BFF Newsletter XIV

NEWSLETTER 13
February 1999

EDITORIAL

There isn't one! We repeat our wishes for a very happy and prosperous new year. It looks like being a very good one for the PTW, with a resurgence of its use as a handy, economical transport machine, even while the machines available for leisure sport continue to proliferate and astonish. That said, there is so much to include from other members that I will shut up.... Hope you like this issue, Ian.

in the next issue will be a report from Gerry Page on his first six months with a Burgman, including some teething troubles and how they were sorted.

This article appeared in the B.M.W. Club Magazine of October and is reproduced with the kind permission of the Editor of that excellent magazine.

There's life in the old dog yet! Or, a pensioner's choice by David Redfearn

After some 35 years of ownership of BMW motorcycles, I decided the cost of running a 20-year old R90/6 was no longer practical on my retirement pension. My alternative transport choice may be of interest to other members of the BMW Club who are in a similar situation. A survey of the scooter market led me to choose the Piaggio Hexagon two-stroke 125cc scooter, which, I am told, is the most popular scooter in Italy. The Hexagon is automatic - no gears to change - with a very comfortable dual seat, a very large lockable boot, and a disc front brake. Handling is not, of course, up to motorcycle standards, and top speed is correspondingly lower. Fuel consumption until recently averaged 67 mpg, and annual service costs appear to be about 40 per cent of those of the R90/6. Insurance and licensing are appreciably lower. Top speed is around 67 mph, with cruising speed on the flat about five mph lower. This is fine for short journeys of up to say 40 miles, but frustrating for longer journeys. By chance I came across an advert in a scooter magazine for PM Tuning. a firm based in the village of Slyne about two miles north of Lancaster.

On January 14th I set out from Lingfield for Lancaster, a journey of some 300 miles, after carefully checking the weather forecast. What I had not allowed for was fighting a strong blustery wind most of the journey. The next day I tracked down PM Tuning after asking directions three times. It is necessary to press a buzzer to open the gates before reaching the workshop further up the hill. A new and more efficient exhaust was fitted, together with a new jet, followed by two hours of dyno testing.

Total cost was £347. A computer print out showed that power had risen from 15hp to 16hp at 30 mph, and by 3 hp to 5 hp at 65 mph. Top speed went up from 67mph to 70mph. Very noticeable was the power improvement at 65mph. Previously I had to struggle to maintain 60 mph up a moderate hill, or against a headwind. Now maintaining 65 mph was easy. I was also pleased to find that petrol consumption had gone up from 67 mpg to 76 mpg.

New, the Piaggio Hexagon costs £2,999. I got mine from a London dealer with 3,000 miles on the clock for £2,195.

For those prepared to spend another £500 or so, PM Tuning will fit the Malossi 172 cc conversion, which raises the horsepower to 18 and the top speed to 90 mph. Petrol consumption will go down to about 60 mpg and you will lose the three year Piaggio warranty. For this conversion, I would also advise uprating the braking with Malossi discs and pads. In standard trim the Hexagon will out-accelerate most cars. It is mechanically simple, fun to ride and, with a non-metallic body, relatively rust free. It is worth noting that a screen is standard equipment on the Hexagon.

To increase luggage capacity on long trips I have fitted a bag hook on the top edge of the flip-up petrol cover, right over the centre of gravity (£5 as opposed to £40 plus for a luggage carrier). There are three different Japanese 25Occ four-stroke scooters - with a top speed of 80 mph, but at prices of £4,000 to £4,500 I am convinced that my converted Hexagon is better value for money.

Except in Motor Cycle Sport and Leisure you will have seen very little in the UK motorcycle press about the exciting range of new scooters. Here is some of what the continental mags. have been saying last year. (I.L).

BMW Cl, first drive report. Without helmet! From Scooter & Sport magazine

BMW made five of the twenty C1 prototypes available before the production launch due in the spring of 2000.

Development manager Reinhard Kari Schadt stressed that the design is in its final state. The production engine will have electronic Motronic ignition and fuel injection. This will make a regulated 3-way catalyst possible for a 125. The Rotax deliv . ers IlkW in any case, We used the carburetor version known as the Leonardo. Chassis and bodywork will also be improved.

Getting in
You do get in not on. Strap in with three points and two point seatbeits. Freedom of movement like in a car. Undo seatbeits either separately or centraiiy with a lever in middle of the handlebars. Good fat throttle grip with clean action. When starting make sure you press the right button, the starter - not the windscreen washer. Apart from that, like a scooter, throttle, roll off, away.

On the road
As no helmet, engine seems louder than in the Leonardo. BMW power train will hopefully be quieter. The prototypes are heavier than the production version, but once Doing the weight did not matter. Accomplished chassis geometry made for easy handling with idiot- proof straight line run. Even when creeping along slowly it does not wobble. The front telelever suspension plays a decisive role here. It swallows road ripples, hardly dives under braking and gives excellent road contact. Quite impressive, with ABS as an extra, the Cl will be out on its own in matters of deceleration.

Feel
The leaning front end and windscreen are unfamiliar when at an angle and the roof pillars obstruct the field of vision. The roof is visually heavier than it is for real. Once going one cannot detect any disadvantage (wobble). When looking up through the glass dome you feel like in a glider. The cockpit keeps off the head wind pressure perfectly; slight turbulence blows along side the head . The Cl has a few more wind tunnel sessions booked, room for one or the other improvement. Acceleration? Yes, but 11Kw for 180kg. Thanks to its good aerodynamics (better than an ordinary scooter) the aimed for top speed of 10Okph should be easily achievable. The prototypes offered 9Okph on their speedos and still had some left. but the test track was too short. And who wants to push a 200,OOODM prototype to its limit?

Summary
Great, the Cl is fun and refreshingly different. In many respects a quantum leap, from the engine with digital management to the telelever chassis with ABS. On top of that passive safety and totally legal without a helmet.

Side by Side by Side

Suzuki AN250 Burgman, latest luxury sledge, tested here exclusively (?'), how will it make out against the others?

Honda Foresight 250 winner of the last luxury comparative test defending its title.

Yamaha Majesty DX Yamaha flagship, now with rear disc brake, gold paintwork, altered mirrors and orange cockpit.

The three Japanese use four stroke, Honda and Yamaha two valves with overhead cams, Suzuki modern four-valve head. Italian Hexagon diaphragm controlled two stroke. Fewer moving parts, cheaper to make.

Costs
Piaggio: good 3000DM cheaper than Japanese. Also cheaper maintenance as no valve adjustment. Spares and crash parts also cheaper. Of course it does use more fuel and especially more oil. Roughly 2 litres or 3DM dearer per 10Okm. Still overall cheaper - it takes the four strokes 100,00Okm to make up the consumption advantage, highly theoretical.

Engine
Although of similar power, the Hexagon 180 out- accelerates the 250s because of short gearing and lower weight. Piaggio weiahs 15kg less than Honda and Yamaha and 35kg less than Suzuki. Top speeds of Piaggio, Yamaha and Honda are about the same with the Suzuki well up front. Its accurate speedo shows 13Okph, downhill another 1Okph. The Suzuki engine's quiet run can hardly be beaten, no vibrations throughout its rev-range. And it is silent like the Honda, the Yamaha definitely louder. Nothing however against the Hexagon, which vibrates the strongest especially during acceleration. Only at top speed does it settle down. No catalyst cartridge on the two stroke either. Neither have the four strokes, but they run a lot cleaner to start with. The Honda already complies with the Euro-1 exhaust standard for 1999.

Ergonomics
In principle you sit well on a luxury scooter, as long as you are not too short. From 1.7 m up does one get a good grip of the handlebars during U-turns. The scooters can be placed into two ergonomic groups. Piaggio and Honda enthrone their riders upright with good overview like on a kitchen chair. Yamaha and Suzuki took a TV-comfy chair as their guide, low seat with legs stretched forwards. Classic or cruising is not the ergonomicists debate, what about the execution in detail ? Hexagon and Foresight convince. Whether town travel or a weekend in London, the bum laughs. The Yamaha backrest disturbs (take it off if you are over 1.9m tall) and also the bad wind noise. When will we get a taller windscreen free from turbulence? The Suzuki's seating position doesn't work, tall types are pushed too far forward by the backrest and their knees upwards. Pillions slide off the mini footboards. Suzuki promises a remedy with widening pieces. If the pillion leans against their backrest there is room for another adult. Good for families. Thanks to windscreens and wide fronts luxury scooters keep their riders dry longer. Icing on the cake - hand guards like the Hexagon's.

Chassis
Long wheelbase, good straight line run. Short wheelbase good agility. Normal scooters approx. 1200mm, this lot (details see measurements) between 140Omm and 159Omm. Accordingly they behave safely on the motorway. The Suzuki is additionally aided by the large rolling circumference of the 13inch rims. 1690mm as opposed to 1418mm (Hexagon) makes for good gyroscopic forces, i.e. stability. What makes for weasel-fast handling? Short wheelbase and small rolling circumference. No surprise the Hexagon is the most agile round the bends. Almost as agiie are the Honda and Suzuki. The Yamaha loses ground on free running because of its soft, under-damped suspension. Breaking point are ground ripples in bends. Even with only moderate lean angle the Majesty swings up and seesaws. The only solution is reduce speed or buy better suspension. The competition copes well with sporty missions. Surprisingly even the 180kg heavy Suzuki keeps up. Suzuki highlight is the mono shock, mounted horizontally below the engine, which is progressively moved via a rising-rate linkage. The Burqman also has more suspension travel, 10Omm front and back. High quality suspension elements make the difference between floating over ripples and wobbling lamely round the corner. Honda and Suzuki utilise a combined braking system. Some people are afraid to go head over heel and use only the rear brake. Honda and Suzuki hydraulically distribute the braking force between both wheels, approx. 60% rear, 40% front. Uncertain types thereby achieve much shorter braking distances. Quick boys praise their stability whilst braking during cornering. For shortest braking distance one must of course also pull the right hand lever. Majesty DX and Hexagon prove that conventional brakes can bring about standstill fast and safe. The CBS system combines front and rear brakes.

Honda Foresight 250
The strength of Honda's luxury liner is its balance. It possesses virtually no weaknesses. Foresight drivers sit comfortably, brake safely and at night see a well-iit road surface. The four-stroke engine puts out less exhaust, but pays for it with tower top performance.
+chassis
+brakes
+ergonomics
+consumption
+ emissions
+ quiet
-wind noise
-top performance.

Complete cockpit with massive clock console. Like a car, boot open, everything in. Two H7 halogens for main beam.

Piaggio Hexagon 180
Only two stroke in the comparison with all advantages and disadvantages. Enormously strong pull away and up a hill, but high consumption and smoky exhaust. The lightest in the test engages through its light footed handling. Sensational price to performance ratio.
+prices
+acceleration
+handling
+chassis
+ ergonomics
+ lights
- volume (noise)
- consumption

Horizontal suspension leg, to the right of the cylinder. Huge throat makes for fast fueling. Noble cockpit in brushed aluminium, lit in green.

Suzuki 250 Burgman
The latest 250 offers more of everything. More performance, more weight, more room. Its combi brakes work faultlessly, the chassis glides over cobblestones and remains sovereign in the nastiest bends. Weaknesses in the ergonomics cost it the overall victory. + brakes + drive performance + quiet transmission
+ chassis
+ rear mirrors
+ silent
- ergonomics
- U-turns

The Suzuki engine shows the state of the art: horizontal cylinder with four valves, pipes lead to the radiator at the front. Honda and Yamaha look similar.

Yamaha Majesty DX
The oldest in the running has been equipped with disc brakes, a real advance. Its performance strong engine is still outstanding. Sporty types are slowed down by its chassis, however. The windscreen makes for unpleasant turbuiences.
+ brakes
+consumption
+drive performance
+range
+guarantee
-suspension
-wind noise
-ergonomics

Sober and fully equipped Majesty cockpit. Soft and under damped struts see-saw. The helmet compartment takes full-face and bits and pieces

The Armchair Commuter Honda's luxurious new take on the scooter is a jam- beater par excellence, writes Mat Oxley.

Superscooter: the Foresight, now Japan's top seller, costs £4,000 but rides but rides and handles like the best of motorbikes.

Back in the 1930s, visionary artists used to paint optimistic pictures of the millennial metropolis: all shiny habitation domes peopled by smiling city dwellers dressed in slinky one-piece polyester outfits, whizzing around in airborne personal transport modules. The reality has turned out to be just a teensy-weensy bit different. London looks pretty much the same now as it did then. It is just more crowded, more polluted and crammed with more traffic than any doomsday prophet would have dreamt possible. Nowadays, the closest you will get to side-stepping gridlock without buying a helicopter is aboard a de-iuxe superscooter such as Honda's Foresight (good to see the Japanese have not entirely lost their talent for coming up with ridiculous model names). True, the FS does not fly, but it is the best-selling motorcycle in Japan. If you have ever experienced the rush hour in Tokyo, you will know that is the mightiest of recommendations. The FS is unlike most scooters in that it has not been built down to a price. When scooters mobilised the masses during the post-war years they were unpleasant, smelly little things for people too poor to afford a nice little car. Not any more. At just over œ4, 000, the Foresight is a luxury jam- buster for people who are tired of wasting their lives in traffic, but who do not want to rough it. Corners have not been cut, so the FS handles and performs like a motorcycle, while offering all the practicalities of a scooter. Honda's engineers worked to a straightforward design brief: make the commuting experience as painiess as possible. So the FS is bigger than most scooters with armchair-like accommodation, excellent full-frontal weather protection and plentiful luggage space. It is so comfortable that you can almost forget you are riding a motorcycle. And passengers get a roomy ride, too. While the FS does not have a roof (do not bet against aficionados adding one soon), the bodywork keeps the worst of the wind and rain at bay. Neither does the Foresight have a boot, but under-seat storage holds a large briefcase, a brolly and a wet- weather suit. When parked it looks after your helmet and riding gear. Neat. The FS is fast, too. Dinky two-stroke motors somewhere between 5Occ and 125cc power most scooters but the FS uses a 25Occ four-stroke single offering uitra-quick and quiet getaways and a top speed of about 8Omph.

That impressive top-end performance adds a crucial extra dimension to this scooter's credentials as the ultimate ride to-work tool. While most are too slow to cope with motorways. The FS happily holds its own in the fast lane, thus it's so comfortable you can almost forget you are riding a motorcycle promoting it way beyond the role of inner-city commuter. The last thing most scooters need is more speed, but while the FS maintains the basic design that started with the Vespa - small wheels, U-bend frame and rear-mounted engine - it corners and stops as well as many motorcycles. This scooter is actually fun to ride fast - something most biking purists will find hard to believe.

In town the FS may not be quite as manoeuvrable as its dinky two-stroke cousins, but it is perfectly adept at squeezing through the tiniest of gaps, and an ultra-low centre of gravity makes it undemanding to ride, even at walking pace. All wonderful stuff, but the FS is an ugly beast. Styling is a bizarre concoction, mixing a headlight from Honda's 18Omph Super Blackbird with a fairing profile vaguely reminiscent of the factory's NSRSOO grand prix race bike and a rear end not dissimilar to a Ford Mondeo's. Yet you could argue that the FS is the coolest scooter around, because it is a triumph of substance over style, unlike many of the over-styled retroltechno scooters taking over our city streets. Or you could just admit that this is motorcycling's answer to the joy of wearing slippers: ever so practical, comfy and cosy, but just a little bit embarrassing.

LETTERS

I have been overwhelmed by the huge quantity of letters that I have received these last few weeks. Due to lack of space in this edition I have decided mostly to publish extracts. know that this may lead to some disappointment, but looked at in the light of the old proverb - half a loaf is better than no bread at all... (PaulM)

From Kenneth Bennett
I write as a new member to see if anyone can help me with a minor fault on my CN250? i bought the bike about 4 years ago with less than 2000 miles on the clock, but from the start it has had the most annoying habit of missing on part throttle. I took it back to the local Honda main agent from whom I bought it. They only increased the tick-over speed (which I had already tried) to the extent that the auto clutch was beginning to drag! This effect is worse in cold weather and quite throttle sensitive. It clears completely at over 4Omph, and even in the winter at 45mph. In summer, when the engine is properly warm it disappears completely. When the effect is present a jolt, such as putting it on the centre-stand will stall the engine. I suspect the "auto bi-starter" mentioned in the workshop manual, but I am reluctant to try it as I can't see how to test it.

From Julian Leslie.

I have meant to write some of my experiences of my now five year ownership of a CN250 with 14,000 miles on the clock so far and bought second hand. It has always passed M.0.T. and has never failed to start first prod of the starter button, even if it has been in a cold garage for weeks. It has a backrest Givi box and latest Sprint screen. Can I just uprate the list of my bikes; R110ORT, K120ORS and CN250, and hope soon for a Burgman 400 or a Honda 400 or a brand new CN250 and really look after it, like keep it immaculate. I ride my CN250 every day; I always use it for shopping, three to four full carrier bags. I have a weak leg thanks to a road driver many years ago. But at the moment the CN250 is still the best allrounder, with fitted extras. It gets more interest from passers-by than does my œ15,000 all extras B.M.W., A.B.S., engine management system and everything else. Though the B.M is a great long distance tourer.

Just one (at least!) more thing, you might find rather funny. I have owned many bikes, mostly big and fast, all the B.M.W. Ks, etc. Four and a half years ago my father talked me into going to have a look at this second hand CN250 with seven thousand miles on the clock, which 1 would look at with contempt, but no sooner had I gone round the block, I was hooked! I bought one on the spot. I had never been 'done' for a driving offence but on my way home to Bayswater, London, can you believe it, I got booked - five points! Thankfully the licence is clean again, I was just stunned, being so used to B.M.W. engine braking etc. On the CN250, though, and tucked in behind its screen enclosure the speed crept up on me. We have, lan and 1, fitted a good quality power socket just under the front of the seat, fused, of course. Plenty of battery power to use a compressor to pump up tyres. These sockets should be fitted to ail bikes as normal spec. As for the Sprint screen, well, I have had dealings with them for years for extensions to B.M.W. so-called front mudguards. The screen is great. On the way home my father and I averaged nearly 70 mph for most of the way with 82 mpg and did not want to arrive in London so soon, as it had been one of those really special English summer days. They fit the screens cut down to size, as time is too much for them to get screen lifted properly. Makes so much difference and that difference gives that little extra on top speed. Not affected by winds or holes in front like some of the sports screens with cutouts to let air through. Well worth the ride to Warminster anyway, past Stonehenge - lovely, long open roads. My father tends to make light of the B.M.W. Cl. It was designed for their (Germany) country. It has A.B.S., seat belt, and room for your briefcase or even a passenger at a push. But it was not designed to compete with FF scooters. It was designed with all devotion and for the well to do collar and tie person to go to work on their road system in suits, clean, dry and no effort to park and safely. The Germans will go for it, Ok. maybe it is not for us, but then it has not been at ail pushed on us, nor has the 318 Kg K1200LT, one really fancy bike with everything. The fact is that both cars and bikes are moving forward with futuristic designs. (Personally, I am 45 in February). I just love the designs of cars and bikes. I'm not taiking about rub bishy finished totally useless for the road Yamaha Rls but the Norton Nemesis etc., Ducati and the great move back to the lovely V twin. Don't like the linked brakes, though, having had the very best B.M.W. Mark 11 A.B.S. thought of as the best in the business. Ok, the B.M.W. might be heavy but it is weighted so correctly that I can lift it onto the main stand as easily as my i do my CN250. And once on the move the weight is immaterial. In fact it helps it. Lastly its great and the torque is out of this world. Coming back from the visit to my father I won't say what speed was maintained, but still returned over 53 to the gallon. Bikes which have never been written up correctly were; R110ORT, K120ORS, CN250 and the hoped for Burgman 400 or Honda 400. I prefer the design of the Honda. But didn't like the Foresight, sadly, nor the design. In the 250 class it has to be the Burgman, CN250, Majesty, etc. - ail these race type scooters for I call rich silly but they sell.

More Thoughts of Chairman Michael May

The story rolls on, 08.30 hrs Majesty fixed, can I fetch it (four weeks to the day since ft developed coolant leak). Pick up Majesty, seems okay everything in the world now seems good. Four hundred miles on, what's that green stuff underneath? Yes, you've guessed it. The end is nigh. Majesty disposed of Pity, really, good machine, no back up. Start again, buy a Foresight. It appears to be pretty good, doesn't seem as bulky and the brakes are really good. Hope it's a reliable machine. Time will tell.

Any members with hints and tips on the Foresight will be appreciated.

Honda manual makes no reference as to what to do if you get a puncture. Yamaha manual says 'take to deale@'! Maybe they do a workshop manual. Read MCN road test of SuzuKi AN400. Looks good. Why do they ride them like a race rep.? Don't even sit on them right, do they? Hope all members had a good Xmas and a prosperous New Year. Roll on summer!

Tokyo Motorshow 1998

New scooters '98.
Much was on offer this year at the Tokyo motor show. The industrious Japanese offered several novefties. Scooter and Sport was there. The Japanese are everywhere in the world respected and feared as busy and export oriented island people. Their engineers are among the most inventive and their production methods to the most effective. So successes are no surprise. With motorcycles they set the trend worldwide, with cars they taught the Americans and the Europeans fear. With scooters they now really accelerate. Mainly Honda is on the overtaking lane. No surprise as the world's largest two-wheeler manufacturer celebrates 1998 their 50th anniversary. And for this jubilee they want to really prove something to themselves and the competition. 'Vorsprung durch Technik' Advantage through technical science -this Audi slogan fits 100 percent to Honda. Nowhere else in the two-wheel world have the technical scientists more say, nowhere else is so much attention paid to detail. That is the declared company philosophy advanced by the founder Soichiro Honda. And so still today each Honda worker imbued with the search for perfection. Continuous improvement also drives the other two 'big ones', Suzuki completed their paiette of models with a big 25Occ (model) and Yamaha are improving their flagship with an ABS system. Only Kawasaki Heavy Industries are holding back and prefer to build oil- tankers. Common aim of all Japanese: safe driving, clean driving and complete foolproofness. In 'new- German' -'easy to use'.

Honda
What we predicted has happened. The 400 scooters are definitely coming and from Japan. The sensation in Tokyo was cleariy the Honda FB-S. It is the first official 40Occ scooter. Although so far a mock-up model of wood and clay. But Honda wanted to be the first manufacturer in Tokyo with a 400 scooter. Of course the others (Suzuki) are also working on it. (This in a sumer '98 copy. Just illustrates how quickly things are moving just now. Ed.) The Honda FB-S will be driven by a two-cylinder boxer (transverse flat tMn) engine (regards from BMW) with 399cc capacity, water-cooled of course. With this build of engine they are reaching back into their own history. The Juno scooter from the year 1954 suffered overheating problems because they had stuck the air-cooled OHV 198cc moped engine the Dream E in the bodywork covered rear. But already the successor the Juno M80 from 1960 possessed an air- cooled two-cylinder boxer engine with 125cc and 10 PS output. And as the Juno M80 or the 17Occ Juno M85 the successor FB-S has each boxer cylinder poking out of the side bodywork and so is sitting in the additionally cooling drive wind. With the transmission Honda is trying new paths. The problem with the 400 scooters is the ordinary, conventional drive belt. More output and torque brings ft to its limits. Which system Honda will use in the end is not yet clear. Maybe it wili be the CVT system with push-link-chain like the Honda Civic. They weren't giving anything away about the output, but it is supposed to do over 160 kph. So we expect around 30- 35 PS. So much output needs a sovereign chassis, therefore the unusual location of the engine in front of the foot-boards. With this the FB-S achieves a far more balanced weight distribution than the otherwise so rear- heavy scooters. That allows some expectations for its handling. The Bridgestone tyres didn't have any markings on exhibition stand, but they are 14 inch with 65 or 70 profile. 140170-14 sounds quite grown-up. Also with the brakes Honda leaves nothing to chance and reaches for its own in-house combined CBS brake system as used in the Foresight/Pantheon.

MEETINGS

Summer Meeting in Lubeck ]an Leslie 1 have a thick folder of details of the meeting in Lubeck 27th to 29th August, arranged by the Honda Helix Club Nord. If you are thinking of going and would like the details send a couple of stamps to cover post and they're yours!

From Tony Ayling

There are still three of us who meet at Box Hill on the first Sunday of every month-as has happened right from the founding of the Club. Please come and join us ! Watling Tyres of Catford do a good line in scooter tyres; Pirelli for £32. 00.

Club-program summary JAV-events 1998199 The JAN-ANDERLE-VEREINIGUNG der EINSPUR & ECOMOBILFREUNDE (JAV) organizes club events to promote friendship, contacts and skill among ECO-, car- . motorcycle- & sidecar-owners/dders/drivers who can participate with mentioned vehicles at most JAV-events. For INFO contact JAV do PERAVES phone 41 52 2025424 fax 2025425 Every Saturday (if no other events) Factory visits, drive-demos 10-12. Self-drive lessons after lunch. Reservations mandatory. Photo-shows 1998 at the ECO-factory. 6.30 dinner at the Taigarten Restaurant, Vissfeldstrasse 10.

Best Feet Forward Preview 1999 program

1. Spring meeting and tour Saturday, March 20, 1999 till Sunday, March 21. Meeting point ECO/MONOTRACEFACTORY, Saturday 9 a.m., individual return Sunday late afternoon. Organized by PERAVES.
1. Love Ride Sunday, May 2, 1999 at the Dubendorf Airforce-Base. Co-event with Harley-Clubs. Excursion with MDA-handicapped juveniles.
2. Corsic"ardinia-tour Thursday, May 20 thru Tuesday,May 25, 1999. CH-Genova-ferry-Corsica ferry- Sardinia-ferry-Genova-CH. Organized by our friend Robert MEYER.
3. Drive training Nurburgring Def. date available in January. Probably near end of June 1999. Co-event together with the International Association of BMW- Clubs. Separate ECO-class on North Loop and Grand- Prix-Circuft. Outbound trip Tuesday evening, 3 full training days with final grading and celebration dinner. Homebound trip Saturday. Organized by our friend Werner BRIEL.
4. gth Eco-training & Worldcup Sunday, August 08, till FhdayAugust 13. Drive training and Wodd Championships of Cabin Motorcycles according to formula W for ECOMOBILES, conventional motorcycles, cars & sidecars, again on the MASARYK-CIRCUIT Brno CZ. Outbound trip Sunday, 4 exclusive circuit days, WORLOCUP and gala-evening, return Friday. Cultural voyage till Sunday optional. Organized jointly by PERAVES and BOHEMIA MOBIL
5. 20th Alpine tour Wednesday, Sept. 22, 1999 Open Door Day begins 4 p.m. at the ECO-factory. Thursday, Sept. 23 till Sunday, Sept. 26. Touring region and special celebration programme 20 years will be published after JAV-session. Organized by PERAVES.
Further events are in preparation.
e-mail:peraves@active.ch
Homepage: http://www.meos.ch/peraves

The SFERA scooter J.R.Herring

There is one scooter which is usually missing from references to scooters in general. I was interested in this model and waited for its arrival in this country. Eventually I bought something else before the machine became available. I must point out at this stage that 1 was limited in my choice from the weight angle. I am not as capable at lifting as I was. You can see from the list of members machines that I ride a Sfera or that I did ride a Sfera. After about 5000 miles enjoyable use I had a peculiar incident with this machine. The rear wheel lost its splines. The bore was smooth but the shaft on which the wheel fitted still had its splines. After fitting a new wheel (œ96) we were prompted to do something about getting something which would keep up with the traffic. The Sfera's 56 mph was not quite what was required. We started to review the superscoots and quite by chance came across a low mileage Leonardo! Now this is the machine which I wanted at the beginning. We bought it in spite of its non appearance in the news letter. It was mentioned once in a list of Italian machines and once in connection with global sales figures. First impressions were 'heavy' and 'gutless' and on the way home it reached 60 eventually. The handling was great and the armchair comfort was a revelation. The brakes are almost as good as the Piaggio's. It is not FF. It also suffers from this learner business. The engine is only 125cc.s and I am sure that given more cc.s k would be good. The pillion passenger rates the comfort and placing of footrests as the best yet. When you consider that the standard was set by a Francis Barnett springer in the 1950's this is praise indeed. Snags. It weighs only 20kg. less than a Foresight.

The conclusion is that apart from the FF business this scooter is a contender in the Superscoot stakes if it gets a bigger engine. Anybody any comments?

The Aprilia Leonardo screen is huge. Without a windscreen wiper it is illegal. I needed eight inches cutting from the top. Nobody would take the dsk of failure and eventually we rode over to Sprint at Warminster who did the job for us; at our risk. Good people to deal with.

Tubeless puncture repairs. I had a puncture in the Sfera rear wheel in the first few days. After getting it repaired 1 was told that the BMW repair kit was worth having in the tool kit. I bought one and lo and behold the rear tyre punctured again within days. The BMW outfit came out. First of all the hole is cleaned by a tool that resembles a rough, rat-tail rasp, about 4mm diameter. This tool is inserted in the hole and worked to and fro. When the hole is ready to receive the plug the plug is threaded through the hole provided at the sharp end of the cleaning tool. This hole is like the eye of a needle. After doing the cleaning you will need even more energy to insert the tool and the plug. The first plug tore off before entering in the hole. The second ditto. The third ditto. Take off the wheel and find a tyre repair establishment. The kit is first class and not expensive but..... 1 still carry the kit. The C02 cartridges and adapter should be useful in the event of a slow puncture. For a real flat in emergencies I have a small pressure can of foam. Should the can of foam be used, what does the repair man say when he is asked to mend the puncture?

Voyager Racing at Silverstone Royce Creasey

Voyager owners met at Silverstone again at the deciding event of the formula 760 Championships. Four Voyagers made the event, Colin Russell's' is in bits in Lincoln having the cooling system modified and Doctor Howarth's being once more on duty. Bob Winsper dropped in from Luton Airport and Mark Crowson came all the way from Southampton despite having to leave their Bananas and Quasars at home.

Racing was excellent and the only disappointment was the absence of any other of the many English-made FFs owned by Club members. The Banana is in Royce's workshop but where were the Quasars and Phasars, the Elephants and Mangoes? We know you're out there!

Now that we can buy Japanese FFs like the Majesty and the Burgman which have real performance it reasonable to ask if rude things like the Voyagers have been eclipsed. There was a moment recently when a Voyager could have been spotted beating down the fast lane of the M4 in formation with an AN250 Burgman. Was this the moment when the present caught up with the past? Riding home from Silverstone, down the old A road through towns like Chipping Norton and Cirencester was a good time to reflect on this. It was freshly dark and the gale coming in from dead ahead was sweeping autumn leave blizzards off the trees and over the occasionally damp road. In these conditions the ability to maintain a steady 100 mph cruise in a comfortable cockpit with almost adequate heating still gives this ten year old English design an edge. We must all look forward to the time when the World's motor vehicle manufacturers catch up.

THE PTW AT LAST BECOMES A TRANSPORT SOLUTION? from lan Leslie

The MCIA has announced a further increase in scooter sales of 40% year on year. But the most interesting thing about the announcement is in the detail. For the first time, the biggest increase has been in Greater London. Since the tailing off of the earlier PTW boom in the 60's, London has been very far from the centre of continuing interest in scooters! But since the Greater London area is the very worst hit by near gridlock of road traffic, the fact that it now leads in the scooter resurgence surely implies that they are being bought as a transport solution at least as much as a fashion accessory. I hope.

MORE HELIX MILES!

Just in case anyone still doubts the capability of the Helix as a long-distance vehicle, here is where BFF member Robin Thomas went last Autumn. On the whole my trip to France went well, three days in the French Alpsl- some rain, snow on the Col de i'lseran on 2nd. Oct. Four days chez mon fr@re, three days along the Cote d'Azur including a meagre two hours in Italy (lots of Hexagons and Kymco tanks, but I saw no scooters over 15Occ). Phenomenal numbers of PTWs on the roads of Monte Carlo., so many flats without parking that on most roads in the Principality there is greater parking provision for 2 wheelers than for cars, and bikes 'live' in on-road bays, and what a variety of bikes! Back to Provence for my brothe@s birthday, oil change and new rear tyre on the bike. Three days for the return journey thro' the Massif Central - 3,200 miles in all at 78mpg. We (who are "we"? Ed.) must do something regarding Eurotunnel and motorcycles. NO sensible fares and no discounts; I had to use P&O simply because they offer 30% off thro' 'Bike' mag. and 'MCN', and which they seem to allow for ail PTWs if booked at least a day in advance.

Take me to your leader!

Here is a photo. (Pulse) of a FF motorcycle I came across on a trailer in Salem, New Hampshire. 1 was not able to gain any information about it. What was most striking about it was its sheer size! I made it to be about seventeen to eighteen feet long and as wide, if you include the outriggers, as your average family saloon car. It must have a very large turning circle! (I remember that this vehicle was featured in a UK TV programme some years ago-does anyone else remember it? The vehicle was branded as a lemon by the presenter. PauiM.)

Subject: FF Discussions on the internet

Hi, Keith & Ian You're missing a really fascinating discussion concerned with designing an FF, or rather various FFs and leaning trikes, on the internet. Here are just a couple of examples out of about 100 contributions made over the last 3 or 4 days.

Subject:DIV Motor and other Common Goals
From: Mitch Castro, ccast@wvit.wvnet.edu

Hi everybody DIV - designed by internet vehicle (easier to pronounce acronym than VDI). I think that the conversation IS progressing. The last round to designing a vehicle on this list ended because there were so many ideas about the proper engine. However, now it looks like the range has narrowed to 40Occ - 150Occ. The middle of this is 55Occ- come on, lets pretty please go the middle- the Honda 500-650-? (turbochargeable) family. Also, it seems that everyone on this list (me first) is a tightwad who doesn't want to give up his money- even without a vote, I'd say that is unanimous. So, that is the prime reason for choosing this humble, but venerable potentially Porsche 911 beating motor. You could find such a motor cheap! Donl worry about reverse right now. As for the question of adaptability of the design from FF to TT. i just read an article about a top level car designer. The author assumed that the multivaive engine head must have taken an enormous amount of time to get it right. The designer pointed out that the accessory belts for the water and airconditioning pumps were a greater challenge. The combination of 'little' things like coming up with a good ventilation system or openable windows are actually what takes up as much design time as anything else. So for now, lets assume that we are picturing a short FF 'ecomobile' with a Honda 5-650-? engine that could have either two wheels in back or "landing gea@' like h+,"p:llwww.inb.netisafetyl . In fact, let's not worry too much about the back wheel or wheels right now. If you want to build a rear (motor just behind driver) engine FF (ecomobile style) instead of a TT, I'm up for that game too! Other possible points of agreement:
* we aren't designing anyone's personal dream machine
* we realize that this is only the first machine-once we get this one we can start on another and another and another and each time it vfili get easier and easier and easier
* we dont worry whether this machine can be "Real" or not
* we concentrate only the 'on paper/ digital' design - don't run off and spend any money yet
* we realize that the time & information available from the combined input myriad experts on this list is the real treasure that we can all have-we just need to organize it. I'm not trying to get my perfect dream machine built. To start with I don't need that much power. I drive a 42 horsepower Geo Metro which weighs about 1700 pounds = 40 pounds per horsepower and will haul four people breaking the speed limit 95% of the time getting at Least 40 US mpg. Hey, Enzo Ferrari drove a Fiat 128 in real life. But, I'm willing to compromise. I want my friends in Europe and American cities who can go faster to do so. Besides that will make 'he machines more popular (my real goal). The general public is impressed by machines that go fast. In addition to that, the idea of potentially outrunning new Porsche 911s with a 20 year old dusty orphaned motorcycle engine tickles me. Standard equipment includes a free online trouble shooting service with friendly experts.

From Julian Bond,
One of my wilder fantasies was to take an EXUP engine and turn it through 180 deg. It's then almost exactly the right wedge shape to fit behind a tilted seat back. Getting the power to the rear wheel in the right direction is a bit of a problem though. A set of reverse ground cams would get you a good ways along that, and that should be just a matter of reversing the master on the cam grinder. This type of cam was needed when making a mid-engined car with a Corvair transaxie. Ian Drysdale in Aus. has a lot of experience with running Yamaha heads backwards on his V8, and ISTR. He reckoned you could just reverse the cams with a bit of minor machining. I was thinking that more of a problem would be getting drive from the sprocket (now at the front) past the crankcase end to an idler near the new swing arm pivot. Of course, there's a lot of other minor (!) detail about running the starter in the other direction, getting appropriate spark sensors and so on.

From Paul Blezard
Here's a thought which I would be interested in people's responses to. I think all these ideas and classifications are very interesting and thought provoking but how about starting off with a straightforward 'prototype' for this whole DIV concept ? To make it much easier, Suzuki have been good enough to build the Burgman 400 for us - the closest thing so far to a mass-production FF that has enough power to make it exciting to ride on open roads. How about taking this as the base vehicle for an FF kit (or kits) which could be added on to the standard machine without having to make too many modifications. We have a chassis, wheels, brakes and power train which goes, handles and stops pretty well to start with. It also looks pretty good and I would suggest that the 'basic kit' would leave the entire front end bodywork. lights, handlebars etc. alone too. The standard seat however is definitely on the high side and the bum stop is too near the front while the pillion seat has room for two Japanese paddock doilies. Since the Burgman is being marketed worldwide (isn't it?) we can all pop down to our local Suzuki dealer's and look at one while scratching our chins, making notes and pretending to be interested in buying one. For those who don't have access, Julian can put a pic. of the Burgman on the web site, along with the pix that i took at the NEC of the cut- away model, which exposes the entire chassis. First decision: 1. Is it possible to make a significant improvement to the riding position by just modifying the standard seat pan and leaving the frame tubes alone? Maybe a single seater version in which you put your bum in the front of the'boot' (luggage space)? 2. If not, what would be the simplest and most effective way of modifying the top frame rails to suit? And could you still carry a passenger? Assuming that one could achieve a lower seating position for rider and passenger, this would largely solve the inadequacy of the standard screen at a stroke. If we can@ even design a couple of modified parts for a standard machine there won't be much hope for designing a complete vehicle! But if we can, then the next stage would be to think about a more radical fully-enclosed single seat version (still keeping most of the chassis and power train) using the same sort of layout as the superbly executed machine shown in Florida in 1990 which was based on the Honda CN250 Helix. (if only we could make contact with the guy who did it we could get more details off him). Assuming suitable mods to the CVT system, a fully enclosed, really aerodymamic Burgman 400 with 35bhp should be capable of 10Ompg at 10Omph with a top speed of about 12Omph - yet would still be narrow and short enough to threa d through traffic, with just flaps to put your feet through for stopping. Make it a targa top for sunny days. guild Quasar style panniers and Voyager style taiifin for storage within the shape. Sounds good to me.

BTW - talking of seats, as we were. Arnold Wagner makes his own seats with a solid fibre glass base and back - they are like a miniature car seat - narrower base, narrower but still hinged and adjustable back with a built-in pocket in the driver's. They also slide back and forth on the Eco's floor - also just like a car. Surprisingly heavy though. By this means a 6ft6in rider can be accommodated, although the top of his head pokes through the skylight and his knees are somewhere near his ears. PNB

(After all this excitement designing the ultimate FFITT, here's some mundanity to bring y' all back down to earth with a bump. The official UK price of a silencer for the Piaggio Hexagon 250 is a bank-busting œ392. Makes Honda's prices look cheap. I've warned Piaggio that they might not sell very many considering that the CN250 original is now available from Honda UK for less than half that amount I They're coming back to me on the price of a rear wheel.) PNB

Subject:Re: Lamb-Burgervan Kit
From: Simon Creasey,

The idea of offering various bodywork kits for the Burgervan sounds great. From my own work on a Helix taii section (slowly becoming flesh) I'd say it wouldnl be too difficult to build a modular type rear with open utility or waterbed (for the sheep, Bruce), single seater (fastback) and two-seater versions all based on a common 'floorpan'. A slug type single seater would of course require a different nose again, and probably a (lower) Hossack front end. Personally, however, I'd be wary about moving the rider's seat further back, as this would reduce braking and turn-in capabilities. Far better to redesign the nose section to get the feet further forward. Can't wait to see the cut away versions of the Burgervan. Could you send me the JPEGS Paul? Cheers, Simon.

Subject: Re: rear engines, reversing engines, Burgervan conversions
From:Royce Creasey, royce@hightech.clara.co.uk

Hi Perps, Nice one Julian, I've looked at reversing an Exup as well - when you've got the cam ground and the ignition re- mapped don't forget to alter the oil pump plumbing. 1 believe the water pump's OK though. The rear-engined Reliant layout was the result of having the pattern engine ( a set of cases) lying on the floor next to a Voyager. it involves another gearbox, dry-sumping, a different oil pump, somones else's starte.- motor and more money. But in ergonomic terms there's no problem with a two-seat 60" wheelbase and the space under the seats is the single biggest space in one of our 'English doorway' FF's. The space between your knees is merely the longest space There are a number of ways of fitting an engine and gearbox in the back of a Voyager - if you can afford (say) Cosworth and Hewland. The interesting thing, to me, about the Reliant solution was that it might be possible on a back-door basis, 'Back-door engineering", you take things round to the back door of an engineering machine shop and give them to your friend to do. Let's face it, Tudor's Slug is as long as it is because Macolme, bless him, didn't give a hoot about details like wheelbase. that's why he got to build so many FF's, I don't know why a clever guy like Wagner builds the Eco so long. I thought Julian's list of FF types was interesting, can't see quite where my general purpose all round vehicle fits into it. I'd go for 'Sports/Utility' of course to get round Californian emmissionlaws. And it's perfectly true that FFconversionkits based on Japanese scooters will be great sellers- if and when the Japs slip up and make a scooter where you can do that without modifying the chassis andlor the engine. Believe me I'm watching this closely! If anyone is interested in the Reliant rear- engine concept the spec. it looks like this. 85Occ 4 cyl. four stroke, water cooled, mounted transverse. Five speed transmission, primary driver chain or gear, final drive chain (Ugh!). Two seat Double Wishbone front suspension, cantilever monshock (Mkl I Voyager). Two seat, plus boot sufficient for helmets, shopping, laptops etc. Open cockpit with heater and fan 16/17" wheels (2 oft) 58-60" wheebase. Speed will be very adequate. There's the little matter of turning the Mkl I Voyager hub designs into Hubs and a minor engineering project (see above) concerning introducing Reliant engines to various Japanese motorcycle gearboxes. If you are interested in the cost you cant afford it. Like me.

Cheers, Royce.

TYRES From David Builivant

You asked about tyres-well, we got 8,00Okm (5,000 miles) out of the OE rear tyre. The Metzeler that followed it lasted a mere 4,000 km (2,500 miles)-, it was a very grippy and soft mix tyre, superb feel on the go but it did not go far enough! We were then tipped off about Batlax MT 50 touring-a tyre with a sort of Landrover tread pattern but so far after a further 4,000 km it seems about half worn. And yes, we travel two up, the pilot is 85 kilos and the lady on the back is 60 kilos, we have a 46 litre top box (accepts our two summer sleeping bags, so not much weight) and the under saddle 36 litres is usually well packed. We load heavy kit in a rucksack we hang on the steering bars so that it hangs down between the pilot's knees. We cruise at 100 kph/60 mph nearly all the time- loadsaroads and little traffic allows cruising speeds to become average speeds for journeys... and only now and then zap up to max speed of 120 kph. Frankly, this tyre wear rate is not very satisfactory, but new tyres cost about £25-£30 which is far and away better than the £160 for speed rated rubber for our previously owned BMWS. In those days Metzeler Marathons, the hard mix, did us for 30,000 km on the back and more than 45,000 km on the front wheel, riding very smoothly which our long haul riding encourages. Fuel consumption two up cruising at 100 kph is a regular 4 litres per hundred kilometres.. that makes something short of a gallon for sixty miles- reckoned to be about 70-75 mpg, I suppose. Our best has been 3 litres-and its often 3.5 litres per hundred-we reckon to refill the tank when the odometer shows 300 km-usually takes nine or ten litres-oh for a bigger tank!

As to Gary Page's cry for help-why buy an overpriced motorcycle accessory when a visit to an outdoor/camping shop will produce a waterproof rucksack that you can hang on the handlebars of your scooter-the one we use came from a flea-market and cost one pound, is fully waterproof and has a number of cunning, zipped pockets. Behind the apron, as it is, it really doesn't need to be totally waterproof, but rain also comes down, as well as blown as spume from other vehicles. The comments from Paul Atherton's lady on the pillion seat were the same as those made by lnkeri when forced to ride a Helix. OK, the one we used had no pillion backrest, which everyone has since told me is a necessary fitting (why not fitted by the factory, then?). Those concerned about comfort on their Supascutas could do worse than do what I did- added a camping cushion-inflatabie type to the seat. Mine is held in place by a short 'elastic' hooked under the lower saddle rim each side. It makes trips of unlimited mileage possible as it provides a little more support and also insulates out the very slight, hardly felt vibration that is transmitted by the ordinary seat- you don't notice it but it nags away at your dumb end making it numb.

From Tony Akester

Just a few lines in reply to your request concerning tyre life in the last issue of the magazine. Our Hexagon has done just over 3,000 miles, mainly solo commuting, with a few longer two up runs. The tyres are the OE Pireiii SL 36s. Wear on the front is negligible, the rear looks as if it should do another 500 miles or so before it requires replacing. I got a puncture in the rear tyre at 1,200 miles which I repaired using a tubeless tyre repair kit. Fortunately the tyre went flat in the garage at home, and, after plugging the hole I was able to re-inflate it using a foot pump so I cannot vouch for the efficiency of the C02 cartridges supplied with the kit. I checked the repair and tyre pressure daily for a week or so, then the usual weekly check and the repair has been entirely satisfactory. If I did more long distance work or two up riding, I would have renewed the tyre sooner, for peace of mind, but as a 'temporary' repair I have had no problems. 'Scootering' magazine recently conducted a tyre test which seems to confirm my view that the Pireiiis are not a particularly confidence-inspiring tyre. From what I have read, Micheiin Sls or Boppers seem to be the standard by which other tyres are judged, (at least in 'Scootering' magazine). However the Continental Zippy I's as reviewed seem to offer a good compromise between grip and mileage. I wonder if any other members have any views on the matter9 On the subject of punctures, 'Scootering' have also tested a product called 'Flat-Free' which is a sealant put ;Into the tyre which is claimed to seal it in the event of a puncture. I am a bit dubious about squirting anything into a perfectly good tyre just in case I might get a puncture at some time in the future, but as these usually occur in the dark miles from anywhere when its raining, 1 suppose the manufacturers might have a point. 1 recently bought a luggage carrier for the Hexagon- genuine Piaggio- it was delivered without any fixing screws whatsoever. After several telephone calls and a letter to the dealer, I was sent screws for the top plate and backrest and told that the carrier was attached with the existing grab handle screws. When I removed the handles however, I found that the lower of the two fasteners was moulded into the handle and could not be removed. After some head scratching I solved the problem by having some stepped screws manufactured from cap headed Ailen screws, reducing the head diameter to fit into the counterbore in the mounting plates. Fortunately, I have a friend who is a model engineer and owns a lathe ! I also had to source and adapt two plastic 'boots' to cover up the unsightly holes left in the existing back pad by the removal of the grab handles, but I really feel that none of this work should have been necessary to fit a manufacturers accessory. 1 look forward to receiving the magazine and enjoy reading other members views and opinions - keep up the good work.

From Kurt Staudt
I am happy to be a new paying member in your BFF- MC. Robin (the mileage eater) was it, who made the decision for me. He attended two rallies of Wartburgs and Trabbies. Since there was a break in between of just 5 days he called on me, if we are at home and having some spare time. It was a very nice time with Pauline and Robin. Only problem was (so is the opinion of my wife) that I wasn't able to say as much as usual because Robin stopped me. It took a long time writing you a letter. But now I have to, because there are some news coming up, you have to know about. There will be our crazy annual meeting of all types of motorcycles and scooters in Hamburg on June 13, 1999. It is arranged by a mad Pastor of the main Lutheran church called Michel. This year there was an estimated attendance of about 30,000 riders with their machines. We met in the centre of Hamburg (as usual) and rode all together just across the city to the main motorway up in the direction of Fiensburg. The motorway was closed for all other vehicles for about two hours. It was a mess for cars on that day in and around Hamburg. There will be a smaller but lovelier international meeting arranged by our Helix Club of the North from Friday 27 until Sunday 29 August 1999 in Travemunde near Lubek ( just 100 km from Hamburg). The all including fee will be about 200 DM. Since there is only limited space for 83 persons on the 4-pole sailing ship, the reservations will be made by 'first pay, first get'. Half of the fee is payable on reservation and is not refundable. If you are able to visit us due to one of our meetings I may advise you to get your reservation in early! For Robin tested our small guest room with his wife already and it will be available only for one couple for some time ahead and after the two meetings There is much space however in our garden for a couple of tents. So get together and haunt us Germans. As you know from your visit in Koblenz, most of us Germans seem to be friendly. In the meantime 1 look at that crazy Christmas Card (crashed motorcyclists in snow and ice) which Dave Stalker sent to me. And I'm getting more and more scared to travel over to Great Britain with my 'Sofa'. But sometime I have to, since my wife has relatives near Barnsley (Yorkshire). I'm lucky then however for I have to take the car for that purpose. And in the meantime there is a Dave up in Kellokoski, Finiand, who is trying to keep me busy. But up to now 1 was no help at all for him and his wishes, since I know very little about the technical details of motorcycles or scooters. I just ride them. Also dealers are not very co- operative over here because I am not a well paying customer to them. They will give out a brochure of accessories only if they think that a deal is for sure. In the meantime you may try to get the meaning of the enclosed information. Maybe there will be an English translation available sometime.

From John Woodcock

After twenty years of riding many different models, I'm well aware that the perfect motorcycle does not exist. Such endeavour has left me with a bad back and a poor bank balance-amazing how depreciation takes hold between 'dream' bikes. And then along came a feet forward Honda Foresight. What a revelation. Three months on and still an absolute delight. Each ride seems to uncover new treasures- storage, comfort, protection, clock, mirrors, looks, economy,, weight, shoes, washing, fun, steering with your feet, all without any vibration, gears or numb fingers. Tremendous!. But there is a problem. One that grows the longer I keep it. My friends and family think I'm crazy to have swapped a Honda Blackbird for a 'Hair Dryer/Moon Buggy/Moped'. Their abuse grows in inverse proportion to my admiration for the wonderful, little machine. But my resolve weakens, so what to do?. EUREKA ! Find some fellow 'lunatics'. Ones that have discovered the future, this rational form of transport Please send me membership forms urgently!

THE BURGMAN 400 (SUZUKI AN400)

The Burgman 400 IS definitely in some shops - though in very small numbers. There are almost entirely good reports coming in about it. Riders are especially keen on the horizontal multi-rate (and easily adjustable) rear suspension device, among other things. Already the new machine is being considered as a possible "platform" for a radical enclosed FF bike: see the lnternet correspondence later in the mag. GIV] have geared up and are already able to offer a better windscreen, rack and top box of course, and some other items (GIV] UK: 01327 706220, Fax 706239). We have a report of a single retail chain having already sold several thousand of them. And of one rider who has already ridden an AN400 for 20,000 miles in six months, before his drive belt snapped. (Remember: the "official" belt life for the slower CN250 was 12,000 miles.) Both these examples come from Italy, of course. But it is the same old story in the UK trade. Little attempt to go out and sell this new machine unique in its class; Suzuki GB, we learn on credible authority, only expect to sell a few hundred in the whole of UK in the whole year; and "two or three" dealers in the whole country plan to have a demonstrator. Do please get along to your local Suzuki dealer, teli them of the great interest and ask them to make a demonstrator available. Ian Leslie.

GET-TOGETHER IN DORSET

For the third time running, Cohn and Sue Ferguson offer their hospitality for the weekend of the MCN Bike Day at Beaulieu. We do not yet have the date confirmed, but it will be late in June. Barbecue, ratchet-jawing, camping in Colin and Sue's grounds (or stay in nearby B & B's, or come by the day); run or runs depending on wishes and weather; on to Beaulieu on the Sunday (optional). Contact Cohn a.s.a.p. if interested: 01258 817549. They are at Furze Hill Pulham, Dorchester.