing has helped lessen the pain of the unexpected summer shower and the normal winter monsoons here, and has proven itself to be a quality product.

Much in the tradition of the BS A, this cycle has its quirks. Starting when cold is about as predictable as your income tax return. You never know exactly what you’re getting for what’s being expended. More than once on a clear crisp day I’ve stepped onto this bike, ground the starter to a standstill, then kicked until my leg was ready to give out, only to have the engine come to life as I was ready to hobble away, steam streaming out the sleeves and neck of my jacket. I’ve tried new wires, etc., with no results. If anyone can help, please do.

Other than starting, this machine is damn near perfect. It handles well, accelerates well, and despite its high-revving engine is leak tight. This bike may not out-run other bikes, but just the little eight-valve sticker is enough to make them wonder, as will the early performance.

I’d like to make one other addition to my Yamaha—a 2-into-l (what else) or megaphone exhaust system. Maybe some of you “cafe boys” in California could help me out here. Keep in there CYCLE WORLD, you’re an excellent mag.

Michael S. Snyder Aberdeen, Wash.