p400
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I was frustrated after completing major service on my "new to me" 8000 mile Mk3 about finding neutral at a stop or light. I can find neutral most times while approaching at speed, but after stopping.....not a chance of neutral.....forced to hold the clutch lever.
In my review of period literature I came across Motorcycling Monthly November 1975 and out of that review found the following -
PERFORMANCE
Without so much as bending a law, the Commando would put up road averages of 40-plus and combine them with a fuel consumption better than that obtainable from quite a few smaller-engined bikes. A 96-mile trip from Lewes to Andover, for instance, took 140 minutes to complete on 1.8 gallons of fuel. Average speed, 41.4 mph. Consumption, 53.7 mpg. Quite creditable for a twisty journey, mainly on single-carriageway roads.
On running such as this, the Commando was as nearly single-geared as made no difference. The engine was operating nowhere near the speed at which maximum torque would be produced - nearly 85 mph - but there was ample power in top gear above 45 mph, and third looked after the rest. Tweaking the grip, in either gear, produced immediate and very satisfying acceleration with no fuss. Though top-gear vibration had been troublesome below 3,000 rpm initially, it lessened considerably during the first 1,000 miles use, and 50 mph top-gear cruising on restricted roads gradually became positively restful!
In towns,' unfortunately, it was a different story, The Commando was not and is not - a pleasant machine to use in congested areas, Really, it is under heavy traffic conditions that the Commando begins to show the age of its basic concept. Even at 20 mph in bottom gear, the engine is below the critical 3,000 rpm at which vibration becomes an annoyance. Top gear is almost impossible to engage, and even third a bit fraught, at traffic speeds. It is the old story of verticaltwin inflexibility writ large.
Unfortunately, in the Commando's case there are more snags too. The clutch is ferociously heavy and - worse - engagement of neutral with the machine at rest is guaranteed to produce an immovable pedal and a palpitating Commando stuck in first gear. The only remedy, if tentative prods at the pedal to get into neutral on the roll fail, is to cut the engine, select neutral, and then restart. Even that is sometimes more easily said than done, since the electric starter has only just enough power to swing each 414 cc cylinder over compression, and dabs on the button are not invariably successful. You then have to kick the thing and press the button at the same time, since kick-starting alone requires the leg muscles of a centre-forward allied with the weight of a young elephant ...
A commuting Commando is also thirsty. We recorded 39.8 mpg on suburbsto-centre work, compared with over 45 mpg on runs from Lewes to Central London.
HANDLING AND RIDE
Oddly, - the handling improved noticably as the mileage mounted. At first, the Commando handled as well as, but no better than, anyone of half a dozen comparable superbikes. It was safe, predictable, and reasonably accurate, It was not outstanding. But after 6,000 miles it was noticably tauter and responsive, maturing like a vintage wine.
The riding position is good; though the lack of adjustable footrests is a nuisance, and the bike does not tend to tire the rider so long as the speed is kept above the low-frequency vibration band. Also, its firm suspension gave a good ride, though track tests disclosed limitations. It coped with pave, but on washboard surfaces pushing the speed up induced steering vibration that could have become a tank-stopper. Not the bike for the outback I
We found, on the track, that with a carrier fitted the Commando would weave noticeably. Around 85 mph appeared the threshold speed for this, and above 90 mph it felt as if it might well go out of control. The oscillation disappeared if the rider crouched over the tank with knees and elbows well tucked in. Curious I .........
Continued on page 12
What has been found since 1975 to correct this Mk3 find neutral issue?
Thank you
In my review of period literature I came across Motorcycling Monthly November 1975 and out of that review found the following -
PERFORMANCE
Without so much as bending a law, the Commando would put up road averages of 40-plus and combine them with a fuel consumption better than that obtainable from quite a few smaller-engined bikes. A 96-mile trip from Lewes to Andover, for instance, took 140 minutes to complete on 1.8 gallons of fuel. Average speed, 41.4 mph. Consumption, 53.7 mpg. Quite creditable for a twisty journey, mainly on single-carriageway roads.
On running such as this, the Commando was as nearly single-geared as made no difference. The engine was operating nowhere near the speed at which maximum torque would be produced - nearly 85 mph - but there was ample power in top gear above 45 mph, and third looked after the rest. Tweaking the grip, in either gear, produced immediate and very satisfying acceleration with no fuss. Though top-gear vibration had been troublesome below 3,000 rpm initially, it lessened considerably during the first 1,000 miles use, and 50 mph top-gear cruising on restricted roads gradually became positively restful!
In towns,' unfortunately, it was a different story, The Commando was not and is not - a pleasant machine to use in congested areas, Really, it is under heavy traffic conditions that the Commando begins to show the age of its basic concept. Even at 20 mph in bottom gear, the engine is below the critical 3,000 rpm at which vibration becomes an annoyance. Top gear is almost impossible to engage, and even third a bit fraught, at traffic speeds. It is the old story of verticaltwin inflexibility writ large.
Unfortunately, in the Commando's case there are more snags too. The clutch is ferociously heavy and - worse - engagement of neutral with the machine at rest is guaranteed to produce an immovable pedal and a palpitating Commando stuck in first gear. The only remedy, if tentative prods at the pedal to get into neutral on the roll fail, is to cut the engine, select neutral, and then restart. Even that is sometimes more easily said than done, since the electric starter has only just enough power to swing each 414 cc cylinder over compression, and dabs on the button are not invariably successful. You then have to kick the thing and press the button at the same time, since kick-starting alone requires the leg muscles of a centre-forward allied with the weight of a young elephant ...
A commuting Commando is also thirsty. We recorded 39.8 mpg on suburbsto-centre work, compared with over 45 mpg on runs from Lewes to Central London.
HANDLING AND RIDE
Oddly, - the handling improved noticably as the mileage mounted. At first, the Commando handled as well as, but no better than, anyone of half a dozen comparable superbikes. It was safe, predictable, and reasonably accurate, It was not outstanding. But after 6,000 miles it was noticably tauter and responsive, maturing like a vintage wine.
The riding position is good; though the lack of adjustable footrests is a nuisance, and the bike does not tend to tire the rider so long as the speed is kept above the low-frequency vibration band. Also, its firm suspension gave a good ride, though track tests disclosed limitations. It coped with pave, but on washboard surfaces pushing the speed up induced steering vibration that could have become a tank-stopper. Not the bike for the outback I
We found, on the track, that with a carrier fitted the Commando would weave noticeably. Around 85 mph appeared the threshold speed for this, and above 90 mph it felt as if it might well go out of control. The oscillation disappeared if the rider crouched over the tank with knees and elbows well tucked in. Curious I .........
Continued on page 12
What has been found since 1975 to correct this Mk3 find neutral issue?
Thank you
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