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Voyager, Quasar and Ecomobile Helix, Hexagon and Majesty

BFF Magazine Archives
Issue 16

Editorial
PENNY-PLAIN is how you might describe this issue. No colour pages, and sincere apologies to the members who have sent in splendid photos - and much more that still awaits publication. Patience: the next issue, ushering in the last year of the millenium for those who aggree that it doesn't end until its nominally two-thousandth year ends!) will have colour galore. I hope that, meanwhile, you will find points of interest in this issue anyway.
This is a crucial time for the BFF Club and I need both help and also lots of feedback about where we should go from here. Four years on it is not at all what I envisaged. For a bit of nostalgia and to remind you how it all started, I am reprinting the very first newsletter, which I sent out at the end of 1995. When 1 had written to MCS the letter that sttarted it all, 1 had thought that perhaps a dozen or so riders might respond and become pen-mates, not the 200 or so that we now are and spread around the world. Did I take on too much?
I have had some splendid help but a club does not expect the same "officers" to carry on. But scattered as we are, we can't call a general meeting and elect from a big panel of candidates! It has been a case of those who offer, get work to do!
We need, and we need them soon, a new Membership Secretary to keep the membership records (and chase up those who don't renew to ask why not), undertake general correspondence with members; a new Treasurer; a Press Officer (to follow up any appropriate "handles" by putting the FF case, and to watch for any useful points we might want to know about.
More:after four years I want somoeone else to take over as Editor/Publislier of the mag. Ideally this will be someone who has pretty good DTP facilities and competence in using them (though I have managed, to most people's approval, with pretty rudimentary word-processing plus literal, not virtual, cut-and-pasting) plus, obviously, a general familiarity with the FF world within the wider world of the PTW. Assuming continuance in roughly the present format and to roughly the present numbers, I would be happy to continue looking after the copying, collating and mailing; the rest needs new blood.
OFFERS, QUICKLY, PLEASE
There is another crucial point about which I need all your views. The proportion of members wired to the internet keeps growing - it seems that applies to at least a quarter of you now. A great deal of the news items and discussion points printed in these pages, these days, is gleaned from Julian Bond's discussion group on the internet. At the same time, there are still many who will not soon, or perhaps ever, be wired. (Cf. the UK population in general.) Will the "wired" members stay with us as paying members for the sake of the others, even though they may well be starting to feel that they can get all they want from the Net? My own feeling is that there is still, very much, a place for a hard-copy publication no matter how much the net extends. Certainly I see no sign of the magazine shelves in W H Smith being denuded of titles even though there are Web sites for just about everything that is covered by titles on those shelves and a lot more besides. So 1 believe that the club mag. (which accounts for the main part of the annual subscription) needs to continue. Comments, please.
Finally, in view of the fact of our scattered nature and how we actually relate to one another, should we stop calling ourselves a "club"? How about Association? Group? w.h.y?
First Newsletter

DEATH OF A MEMBER ON A BURGMAN 400
We have to report with the greatest sadness the death of one of our members, JOHN AUSTIN.
His widow Pat writes that: "He died on July 3rd, after an horrific accident on his Burgman, in Wales.
It happened on an uphill left-hand bend, after a long uphill stretch, where the road is narrow. There were cars coming down the hill, and he must have drifted wide on the bend. There was nowhere to go. You and many of your readers probably know the bend on the A458 near Mallwyd: Pen Rhiw Gul.
John knew the road there intimately. He was a highly skilled and experienced rider, aged 69.
I, although I'm no motorcyclist, tend to think of an inherent instability in that machine. Looking at the long wheelbase, the small wheels, and the yawning gap in the middle of the machine, I tend to imagine that there would be less gyroscopic stability than in the classic motorcycle design.
The man in the car that John hit described him "careering across the road." This is not typical behaviour in a biker of 46 years' experience, unless something went badly wrong. John was very fit and well and having a wonderful day. But he had described to me several times how the rear wheel both of the Burgman and of his previous Majesty had "skipped" on a bend, or how he had drifted wide on a l/h bend.
I am writing so that your readers could be made aware of these hazards."
Pat Austin,
I immediately wrote expressing, as I am sure you would all have wished, the grief and sympathy we all must feel.
The news has also been published on the internet (see ff@bikeweb.com) and besides further expression of condolences, Simon Evans (Snave@compuserve.com) offers these observations which you may find helpful:
"..as usual in these accident situations there is far more to this than meets the eye and although I am not familiar with the road in question none of us is in a position to comment about the exact circumstances here. If there is a safety issue the police investigation unit will find it and it will be reported, of that we can be certain.
I have never had the back end step out on me (well, not unprovoked), nor has my bike ever noticeably understeered on a left- (or right-) hand bend. However, ground clearance can be compromised on the left and one's natural reaction is to pick up the machine to avoid levering the rear off the ground, with resultant understeer. However, I can assure owners that my unnatural reaction to finding out how far you can lean this wee beastie means that if the centre stand touches down (well, grinds actually) it doesn't lift the rear off the road, there's just too much weight over the rear end. Just keep the throttle open (that also helps lift the rear and improve ground clearance as well as maintaining stability) and budget for a replacement stand every 6,000 miles...
Perhaps Suzuki need to look seriously at upgrading the suspension ... ?
and Colin Binns (JAA97CB@sheffield.ac.uk) says:
"I'm very sorry to learn of John Austin's untimely death. I'm much obliged to PNB for telling us about the Burgman handling characteristic which may have contributed to John's death.
I haven't noticed that particular handling characteristic on my Burgman, but I'll bear it in mind in future."
To the editor of BFF,
I am glad to see that motorcycle taxis are possible. An easily accessible, enclosed machine such as I'm building may work, I will modify my design slightly to encourage it to be painted Yellow, and even better if no helmet is required.
I might suggest that you do a few articles on home-building as too may wish for a dream machine. and a lot of talk, but too few seem to he able to build it. The few machines have given me a wider insight to the possible market place. Looking through your magazine, I hope to offer my particular flavour of fuliv enclosed, dual seat mahcine in an advertisement. if permissable, probably late 2000 or early 2000
Motorcyclists have never had true comfort or safety. and still need to wear leathers. even when going out for the evening. I prefer a machine for serious development of the enjoyment of two wheels, but also with convenience ,safety and comfort.
I have little to show in the way of photos, as up to now all my machines have been great to ride. but not things of artistic form, except to an engineer perhaps. I am working towards a machine for people to see and use. It may come to nowt, but the last five worked as predicted, and series7 is also looking good too! (Series six is special reserve number and on paper only and has comsumed ar too much money just testing the various systems.)
The followin spec may offer a few ideas for others, although I suspect that it has been thrashed over a number of times. Only the control systems, chassis, suspension and hub-centre steering are fully proven so far. The fully, enclosed aerodynamics, are looking good, but not proved in full size. likewise the stabilisers are still on the test rig and, will need more abuse before committing to final use.

Specification.
Series 7. (Standard machine proposed for 750cc. but 250, 400, 500. 800, 1,000 easily possible)
Wheelbase 2.3m. (A bit too long, but is designed a bit larger than needed, for design process leeway.)
Weight approx. 4501bs enclosed. Open top. approx. 4001bs.
Axle loading as calculated on spreadsheets (Confirmed). F/R with solo front 90kg rider - 50/50%. Dual 9Okg riders F/R 41/59%
750cc VF Honda engine with aerodinamically integrated exhaust system.
Enhanced aerodynamics with minimal frontal area and good airflow around engine bay and radiator.
Narrow profile for close traffic use with side crash bars at 1 car bumper height.
Low centre of gravity, steel safety chassis
Single sided ,front and rear suspension with antidive and 80 degrees full steering lock to lock.
Easily removeable four spoke 17" wheels.
Taper roller wheel bearings.
Internationally standard controls for throttle, clutch, gears., brakes, indicators, lights, horn etc.
Fully adjustable hub centre steering with enhanced rider ergonomics. Hands off down to 5mph open top. 8 mph enclosed.
Single point eccentric rear hub, with easily adjusted drive chain.
Front brake with dual callipers on single 310mm dia disc with true anti-dive linkage.
Rear brake with single calliper on 26Omm dia disc.
Adjustable, full ergonomic dual seating, including lumbar support and head restraints. The rider need not support any part of the bodv except head and hands.
Easy access front and rear from either side, allowing parking close to walls.
Rear rider can see over front rider for much better viewing and to full enjoy the ride.
Easil removable superstructure, offering various fully open to fully enclosed variants.
Dual headlights and high visibility rear lights,
Dual rear view mirrors, adjustable from inside the machine,
Reversing gear and reversing lights.
All metal swing arm bearings
Easy access. front and rear.
Integral radio and cassette player, with four speaker svstem.
Map pockets and map display with subdued map lighting.
Cup holder and fully adjustable sun shade for full length sun roof.
Adjustable heating, for both riders and windscreen.
Windscreen heating, wiper and washer.
Sensible amount of internal luggage room for general use.
Easy engine access and maintenance using owners manual and the tool kit supplied.
12 volt external connector and leads, for camping, and to recharge battery.
Stabilisers switchable to either automatic or manual operation operated bv thumb switch.
Stabilisers are pendulum controlled for constant upright position when deployed.
Stabilisers are kick, knock and kerb deflectable, with integral warning lights during night time use.
Rear rider has a small fold out map table, a drinks, holder, 12volt supply for items such as laptop computer or small kettle.
Regular maintenance components easily available and all spares available to order.

Safety

Side and rear impact resistant ultra strong, chassis. Roll cage.

Front rider is feet first for the ideal front imact rider position, with the minimal front obstructions to cause the least rider damage.
Rear rider has a reclining armchair.
Optional safetv belts.
Triplex glass or polycarbonate windscreen with heating, wiper and washer.

Options include.
Fully integrated luggage and premier options.
Optional long range fuel tanks.
Full workshop manual and tool kit.
Fold away emergency windscreen.
High speed trailer options.
Snow and ice kit, wide heavy duty stabilisers with integrated skis. tyre chains. fog
lights, heavy duty battery and extra heating, double glazed windscreen and mist
resistant side screens. (To see how Scandinavians view British design.)
Short persons kit.
Disabled persons modifications, for those with major prosthesis, skeletal or muscular problems, for rider and/or passenger. (From the outset, our test riders have included one legged riders and those with seriously damaged spines.)
Dual control version available for training purposes only.

Although only proposed, it is the spec. that my present machine is being built to. I have just completed the rolling chassis. and engne mounting will be followed by the stabiliser system. This will be tested to destruction for a few months. then put on the road for further testing and refinement. If all goes well the full enclosure will be added around mid 2000 and aerodynamic tests undertaken and modifications made. Then it will be trashed yet again by our regular Kaimikaze test pilots who seem to cherish the job description of 'trash it in normal use, but not using cars or brick walls' One tester enoys sliding my machines at 30mph on their side on grass. Even I've walked away from a 67mph slide on gravel on my previous open top machine (Digital speedo with memory). Even if it gets this far, as they usually do, it will still be seen as a bag o' shite, so initial reaction, particularly to styling and overall effect This test will be undertaken at a local motorcycle show. where ordinary bikers can take the piss. which is the only true and final arbiter of any design. If all fares well, it will be available on a 'built to order' basis. The working name of this project is 'JP Series 7'. is the present outcome of nine years R&D (and 200,000 words and is about half way through the programme/hobby.) and the only one aimed at potential customers.
If enough sales happen, the programme will afford the composite design and race engine for 24hr endurance racing, series 7a, which should blatantly prove FF/recumbent technology to sceptics. Then back to serious advances on series 6.
If anyone w Ashes to spot any obvious mistakes I have overlooked, or send in a wish list before the machine is finished, they are all free to write to me.
A few questions to prompt the wish list - The rear doors are no problem but would the members prefer the front to open in one piece like a modem glider, or have gull wing doors on each side, or the rotate forward and up doors similar to the Jag XJ220 and Countach? Unfortunately. a rearward sliding cockpit is not possible, as it would foul the rear doors. Remember that gull wing doors tend to cause the occupant to crouch earlier when entering and obscure the windscreen rail which can also act as a useful hand hold.
In an enclosed machine, is white or cream leatherette acceptable for seat covering
Do punters demand 100Occ or are sensible engines around 600cc a genuine alternative"
Do the punters prefer an unknown long distance enclosed touring armchair listening to Purcell or PIL while riding and which handles like a real bike, or a previously accepted status symbol? Honest replies only, search your heart!, then tell me what you would go out and buy anyway. Be honest.
Would an optional walnut veneer trim around a carbon fibre dashboard with CD or minidisk player and connolly hide seats be more important than regular maintenance? Tough question, eh?
Please please please tell me: Why Gold Wings? Is it the slightly nicer than a Harley style brotherhood thing, is it a size thing, or the cruise control. a 'Cadillac' thing, or something else, or just a 'right nice bike'.
Best Wishes.
J,Partridge B.Ed..B.Sc.
(Unemployed engineer, designer, draughtsman for electronic, marine. nuclear and Kawasaki, motorcycle mechanic for Honda and Kawasaki.) Gizzajob? or the chance to do a PHd in single track vehicle geometry?

Letters
I thought I should do a bit of a report on my Majesty. If we all did this it could help other owners. This is my second Majesty as the first went through the side of a van doing a U-turn. The Riders Support Services do a wonderful job as they only charge the other side. I came out with £5,300 which I think good for a 12 months and £4,000 scooter.
My new one has just done 14,000 miles which I have enjoyed. Things about the scooter whcich are not so good are the 2000-miles oil changes. My friend has a new Vauxhall car and its first service was at 10,000 miles. The car's front brake was down to the metal in 10,000 miles and I should have thought that I ought to have got twice that.
The rear suspension sprang a leak whilst the bike was under guarantee. This is one way to make the back tyre last a bit!
I have also changed the belt as top speed was down to just over 70, when normally it should be 80. It's not a bad,job and I could do it again in less than an hour. You must have an M8 "T" spanner and something to hold the front pulley. (The official tool costs £100.) If you want to use mine you can - but you can't take it away. The official price of the belt is £33-41 so don't get taken in by some of the people who want £57-99.
I bought the old machine from the insurance company for "250 so I only need a couple of bits from it and I will be making on the job!
It's sod's law that one of the first thinsg to get broken on my new bike was the headlamp, which of course had been broken on the original bike. There was just a small hole about 1/2" round so I got some glue from a fish tank maker and cut the bottom from a bottle and stuck it on the hole. It's been there for 18 months now with no problems.
The other thing is that somebody tried to steal the bike and pulled it off the stand without sceinty it was chained down, so they let it fall and the GIVI screen was broken against the house. The screen was in more than ten pieces but I put them together with fibreglass and if I had known it would work so well I would have made a better job of it - but it still looks OK.
Tony Ayling

Just a P.S. to my previous note about the YP250. Around 200 miles out of London the back axle broke losing the last 1 1/2" of the spacer, bearing, and two oil seals plus the wheel nut. This is because I didn't even know there was a bearing in the outside arm: no mention in the handbook or any other place. It only takes five minutes to press the bearing out with a vice if done when changing the back tyre. My friend said on his bike they have things called grease nipples and for 10p I will invest... wonderful thing, this techology!
Tony Ayling

A COUPLE of quick snippets of info.
I've just spoken to Andi McBurnie, who bought one of the first Burgman 250s in the country but then got disillusioned when the drive belt snapped - twice. Anyway, he's decided to give the Burger a second chance and is trading up to a 400.
He's also planning several mods which may be of interest to other 400 owners.
Andi's commissioned Dave Pearce of Tigeraft fame to make a professional 6-gallon tank to provide him with a 300-mile range, plus a top box-cum-back rest fitted to the passenger seat along with several other mods. The idea is to make these things generally available to other Burger owners if there's any interest.
So let Andi know if you're interested - but do it direct to him. His email address is: andi.mcburnie@oxbox.com
Paul Blezard

I'll have more thinks about an Australian FF branch (or twig). [Other Oz riders do please contact - Ed.]
My Majesty provokes interest wherever I park it. Still only 650 km on the clock [written last June - Ed.] I have fitted the GIVI screen, at a fraction of Yamaha's screen price, and already feel the benefit. I can actually hear the engine, which I previously couldn't do because of the wind noise. Next "option" will he the leg-shield extensions, but why didn't Yamaha do it right in the first place?
Lyn Meredith

THE ROUTE 66 ODYSSEY
Inspired by our coverage of the Pattersons' trip, we have had this from Kirk Woodward, 2024 Heatherbrook Dr., Grapevine, TX 76051-3048, USA, kirk@hhjm.com I'm wondering if you'd like to look at the diaries (with some pictures) of people who have toured Route 66 on motorcycles?
They are at: http://www.hhjm.com/66/diaries.htm

TROUBLES GALORE with the Yamaha YP250 have been reported to us.
The most trivial but the commonest is simply that the heat shield just fails off the silencer.
The oil drain plug appeared to be made of cream cheese and could hardly be removed without destroying it. (A better Mk II version has already appeared as a spare part.)
Dave Pearce has already had to replace the brake (disc not just the pads!) more than once.
One rider had his swing-arm bearing seize, apparently not lubricated at assembly, and the wheel spindle consequently snapped.
David Bullivant's front-wheel bearings had to be replaced at around 12,000 miles while he was touring the UK, the dealer he took it to in Loughborough said he replaces these bearings routinely. (David has replaced his with an off-the-shelf European replacement which he says is far superior, double- sealed.)
We also hear of early failure (leaking) from rear shocks.
Summing-up, from David B: A brilliant design flawed by SHODDY FITTINGS.
We told Yamaha UK about the many reports we have been getting and asked them for information about the new model.
Paul Pursey, Customer Relations Officer, Service Division, replied (18. 10. 99)
"May we confirm whilst we can understand your concern regarding the matters in your letter. the factory have taken on board all comments and claims with reference to this and have totally reworked this model for next year and beyond. This will be available to view at the NEC Motorcycle show in November, along with an updated brochure."(*)
If you are going to the show, please do make yourselves known to staff at the Yamaha stand and make sure they know you know about the troubles with the original majesty, and see what you think about the re-modelling.
If you have a Majesty 250 yourself and run into these troubles, do insist on having them put right without charge. Never mind if the warranty has run out, you still have statutory rights. If bits fail at an inappropriately low mileage - even if you did not do as high mileage within the "time" guarantee, then the machine had not been of marketable quality when sold to you. If you do have to pay in order to get the work done before you die, make a refund claim through the small claims court? Or, if you bought by credit card, ask the card company to deal with your claim?
(*)Alas - it's still only a 250.
Still amazed at the slow proliferation of CVT in cars and the strange marketing strategies, mostly amounting to ignoring the CVT option in all blurbs and advertising and burying it in the small print of the specification brochures. I would have thought they would be vying with one another to shout its virtues from the rooftops as the latest selling point.... Went to local dealer launch of new Nissan Primcra. This does have a CVT option - but no CVT option available in the more modest Almera. CVT is offered only with the 21 140 hp, 126 mph engine.
Weird approach the makers are taking with CVT. In Nissan you can have it only in the smallest (Micra) or the biggest (Primera), not in between. It is forthcoming in several "year 2000" models of certain makes. The industry seems to think it has a problem selling it to European drivers with a traditional prejudice against automatic "because they like to be in control." (So why not manual control of ignition timing, valve timing, mixture?)
Nissan Primera offers, in the most upmarket variation only, CVT fitted with an alternative of switching to 6-speed sequential manual control on the CVT! And as for the new Flat Punto, you can switch likewise to 6- gear, or in the "Sporting," 7 notches. So drivers can kid themselves they are Formula- 1 racing drivers? Is this really how drivers of either an "executive saloon" or a modest practical machine like the Punto actually fantasize? Nobody I know does.
At least Nissan is treating CVT as a marketable enhancement. More typically, Fiat are offering it as an option in the new Punto - but hardly mentioning it within all the ballyhoo about the total revamp of the range.
Ian Leslie

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