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.

SO LONG TO THE SUPERBIKES

I had the good fortune to purchase a new ’75 Kawasaki HIF 500 from Jack Bajt’s Kawasaki dealership in Joliet, 111. The only addition was a safety bar and pegs. My Kaw is used for country riding and frequent medium-range jaunts. For this purpose the 500 Triple is ideal. It is living proof that the performance bike is not dead . . . yet.

Handling is very good for a bike of its size. The ride is pleasingly taut. Braking is also very good; the 500 Kaw will stop quickly from speed without causing concern. Though I am definitely not a racer, and don’t claim to be one, I feel very confident riding this machine on virtually any road condition.

The two-stroke Triple does generate a slight buzz in the footpegs at high speeds, but who drives over 55 anyway? At moderate cruising speeds the HIF is very pleasant.

My only comments that could be classified as complaints deal with the horn and gas mileage. The horn on the HIF, as on most stock bikes, is useless on the highway. My overall gas mileage is about 30 mpg. Yes, the 500 Kawasaki is a gas hog, but I am willing to overlook this nuisance in light of its fantastic performance. It’s surprising that such bikes are still legal.

I purchased this 500 Kaw, my fourth bike, in March '76 for $1199 (excluding tax, license, etc.). I dare anyone to show me a bike that accelerates, brakes, handles and looks as good as the HIF for anywhere near that price.

Alas, cycles like the GT380 Suzuki, RD350 Yamaha and 500 Kawasaki are giving way to slow, softly-sprung, unresponsive two-wheelers, much the same way that the Z-28 Camaro and Boss 302 Mustang are now things of the past. I know that your readers would appreciate a test of the new KH500 Kawasaki. I sure would. Roman M. Smyk Coal City, 111.

SHHH! IT’S A . . . WELL, YOU KNOW

After reading John L. Siegal’s enthralling tales of past motorcycles he has encountered, I’d like to mention something about my present but now defunct machine.

There seems to be a taboo amongst the world's motorcycle press about even mentioning this machine. Some service manual publishers list all but this machine; few people talk about it, and those who do have many reservations. The very few times it has been mentioned in the press in the last couple of years, the word “fateful” frequently crops up before it. Motorcycle workshops cast wary eyes at the model and are quite relieved to get the machine going again. What’s more, they don’t sell very well. I speak, of course, of Japan’s biggest road bike blunder, the poor old Yamaha TX750.

I purchased my machine with money from a total-loss-by-theft insurance claim on my TX650A about six months and 8000 miles ago. Apart from low bars, an oil cooler, a second disc and a TT100 up front, the TX750 has been little touched since “birth." It was sluggish and leaked oil (worse than a Triumph) out of the air cooler, the sides of the head and, inexplicably, from behind the electric starter. The starter didn't function, all four disc pads were shot, and both pots smoked more than an out-of-tune Suzuki's.

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A complete tear-down revealed gaping wide holes in the rings; both the cam chain and the Omni-Phase balancing chain were stretched beyond recognition. Most of the gaskets in and around the engine were worn out and the valve guides needed replacing. The bike had clocked 16,000 miles without major maintenance to my knowledge, and, as noted, its purchase condition showed it had done more than just touring.

At comparatively great expense, I put the bike back on the road in good mechanical condition. The engine blue-printing resulted in a beautifully tight-running machine, and the addition of stock bars and a bikini fairing (surprise) has resulted in a beautiful touring bike. But this was not the end of my troubles.

A massive Bridgestone 4.50-18 tire at the rear, combined with heavy baggage and bumpy roads, had the tire wearing away pieces of insulation from the lighting wires under the rear fender, causing the fuse to keep blowing and short circuiting. Now, with the wires above the fender, but protected from above by the seat and a low carrier, things are looking good again. However, I refuse to cross my fingers, in the blind faith that all will go well . . . for good.

I am now (at last) able to compare the prowess (yes, indeed) of the T.X750 w ith that of other bikes I have ridden and/or owned. The primary feature must surely be its glorious smoothness, especially for a vertical Twin, and its sole purpose touring. This bike is a touring machine, no dispute there. The entire machine breathes touring, nothing else. In this respect, I conclude it is the best tourer I have ever ridden, and that includes just about every four-stroke Yamaha model released in New Zealand, plus models like Triumph Twins, Suzuki GTs and the Honda Multis. In my book, the Great European tourers must be damned good if they are reputed to be even better than the very cream of the Japanese tourers.

The lack of vibration makes the machine a sheer joy to ride for long distances. Also involved in this is the absolute comfort in riding posture attributable to wide stock bars and footrests that adjust to personal requirements. The dials are very easy to read and are better angled than the Yamaha 650's. Fat handgrips also aid comfort, but if there is one disadvantageous feature, it is the soft seat.

The engine has gobs of low-down torque — even on a geared-up machine —and makes for extreme ease when overtaking or approaching a hill. No gear change is neeessary; it just keeps on chugging, or should I say purring. The exhaust is relatively quiet at low speed, roars when revving high, but emits myriad clanks and taps at idle that take a lot of getting used to. I usually get 50 mpg at an average speed of 60-70 mph. The advertised 63 hp stretched a Renolds chain to the point of breaking a couple of links after 3000 miles, so there’s power there.

The TX750 has but one function. I’ve found you can’t drag race it, that’s just ajoke! You can’t race it, it’s not peaky enough and has a slight frame-hexing problem. But you sure can tour on it-mile after smooth mile.

I anxiously await the new Triple, but the 750 Twin is still a great bike. A.R. Nixon Auckland, New Zealand

ANOTHER LOOK AT GLJ

The letter in the June ’76 “Feedback” written by Randy Booth and titled “GLJ Harley-Davidson,” really burned me up. Here is another case of a guy who apparently got a lemon and so thinks the whole HarleyDavidson outfit is nothing but junk. Let’s turn the page and listen to my story.

I own a 1971 Harley Electra Glide with 25,000 miles on it. This is a full-dresser complete with stereo radio, electric clock, and all of the chrome garbage I can throw on it (within reason). Everywhere I go people gather around it and I hear nothing but compliments. The older folks reminisce about the Harleys they used to ride 25 and 30 years ago. In 25,000 miles, my friend, I have had zero trouble with this machine. It has had three sets of plugs and two chains, that’s it.

Harley-Davidson has the best lighting system and electrics in the business. If you don’t believe me, try coming towards me at night and fail to dim your lights. My machine is equipped with a solo saddle and I can sit in it all day long . . . something I couldn't do with my Honda 750 (ouch!). When I ride that machine I am king of the road and bikers and non-bikers alike know it. HarleyDavidson is the only motorcycle in the world; all others are motor bikes.

I owned a new Cadillac one time that fell apart at 24,000 miles, but still I know better than to call Cadillacs junk. I got a lemon just like you did. That happens from time to time in anything. But as the advertisement says, “Until you’ve been on a Harley-Davidson, you haven't been on a motorcycle.” Donald J. McQueen Aurora, Colo.

DON’T FORGET TO WAVE TO NELSON

I feel that Roger Dempster (May “Feedback”), needs an answer. In spite of all the good things Roger had to say for his XL250, he admits that he has since left the brotherhood of motorcyclists. To me that indicates that his experience with the Honda wasn’t all that great. I haven't ridden a bike in almost half a year, but motorcycles are firmly entrenched in my blood. My experience is limited to an RD250. which was my first and most recent bike. I had it for six months and it was stolen when I came into the Marine Corps. That bike had plenty of power to run from four-strokes twice its size, and 1 tired of racing cars when I'd had it about two weeks (before I’d even gotten enough nerve to go above 6000 rpm). My Yamaha dealer had the wisdom and foresight to suggest Torco oil and to reduce the oil pump flow for me. My first set of plugs lasted 2800 miles. I ignored normal maintenance, pausing only for gas and oil, and never had a lick of trouble.

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I’m completely sold on motorcycling. Right now I'm saving for Yamaha’s new XS750 and expect a whole new horizon of fun. I could never go back to cars. I’ll be riding a motorcycle even if the only thing sold next year is made of balsa wood and cellophane and powered by rubber bands. That’s about how much car you'll get for the same price as a bike anyway.

Roger's inference about the declining quality of motorcycles struck me as being not too well thought out. I read three or four bike mags a month, and as near as I can tell, bike performance, durability and certainly looks, have come a long way. In our base library there's a 1965 buyer’s guide; let me tell you, we don't want to go back to those days.

Here's to your fine magazine, writing about a fine sport. And here's to Roger Dempster 10 years from now, when gas prices have left the highways uncluttered except for me, other bikers and the Rockefellers. Michael G. Harrisor FPO, San Francisco, Calif.

ENDURO DEAL

I'm writing to tell you that nobody has to spend a lot for a bike to make it competitive. I have an XL175 and I am making it ready for the enduros this year. I read your article on the XL and how to make it enduro-ready and did most of the stuff and more. I read an article in another magazine telling how to make air forks for free. 1 made them in one day and they work like a dream ... 100 percent better than springs. I also forwardmounted the rear shocks about 3 in. ahead of the stock mounts and bought a pair of Yamaha Thermal Flows. I now get 5.75 in. of travel at the rear and 5.5 in. up front. In addition, I sent away for a Hooker muffler system and a Fun 'n Fast skidplate. I've ended up with 9.5 in. of ground clearance and about $70 spent. How's that for a deal? Mark Pern rick Cambridge, N.Y.

CURVY CANYON KAW

My present two-wheeler is a 1974 Kawasaki S3 400. It was purchased with just under 7000 miles on the odometer. I have put an additional 7000 on it since, 3000 of which were on a cross-country vacation that showed up more than a couple of the bike's shortcomings.

The biggest complaint I have is that 1 couldn't ride 100 miles without filling up. I found this out the hard way. . .that is, by running out of gas. With a 3.7-gal. gas tank, that adds up to somewhere under 30 mpg.

Surprisingly enough, 1 had only one fouled plug, and I attribute that to some rather dubious looking two-stroke oil I had to use.

Side winds were a constant annoyance and kept me wishing for a heavier bike. The seat had me begging for mercy after 200 miles. And the stock shocks did little or nothing to alleviate the nagging pain in my posterior.

On the positive side, I had literally no mechanical difficulties, other than run-ofthe-mill chain-lubing and tightening chores.

Since the trip, I've invested in a pair of Boge Mulholland shocks, three K-Mart coils and condensers (they cleared up an aroundtown plug-fouling problem), rearsets and drag bars. With the additions, I've found the Kaw to be a nimble, reliable motorcycle for curvy canyon roads, which seems to be its niche in the motorcycle world anyway. Keith R. Barnett Glendale, Calif.