BFF Newsletter XIV

NEWSLETTER 14
April 1999

THERE REALLY IS a seachange in the balance of PTW models on offer now - but as usual the UK industry and trade is doing its best to be left well behind.

There is huge enthusiasm for the Burgman 400, but, that apart, we list the following scooters and superscooters which are, more or less, FEET FORWARD in style and are all practical machines offering good comfort, smooth bodywork offering some weather protection at the very least, permitting the wearing of ordinary shoes without getting your feet drenched and built in luggage space: Peugeot Zenith, Peugeot Elyseo (50, 100 and 125), Honda Pantheon, Honda Foresight, Honda Helix (listed because still on "official" sale in other EU countries!), Piaggio Hexagon (125, 180 and 250), Yamaha Majesty (125 - new and different - and 250). There is also a VAST array of attractive scooters of more conventionally short wheelbase but by no means so "sit up and beg" as traditional Vespa-style, which do have built in luggage space etc. and legshields so designed as to invite a fairly FF riding position.

It is the automatic, enclosed body, easy to use style of PTW (oh, very well... scooters) whose sales are currently rising, yes, in UK, at the rate of 80 per cent year on year. But the motorcycling press, most established dealers, and the present "big four" -Yamaha, Honda, Kawasaki (who are not proposing even one "scooter"!) and Suzuki - are hardly bothering to place a toe on this rolling bandwagon. An amazing number of our little BFF band have already acquired Burgman 400s - but all had a struggle to get them. We get report after report of the apathy of dealers towards selling, not only this model which offers the performance we have been demanding for a decade, but any of the superscooters.

Ian Fitzsimmons writes: "What a super machine it turns out to be... but boy! do Suzuki let themselves down. It is badged as "Luxury Urban Commuter." What drivel! It is an ideal long distance cruiser which doubles as a luxury commuter." fan had been told that it has a two speed drive! He goes on: "I asked the Suzuki people about this at the Scottish bike show. No-one knew anything and I was advised to phone Suzuki Customer Service dept. All I got was a gentle brushoff and a promise to phone back - which they didn't. And the dealer continued to insist that it has a two speed drive... I phoned Suzuki again ten days later and they said they had no record of my call, that they have no technical knowledge in the Customer Services Dept. and that it was up to the dealer to give me information. Customer Services - what a joke."

Gerry Page wrote to us months ago to report that, having the bad luck to get a nail through the back tyre of his new Burgman, he was told by his dealer that there were no spare tyres yet available. (Burgman uniquely uses 13 in. tyres.) We immediately wrote to Suzuki about this, addressing our Faxes (to increase the small likelihood of an early reply!) to Suzuki's PR agents, to their Service Department and to their head of sales and marketing (yes all three). At last came a reply dated 25 March from fan Catford, Director, Motorcycles and Power Products (sic) - Sales and Marketing. He states that the Parts Department assure him that the tyres are available, at r.r.p. of Front, £39.07 and Rear, £43.49. You may guess when they arrived! Gerry's dealer's understanding was that Suzuki GB had forgotten to tell Bridgestone that they would be importing the model...

Ian Catford continues: "With regard to... the launch of the AN400 and the availability of demonstrators, the key factors here are that we were not able to obtain the volume of stock that we wanted from the factory. Consequently, the first shipments have been limited and, as such, we have only satisfied the demands of customers who had already placed orders with our dealers. Therefore, you can understand the reluctance to put on demonstrator units at this stage.

Given that, as PNB reports elsewhere, many thousands had already been sold, for instance, in Italy by the end of 1998, we can only assume one thing: if Suzuki GB cannot now get the supplies they need it is because they did not have the confidence and forward sight to order a good number in the first place. And look at the subtext: you cannot get a test ride, but they supplied to punters who wanted the machine so badly they were prepared to order without one. And there were enough such to take up their full stock and leave them without even a press demonstrator. (Fact.)

Now isn't that just the way to go out and enthusiastically sell a splendid new product with an absolutely unique selling point??

While a couple of virtually unknown companies fix deals with Halfords - and Tesco! - to hardsell scooters; while Peugeot, who a few years ago sold about three scooters a year through risk taking dealers like Jack Nice, now sell through car forecourts as well as PTW dealers and hse toward bestseller status, the mainstream of the UK bike world still looks down its nose at anything that isn't a fully fledged "motorcycle."

PLEASE DO ALL YOU CAN TO SHAKE THEM OUT OF THEIR ANTEDILUVIAN ATTITUDE. Phone, write, fax, email the big four - their PR departments, their sales' departments, their MDs. Write to the bike mags. and, repeatedly, to the weekly rag. Talk to all your local dealers - and others whenever you tour. Ride your bike along to your local club and show it off.

Ian Leslie.

RIDING FF Eddie McDonnell

I want to talk about the most important, fundamental feature of FF's -how we actually ride them, how we handle them and steer them, and how these things relate to riding conventional bikes. I've a few observations to make about how we go into turns, corner, use steering and body weight; and how what we do is affected by the riding position and the lowered centre of gravity (C-of-G). I think there's more usefulness in discussing this than going over design, metal working, development and construction again and again. Also, to describe my FF engineering experience would only revive memories of the monstrous amounts of mental pain and effort invested in building and developing the thing that I'd much rather forget about! My observations on riding do however lead to conclusions about design issues on riding position, C-of-G and wheelbase, key features of FF design and layout. I'd better give some mechanical information. Mine is a Moto Guzzi V50 Mark 2, modified by Malcolm Newell for John Golden in 1982 to make what John Bruce says was the first Phasar after the original Quasar ceased production. I rebuilt it 1990 to 1994, and made it open top, much to the dismay of John G. and some of Malcolm's team It's pretty much standard wheelbase - Malcolm's addition of Bob Tait Hub Centre Steering (HCS) added only about an inch. And although I've recently fitted a longer swinging arm, it's only the standard fitting on the current V5O- originated Guzzi 750's, adding just 48 mm to make the wheelbase 1482 mm/58.3". Seat height is currently just under 18". This and the short-by-FF- standards wheelbase explains why I have the experience to comment as I will on quick steering! During four years experience of continuous use I've had to develop out some handling faults, and in doing so I tested out different techniques of dding, and worked out some observations of how we ride FF's compared to conventional bikes. My FF experience also includes riding my FF's twin, Pete Billington's Guzzi, once. Also, his VT 500 White Shark three times.

Why doesn't somebody go and buy this exciting bike off him for what's not a great amount for a working FF with a pedigree? It's currently going to waste. Since my other bike is a conventional V50 I've had the opportunity to get straight off one and onto the other, and since I've also ridden each for many laps of Oulton Park on a couple of track days, I have the rare experience of having made a direct comparison of conventional v FF riding position on otherwise identical bikes. Well, there is the HCS too. I use the FF day in, day out around Manchester and up and down the country, wherever. Four years continually on the road. This is a reliable working bike, not an occasionally run 'special'. It works. 1 really wanted to ride it on the Isle of Man, and duly did so visiting this year's Manx Grand Prix. It works there too. I'm writing for FF'ers, who I know will be interested. Others can read and reflect if they want, but I'm not very interested in confrontational debate about the merits of FF's with other people who aren't convinced about them. I've got mine, why bother about them ? I know many of them are happy enough anyway with what they've got, so let's not get in a sweat about it.

HANDLING

The handling faults I had to sort were all traced to pretty conventional things - if that includes setting up a double wishbone Hub Centre Steering (HCS) front end, and wheel alignment both vertical as well as lateral, along with shocks and bearings. But conventional in the sense of being mechanical rather than riding-position related. It didn't handle that badly, even a few weeks after being first put on the road I was faster round Oulton than on the conventional bike, and as fast or faster round the corners as many of the modern race-reps that were there. Now there's four years development been done and it's pretty well sorted. In analysing steering actions, I'm working on what Tony Foale says, that we steer by a combination of counter-steering and shifting body weight to push the bike down. We subsequently use body weight differently, to move the C-of-G to the inside to reduce the angle of lean necessary. I've also read John Robinson's books but I won't pretend to understand the equations! I'm happy working from Tony Foale's concepts, but I'm open to being told I've overlooked some fundamental of physics or riding. I find many people both for and against FF's get basic things quite wrong, so you might tell me that I have.

STRAIGHT LINE RIDING

I had a problem of 'skitter' whereby at town speeds the bike felt unplanted and a bit wandery. This really turned out to be over-stiff rear suspension and stiff rose joints in the front steering. But before sorting them out, I experimented with moving my weight about. I found sitting up off the backrest has a dramatic effect - it feels more stable and more like a conventional bike. What happens is that I immediately start moving my weight slightly to correct each minor weave or wander, whereas sat back my weight is static. Also, sat up, more weight goes down onto the bars, so I feel the front wheel pattering over bumps, which feels more informative although not essential, I think. I suppose the fast boys and girls will say it helps you to sense when you're on the limit of tyre adhesion. Sat up, my upper body weight is a little too unanchored to continually ride like that. My legs aren't straddling the bike and my feet are resting forwards rather than being planted downwards onto the footpegs, like on a conventional set up. So I need the backrest instead, and at one period I ran with it propped more upright, and was better able to use body weight. I noticed a photo of Graham Fryer on a race track on his FF with a makeshift upright backrest, I assume for the same reason. Interesting. But with the bike properly set up, it's not at all necessary to sit up for normal riding. And an adjustable backrest will enable you to choose on occasion to sit upright instead of laid ba,,.k. Another discovery was that settled against the backrest it is possible to add a little instability by sitting down with your weight off-centre to the bike. On an ordinary bike, you'd shift your upper body to compensate and you do a little of that all the time anyway so it doesn't apply. I don't always bother but sometimes find it's worth sorting by momentarily bracing my weight between the footrests and the backrest, then sitting down again with my weight self- centred on the bike. Or I can just lift my back off the backrest and feel for the most balanced sideways position in which to re-settle my weight.

STEERING AND CORNERING

For a while, I had a weave through long fast curves that produced a slow waggle on the bars. Fitting the longer swinging arm complete with new Konis and then sorting out the spring rate has removed that bit of fun from my riding. Whilst getting the mechanical solution together, I tried some more riding techniques to counter the weave. First, I fitted pads high on the sides of the dummy tank to enable me to grip the bike with my knees. It didn't do anything about the weave as such, but I got a much better feel for initiating turns and also in altering fine and lean angle voluntarily in mid-turn. However, it wasn't comfortable to pull my knees into the pads from the splayed out position dictated by the back of the dummy tank, so I didn't use them much and have now removed them. But more later on this angle.

From trying my best round the TT - on conventional bikes - I'd found that foot pressure was very handy for fine-lining it through all those linked bends where line and position are so important. Monty (Pete Billington), who is largely to blame for me going FF, wouldn't have foot pressure as a way of doing things, saying it's all counter-steering. Try it, though, and it does work. Kenny Roberts recommends it, and you've got to listen to what he says. But, the more 1 pay attention to what's happening when I use my feet, it seems what I'm really doing is bracing my body to make a very finely controlled counter- steering action. Do it on a conventional bike, and your foot to hand action is damped through working through the mass of the body and the muscles of the torso. Also on a conventional bike, the foot pressure probably also enables shifts in body weight. Try it. On my FF, my weight is placed on the backrest, so I'll not be shifting body-weight much. And any foot pressure is forward not down and so there's little shifting of body weight or damped counter-steering available that way. I'm also not getting the clamping of the lower body onto the bike with the upper leg or knees onto the tank that you get on a conventional bike, which together with foot pressure enables really fine weight movement and damped counter-steering. So, on my FF, it's almost all counter-steering to go into a turn and to alter line and angle in the turn. Now although FF's are pure joy to do this with, being so quick to turn and bank, I find mine a bit too sudden when I'm really trying. That is, when going fast and banked over in mid-corner, but wanting to go further over or take a tighter line, applying more counter- steer takes us further over more suddenly than 1 want in that situation, and I might then have to bring it up again, which kind of ruins any smooth fast run through the corner. I'm counter-steering only, from the mass of my body just planted on the seat but not gripping the bike or braced on it. It can be too much and too quick for what I want. Now I normally sit with my bum back in the seat. There's a few inches of fore and aft movement available. I dde in town a lot, and from the rearwards position I'm less radically prone and so can more easily put my feet down, and can also turn my head to the right to look over my shoulder when joining other roads at angled junctions. Just before leaving the Island recently, 1 tried shoving my bum forward so my pelvis and the back of my upper legs were firmly up against the back and side of the dummy tank. Instantly, I felt both more stable and yet more relaxed in a straight line riding. More like I remember Monty's Guzzi FF, stable yet nimble, and whose riding position is more laid back and more naturally like this than mine. With my back against the backrest and pelvis located more positively, this was what I was after with the knee-pads. In turns, I can counter-steer far more deliberately. I notice one of the superscooters has a pommel at the front of the seat which provides a similar location point. Also, lodged against the dummy tank, I can lay it over more by pulling down on the dummy tank with the inside of my outside thigh, as you do on one of those conventional 'what are you doing up there?' bikes that you see around. It gives me still more of the 'anchoring' effect and 1 can hang off a little too. I feel like I'm banking by pulling on the dummy tank rather than counter- steering, with a more manageable 'heavie@ feel to it. 1 may in fact be just counter-steering from the more anchored position. In any case I can increase the banking angle in a more measured and damped way than counter-steering from a sitting-on, unclamped seating position. I'll get more of this if I make a more substantial dummy tank, shaped like current GP and Superbike tanks. Tony Foale referred also to using downward pressure on the bars to turn. I've done that on my conventional bike, pressing down or pulling up to turn for the same reasons as using foot pressure, for fine-lining. The pressure on the bars may be a body weight effect. And/or it could be the tilt rather than turn effect on the front wheel gyroscope. Or neither. Maybe it's counter-steering again, damped to a finely-adjusted degree by acting through the rake angle of the bars, which turns the vertical pressure into rotation of the bars, and counter-steer'? Anyway, on my FF, my hand to elbow line is pretty much horizontal and so this kind of pressure is not readily available, unless I can get my shoulders higher or the bars lower. What is happening when, motocross style, we keep the body bpright while the bike banks, whilst pushing down on the inside baP I think I know, but try it and feel for what's happening.

CENTRE OF GRAVITY

Of course, the main reason for the quick steering is the lowered C-of-G. As I write (October 98), I'm expecting Andy Stephenson is about to help us out in Motor Cycle Sport etc. by pointing out that it's not all gain. Well of course. Using my BSA A10 with a heavily loaded tank bag 25 years ago, 1 noticed that weight high up can actually feel better, and Honda claimed as much with the CX500 in 1979. It's an agility v stability compromise The higher C-of- G of conventional bikes provides greater damping inertia against roll when outside forces like bumps and wind try to tilt the bike, and so helps keep the bike upright. But it also makes it more of an effort for the bike or dder to correct any movement that does occur. And makes it more difficult to bank into turns. With our low C-of-G we're more easily deflected but at the same time more easily corrected, either through the bikes self-steering geometry or rider input. And, we're able to bank over quicker and with less effort. We do have to bank a little more if running fat tyres, than a conventional bike.

CONCLUSIONS

I mentioned my bike's short wheelbase, compared to other FF's. Biezard was disappointed it wasn't longer when he briefly tried it. I've not ridden a long wheelbase FF - I had to come home from the Manx on the day I'd arranged to try Mo Simpson's original Quasar at Laxey. I suppose that as well as accommodating passengers better, a long wheelbase damps out the quick steering derived from low C-of-G ? The point is, any FF has a whole new set of compromises of key factors like trail, wheelbase, riding position and C-of-G which have to be worked out in design and development. I'm going to try going back up a bit with my C-of-G, to see how else I can develop the cornering ability. I find I notice changes in the handling from quite slight changes in seat height as I use different seating. I expect going up three or four inches to around 22" might give me a heavier cornering action, that I might like. Having said it's a new compromise and bearing in mind what I've said about riding position and C-of-G, it can easily be a matter of a moment's choice. All we really need is decent seating that enables quick up and down adjustment of seat height, and backrest angle. Easily done if some engineering company were to set their designers to it, a trellis/pantograph device would do it cheaply. For me, let's see what Halford's have got in the way of scissor jacks to fit under my seat. Or a lightweight hydraulic jack ? Or what about those office chair gas-carthdge mechanisms? Maybe just a removable thick squab ? Or forget it for now, it's fine and dandy, leave it alone, just ride it !

Finally - FF's are not just more comfortable, they're more FUN ! I thought most people wanted quick steering ? Andy Stevenson in 'Motor Cycle Sport' wants us to prove to him that FF's are better. I'll leave that up to him as he seems to want to know. 1 know already for myself, so please yourself Andy, and thanks for the advice on HCS. Neither Stevenson nor Ash in rubbishing FF's in MCS&L mention any experience of riding them, it's all 'my theory is better than yours'. Mind you, some of us can be guilty of that as well, which is why I've tried to base what I've said on observation and experience rather than assertion. At least MCS&L show an interest. FF's won't get into MCN and the rest unless we give them 'sexy' bits, which I find confusing as from my experience of riding bikes and sex they're quite different, although both are fun. Without caring whether FF's are better than conventional bikes for racing or not - I mean there's not much we could do to shift weight fore and aft for traction is there - it would be interesting to see someone racing an FF with a decent motor, just for the crack. But do the ACU apply the FIM's anti-dustbin rules, which 1 believe ban feet being forward of hands, therefore banning FF's? Would they alter or make exception - maybe MCS&L could find out about it for someone to try it ? I would if I won the Lottery. Mind you, 1 don't do the lottery...............

Feet Up
Eddie McDonnell

Addendum (Sent to MCS&L 1/11/98, to get there before 6th Nov edition in which I expect Andy Stephenson to tell us things we already know). Addendum............................. for FF Club Mag:

Surprisingly, Andy Stephenson in MCS&L for November claimed high C-of-G actually helps in banking over into a corner, through the toppling effect, rather than damping your efforts through having to move the mass further. This made me wonder firstly, how it is I come to be getting it down so easily and even finding it too easy. Then 1 wondered, how do I or any of us ever get it back upright again ? Particularly with a high C-of-G bike? If more height helps lever you down, then surely it's no use and in addition a great hindrance, to getting you back up ? Without a sky-hook or a foot-down, where does the leverage come from ? What gets you back up ? You could say it's acceleration, extra speed overcoming the inward angle of lean that was balancing the centrifugal force for a lower speed. Yet don't we use more throttle to drive tighter round a turn, not out of it? And I'd wonder how much extra speed is needed if this is the mechanism, and how long it would take to get back upright this way ? You could say, we steer out of it. So steer left to come up out of a right-hander. Well when I try steering left in a right handec it works as counter-steering, and I bank further over to the right instead. As I went to work next day on the FF I checked what it is that gets me up again and out of corners - it's counter-steering all right, the same thing that gets me in, and with a low C-of-G is able to get me up easier, same as it gets me down easier. Yet MCS&L didn't even mention counter-steering! I don't argue that everything about FF's is better, particularly for racing. I can see there's less facility to tip weight back onto the rear wheel for better traction. For me, and I think most riders even with more power than my humble motor, the need for doing this isn't very great and there's a lot of gain with FF's in what I really enjoy, which is going into bends and through them. I mean, maximum traction isn't critically important except to top-end circuit racers. You don't hear many racers on the IOM complaining about lack of traction, there's more to riding the bike there than that, on such roads. Anyway, if we do lose traction more easily under power on the exit, wouldn't that be more exciting ? 1 mean, others might accelerate out onto the straight more swiftly, but we'd be having more fun, Spencer- style, wouldn't we ? And we'li be getting less front- end lift and so less tendency for the front to 'push'. Critics also say we lose potential braking power through the low C-of-G, as we can't transfer enough weight onto the front wheel to prevent it locking up earlier than a high C-of-G bike. Correct me on my understanding of vectors, but surely the total amount of braking traction that's available comes from the bike's mass acted on downwards by gravity through the suspension and the tyres. If there's less transferred to the front through weight transfer then there's more available at the back before lock-up. So we use more powerful brakes on the back and less on the front. It might be better to apply it there. A very simple reason why my similar FF steers a little too sharply compared to his has been suggested by Monty - his has narrower bars

A letter from Alfred Bond.

Dear Sir,

Here is and update for your other Honda or Foresight readers on my own bike at 6000 miles.

After standing outside my workplace for two weeks it would not start. First thoughts were water in the electrics. After dosing every electric switch on the handlebars and side stand that is linked into the ignition circuit to stop you riding away or starting without a left brake lever on - nothing. Bike is still under warranty and we have a good dealer in David Sykes Super Bikes so I gave him a ring and left him to sort it out. The switch on the left handlebar for the brakes had failed. If this or any of the other safety switches fails the mechanic showed me how to bypass everything and how to get going. Lift !he carpet in the storage compartment for access to the battery. Using a suitable piece of wire connect the live battery terminal to the live starter solenoid which is conveniently situated just beside the battery.

While it was in the dealers it had its 6000 mile service. I was advised that the front disc pads would be OK until a next service at 8000 miles at their present wear rates . I think the back tyre may need replacing next by then. It is the original Bridgestone which I have no complaints with and 1 may try a Continental next time depending on availability.

Maybe I can help with the photo. of the mysterious three-wheeler in the fast issue of best feet forward. In Motorcycle Sport and Leisure November 98 there is an article on this machine. It is called the Ossowa Pulse. It was originally made in Michigan USA . From the article it would appear at the time to be the only example in Britain. Rod Ker had a run out in it so if Paul Biezard knows him it may be he can enlighten further. (We have had many Members send us details of this extraordinary machine and I will send a copy of the article, courtesy of MCS&L to any Member sending a stamped and addressed envelope. No s.a.e. = no reply! Paul M.)

Has anyone come up with any solution or modification to extend or alter the passenger footboards of the Foresight or other Superscooters to make it easier or more comfortable for passengers to get on and off and sitting with their legs in a more comfortable position on the move?

Alfred Bond

A letter from Colin Binns,

Dear Ian,

You asked for comments on a BMW Cl.

Here are mine. I won't bore you with the 700 reasons 1 think it's a load of rubbish other than to say " go back to the drawing board, BMW and design something sensible ".

Yours Colin Binns

P S. I suggest the chief executive of BMW ride on an exposed dual carriageway in a cross wind on a rainy day, and see how long it is he can seethrough the droplet accumulation on the RIDER'S SIDE of the screen! Only 699 shortcomings left!

A letter from John Forbes,

Since fitting new front and rear tyres, refitting the four inch screen top lowered by two inches, the Honda is now excellent to drive at any time. I now understand people's interest for this model. I have fitted Toyota stop tail bulbs and holders to the front indicators to give amber front lights when using the lights. This gives an excellent wide appearance to the Honda at night. The vents in the body panels direct hot air past my hands and knees. The vents are from a Vauxhall Chevette fresh air supply as they unscrew from the dash tubing.

Another letter from Colin Binns,

BFF members are clearly a right load of tearaways! Over the years I've read the items about tyre wear on Superscooters with interest. There are some things to bear in mind :-

relative to other PTW'S, Super scooters have wheels of much smaller diameter. Consequently they have to spin more revs. per mile. Rapid acceleration from stationary is the main killer for tyres, especially the rear tyre which transmits the power. Since scooters have auto. transmissions with centrifugal clutches the rate of clutch bite and power transmission is not under the rider's control. I reckon our CN (CN's have the smallest wheels) will give just over 6000 miles. Unfortunately, rapid tyre wear will have to be endured. Surely members have no wish or desire to go back to the "Teflon" tyres of the past. The task of wheel removal is a great nuisance. 1 agree with comments that manufacturers should fit quickly detachable wheels with security features. Orthodox scooters used to have them, and a spare as well!

Now for something completely different.

Have any other BFF members with Superscooters received derogatory remarks from riders of other orthodox PTVVS? A while ago, my other half (CN250) and I (GT 550 - which I no longer have, replaced by a 400 Burgman) went for a spin in Matiock Bath. While resting a group of bikers walked by, and on seeing the CN mocked and called it a "poof chariot". It's a few years since I have heard that one. Had we had, at the time, an FF scooter with half decent performance, smart mouth would have been made to laugh on the other side of his face. Manufacturers will never take the distribution of our class of PTW seriously while such negative attitudes persist.

Yours, Colin Binns

A letter from John Crewe,

Dear Ian,

Many thanks for your letter of the 6th of January. It certainly contains a lot of interesting information and confirms a lot of my own ideas that 1 have derived from thoughts about the subject. As 1 think I said in my original letter, I'm looking into the future when the time comes that I can no longer get my leg over my Moto Guzzi 50. I was most impressed to hear that there is quite a number of high powered open frame type of PTW's likely to be on the market ere long. The Burgman 400, of which you included a comprehensive leaflet, certainly looks impressive on paper and your comments on it appear to back it up. It is only 100 cc less than my present machine although it is only a single lunger as opposed to my twin, but no doubt the 16 years difference in technology will make a difference, rather like the similar difference between my previous AJS 600 twin, and present Moto Guzzi. The first corner I took on the latter made me look over my shoulder to confirm that the road was not in fact a straight. I have yet to look around, so I am unsure as to whether there are any in my locality. 1 did stop to chat to a character who had a Honda, the 250 I think, and he seemed to be impressed with it. He arrived to ride away as I was standing by surveying it with interest and we had a couple of minutes chatting about it.

I have been procrastinating over dropping you a line in a reply and sending-off the BFF enrolment form. The fact that I'm going in to have my second cataract sorted out spurred me into action. 1 ran off a copy of the form since I wished to preserve the information on the reverse for future reference and of course the original would be useful should 1 run across anyone else interested. Many thanks etc.

John Crewe.

Get together in Dorset

Colin and Sue Ferguson again invite you to their home. This time they cannot manage it on the same weekend as Beaulieu Bike day, but invite you for all or any part of the weekend the gth,10th and l lth July. As well as the barbecue on site, there are local events for those interested; folk dancing and a barn dance; and a local festivall with varied event's.

Please phone Colin or Sue if you are interested in coming - don't wait until you are sure! Their number is 01258 817649. You can camp in their grounds or they will find you B and B accommodation. Or if you live within reach, you can come and go as you please.

Article from Paul Biezard

LIES, DAMNED LIES AND SCOOTER STATISTICS.

OK People.

Let's take a break from these pie-in-the-sky tilting-at-windmills three wheelers for just a minute, and come back to reality with some sales figures for commercially available hardware. The good people at 'Scootehng' have been kind enough to publish the latest Italian sales figures in their Feb/March issue (out now) and very interesting reading they make too.

The list is In order of sales and I have added where appropriate the sales figures of same- bodied machinery on the same line. I've made a load of comments at the bottom and then beyond them are the UK sales figures for 1998, courtesy of the Motorcycle Industry Association - which include all new greys and parallels. Bearing In mind the licensing laws in Europe (car drivers can ride a 125 without taking any further test whatsoever) it's not surprising that a 125 tops the charts. What IS surprising is that It is a four stroke and that it is followed by a whole host of super-scooters, most of which are also four strokes. It's a sign of the times that the top selling two stroke, even in Italy, is only 6th In the charts, and that is the hp-snorting Gliera 180 which Is almost certainly the fastest accelerating bike In this list, apart from the Ducati 600. The first non-automatic is Vespa's traditional PX150 in 13th place! Enjoy.

ITALIAN MOTORCYCLE AND SCOOTER SALES 1998
1.Piaggio Vespa ET4 125 (twist and go automatic 4 stroke) 15,188
2. Yamaha Majesty 250 13,057
3.Aprilia Leonardo 150 12,446 + 125 @ 3,864 = 16,310 No.1
4.Kymco Dink 150 10,341
5. Honda Foresight 250 10,027 + Pantheon @ 2,835 12,862 = No.2
6. Gliera Runner 180 (top 2stroke) 7,021
7.Peugeot Speedfight 100 (2 stroke) 6,356
8. Suzuki Burgman 250 (in only 6 months?) 5,499
9. Hexagon 1804,844 + 125 @ 3,57= 9,300 = No.6 + Hex 250 2594= I 1,900=No.4
10. Leonardo 125 - see above

PNB FURTHER COMMENTS:-

Note that the Italian sales of the Honda Helix/Spazio CN250 would put it at No.8 In the UK sales charts, way above every other UK scooter except the Speedfight 100. If you combine the sales of the Piaggio Hexagon 250 with those of the CN250, then that makes 5,118 Helix engines sold in Italy in 1998 alone, way above the top selling UK bike, the Fireblade 900 at 3,832. (Messrs. Motad please note!). And remember, too, that that engine, along with the whole CN250, was designed in 1985 - a longevity beaten only by Honda's ageless C90 and CG125.

Note too that the combined Aphlia Leonardo 125 and 150 sales would make it the top seller over the ET4 and everything else at over 16,000 units but the Majesty 250 alone, at over 13,000, still beats the combined sales of the identically-bodied Foresight and Pantheons at 12,800 and likewise the identically-bodied Hexagon 125, 180 and 250 at 1 1,900. It's clear that the Majesty must have been launched at a much lower price in Italy than the ludicrous œ4,300 It was offered at in the UK, until recently - much closer to the œ3,600 it's at now. The Majesty's Italian sales are better than the top three selling machines in the UK put together! The top five in the UK are all motorcycles, but the top selling motorcycle (as opposed to scooter) in Italy, the Ducati Monster 600, is in only 15th place and the Drag Star is the only other bike in the top 20!

Remember too that these Italian figures, unlike the UK ones, take no account of the hordes and hordes of unlicensed 5Occ mopeds sold in Belia ltalia. (Even mopeds have to be licensed in GB). . . But the best hint for future sales (in my opinion) comes from the Suzuki Burgman 250. In with a bullet (as they say in the Pop charts) at No.8 with 5,499 In barely six months since it was first released. My prediction for top seller in '99? It's got to be the combined sales of Burgmen 250 & 400 - might even be the Burgman 400 alone, if it's cheap enough. And there are nearly 6,000 Burgmen 250s ripping around Italy already. Bearing in mind the way the Eyeties ride, then I think It's a pretty fair assumption that if there's a serious problem with the drive belt (as experienced by Andi McBurnle) then we'll soon be hearing about it. I think that's enough food for thought for one missive.

No, one last statistic - the Hexagon 180 alone (not released until the Sphng) at No.10 in the Italian charts with 4,844, sold over 1,000 more units than the UK's top selling Honda Fireblade at 3,832.

A letter from Paul Sharpe

Since returning from Canada I have spoken to and met a number of members; the A631 Willingham Woods picnic area, near Market Rasen, is a popular venue for bikers of all types. With regard to knowledgeable and helpful repair mechanics, 1 have found 'Sam Coupeland Motorcycles' at Frithville, near Boston, to be particularly good. This is a Honda dealer, "out in the sticks of Lincolnshire", who carried out a rebuild of my collapsed/worn out engine mounts while I sat on a nearby dver bank watching the ducks, etc., sailing by. I have had a good look at, and fiddle with, the new Burgman 400. As with the 250 model, it seems the nearest thing to the CN we shall see. I'm interested, but my wife still considers the pillion seat of the CN to be the best. Also, the CN may be a bit slower, but its looks and character still make it a "head turner" at traffic lights etc. The damn thing is like a drug and it would be a very difficult thing to dispose of. We are busy planning a two-up trip to Ireland or Scotland on the CN.

Another Item from Paul Biezard

I learned the other day that one dealer chain in the Rome area had already shifted several thousand Burgman 400s by the end of 1998! By contrast Suzuki GB only expect to sell a few hundred in the whole country in the whole of 1999. I have heard of a guy who has already done 20,000 miles on a Burgervan 400 in just three months - and then the drive belt snapped. Several Suzuki dealers are planning to put demo 400s on their respective fleets. 1 suggest that the more of us present ourselves to them as serious potential punters who would not dream of parting with our hard-earned readies without a test dde then the more dealers are likely to provide demonstrators.

On a more mundane note, I have given my tattiest CN250 silencer to Alan Baker of Motad with a view to their producing their own version. I would suggest that the more of you express an interest (Wdte to me and I'll collate the responses. - lan Leslie), the more likely are Motad to produce them. Also give an indication if you would be interested in a stainless model, or any other improvement over the standard unit.

SPECIAL REQUEST. Can and will any of you who travel or tour abroad in Europe report on the prices being asked for the 400 Burgman? Thank you in anticipation

Letter from Lyn Meredith, Australia

Still no FF machines here. Local dealers plead ignorance of Suzuki Burgman so I rang Suzuki Australia. They sound even less enthusiastic than Suzuki UK. "No plans to import the Burgman at this stage." (At least they'd heard of it.) I'll write to them to tell them what a good reception the Burgman (particularly the 400) is getting elsewhere. I would imagine that if any FF machine is going to take off in Australia, with its long distances, it would be the Burgman 400 - unless the Honda 400 comes along first.

I imagine the problem is that the importers are "motorcycle" enthusiasts who see the Burgman as a "scooter" rather than just another form of powered two-wheeler. (What's the difference from the UK? Ed.)

There was a recent article in an Australian touring mag. which gave the Majesty a reasonable write-up. Not so much a road test; more a cruise article using a Majesty.

FF Engineering Design - Manufacture - modification - repair
Royce Creasey
Tel. 0117-9511531
Email: royce@hightech.clara.co.uk
Web site: www.hightechclara. net

A letter from Mark Hough

I thought that I would put finger to keyboard to share a few thoughts as a very recent convert to FF's.

A recent thp to a large car dealership to enquire about exchanging my Suzuki Wagon R+ (a radical mini MPV) for two forms of transport had me face to face with a Majesty which they had taken in part-ex. deep in the winter gloom. The price they offered me for my eleven month old car was an insult but when 1 enquired about the Yam. I was informed that they wanted œ1 396 for the beast which was just two years old and had covered two thousand miles with two owners. I am a bit of a wheeler dealer with all things bike-like and refuse to pay dealer prices for anything and this stood out as THE bargain of the century. The bike was absolutely immaculate but refused to start due to a flat battery. A deposit was duly left with the greasy little salesman and I left the showroom warning them not to boost start the bike at any cost or to try and quick charge the battery, to which he replied "Our mechanic has over twenty years of experience. Do not worry", but worry I did. Needless to say the battery was totally fluffed and a new item was ordered from the local Fowlers to get me on the road. What a shock riding a FF after many years spent riding enduro bikes, just twist the wrist and leave all the car drivers scratching their heads in amazement. I nearly fell off laughing but this passed when the bike refused to start after the first stop. A quick check revealed a very loose and very bodged on battery lead. The first thing that struck me, quite literally was the wind blast from the screen. If I duck down two or three inches the world goes silent but 1 get neek ache. Something will have to be done here, hopefully on the cheap or with one of Givi's products (or are there any other options?). I want to fit a stereo but a standard DIN sized unit will not go into the glovebox. I have considered taking out the storage box in the running board area and fabricating a new box to take the stereo but I do not know if this will work or even if the electrics are up to the task. Last week the bike fell over onto the left hand side, 1 think I hadn't put the sidestand down properly before walking off, and this has left some nasty scratches on the fairing, Some form of bump protection on the failing would be a good idea as it seems very vulnerable. The rear end was saved from contact with the ground by the pillion footrest blocks. Talking of the footrests on the back a friend of mine sat on the back to test the perch and proclaimed that they are very uncomfortable to say the least so a bit of thought will have to go into improvements here before we go touring in summer. Being a virgin member of the BFF MCC a few things are a bit unclear, such as PTW, what does this mean? (Powered Two Wheeler.) And why do so called friends suddenly pretend not to know me ? Nobody waves to me anymore either but at the end of the day who's getting eighty to the gallon and staying semi-dry in full in downpours? I think it's jealousy that they haven't got the conviction to try something different. Are there any club members in the Midlands who I can converse with and go for ride- out's with ? I live in Stoke and would welcome any advice on the if scene, phone me on 01782 302761. Advice on fitting a radio and alternative screens will be very welcome indeed. This is the worst part of owning a new make and model of bike, feeling isolated with no one to get hints and tips off. Hopefully your magazine and contact with others should put paid to this as it does in the BMW Club. Happy riding and I hope to meet some of you soon.

Another letter from Paul Blezard

Since I got my CN250 hybrid back on the road (1,000 miles ago) it has been suffering from a very bad misfire under acceleration in the wet. I never had this problem with my other CN, but I have heard of others suffering from it. My mate Rob Garnham, the despatch rider, recommends changing the HT cap on a regular basis because the up and down motion of the engine puts unusual strains on it.

Anyway, I decided to have a go at stopping the problem at source. Many of you will know that there is very little protection from splashing off the Helix rear wheel - water is powerjetted directly at the engine and all its ancillaries. You can't just fit a front mudguard on the chassis because of the engine going up and down as part of the rear suspension and there isn't enough clearance between rear wheel and the back of the crankcase to fit a 'hugger'. However, after about five minutes looking at the back of the engine with the seat off I found a couple of handy bolts onto which I reckoned I could bolt some sort of splashguard - one on top of the engine which holds the top of the airbox on the left of the bike and another on my aftermarket exhaust clamp, on the right. A quick rummage in my gidfhend's kitchen uncovered the removable base of an old and under- used cake tin which was quickly sacrificed to the CN cause. Two minutes with a pair of pruning shears cut out a crescent shaped space for the top of the engine and another two minutes with a screwdriver punched a couple of holes for the above mentioned mounting bolts. Hey presto, one splashguard. Being nice 'n' flimsy, I wasn't too worried about getting a perfect fit and sure enough, after a couple of weeks' use the cake tin has been nicely crumpled into the exact shape required by the light rear suspension leg and the bottom of the seat.

Last night it had its first real test in seriously wet conditions and it worked a treat - no more misfires! 1 shall probably change the HT cap as well and I might eventually use the cake tin as a template for a rust- free replacement made of corrugated plastic or something similar, but for now, I'm very happy with my handiwork.

PNB

PS Photographs of this chef d'oeuvre are available.

A letter from Steve Elliott

As a rider of over 30 years, I've never owned an unmodified bike; indeed all of my bikes have been 'built' from components obtained from accident 'write-offs' and other such sources. Experimenting with frame designs and suspension layouts over the years has led me to conclude the following:- Chain drive is an abomination.

Telescopic forks are beyond redemption. Needless to say, I've concluded 'feet forward/hub centre steering' designs are the ONLY way forward! While I have an extensive book and magazine collection about bikes of these types, I'd like to know if anyone other than the creator of the hub-centre steered ASP (Andy Stevenson) is active today. Do you know of anybody else engaged in similar activities? I think it only fair to let you know that I'm interested ONLY in the design and construction of 'hub-centre steered I feet forward motorcycles that utilise shaft drives and large capacity engines.

A letter from Gerry Page

Dear Ian

Since sending in my article about my experiences with the Burgman to date, I can say that like most two wheelers it is great fun to ride and 1 wouldn't have missed the experience of the last 6 months. Going back to my deliberations over which to buy (CN250, Foresight, Majesty, Burgman). I was left with a sore hip after riding the CN250 for a week, 1 think it was the angle when supporting the machine whilst stopped in traffic; I may be wrong ! I was put off the Majesty by road tests mentioning suspension and dealer attitude. I loved the Foresight and perhaps should have bought this ! I bought the Burgman because the road test said it had more oomph and that roadholding/cornering was best of the bunch. All I can say is roadholdinglcornering are great and it does have oomph but of course the oomph is never enough. We always yearn for a bit more !

Yours sincerely,

Gerry Page

ARTICLE FROM GERRY PAGE

GOOD NEWS/BAD NEWS BUT MAINLY GOOD NEWS

I have only done 2100 miles since I got the Burgman in August, so this cannot be called a long term report by any stretch of the imagination, however ian asked me to report on life with the Burgman to date, so here goes. I am from the old school so running in to me meant not labouring the engine and not exceeding 55 mph until the 600 mile first free ser-vice. This came and went with nothing untoward and the love affair with the B remained. Although there is underseat storage 1 decided I could do with a bit more so ordered a Suzuki rack for œ80, which I thought I would fit myself. Some hope - no instructions but undaunted 1 took it home and offered it up. Ugh this doesn't look right, where do these spacers go? I know, lets take the backrest apart and see if there are any hidden holes. Well there's never a hole when you want one is there ! Hours later B**ger it, back to the dealer let them try to fit it. Didn't I feel a wimp? Puzzled looks all round from the mechanics and they couldn't see how it could fit. They would ring Suzuki. Well you know those holes I couldn't find, they weren't there after all, it was obvious wasn't it - the bodywork needed drilling out !. Never mind, with a nice metallic finish KAPPA removable top box I had now got bags of room and it is such a close match to the ECRU SILVER finish, it really looks smart and gives a bit more presence from behind -mini Gold Wing ? But 1 couldn't leave it looking like that could 1? Lets spoil the lines a bit and add some Oxford Muffs - there's SMART ! But I don't care, I've got nice warm hands now. Back to impressions. I gradually opened it up until 1000 miles came up and then I started to explore its performance. I tend to cruise at 60 mph and get about 75 mpg. but on a fast run at 70 to 80 mph it drops to65 mpg. The mirrors really do remain clear at 8Omphbut the screen is too low and I get rain etc on myhelmet (no jokes please) visor. I feel quite confidentat all speeds, it really is rock steady even in lashing rain and strong side - winds. I have continued toride through the winter and the bodywork keepsme nice and clean and dry. A quick wash over keepsit looking smart, but that rear end gets filthy and the finish on the exhaust looks suspect so after regular Gunking I plaster the exhaust with WD40. It couldn't.last as THEN IT GOT COLD and after 5 miles performance dropped away almost grinding to a standstill, it sounded like fuel starvation but I nursed it to work and by the evening it was fine. The temperature gauge never did rise much even when it was warm and now wasn't rising at all, so I blanked off the radiator with foil but this behaviour repeated itself intermittently.- Back to the mechanic who after talking to Suzuki said he disconnected the sensor which controls the carb. heater as it wasn't turning the carb. heater on. He also suggested I cable tie a firm plastic 'L' plate (reversed) over the ghll in front of the radiator. Done and looks smarter than tin foil. Great, running really well. So off I set to my Mum and Dads and 20 miles from home, yep you know, ghnds to a standstill. No worries it should start in a moment, but what's this, no sign of life from the starter motor - where is the kickstart ? I ling Dad - I am going to be late.

A little touch of Zen and the Art of Motorcycle maintenance as I begin to contemplate that a breakdown opens up a chance to get to know more about my machine and so I get the handbook out to find out where the fuses are; expecting to find a nice little drop down cover somewhere near the battery, perhaps. Now wouldn't that be sensible ? Here it is "remove plastic cover above headlight". Oh, alright then, glad it's not raining; oh, look, the fuses are fine and isn't that nice, there are some spares. Ah, there's the MAIN fuse under the seat, lets take some more plastic off. Hmmmm, that one is OK and thoughtfully there is also a spare. Now all the other electrics are OK and the lights are good . I am holding the front brake lever on but still no sign of life from the starter. It's AA TIME. The AA man arrives and he does what he can but nope, he can't get it going so he will arrange to get me relayed back to the dealer. I ring Dad - I am not coming. We arrive at the dealer and guess what IT STARTS FIRST TIME. Three days later and I find out that the sidestand wasn't fully returning and closing the switch. It's now been greased. So it's off to Mum and Dads again or rather it would be if I hadn't left the key in the 'On' position in the ignition last night verrrry flat battery 4.7 volts. I ring my Dad, he chuckles, I am beginning to feel a bit like Ron in the Giums when he used to talk to his his dad (played by Jimmy Edwardes)! A trickle charge later and we are in business and 1 must say since that little lot it has been going really well. It has reasonable acceleration from standstill, not scorching (1 must be fair having been used to the performance of a 750 Honda) but once it gets to 50- 60 it pulls quite quickly to 70 - 75, must remember it has only got one cylinder and not to give it full throttle but feed it in smoothly otherwise you just waste fuel. My Mum and Dad live near Chelsea Football Ground and it takes me 35 minutes to get to work in Stevenage (about 30 miles ?) and that's without breaking any speed limits in London and cruising at 70 mph on the AI, plus I can park in her garden. Brilliant. At the NEC Motorcycle Show I saw a cut down the middle Burgman, which revealed a frame that looks a bit like the Forth Road Bridge with plenty of triangles but the welding whilst functional wasn't pretty. I had a call from Danny Lustig in Southampton, another Burgman owner. He tells me that (like me) he is a member of the FOLDING SOCIETY and straps his Micro Folding bicycle on the back of his Burgman ! Best of both worlds, eh? You have probably worked out that I am a born again having only done 2100 miles in 5 months. I used to do 20,000 a year with a I 00 mile round trip to work each day, now it's only 24 miles and what with my cycling/tandeming I am just not putting the miles on.

A letter from Roger Crier

Dear All,

I have enclosed some photographs and other details of the infinitely long "Starship" featured in our last issue. The details are a couple of years old now, but the colour photographs are quite good, and if they come out as wall as the BMW Cl then their trip across the pond will have been worth it! (in what format was the Cl artwork?).

I think it was in a mag. called Eureka, but, potentially of more interest, there was an advert by a firm (for firm, probably read "NutteC' ) called Gyro Hawk Enterprises PO BOX 22617 Milwaukee. OR. 97269. Phone 503-650-3888. With a picture of a guy in a Quazaresque F. F. With - you've guessed it - a Gyroscope to provide balance while stationary!!! He was doing a video with details for about $20, and while I did actually go to the trouble of obtaining said $20 in folding form, it never got sent, due partly to the PAL problem, but mostly the thought of processing over the place under heavy braking! Besides, if it worked, Barnes Waliace, or good old Alex lssigonis would have done it to death by now! Should anyone be feeling particularly flush, or be passing through to pick up a new Harley, I'd love to know more .

These are all fine ways of not needing to put feet down when stationary, but not having felt any urges to uglyfy my garage with an Ecomobile, and not believing the gyroscopic approach to be practical, 1 started to build my ideal frugal vehicle based around Honda's minuscule "Stream", a three wheeled, beautifully engineered monstrosity of a moped, that looked like a lemon, handled like a lemon, and consequently, sold like a lemon! It is in fact bristling with engineering gems like its pivot mechanism, and its back brake cable, which uses a small piece of chain going around a chainwheel to equalise brake cable tension to the two back wheels! The back brake on my Foresight has a lost motion linkage for the handbrake cable, that by comparison ( Design wise ), gets covered in road grit, (especially if you grease it ) stops you effectively cleaning the wheel, and looks like the afterthought it probably was! . . But I digress... I've built an extended chassis (60Omm) and it handles brilliantly, and is very stable, because its roof height will be about 40". ( Good enough for Ford, etc.) I've scorched around the local council offices car park, it uses the tread on the front tyre right to the edge, and unfaired, returns I 1 6 mpg, so lowered, faired, and re-geared, I'm expecting a drag coefficient related improvement to about 140 mpg, and 55-60 mph from its 8 bhp, especially as I've replaced the gears between the belt drive and the axle differential with a ratio changing chain drive (fully enclosed oil bath). The gear ratio has been selected to be able to just start from standstill on the steepest hill that I encounter on my trip to work. This allows it to be high enough to take advantage of the 20% ( approx. ) improvement in aerodynamics.

The original moped has a lever on the bars that is interlocked to the starter motor, and to the ignition key! This locks the gearbox to perform handbrake duties, and also injects a pawl into a toothed quadrant to lock the chassis pivot at whatever angle the road camber of your chosen parking spot dictates! The bike is now locked in an upright position (not necessarily 90 degrees to the axle), and removing the ignition key prevents this vital lever being tampered with, so it's not got a centre or a side stand. I've separated these two functions so I can lock and unlock the pivot while moving (no flip-out outhders required). In practice the bike can be ridden to about 15-20 mph with (C5?). Slow manoeuvring is fine, and should the fancy take you, you can keep the pivot locked, and drive down the road on only two wheels! (The front, and your choice of either of the rears! James Bond eat your heart out). You unlock the pivot once you're moving, say 2 mph, and lock it just prior to coming to a standstill, and, to decrease the likelihood of an emergency stop catching me unawares, leaving an embarrassed FFer, in a "fully enclosed" heap in the road, I chose a chassis length that enables me to operate the lock with my knee, leaving both hands free for braking. (A fine use for the famed "kneejerk reaction").

Enough of this! I could go on, and on, suffice it to say, when I finally get around to making a plug for the moulds and convert the roll of carbon fibre in the downstairs loo into a failing, you will be the first to know.

Best regards,

Roger Crier.

P.S. My Foresight and I have done 8,000 miles in 5 months, feel free to phone for the findings.

Does anyone know a cheap source of the blue insulating foam builders use for under floors and behind walls? (it's ideal for making plugs).

On the assumption interest will be minimal, anyone sending me a blank video tape with an approximation of the return postage, will get to see 10 mins. or so of "Naked test sessions", (the bike, stooopid ! ) and an idea of its envisaged shape, so you may make intelligent comments, or extract the Michael.

23 MAY 1999 BMF Show EAST OF ENGLAND SHOWGROUND PETERBOROUGH CLASSICAL HIT PARADE!

To mark the last BMF show this century, top classic bikes, mainly from the '70's and '80's, will get top billing and lead a spectacular 1000 bike parade through the streets of Peterborough! The parade on Saturday 22nd May is part of BMF BikeFest, a Peterborough city-based family funday, with minimoto racing and street musicians, all designed to share in the spectacle that is the BMF Show.

Expected to take at least an hour, the parade, supported by Classic Bike magazine, will have a police escort as it wends it's way through the city's streets, specially closed for the parade. Participants can then either enjoy the Bikefest event itself or go on to the showground for BMF Phvilege Day, the special BMF members day.

As a thank you for supporting the parade dders who are not BMF members will also be able to gain access to Privilege Day to get first chance at snapping up some incredible bargains! Anyone wanting to take part In the parade should assemble at the East of England Showground's Southgate access at 10.00am. The parade will then leave for Peterborough City Centre at 10.30am.

The BMF Show itself is on schedule to be the biggest and best yet with more bikes and more attractions than ever before. With 800 exhibitors, more bargains, more attractions, more happenings, in fact more of everything, the BMF Show really is the one that gives you more. When and how much: BMF SHOW Sunday, 23rd May, Gates open: gam. Admission: œ10.00, £5.00 OAPS. Accompanied children under 14 free. BMF Privilege Day Saturday 22nd, (members & parade riders only). Gates open 12.00 to 5.00. Admission: £8.00, OAPs £5.00, accompanied children under 14 free.

Two Day Members ticket £14.00, OAPs £8.00 Issued by Jeff Stone. Further details from BMF Promotions 01 16 254 8818 or check out the BMF's web site www.bmf.co.uk

PLEASE get in touch with Stephen Moore 01733 232840 with offers of help for the BFF Show on May 23 and/or 24 . Show your bike; help on the stand or just be there for moral support ! Thanks

FOR SALE

Brand new CN 250, pale blue, in stock, œ2,750 on the road. Contact Richard or Joyce Cottingham on 01454 774 086.

PAUL'S NOTES: Will overseas Members who experience delay in receiving their copy of the magazine please let lan know ? We think that there is a glitch in the system somewhere

My local BMF rep. called the other night to enlist support in the countrywide campaign to protest against and amend the provisions of the 'Urban Transport Policy' document which, in brief, will ban cars and PTWs from entehng large areas of towns all over the country. This will be followed by the 'Rural Transport Policy' document which will extend the bans to large areas of the countryside ! Box Hill? The Lake District? Where is the PTW in the country's transport policy - if anywhere?

'BESTFEETFORWARD' is published for the Best Feel Forward Motorcycling Club by; lan Leslie, 33 Gravel Hill, LUDLOW SY8 IQR, Phone and Fax 01584 874867. Opinions expressed are those of individual contributors and are not necessarily representative of Club members in general. The Club and the publisher cannot accept any responsibilib, for the truth or otlienvise of claims made for products.
(C) BFFMCC 1999