Roundup

ROUNDUP

PAYING THROUGH THE MUFFLER

All motorcyclists have been paying for a motorcycle emissions law adopted eight years ago in California. That was when the California Air Resources Board set emission standards for motorcycles, standards that would ultimately include a 1 g/km limit for hydrocarbons.

At that time, in 1975, there were no emission standards for motorcycles. Some motorcycle companies made nothing but two-strokes, which emitted great quantities of hydrocarbons, as much as 17 grams per kilometer for one company’s entire fleet of motorcycles. When the federal standards went into effect in 1978 most of these bikes disappeared, replaced by cleaner four-strokes that could meet the 2.5 g/km federal standard.

That was the same standard required for the largest class three motorcycles (over 280cc) in California until 1982, when a California-only law would have dropped the level to 1 g/km. Because of technical difficulties getting bikes to reach this limit, the 1 g/km limit was delayed two years, to go into effect on 1984 model motorcycles, which are now being shaped for production by the major factories.

This is background for a hearing recently held in Sacramento. The motorcycle manufacturers have petitioned the state for a lower level so that catalytic converters won’t be needed to meet the emission standard. For small motorcycles the lean jetting or the air injection system used on some models can reduce the emissions to the 1 g/km level. But for the biggest bikes nothing will work except catalytic converters. And they don’t work very well. The CARB likes catalytic converters. The members of the board also like things like fuel injection and alternate fuels and anything that smacks of new technology. Members of the board have been led to believe that catalytic converters have helped improve performance on automobiles, and to the CARB and its staff, there is no important difference between cars and motorcycles.

To the people who have to build motorcycles and ride motorcycles, there are > important differences, and representatives of these groups tried to explain this to the board. For instance, the vibration of even a smooth-running motorcycle normally turns a catalytic converter to mush within 10,000 mi. Virtually every manufacturer has reported difficulty getting a catalytic converter to last through the durability test. One company suggested that a replacement converter would have to be installed to get the bike to pass a 10,000 mi. certification test.

Finally, motorcyclists are intimately aware of their machine’s mechanical needs and they often modify their bikes. A variety of sources indicated that motorcyclists are more likely to change exhaust systems, and there are no good enforcement techniques available.

This last was an easy problem for the chairwoman of the board. Mary Nichols suggested the highway patrol be given the authority to stop all motorcycles at any time and check for the presence of a catalytic converter. And while they were at it, she said, they should check for excessive noise.

Imagine a public figure suggesting that police be given authority to stop all members of any ethnic group for searches. Such an idea would be front page hews across the country. Yet here was a state official suggesting the same treatment for motorcyclists and the only response was laughter from the board.

For the catalytic converter, air injection and other hardware that would be required by the standard, it would cost the owners of these new motorcycles about $600 more than the owners of nonequipped motorcycles. But until these motorcycles are produced, the greater costs of research and development are being spread across all motorcycles, including those not sold in California.

It is possible that a compromise will be reached. Some members of the board have suggested alternate emission standards, lowering emission levels from some bikes so that others might remain above the 1 g/km standard, so that the fleet average meets the requirements, while specific models may pollute more. The goal is to cut motorcycle emissions in half.

Right now in California motorcycles contribute two-tenths of 1 percent of the emissions from motor vehicles. The state wants this reduced to one-tenth of 1 percent.

If a compromise isn’t reached, it may require catalytic converters on up to 38 percent of all motorcycles over 280cc. It would likely eliminate some manufacturers from the California market. Triumph has said it will not bring bikes into California if the standard is adopted, and Harley-Davidson hasn’t found any converter that will last through a test cycle.

Could any of this influence motorcycles in the other states? Perhaps. When the EPA has looked at controlling anything, including emissions, one factor is what is technically feasible. If California forces this technology into development, it may spread, so everyone can enjoy heavier, slower, less reliable motorcycles that have explosively hot exhaust systems.

WE BET IT'S RARER THAN THAT

Someone took out a classified ad in a recent issue of the Atlanta Journal, seeking to sell a “Kawasaki 1000R, 1982, Kenny Roberts Special Edition, 750 made, stored since purchased, less than 200 mi., matching Bell Star helmet, best offer.”

Hmm. Surprise, Eddie.

We could come up with only two explanations. Maybe the advertiser decided that Kenny’s name was more of a household word than Eddie Lawson’s. So . . . the old switcheroo.

Or, maybe someone out there is taking Kawasakis and customizing them to look like Kenny’s Yamaha.

In either case, we’re keeping our eyes open. For, say, an Eddie Lawson replica Yamaha OW61.

LEARN TO RIDE

Training courses for both novice and experienced motorcyclists are being offered by the Arizona Motorcycle Rider Training Center in Phoenix.

The 20-hour novice course teaches basic skills, including turning, leaning,' braking, passenger-carrying, and riding in traffic. The course also offers information on motorcycle selection, insurance and maintenance. Motorcycles and helmets for participants in the novice programs are supplied by major motorcycle manufacturers.

The 7-hour course for experienced riders teaches what the center calls street survival strategies, such as advanced braking, turning speed selection, lane placement and avoidance maneuvers. Participants in the experienced rider courses must provide their own bikes andi insurance. Motorcycles must pass a safety inspection at the beginning of the courses.

Both courses are open to anyone of licensing age. The classes, which are held both on weekday evenings and on the weekends, are held at the Arizona Veter-q ans Memorial Coliseum and Fairgrounds in Phoenix.

Graduates receive a completion card, decal and a patch from the Motorcycle Safety Foundation, which trains and certifies class instructors.

Information and reservations are, available from the Arizona Motorcycle Rider Training Center, P.O. Box 26685, Phoenix, Ariz., 85068. 602-971-6031.

YOU'RE TAKING THE XL WHERE?

Looking for a nice little route for a spring off-road ride? Say, something on the order of 25 days and 3600 mi.? Four countries? North Africa? The Sahara?

No problem. Sign up for the 1983 Southern Cross Tunis-Dakar Motorcycle Rally. According to the folks at the non-profit Guilde Européenne du Raid, or European Rally Guild, the rally offers “a high-performance itinerary in a magnificent natural setting.”

We’ll say. Participants will depart Tunis on March 22, rolling into Dakar on

April 15, after crossing from the Mediterranean coast to the Atlantic coast. Traveling with the two-wheeled desert fleet will be cross-country trucks bearing mechanics, fuel, water, parts and tools, and mobile hospital units carrying doctors, anaesthetists and a cross-country first aid bike.

The rally is open to all riders with 250cc and up cross-country bikes.

Further information is available from: Guilde Européenne du Raid, Jean-Marc Cognot, 11, Rue de Vaugirard, 75006 Paris. Phone (1) 326-97-52.

GOOD GUYS WIN ONE

Good news comes from the Michigan Supreme Court, which recently decided that radar detectors could not be banned under a 1929 police radio law.

Michigan motorists had been charged under the ancient law and fined up to $500 for possessing radar detectors. This is the first time a state Supreme Court has issued such a clear decision supporting the right to possess radar detectors. “Electronic surveillance by the police is serious business and an intrusion into the privacy of anyone who is subjected,” the court’s decision claimed.

BIKERS FIGHT

Motorcyclists have donated $230,000 in the Bikers’ Fight Against Muscular Dystrophy in 1982. Harley-Davidson’s vice president of marketing, Dave Caruso, donated the money during the Jerry Lewis Labor Day Telethon. Caruso explained that the money came from thousands of motorcyclists participating in hundreds of events around the country. Harley-Davidson,he said, only serves as the catalyst for them.

Since the campaign was started in 1980, motorcyclists have contributed nearly $750,000 to the cause.

MONTESA LIVES

Montesa not only continues to build and export motorcycles, but also sells motorcycles in the U.S. Most of the Montesas are trials bikes, from the 50cc Cota 25C to the 350cc Cota 349. But there are also a 250cc enduro bike and 250cc motocross bike available.

The littlest Cota is an 81 lb. trials bike with a 24.5 in. seat height. It looks just like the larger Cotas, but has a threespeed transmission and is designed for smaller riders. List price is $985. The larger 125 and 200 Cotas are essentially the same machine, using the super-sticky CR compound Pirelli tires, Akront alloy rims, side pull throttle, pivoting seattank unit, semi-enclosed chain and unbreakable fenders. Weight is 189 lb. for either one; price is $1899 for the 125 and $2089 for the 200.

For 1983 the big 349cc Cota has a new frame with longer travel rear suspension, new cylinder porting for better low and mid-range power, a new kickstart lever, clutch springs and brake pedal, improved forks and shocks and repositioned footpegs. It’s also a new color, with silver frame, gray fenders and red trim. Price is $2399.

While Montesa has been successful competing in trials, there have been few enduro or motocross Montesas competing in these events. There is, however, the H6 enduro, with six-speed transmission, dual rear shocks, and many quickly detachable parts for ease of service. List price is $2199. Montesa’s motocrosser looks like something of a throw-back, with an air-cooled motor, dual rear shocks and its steel swing arm. But.it’s managed to win the Spanish national motocross championship in 1980 and 1981. List price is $2699.

Montesas are available from Cosmopolitan Motors, Jacksonville and Meadowbrook Roads, Hatboro, Penn. 19040. Phone (215) 672-9100. Qj