Burgman Interview

T NAKAMURA. 2 Wheeler Trading Section, HQ. 2 Wheeler Planning Group. Product Planning Group. Joined Suzuki in 1985. At Suzuki's Tokyo office for 8 years, in charge of sales. 2 years Head of Export Department. Then, Product Planning Department, to Head of Department for 5+ years. Skywave the first large project he's been in charge of.

H NOZUE. 2 Wheeler Planning Department. Head of No 2 Group. Joined Suzuki in 1972. Been in the Planning Department 10 years, mainly chassis and layout design. Started with the development of 4 wheel ATVs. Currently Head of Dept, design and layout of new product categories, and their production planning processes.

N YASUI. 2 Wheeler Development Stage Planning Department. No 1 Group. Key member in engine development. Studied Electronic and Engineering Sciences at university. Layout and component design, manufacture and sourcing related to all aspects of engine design and manufacture. Most recent project, Hayabusa. Speciality, design of complex moulds for die-casting.

H KASUYA. 2 Wheeler Development Stage Planning Department. No 2 Group, Section Head. Poached from another maker, joined Suzuki in 1981. Speciality is chassis design and fine detailing. Has worked on all classes of machine, enduro, super sports, off road, American custom, scooters, ATV, etc, etc. According to Yasui, "Suzuki's God of Tuning", and Nakamura, "A wizard".

Interview

Q: Were the 250 and 400 Skywave developed at about the same time?

Nakamura: At the time we started the 250, it was already our plan to develop the 400. We did a market survey, and a lot of those who were asked wanted high performance. From that, it was considered natural to develop both 250 and 400 together, and both started at the same time.

Q: What sort of differences did you consider between owners of 250 and 400?

Nakamura: Fundamentally they are the same. People who, while riding a 250 scooter have the feeling of status so that they think they are riding a large capacity bike. Naturally, the 400 also came about, didn't it?

Q: Gentlemen, although you developed both 250 and 400, what gave you the most pleasure by developing the 400?

Kasuya: Serious development of the 400 began after completing the development of the 250. The 400 incorporated the lessons we had learned from developing the 250, but we had to raise the top speed of the 400 by a suitable margin. To make sure that it couldn't be overtaken. Likewise, the biggest problem was high- speed stability. It is an offence to say other than, the fact had been well-proven that the 400 had to be set apart from things like a 250: something that gave more speed than a 250: something with the controllability of a 250. Therefore, not only the speed had to be raised, but also all the things that support high speed as well. The reason is that in order to maintain that high level, requires the removal and replacement of unsatisfactory parts.

Q: Kasuya-san, regarding the levels of controllability of 250 scooters, what do you think is a satisfactory standard?

Kasuya: My opinion is, that the performance limits of 250 scooters have not yet been technologically established. I acknowledge that the limits of scooters have not yet been established in, say, the sort of way of, on road bikes, that have a long history. Our major concern has been controllability.

Q: Could you be a little more concrete about what you're saying?

Kasuya: In our case, the reason is that we were saying from the very start, "Shall we send them to Europe?" but, when we examined European standards, lo and behold!, we had to raise our standards a lot higher. The reason is, that at, first we made the 250 to meet that objective. The reason being that, certain aspects of the Japanese market are easier to please than export markets. In reality, the range of people who can use these scooters in each market is completely different. Were we to make something that is acceptable to the European market, then consequently, it would be fair to say that it is more than adequate for the Japanese market. In reality, the reason is that the 400 is designed for speed. Therefore, I didn't know whether or not we could do it to the same level of agility as the 250. The reason is that, we dealt with it by expressing our feeling that it looked like, that by the time we finished the 250, it wouldn't go like that. We said, if this were the case, then even if we raised the speed, it looked like a 250 wouldn't do the job! However, with hindsight, we were being overly critical. Raising the strength of the frame from the rear and doing tuning that was very, very severe, more so than even the already severe tuning of the 250.

Nozue: I did the layout of the chassis but, after we raised our very first plan, we said that we ought to develop a 400 as well. It had to be controllable and take the stresses of the kind at speeds of over 140 kmh or it wouldn't do. This, needless to say, we felt was an opportunity not to be missed. Hitherto, the top-speed of scooters had been about 120 kmh. That was our baseline.

Q: Nozue-san, had you done any scooter development prior to Skywave?

Nozue: What, me! No, I've never made a scooter. Is it because, for example, that there are theories of the development of scooters up to certain limits? Or, is it, for example, because those that had been built hitherto expressed that they were only so-called scooters? People say they want scooters that approach the performance and controllability of motorcycles. However, scooters have the swing engine that is characteristic of them, so, on that basis, it is the oscillation of that which restrains them; but, when controllability is considered, then it is true to say that the means of pivoting the engine becomes a very, very big minus. Isn't it a fact that there have been limits to the construction of pivots hitherto and that no matter how much the frame is strengthened there are still limits? We have had crises in the past that have said, they will not become products if those limits were not exceeded. We said, first, how shall we do the formula for planning the engine? Then we started from there.

Q: For those in charge of controllability, what are the factors that control the formula for a frame that made use of many bushes?

Kasuya: Since the speciality is mine, the reason is that prior to beginning the layout work, we issued various objectives we wished to achieve. Therefore, the reason is that we had a situation that grew with our task. It's boasting to say so, but, we turned adversity to our advantage. It's a formula that influences those who say that, those who begin to create are born in adversity, isn't it?

Q: The unit swing has become a part of the chassis and also the engine but, those in charge of controllability, engine and chassis, what is the reason that you came to work as a threesome?

Nozue: It is the case that, it is the done thing to say that, unless only the engine can ride in the chassis in the manner of the usual motorcycle, then it's no good, isn't it?

Q: Yasui-san, is your engine design the first one you've done for a scooter?

Yasui: Yes, that's so. I began the layout of this engine and it's also the first time I've done a scooter. Therefore, it is due to this situation that I didn't know left and right.(in relation to scooters - that is he was unfamiliar with scooter design orthodoxy(Colin))

Q: The person who says that he did the development of the central pivot is someone who has no experience of scooter development, so, does that mean to say that you're breaking the mould of scooters that have been made hitherto, does it?

Nozue: That isn't the case . . . . .well, I think that isn't the case, however. . . .

Nakamura: I wonder, we don't express it in the way of casual thoughts, certainly. However, when we're in the midst of doing things, there are certain expectations aren't there?

Nozue: Likewise, the fact is that I didn't ask people who have made various scooters, therefore this my first. Up to now, as people haven't strayed very far from the scooter mainstream then, already, it is a the fact that they have completely established that there are certain limits haven't they? Our way of making scooters is to make a scooter of our own. A scooter that we ourselves would want. For example, if alloy's no good, then it's being said that it's definitely no good, here or anywhere else.

Yasui: Moreover, there is nothing casual about the thinking of, for example, the rear suspension that kind of thing was well sorted, prior to being run.

Q: Was there anything especially difficult to deal with this time?

Nakamura: Yes, there were weren't there? Lots of things, but I don't know that we did anything out of the ordinary or especially clever.

Kasuya: When you whittle it down to the scooter category then there are difficulties that have not been properly appreciated and they aren't nice problems are they? Well, that's my way of thinking of them.

Nozue: Things that aren't practical we didn't concern ourselves about until after completion.

Yasui: I also feel that I have to say that, when I had to attach the suspension in difficult situations of the kind mentioned, then I asked myself, I wonder if it can be broken? dealt with it accordingly and finished up doing the job thoroughly.

Q: Those characteristic frame designs of yours, where are the solutions that you thought up from?

Nozue: They are all as a result of what we planned. in order to heighten controllability, the best thing is, the thing that gave me most pleasure was, maybe, the fact that we ended up using only needle bearings in the frame, in the manner of the best motorcycles. Likewise, this is due to the situation with scooters that calls for the the incorporation of a system that allows shock absorption to let the engine swing. Here, is where I have trials and tribulations.

Kasuya: Concerning the hanging frame, at the time when I rode Skywave at the very, very early development stages; I dealt with a feeling that told me, if Skywave ends up like this, it just won't do! The other team members are the ones who thought that the first problem is the problem that you correct only to find that there are many others, because the problem was THIS part! Nozue-san committed himself to looking for them.

Nozue: The nature of the direction of the swing of the engine, by deciding setting things up so as to revolve with the spindle rotation of the hanging frame, the first balancer of all the balancers is the crank balancer. To ensure that those swings are absorbed at the pivot bush and not transmitted to the chassis.

Yasui: Our objective, the objective of swing is that it depends on balancers. It's a matter that decided things for us as well as us deciding what the objectives were. Were it only a 250, well, there are also 250 scooters without balancers; but a 400 scooter without balancers would be a nightmare wouldn't it? The adoption of balancers had been decided upon from the very first.

Q: Is it the balancer that was the mandatory one in the 4 valve engine? That is, the same balancer?

Yasui: Even if it says mandatory, then that's because of the nature of marketing. When you come to consider it, from the nature of its numerous applications, then even a 2 valve engine would probably have been sufficient but, on reflection the free running nature of 4 valve engines is the appropriate choice as you can easily extract sufficient power.

Q: You even circuit tested Skywave didn't you?

Yasui: Well, yes we did. At the circuit near Ryuyo wasn't it?

Kasuya: The Ryuyo Test Course is an ultra-high speed circuit but, within those sort of conditions, and up to completion of the programme, it seems that Skywave wasn't scary to ride even in those conditions. I think that it is only in these kind of circuit conditions that it is proper to ride at those kind of very high speeds. You'll make that clear won't you? Even if it means riding by yourself.

Nozue: It's the riding position isn't it?

Kasuya: Yes, due to the riding position it feels safe even when the meter is indicating 150+kmh. That's because I think the fact is that the rider body protection that we experimented with a little, is superb. However, the fact is, how will it do riding 2 up? At an indicated 150 kmh, when you have a passenger then normally speaking, it's possible to keep it up there. I think that the rider body protection has been done very skillfully. However, because we came to have to do a little tuning and extra research. Up to here, I didn't think in all honesty that Skywave was going particularly well.

Nozue: There's also the process of lowering the centre of gravity.

Q: The process of lowering the centre of gravity? Which is the primary reason? To supplement the masculine nature of Skywave or is it a primary consideration for controllability?

Nozue: Well, we were aiming at multiplying the overall effectiveness of various aspects of Skywave.

Kasuya: Well, it's easy to say that, it just won't do if it's possible to lower the centre of gravity and you don't. That's my view.

Nozue: From the perspective of the layout process, it says that it is the lowness of the threshold that matters. I reckon that it would've been OK to have raised it a little.

Kasuya: As for me, I say don't raise the centre of gravity. When looking at the whole layout of Skywave, then there's no reason to do that sort of thing. Can you lower the centre of gravity more easily than you can raise it, that's the question. we've already manipulated the centre of gravity to the utmost. As to the rest, the fact is it's down, we made it like that when we stretched Skywave. Therefore I say, please don't raise the centre of gravity. The reality is that lowness offers controllability and stability, and as a result the testing process confirmed this.

Q: It is widely thought that the shape of the trunk is rather shallow, surely it would be a good idea to make it deep? I'm making the connection with what you just said.

Nozue: There's the situation that you can't see the depth of the trunk isn't there? Part of the depth of the trunk is formed by the underside of the seat, so it's difficult to estimate the depth by just looking at the outside of the machine. However, the truth is that you can definitely put in even something like a full-face helmet or attache case, etc.

Nakamura: The reasons are tied in with development difficulties, for example, controlling the seat height while ensuring the trunk was a decent size, or what to do with the space we gained or how to do the moving suspension so it didn't lose the space we gained. It's a way of saying that no one is making any objections, that's a change, but, designers of orthodox motorcycles, design products that are, in many cases, detested by their customers. I think that the situation of us having to develop Skywave has made us correspondingly much more truthful and diligent.

Q: On the one hand, you have filled the requirements that were demanded on behalf of those who are crying out for them. On the other, it looks like it's been a turf battle within a space that was limited. That's quite serious isn't it? Is that so?

Nakamura: Those who develop 2 wheelers have those kinds of trials and tribulations. Among the practical ways of doing 2 wheeler development, there are also the bits that problem solving can't do. For example, problem solving measures that alter the original concept.

Q: Since the Skywave 400 came out, have you had the chance to see any of them out on the streets?

Yasui: I haven't seen that many in Hamamatsu. As for the 250, I've seen quite a few of them, however.

Nakamura: I think that most are in large urban areas. Places like Osaka for example. At the user level are people who live and work in towns and cities. I reckon that Skywave is remarkably practical to use for business or commuting, for example. Skywave is also being used, for example, for just short touring that uses the motorway network. We've heard from Skywave users who say that they think it's OK to ride in flows of about 120 kmh, out-accelerating slow and stationary cars on our congested trunk roads, it's very risky and I think it's scary. H-o-w-e-v-e-r, they made us supremely confident by saying that, surely a 400 is necessary so as to out- accelerate cars safely and smoothly in those situations.

Q: Let's talk about the engines of 250 and 400. Is that where the only differences between them are? That is, in respect of components.

Yasui: Of course, the bores are different so the pistons differ. And then the stroke of the crankshaft. And the greatest difference is the pivot movement system, isn't it? That's because its belt. When speaking of the Skywave 250, then Osamu-san (Osamu Suzuki - President of Suzuki) has said, that it's rather on the lengthy side, and perhaps the belt used on the 250 isn't much of a problem, and those problems that did arise were quickly stamped out. However, when it comes to the Skywave 400, the fact was that there were several of them to appreciate, you know. Those problems made us very, very anxious and played havoc on the development schedule.

Q: Didn't you consider using the metal belts used on mainstream automobiles?

Yasui: The problem with metal belts is the noise that we heard them make continuously. So, I guess, if you want to solve the problem completely, then it becomes an extremely expensive business. Then customers complain that it's become far, far too expensive; how come? The v-belts that are in current use are, up to now, being used, I suppose, because they are simple and cheap. Because of that, of course, the clutch housings also differ. Because it has to have the capacity to receive the greater torque of the 400, then the diameter is also larger. Next is a 2 stage ultra- high speed ratio system. The gear ratio differs to that of the 250.

Q: Where are the greatest differences in their frames?

Nozue: Raising the tube wall thickness of the down tubes and the body tubes from 1.6mm to 2.0mm in order to raise the strength of the parts stressed by the stresses the much higher top speed has given rise to. Next, we strengthened the bridge tubes. Around the head pipe is common to both 250 and 400.

Kasuya: The reason was that we considered the overall efficiency of Skywave. That depended on the things that we altered. Among the considerations were things like Suzuki's production facilities, so we decided after investigating questions like, say, the best ways of manufacturing Skywave in an efficient way. We could computer analyse and calculate these alterations and areas quickly.

Nozue: We raised overall strength by about 30% didn't we?

Kasuya: The weight was an increase of about 1.5kg from the Skywave 250 frame.

Q: The Skywave 400 that I rode to this interview today; I left the Higashi-Ebina Service Area at about 11.45 and I ended up arriving here at Hamamatsu at exactly 13.00 (areas notorious for 24hr gridlock). Now come on, be honest, what is the top speed of the 400?

Kasuya: As for the truth, we have published the performance figures and they are well known. When you're in a flow of cars on our congested roads, then what do you expect? According to our figures it's about 143kmh. That's to say that 143kmh is at the limits of the range of the tyres. The fact is that 150kmh is at the borderline of whether or not to fit tyres of the next speed range higher. In the early development stages, the decision was made that if Skywave 400 wouldn't do 140kmh then it wouldn't do, but if it did 145kmh it would.

Q: After you rode the 400 for the very first time, you thought that because Skywave 400 was an unprecedented 2 wheeler, what sort of acceleration should it have, didn't you? However, you did think of reducing acceleration for the sake of some extra luxury as well, didn't you?

Yasui: I'd say that it's the special characteristic of the engine as well as the entry limits of the pulley settings. For example, the roller weights or the number of revs at which the clutch bites. The truth is, at Skywave 250 Test Ride Programme Committee meetings, there was a lot of comment saying that it's slow off the mark. I can't tell you how vexing it is to be told that it's the 400 that's slow, my colleagues here also the same feelings about it. And so, we had the intention of spicing it up a bit, the typical feeling of torque that a 400 delivers was lowered. The very first thing we encountered was how soft it was, wasn't it? Like it was being pulled around by a length of elastic band. So, I got to wondering what the best settings for performance would be.

Q: The unit swing case acting as the engine case, doesn't it enter into the oversize part category?

Yasui: It enters the category of very very big. It's the 13" tyres, and so, of course, it's become longer hasn't it? In respect of the top part of the engine, it's an all-alloy, liquid-cooled, single cylinder 4 stroke typical of scooters. And, the unit swing engine is acting as the swinging arm, isn't it? Therefore, we sought the opinions of the people who make the swinging arm. We asked, what sort of design would be the best one.

Nozue: Speaking of which, from the perspective of the chassis layout, due to the great width, the width of the hanging frame also had to be correspondingly wide. In that respect, there are a few problems which arise regarding torsional stresses and controllability as well. In the result (Skywave) we have the fruits of the benefits of working as a team consistently cooperating with each other.

Q: As for the single cylinder engine, the scooter's crankshaft also became longer didn't it?

Yasui: That's correct. The camchain is in the right side of the engine along with the oil pump and that carries through to the rest of the scooter. The righthand bearing's installed there and remarkably, took care of the problem of mechanical noise from the engine, you know. Of course, when the spindle bends, then, it makes a lot of noise, so this time, the situation governed component location. Also, for the same reasons, the balancer gearing was pushed to the outside more. It improved durability.

Q: For example. . . . . .of the belt?

Yasui: It's said that the belt can snap easily. However, the fact is, it won't snap due to the cogs inside that completely take up the belt. Due to the same cord that is found in radial tyres, the strength of the belt itself relies on a core of this radial tyre cord and the belt receives all lateral pressures through the rubber matrix. Therefore, if the belt is compressed by the pulleys while the cogs are taking it up, then how and where can it be twisted, turned upside down and get caught and then completely break? With it being belt, we did a lot of trial manufacturing didn't we? The cross sectional area of the surface of the belt is trapezoidal, but in fact the shape is a matter of careful calculation. If the belt is only made of rubber, then it will not be sufficiently tough and durable and that will be indicated by a thud-thudding noise. However, if the belt is far too tough then it will no longer be sufficiently supple. Herein is one of the biggest problems. A matter of stretching and bending while the belt ends up generating a lot of heat. However, if the belt becomes difficult to bend and becomes tougher, then this has consequences for other components like the clutch. The need is for the sort of belt that bends easily and that also has a perfectly uniform cross sectional area throughout its length. Unless you try this you won't understand how difficult it is. I'd say that since the belt used by the 400 is very bulky, there's a cog on the outer surface of the belt as well as the inner surface, and the belt passes between this pair of cogs. By this means, we can use the sort of belt that bends easily and that has a guaranteed uniform cross sectional area, can't we? So, it's possible for the belt to function properly and finely self adjust itself according to the variations in load.

Q: What do both these cogs do?

Yasui: Both cogs, the outside one as well, grip the belt with things like teeth. Er, snowmobile, automatic transmissions; Skywave 400's is very largely something like that. Naturally, as there's also some thickness to the belt, maybe it won't bend very much so it has to be assisted. I think that this is the very first time a pair of cogs like these have been used on a 2 wheeler. Well, I think it's the first time on 2 wheeler, isn't it? However, it was existing technology, so there it is. Our input was, for example, the fine detailing, the exact shape of the cogs, and a little research. Just packaging the know-how really.

Q: However, Yasui san, at the press conference announcing the 250, Suzuki had crowed about, for example, the absurd, ridiculous layout that cools down the pivot movement system.

Yasui: Yes, that's correct, we did didn't we? It's because at that time, I thought the 400 wouldn't even go, but in fact, it was no good. The 250, cools down without any problems at all, but with the 400 we'd miscalculated. When trying to lift the lid on the problem, it turned out to be, well, we had to install something that we said we had to install, and it turned out to be too tight fitting, so to speak. The first we knew about was a sensation of thud-thudding transmitted through the machine. When we had changed the cooling intake and opened up the surface area of the filter then, naturally, it began to inhale stuff like litter and grit. However, after that we came to understand the problem. However, understanding the root cause came about because of that trial run. It turned out that the tyres were blowing up debris and, having the desired for design for the bodywork and chassis, we changed the design of the wheels. By dishing the inner part of the rear wheel, in that way, we could put in fresh, clean air from the outside. When you carefully examine the 400, then the wheel is rather like a dish with a large hole in the left side surrounded by small holes, isn't it?

Nozue: Compared to the 250, the lower covers are a special case. The intake is set up that way.

Yasui: It's also the way the air is pushed aside as well, isn't it? Once again, by increasing the size and location of the apertures and detailed changes to the shape of the belt, we determined it to be satisfactory. We did tests in Italy, didn't we? About 3,000 km all told, but we had absolutely no problems at all and it's kept on going like that I'm happy to say. If this can go on, then that's also the case with the belt as well. If it were no good, then maybe it's no good, period. Except for that, the engine is an item that uses existing technology and the fact is that we can accurately predict power delivery and durability, can't we?

Q: The impression that I get is that Skywave 400 is an entirely new category of 2 wheeler but, for example, it differs from other "car scooters", what was the idea? (Car Scooter - yes Simon, that was the term used!)

Nakamura: That was the idea! Maybe you could say that Skywave sounds like a motorcycle, or say that it's a sportsbike. In Skywave, we have something that gives the feeling that we're changing things more than a little differently, for the better aren't we? However, we had a pricing problem hadn't we? The clutch and transmission came about through development; but the questions are, "How much is possible?" and "When will the outstanding aspirations of our customers be fulfilled?" During development, we couldn't fully ascertain the future potential of Skywave in terms of those sort of issues. Skywave 400 is the only scooter of its kind in the whole world, rather than make it far too dear for our customers, we compromised, followed suit and used basically the v-belt system that's been used elsewhere up to now, and a large proportion of our customers wonder why and say that we've done a remarkable job.

Nozue: When considering Skywave from the perspective of safe and easy controllability then, likewise, there are lots of other machines that use unit swing aren't there? However, isn't it because we had considered that this is the chief negative point in terms of safe and easy controllability. Well, to that you can add that different aspects, and the fact is we said if we can do it then, it'll do fine. When you think about it; the best way of proceeding with a project like this is to work within limits if you can. 3 years or 1, because of the relationship between time and cost; herein, we felt reassured that we could do the job.

Nakamura: Those who do so-called "sports riding" say "What have you done! Was it really right and proper to have changed 2 wheelers in that way? Well, because it looks and feels just like an automobile!" Increasingly there are people who go short touring on Sundays, but there were a good many who were kind enough to go and ask "What about a decent sized trunk for day touring?" When travelling down very long descents, because it's an automatic, riders must continually pull on the brakes. There was a demand for a shiftdown system for those descent situations. People told us that it'd be a good idea if Skywave could adequately perform a variety of functions of that kind while the easy comfort typical of scooters should remain.

Q: Like, for example, a semi-automatic box?

Nakamura: Well, semi-automatic is OK but, I suppose it's like the D range in automobiles, an absolute necessity. Therefore, even supposing a scooter like that exists, it would probably be one that's set apart wouldn't it? There's no motorcycle made that has a decent transmission like that is there? I'm acting as Chief of Planning aren't I? My feeling is that the next generation of motorcycles will evolve into scooters. We are in the situation of actively considering various concrete proposals, but added to that, we even have the opportunity of doing something like this again.

Q: Are the brakes in common on both the 250 and 400?

Nozue: They're identical. If you carefully compare the weight ratios, for example, then it turns out to be fine. Maybe the intention was to reduce the differences between 250 and 400. In short, there are no big difference between them unless it matters. There's no question about that.

Q: While riding, which locks the first, front or rear wheel?

Nozue: It's usually the rear. Naturally, if you raise the oil pressure, however, the front will lock as well when the pressure isn't reduced after the rear has locked.

Kasuya: It differs from ABS and as it's a 2 wheeler, if you can't control the machine, you'll take a tumble therefore. So in order to control the machine, we decided to make it so that the rear is the first to lock.

Q: Currently, the 400 is selling well, but I suppose the one that you can sell is the one that you can also become attached to, isn't it?

Nakamura: I think that at the Motor Show, we captured that mood didn't we?

Yasui: However, I thought that in Japan, the 400 would probably have been the one that would've failed, didn't I? However, there was a lot of individual interest. We can sell the 250 and the 400 will sell as well. Or else, the 400 could've been targetted as an export only model. In fact the result is, that we're selling more 400s than we forecast. I was totally surprised.

Q: The price differential between 250 and 400, what dictated their relative prices?

Nakamura: Skywave 250 is 520,000, the same price as Yamaha Majesty. The fact is that I think there are many in the industry who believe that we'll be systematically taking money from our competitors. Well, we're already taking money from them in that way. As for me, it is a fact that what was demanded made it better for us. It's the reason we came 3rd and , well, there is is also the feeling that comes from being told by customers that we've done them a great service. The feeling is that the price of the Skywave 400 is just right. I think the price is just right and compares favourably with the 550,000 price tag for competitor 250's. When the Skywave differs in price by only 50,000 then it is not the only reason it is more expensive, the 250 is inexpensive. However, I'm bound to say that our competitors look as if they're pretty indignant about it. The fact is that I thought the price of the 400 ought to be less than 600,000. I felt that if it were more than 600,000 then it would probably be too dear.

Q: Are there plans of any sort to increase the performance of the Skywave 400 in the near future?

Kasuya: The fact is that the Skywave 400 is already a suitably neat package. As far as I'm concerned, that's because it is at the minimum necessary for efficiency. Therefore, it is a neat, taut package, one that we will make a little more rapid. I have the feeling that tells me that the current 400 is inherently capable and up to what is demanded of it. It makes it very difficult for us when speed is considered more important than efficiency. I also think that the fact is that efficiency is necessary, so why do we need more than this in automatic scooters?

Q: Wasn't there a story that said that you plan to make the differentials between 250 and 400 much greater than they already are?

Nakamura: That! Well, there was at first, wasn't there? However, the fact is that we were also considering whether or not we ought to make an entirely different model. You know, a little while back, I had a thought, "I wonder whether we oughtn't to make Skywave much more luxurious and expensive?" I say that we ought to want to make Skywave as inexpensive as we can for our customers. For example, Mercedes Benz, they don't make any distinction in their range and image for their European automobiles, from 1.8 to 4 litre. I reckon that's probably the best way of doing it.

Q: Which countries is the 400 intended for?

Nakamura: Japan and countries in Europe; from Spain to places like France, Germany, Italy, Switzerland, etc. The target countries for the 250 are the same as for the 400.

Q: Gentlemen, 250 or 400, which would you buy?

Yasui: I think that I'd go for the 250. There are situations where the 250 is good enough. For example, the way that the nimble 250 engine gets you around and about.

Kasuya: That nimble feeling. The fact is that there's no doubt about it, to all intents and purposes it's flavour of the month. However, the 400 is up to the job when you make real demands of it and do some very high speed cruising. The fact is that the way it is set up can give you that feeling of purpose and grandeur. The 250 feels light and airy, the 400 bulky and grandiose. There's no better feeling, is there?

Nozue: Therefore, for those who cruise at very high speed it has to be the 400; for those who runabout town the choice has to be the easy to use 250.

Yasui: Which one for me? There are some fine mainstream bikes at the moment, but if it were up to me right now, I'd buy the 250. If my wife told me "Darling, you can't have a bike!" then it'd definitely be the 400!

Nakamura: The 400 for me. The efficiency and moreover the sound. Great isn't it? While cruising gently around town, you can think, "At the week-end, I'll sneak out of town and . . . .". If it's used in that sort of way then the 400 is definitely the best.

Q: The colours, I sense a certain amount of understatement in the line-up compared to other big scooters already on the market. Is that so?

Nakamura: Silver is common to both 250 and 400. Apart from that both models differ. For example, we tried yellow to see what it was like, however, I suppose when you look at it from the user level, they prefer the colours on high class European automobiles. The fact is that the colours that they pushed for are used on the Skywave 400. By the way, how are the meters? Are they OK? we want know if they're not.

Q: The meters are fine at night, however, during the day, there are times when you're dazzled by the reflected glare.

Nakamura: The reality is that we're very fussy about components. It's fair to say that we made great efforts in that direction and spent money to refine those meters. That's to say that in the morning, you see the meters alloy hairline finish, and in the evening you see them in an illumination that's entirely different, an entirely new light you might say. The fact of the matter is, that we have to go out of our way and make the lives of people who dwell in towns and cities more fulfilling. Surely we must do something to encourage that sense of feeling of a life fulfilled. However, the fact is, it took MONEY. What's the cost of the meters on Skywave? Exactly the same as the cost of those on the TL1000.

Nozue: They have Nakamura-san's mark, so they're exquisite.

Nakamura: That little escapade on the carburettor cover, is a necessity and was something that came about during development. We're asked, "Is it due to some kind of in-joke?" and "Are you going to try and change it?" Well, at the trial production stage, we had the feeling that we were changing 2 wheelers for the better. It's our way of celebrating the way we've changed 2 wheelers for the better, by introducing the face and eyes on the cover.

Kasuya: Skywave is there as the formal name, but what about that cover? For Suzuki corporately, the Chikara-san cover shows the way forward for 2 wheelers. So, the 250 has the Chikara-san cover and the 400 has the Kaeru-san cover (Simon, see footnote at the end). The components that you can't see directly, even they've been done in some style, and we haven't had any complaints about it have we? One name that you lot in the media put forward was the "00". Well, when that was presented, we thought it was in poor taste, didn't we? You'd better ask your Mr T about it.

Yasui: You're magazine's done a complete write-up but, the TRUTH is that those were the kind of feelings we wanted Skywave owners to have when they open the seat for the very first time and see the face. A celebration of the change of 2 wheelers for the better!

Q: Gentlemen, Developers of the Skywave, please forgive us for being a magazine that didn't know about the things you've said.

Footnote: "Kaeru-san" When you open the seat of your 400, you'll see the caricature face of a frog moulded into the engine inspection cover.

In Japanese, "kaeru" is a verbal pun :
kae(ru) - to change, to alter (verb transitive)
kaeru - frog (noun)

Translated from the Japanese by Colin Binns