Letters
LETTERS
NEW RIDER COMMENTS
Just read your test on the Honda CB125 with great interest—as I just bought one. This seemed like an excellent around town bike, a good beginner bike and considerably more machine than a moped.
I, too, don’t like the clutch. It makes starting on an incline a bit hairy. And, I also lost the top of the carburetor through a backfire. But I’m getting a whopping 94 mpg.
My only complaint concerning my entry into motorcycling is with the state bureaucracy. It doesn’t seem possible to legally learn to ride. And in these times, our government should be helping us get on small bikes.
J.S. Smith Belleville, N.J.
A COMMON SENSE ITEM
I was prompted to write after reading your February, 1980 Up Front column. The thought of new braking system standards for motorcycles to compensate for the lack of experience of some riders scares the hell out of me. I have been saved by my brakes several times from motorists with two tons of metal around them who don’t feel the need to look for motorcycles. I just assume now that the driver at that stop sign doesn’t see me and I’m always prepared to brake. (I also use my headlight for increased visibility.)
Each new motorcycle sold comes with an operators manual. Much common sense information is contained therein, including the fact that most of your stopping power comes from the front brake. Most also tell you to apply the rear brake just an instant before the front brake, but defU nitely use both.
I feel that any bike owner who has never read the manual that came with his bike, can learn something by reading it at the next opportunity.
That one common sense item he reads may even save his life.
Doug Fuller Martinsburg, W. Va.
A LIFESAVER
In December of 1977 my newly purchased Kawasaki KZ750 and I were enjoying a nice warm South Florida sunset when we met a nice little old lady who “didn’t see the bike.’’ Needless to say, after the stars faded out there I was with a, fractured elbow, and a nice road rash. But my brain was still in place. My helmet took its best shot on the pavement and I wasn’t the worse off for it. The helmet definitely saved my life.
Personally, I think that it should be left up to the individual to decide whether or not he wants to wear a helmet. It’s his right, not the government’s to decide for him. But, I for one will always wear one and I still thank my three-year-old helmet for letting me enjoy more evening rides and short tours.
John Trippany Palm Bay, Fla.
READY FOR RADAR
I was riding down a local divided highway at 55-60 mph, minding my own business, on a new GS1000E, break in oil still pumping and 500 miles on the clock.
Suddenly, a white Z car came up on my side, moving fast, then hit the brakes very hard and disappeared behind me. You know what happened? I got a ticket from a state trooper for doing 72 mph.
You know what I did today? I ordered a Gypsy Scout Radar Detector.
Yea, tho’ I walk through the valley of the shadow of the double nickel, I shall no longer do so naked!
Pat Fitzgerald Shreveport, La.
SIX FOR THE OPEN ROAD
Your test on the BMW R100T (May, 1980) mentions the final drive ratio as 3.20:1 as “same as that used on the new R80 model.” Well, the R80 model has a final drive ratio of 3.36:1, this year and last year.
You may be taking the numbers 32/11 off the final drive housing, and if you are,
the ratio 32:11, which of course, works out to 2.91:1. This is ratio for the RT, RS, S and T.
A good article but the BMW should have won.
Richard Wilson Farmington, N. Mex.
According to BMW, the R100T has a 2.91:1 final drive ratio. Only the first year R80 used the 3.36:1 with the later R80s using 3.20:1. The price should be $5525 for the R100T.
Your May touring issue really helped to ,get the old open road juices flowing for another riding season. As a veteran BMW rider I am generally in agreement with your evaluation of the marque but I have one suggestion and one complaint. Heavy duty fork springs are available at modest cost from BMW or S&W. They do an admirable job of taming the nose-diving effect. And, the BMW price should be around $5529, not $7195 as mentioned.
Glenn Weiland Falls Church, Va.
Your May touring feature took more than a couple of cheap shots at the BMW. I don’t know what priorities you have regarding a touring motorcycle but using your own figures and comments it looks to me as if the BMW is clearly best even when compromised by a maximum load. To give a fair test I think all the cycles should have been loaded to their maximum.
The BMW stops 8 feet shorter from 60 mph than the Gold Wing. The BMW will travel nearly 100 miles further per tank of gas and can even be equipped with a larger capacity tank. Handling this bike is anything but boring on the interstates. Granted the Gold Wing with a 5 inch longer wheelbase will ride more like a car on a smooth straight highway but what happens when you get off the superslab and take in the scenery? And even when you admit that the BMW seat “was better than some of the others” you also find fit to mention that “we’ve never been too fond of the BMW seat.”
I am not anti-Gold Wing. I simply feel the BMW offers better compromises for my type of riding and represents to me, a better long term investment.
Charles Bunnell Middletown, Ohio
Re your comparison test of the major touring bikes. What can I say to a boy who refers to a Four cylinder motorcycle as of conventional design as opposed to a VTwin Harley?
Are you guys from another planet?
Gary Ammosell Colorado Springs, Colo.
I recently changed my 1977 Gold Wing for a GS850 and found your observations on this bike quite accurate. On a scale of 1 to 10, it loses 2 points for noise. It’s not bad at cruising but there’s booming that’s tiri ing. Your problem with throttle response is non-existent on mine. I had to synchronize the carbs and now it’s nearly perfect and the mpg on the road is 46.5
Now, for the noise . . .
David Graves Culver City, Calif.
My compliments on your May touring issue.
I have a solution to one of your problems with the Yamaha XS1100. The howling noise you mention is caused by air rushing past the end of the hollow center >of the steering stem on the bottom surface of the lower triple clamp which is about 3A inch in diameter. Cut a thick foam rubber plug a bit oversize, and stuff it in flush. This causes an immediate and welcome respite.
The buzz/resonance/rattle you mention at 55-58 mph does not occur on my XS1100, but that speed does correspond with the maximum vibration point on mine. It is likely that mounting the fairing to its bracket with rubber washers would solve the noise.
Luggage boxes as well as saddlebags should be located lower and farther forward for good effect to prevent rubbery handling with a load. If a tail piece or taillight has to be relocated, then so be it.
Douglas Miles Ellensburg, Wash.
LOVE AT FIRST SIGHT
I must comment on your long term test of the Honda CX500. I have been stationed in Australia for three years and bought the first one available.
In a moment of reduced lucidity (and cold weather) I sold it. Remorse set in immediately and it was months before I managed to get my second one. I had to face the fact that this bike is perfect for my type of riding (sport and light touring) and after a combined 25,000 km for both machines I have never had to crack open the tool kit or do any more than fill the tank. My dealer gave them tender loving care with regular servicings.
The Aussie version of the CX500 is the same as the one sold in the U.S. except the handlebars aren’t so high or pulled back. And we can’t get the Deluxe or Custom model either.
In short, there’s nothing I don’t like about this bike; its comfort, looks, rideability, etc., but mostly I love its incredible dependability! My CX500 and I are going to be fast and steady companions for a long time to come.
Cliff Dwyer APO San Francisco
WORLDWIDE CONTRIBUTION
Congratulations on an excellent and informative magazine. I thought your readers would like to know about biking in Western Australia.
Like you, gas is expensive here and this has resulted in an unprecedented rise in the registration of commuter machines 250cc and under. Dealers cannot keep up with the demand and citizens who have not ridden bikes for years now find it economically attractive to do so. I don’t see how the 500cc and over bikes are going to survive with fuel supplies being threatened.
Small machine commuters do not form all of our riding population. We have' bikers interested in casual dirt riding and motocross as well as street riders who vary from cafe racing to chopper and low riders.
We observe the international code of benevolence when a fellow biker is in trouble. Once while riding home from work I suffered fuel supply problems and a fellow on a semi-chopped 750 Honda stopped to help me out. He then rode with me until T was near home. How many auto drivers will do that?
Anyway, I believe that motorcycles will make a worldwide contribution to the energy crisis. And no matter what happens, we will always find something to put in our tank.
Keep fighting for biker’s rights as we will do here.
J. M. Hosking Sterling, West Australia
NEVER AGAIN FOR HIM
Just finished reading your April Roundup and it strengthens my belief that I will never buy a Japanese bike again. Rebuilding my GS550 1977 model after 33,000 miles and way too much money, now there is fuel injection, etc., etc.
The only smart thing was Harley belt« drive. I’ll keep the old simple lines of my GS along with an old panhead while the ’ XSCBXGSKZICBM’s pass buy.
Ride safe.
Doug Christensen North Platte, Neb.
NOTHING NEW
For years I have read your magazine and have read very little about the Moto Guzzi. In your Six For The Open Road (May, 1980) article you could have had the Guzzi instead of the Suzuki 850 which didn’t fit in with the lOOOcc and better. As usual, nothing! I’ve read so much about the BMWs that it is boring and I could say the same about the GL 1000, XS1100, and the KZ1000.
Ed Watts Punta Gorda, Fla.
Just so happens that a couple of our staff editors are off and away testing a Moto Guzzi. Watch for the September issue.
HONDA WEIGHT CORRECTED
Just a note concerning your article on the Honda 900 (March, 1980). You mentioned in the text that the weight with a half tank of fuel is 597 lbs. But in the specs chart you show the weight at 697 lbs. I hope that the mistake does not scare off other bikers from buying a Honda because of the weight stated in the specs. I’m sure the 900 is an excellent bike.
continued on page 24
continued from page 18
K. Gouldborough Kitimat, B.C. Canada Correct, it is 597 lbs.
SAFETY SCHOOLS
In your June issue (Roundup) there was an article on motorcycle safety schools sponsored by the Motorcycle Safety Foundation. The toll-free number given does not apply in Alabama.
Can you tell me where to write to obtain a list of these schools? I’ve had my first bike since last fall and have already had an accident.
Robert D. Penton East Tallassee, Ala. Write to MSF, Judy Johnsen, Research Dept., 780 Elkridge Landing Road, Linthicum, Md. 21090.
A CLUB FOR SUPERBIKES?
Eleven years ago the true superbike era began with the introduction of the Kawasaki 500 Triple in 1969. The last of this breed was made in 1975. Like any other vanishing breed they will hold their place in time.
I have begun my collection and am interested in forming a nationwide club for those who may have a serious interest in these machines. It would be for overall interest, source of parts, etc.
Your assistance in getting the ball rolling would be appreciated.
Francis J. Golden 1076 N. Gracia Camarillo, Calif. 93010 .
