Roundup

ROUNDUP

DEPARTMENTS

TRUCE IN AMA-FACTORIES SQUABBLE

For a while, it looked like AMA-organized professional motocross was on the ropes. Major factories had pulled out of

series long-ago committed to, non-negotiable demands were being made and a lawsuit had been filed by the AMA against some of its industry members. Not your normal domestic squabble, in other words.

Out of this mess has come a promising racing format for 1983. A schedule of 25 motocross races, 14 Supercross and 11 outdoor races, has been set. This is the Wrangler Super Series, and with it comes a $100,000 point fund. Outdoor events will run classes for 125cc, 250cc and open bikes, with each size class and the Supercross events all having separate national champions. In addition, the rider with the highest combination of points from Supercross and any one outdoor class will be the Wrangler Grand National Champion, so finally there will be one top dog in all of motocross. There also won't be any claiming rule in motocross this year.

These changes to the AMA’s motocross format have enabled the AMA and some of the manufacturers to resolve differences in the lawsuit. AMA’s Executive Director Ed Youngblood has announced that an agreement has been reached with Honda and a settlement is close to being reached with Suzuki. No word has yet been received about an agreement with Yamaha, but the AMA has made it clear that all factories are welcome to race even if the suit isn’t settled.

To keep the AMA racing organized, there’s a new professional motocross racing board, and a new director of professional racing. Wayne Moulton, whose last job was president of Triumph Motorcycles America, has taken over the job of racing boss.

Coming Next Month: The First Sports 750 Comparison, □ Honda Interceptor VF750F vs Kawasaki GPz750 vs Suzuki GS750E On Sale April 19 WOJ?£D

THE HESKETH-NOT EXACTLY RESTING IN PEACE

It appears that news of the demise of Lord Alexander Hesketh’s motorcycle

may have been a bit premature.

Not to worry.

This news, that Hesketh plans to start up production again of his VI000, may be a bit premature, too.

The Hesketh? Back in production? you ask. How can it be?

Ah, so you remember that the British company’s assets were auctioned off last September. You remember that the company was $1.5 million in debt at the time it was liquidated. And you remember our fond obituary last month: Hesketh: A Tragedy in Two Parts.

Dead. And buried, you thought. Yes, but. ..

Seems that Lord Hesketh tracked down most of the folks who purchased the auctioned assets, buying back enough spares, tools and equipment to go back in the motorcycle business.

At the time we’re writing this, he plans to begin production of one VI000 per week early in the year. After six months, Hesketh hopes to be producing two bikes a week; a year after production begins again, he says he’ll be up to three a week.

Hesketh said he decided to have a second go after receiving requests for continued production from around the world. After news of the planned re-production leaked out, 15 orders were placed, he said.

Also, Hesketh said he felt he owed it to the 130 V1000 owners to keep the marque alive.

This time, plans call for the Hesketh to be sold directly from the factory in Daventry, bypassing dealers’ markups. Hesketh hopes to sell the VI000 for about 4995 pounds, the equivalent of $7700.

Hesketh says the new bikes will be reworked, to correct some of the problems reported by original purchasers: an oil system that had excessively high pressures when cold and excessively low pressures when hot; faulty main bearings; a temperamental gearbox; and an abundance of mechanical noise.

CARPOOL LANES MAY OPEN UP FOR BIKES

It looks like carpool lanes on freeways across the country may finally be

opened to motorcyclists.

A bill approved during the final hours of the post-election lame-duck session of Congress requires states to permit the travel of motorcycles in carpool lanes unless they can certify they would be a safety hazard.

The bill says no federal funds will be released for construction or repair of highways that have carpool lanes that exclude motorcycles.

There are now at least 16 roadway corridors in seven states that currently are open to carpools, but closed to motorcycles. Those corridors are located in California, Florida, Hawaii, Massachusetts, Oregon, Virginia and Washington.

It’s not expected that states will have an easy time proving that bikes would be unsafe in carpool lanes. Especially since an official of the National Highway Traffic Safety Administration already has endorsed motorcycle travel in the restricted lanes.

“From a highway safety point of view, we see no objection to the use of motorcycles on high-occupancy vehicle lanes. In fact, use of such lanes probably would improve the safety of motorcyclists somewhat,” NHTSA Associate Administrator Charles Livingston wrote last year to the American Motorcyclist Association.

In the 1970s, the federal government encouraged states to set aside special restricted highway lanes for buses, vans and cars carrying several passengers. The idea was that people would begin to travel together so that they could use the less-congested restricted lane. The federal government hoped the carpool lanes would result in fuel conservation and a decrease in traffic congestion in large urban areas.

Many carpool lane administrators, though, decided to ban motorcycles from the lanes. The reasons usually given were that bikes were not high-occupancy vehicles, and that allowing them in the restricted lanes would lead to congestion.

But, as the bill notes, “motorcycles are extremely fuel-efficient, represent a viable commuting alternative for many individuals, and deserve consideration in state and local transportation plans.”

The bill only awaits President Reagan’s signature before it becomes law.

CALIFORNIA, HERE WE COME

What appears to be the last appeal before the onslaught of catalytic converters is over. Motorcyclists lost. The rulemakers won.

Motorcycles sold in California in 1984 will have to meet a 1 g./km. hydrocarbon standard, in addition to an evaporative emission standard. The results won’t be known until the first models are introduced half a year from now, but some hints have been dropped. New models, also, may be dropped. Some motorcycles will be designed to meet the new limit without requiring the addition of catalytic converters, and these motorcycles are likely to run poorly because of lean carburetion.

According to the testimony of the manufacturers, the catalytic converter equipped motorcycles will be heavier by as much as 20 lb., have much hotter exhausts, and cost hundreds of dollars more than comparable models available in other states. Of course the California Air Resources Board, which imposed the standard, has suggested that this cost be spread over motorcycles sold in all 50 states. The CARB also recommended that the manufacturers not make as much profit on the additional equipment.

A 5000 unit per year exemption is possible for up to three years. This means that Harley-Davidson, BMW, Triumph, and other smaller makers won’t be coming with the catalytic converters as soon.

Now that a final decision has been reached, some of the dire predictions may not come about. Bikes with catalytic converters may be produced with just one muffler, compensating for added weight of equipment and resulting in not as much additional weight. Costs may be more contained than expected. And these pieces will probably be well-integrated into the design of the motorcycles.

Better vibration isolation may enable the catalytic converters to last the required 11,000 mi. Eliminating petcocks with reserve positions, and adding fuel gauges instead, may save the catalysts some trauma from running on reserve. Warning tags may be added, cautioning the riders not to hit the kill switch and then turn the engine back on. That could blow the working components on the catalyst right out the muffler.

Keeping motorcycles with catalysts in stock condition will probably be an unsolvable problem for the state. The CARB expects to include motorcycles in the automotive inspection program, but no equipment is available to inspect motorcycles. It isn’t likely that the average gas station or auto repair center will try to find the equipment, either, and many motorcycle shops might not find the bother worth the cost.

Never mind. Reality has always been a tough concept for the California Air Resources Board to understand.

KAWASAKI ENTERS THE TOURING FRAY

an artist’s rendering of the

ZN1300 Voyager was shown with

the rest of the Kawasaki lineup at the new Kawasaki show late last year. Now almost a real motorcycle has been shown to the press and dealers.

Underneath the substantial bodywork is a development of the Kawasaki 1300cc Six, now equipped with electronic fuel injection, dual alternators with 500 watts of power and a 26-ah battery. The massive frame is bigger and stronger than before, with a 65-in. wheelbase and claimed dry weight of 851 lb.

Like Honda’s latest Aspencade and Yamaha’s Venturer, the Kawasaki Voyager takes the term “dressed” farther than anyone would have imagined just a couple of years ago. The enormous double bucket saddle, billboard-sized full fairing and cavernous detachable saddlebags and top box are all standard. Like icing on this cake, the fairing has adjustable air vents, the saddlebags include small auxiliary locking bins, one of these with holders for beverages. And the top box opens on its air struts to reveal detachable his and her clean-up pouches beside the mirror.

At the very front of this motorcycle is a small sensor mounted on the fender. It looks like a poor replica of an Indian fender ornament, but it’s really the nose for the electronic compass. As the front tire is turned, a digital compass moves on the dashboard. On another side of the fairing are various buttons and dials for monitoring and controlling the air assisted suspension front and rear. Elsewhere are the am-fm stereo tape deck with CB radio and intercom. Locking covers for these devices are included and auxiliary controls are mounted on the left handlebar.