scootering 324 june 2013 preview
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Scootering Magazine, issue 324 June 2013 PreviewTRANSCRIPT
1958 IoM Scooter Week – Blast from the Past
Plus
Scootering|Ju
ne2013
“Hello
toJason
Isaacs”www.scooterin
g.com
SHOEI GT AIRCRASH HELMET£469!WO
RTH
Custom Vespa Sportster, How to build Lambretta forks,Back to Basics, rallies, shows, scooter news & more!
No.324 June2013 £3.99
ANT & DECSCOOTERING’S NEW FACES?
FORZA 300
CRASH HELMETS
2013FIRST RIDE
NEW HONDA
BURGMAN 650
FIRST RIDE
NEW SUZUKI
ALL YOU NEED TO KNOW
4 | SCOOTERING | JUNE 2013
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CONTENTS
38Blast from thePast55 years ago this month… The Isle of ManScooter Week. How scooter rallies wereback in the 1950s.33 16
4428
03EditorialWhy aren’t more people riding scooters ina recession?
06NewsAll the latest scooter news, new productsand other bits ‘n’ bobs too!
08WorkshopEssentialsBehind the scenes with Mike Phoenix.
12Competition –Win aShoei crash helmet!A brand new Shoei GT Air to be precise,worth up to £469.99!
14 ShowUsYour ScootsWish You Were Here? Where’s that? It’swherever you go on your scooter!
16AVPOur Hollywood blockbuster themed Lambretta... and the result is a cover star scooter.
20FeedbackYour letters, emails, personals, questionsand other stuff you’ve sent us.
24RoadTest – 2013 SuzukiBurgman 650After a decade of popularity the Big Burgergets a makeover, but is it for the better?
28 SportsterA Vespa PX customised in Germany withplenty of those subtle touches.
44AllAboutCrashHelmetsIt’s 40 years since they became compulsoryheadwear in the UK for bike and scooterriders, but do you know much about them?
52Clubdo’s& eventsA calendar of scooter related events.
54BurtonBrewers SCCustomShowAnd a fine one it was too.
59TheRules – Part 3Essential guidelines for successfulscootering. Riding to a rally – how you knowyou’ve earned a scooter rally patch to wear.
60TheMunichCustomShowDown with the SIP crew insouthern Germany.
67MyFirst Euro, part 4Final list ticking before the off!
68LCGBC2CRunA popular day’s riding gets an earlier slot inthe year – just missing the snow.
74Cobblesoul RunA weekend in France, which was nice.
66BSRATenbyScooter RallyThe bank holiday national in a picturesqueWelsh seaside town.
86Time forAction…with Ant and Dec. Yep, scooters on TV.
88VamboThe Sensational Alex Harvey Bandimmortalised on a Vespa.
92RoadTest – the newHondaForza 300How does the Japanese giant fare in the300cc scooter class?
96 SeeingRedWhat colour is your Lambretta GP? And ifit’s red, is it the right shade? Read on…
123 Scooter TraderClassified and business advertising, for allyour scootering needs.
137 ShowUsYour Scoots!Memory Lane and the regular page.
140VariousClubEvents
Editor: Andy GillardEmail: [email protected]: Steve RoseContributors: Sticky, Richie Lunt, Barrie Braithwaite,Iggy, Lobby, Nik Skeat, Andreas Reinhold, SteveDawson, AdamWinstone and Ian Mutch. Many thanksto all other scooterists and clubs that have alsocontributed to this issue in some way.
Cover: Photography by Richie LuntDesigner: Charlotte TurnbullReprographics: Simon DuncanGroup production editor: Tim HartleyGeneral queries and back issues:Tel: 01507 529529 24 hr answerphoneEmail: [email protected]: Jane SkaymanTel: 01507 529423 Email: [email protected]: Full subscription rates (but see page 22 foroffer): (12 months 12 issues, inc post and packing) – UK£47.88. Export rates are also available – see page 22 formore details. UK subscriptions are zero-rated for thepurposes of Value Added Tax.Distribution: Comag, Tavistock Road,West Drayton, Middx UB7 7QE Tel: 01895 433600Printed by:William Gibbons & Sons, Wolverhampton
Having trouble finding acopy of this magazine?Why not Just Ask your localnewsagent to reserve you acopy each month?
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Subscription manager: Paul [email protected] manager: Steven O’[email protected] manager: Charlotte ParkEmail: [email protected] manager: Craig LambPublishing director: Dan SavageCommercial director: Nigel HoleAssociate director:Malcolm WheelerManaging director: Brian Hill
SCOOTERING (USPS:020-245) is publishedmonthly by Mortons Media Group Ltd, PO Box 99,Horncastle, Lincolnshire LN9 6LZUSA subscriptions are $60 per year fromMotorsport Publications LLC, 7164 Cty Rd N #441,Bancroft WI 54921. Periodical Postage is paid atBancroft, WI and additional entries.Postmaster: Send address changes to SCOOTERING,c/o Motorsport Publications LLC, 7164 Cty Rd N #441,Bancroft WI 54921. [email protected] is published by:
Mortons Scooter Media, a division of Mortons Media Group Ltd© 2013 All rights reserved. No part of this magazinemay be reproduced in any way without the writtenpermission of the publishers. ISSN 0268 7194
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ADVERTISING DEADLINESThe advertising deadline for thenext issue of Scootering (July 2013, 325)is Thursday, June 6On sale in newsagents June 27, 2013
Free ads, personals, club do’s & events
These are all to be booked via the website atwww.scootering.com or via post to:Scootering Magazine, PO Box 99,Horncastle, Lincs LN9 6LZ
The next free ads deadline isWednesday, June 5
101142 Scooter SportBSSO Scooter Racing at Croft.
144Behind the Scenes…At a scooter race meeting – in particular, atMallory Park.
148 Scooter SportBSSO Scooter Racing at Mallory Park.
152Lambretta Scrambleraka The Geoff Parker Experience. Properold-school scooter sport machine.
102 Specialist ServicesWhatever it is you want, you’ll find themall here.
104Back to BasicsCleaning your carburettor.
106TechTipsRebuilding Lambretta forks.
112 Project UnderdogReloadedThe smallframe’s back – with thanksto Parmakit.
123ABuyer’sGuide to…Lambretta J Range scooters.
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www.scootering.comwww.scootertrader.com
p22
It’s no secret – inmymind the Suzuki Burgman is one of the best, large capacity scooters available today. Ishould know, I clocked up over 14,000miles on one in 2011. But is the new2013 version any better?
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The 2013 SuzukiBurgman 650
Back in November 2012 at theMilanMotorcycle Show Suzukipresented what was to be theupdated Burgman 650 scooter. I
must admit that at first glance it tooksomeone who had spent a year on a ‘Burger’to notice the subtle changes that had takenplace during its makeover.Overall the styling has been updated, it’s
sharper andwe’re told that features such as abody coloured panel across the innerlegshields add to the feel of elegance thatSuzuki was after, while clever use of blackplastic in other areas reduces the appearanceof bulk. Certainly, together with a generalslimming of the newBurgman650,whenviewed back to backwith the oldermodel thevisual differences becomemore obvious.
The reason for the revamp is obviouslymarketing, triggered by the 10th anniversaryof the Suzuki Burgman 650which, whenlaunched back in 2002, was the largestcapacity (and fastest) production scooterever produced at that time.Its electronically controlled CVT gearing
was also new, and is something to whicheven now only Honda has anything that canbe considered a rival, and that’s a recentthing. Granted having amanually operatedgear selection system alongside two highlydeveloped automatic options is arguably aluxury – or even an excess – that no otherscooter manufacturer has felt the need todevelop, yet with 83,000 650s exportedfrom Japan since the big Burger’s launchback in 2002 and the feature continuing onthe newmodel, there’s obviously a call for it.I assume that because Suzuki went to
great lengths to point out that much of therevamp was the result of customer research,presumably the gearing featured there too.The Burgman 650 has hardly changedsince 2002, with 2004 seeing the arrival ofthe Executive version with its electricmirrors and screen, as well as heated seatand grips. This became the only versionavailable in the UK, according to demand.Suzuki looked at the premium car market
when restyling the Burgman, the upsweptexhaust apparently an aggressive look, thepillion backrest deserving the ‘Executive’badge it wears while the LED sidelightsfollow the fashion of Audi, Jaguar and othertop end brands.Italy then France are Suzuki’s big
markets for this top of the range luxuryscooter, which doesn’t surprise to behonest. Apparently in the best year for theBritish market, 180 of these scooters wereshifted, which isn’t a lot, but consideringthe prejudice most motorcyclists have overscooters in this country, isn’t bad either. Notwhen you consider that in a number ofopinions, the Burgman 650 is actuallysuperior to motorcycles in certain aspects.By all accounts theBritishmarket is
becoming a littlemore like the European one,with two-wheelers being accepted as amore
useful tool and that there’s nothingwrongwith choosing a big scooter over a bike.Burgman owners love the comfort and
luxury of this scooter. In fact it’s known as theking of comfort cruising, to which I say Amento that brother (and sister too, of course). Thestorage space too is a sales winner, Suzukihas sacrificed six litres of underseat storage(it’s now ‘only’ 50 litres) when trimming itdown slightly as owners suggested theBurger was too bulky in appearance. You canstill fit two full face helmets underneaththough, and the legshield storage space hasbeen enlarged as well as changing the DCoutlet to accommodatemore gadgets.Speaking of which, this scooter is nowhardwired to take accessories such as a GPSwithout the need to be splicing wirings in andout of the ignition, which can only be good.
It was interesting to watch the motorcyclejournos on this launch, one commentinghe enjoyed it more than a bike launch ashe didn’t have to concentrate on changinggear when riding through the gloriousScottish countryside.While the engine remains the same, inside
the technicians havemade numerousmodifications to getmore from thisimpressive power unit. Revised valve springtension, low torque bearings,more efficientpiston rings, reduced injector size, newclutch plates and a remappedECU result in a15% improvement on consumptionapparently, while also offering smoother lowspeed scootering at a decreased rpm.Certainly the initial pull away is less harsh intown and seems less juddery now, althoughit’s still not perfect. I suppose there’s only somuch refinement you canmake to a 650.Aside from the top speed – to which
‘Power’ mode will accelerate you towardsthree figure numbers in a matter of secondsif you so desire – it’s the electronic CVTsystem that continues to impress.
25WWW.SCOOTERING.COM |
If your only automatic scooter experience isthat of a VespaGTS or similar, then letme tellyou this is a different kettle of fish. Not vastly,but enough tomake you take notice.Sit at 60mph and grab a handful of
throttle and the sensors will lower the rangeof the pulleys to enable you to, in effect, dropa gear and kick past whatever you areovertaking. Let the redmist drop in Powermode and should you need to come to a haltrather sooner than you anticipate, the enginebraking is now even better than before.And of course to assist you to stop safely
there are the twin disc brakes at the front(now floating) a single one at the rear,and ABS all around should potholes onthe road descend into a gravel fest whenleast expected.
Suzuki’s engineers have improved thehandling, which was arguably a bit wallowybefore if you pushed it to extremes... andwasn’t helped when you’d squared off thetyres with thousands of motorway miles onthe clock.The new Burger’s wheelbase is shorter
and there’s less trail apparently, so Suzukireckons it’s a little more nimble. To be fair,it did feel less like a bus when in traffic. Aspart of the cosmetic overhaul the subframeunder the seat has been removed, the seatrail is slimmer and pillion footrest a littlehigher (suiting those with shorter legsmore), while the rider still gets the sculptedfloorboard that allows him to get both feetdown at the lights. The ABS unit isapparently 55% lighter too, though theBurger still weighs in at 277kg when fullyfuelled. To put that into perspective, aVespa PX is around 110 to 120kgdepending on which spec you read. Againowners had commented on transmissiondrag when the engine was off, so Suzuki hasaddressed this to make this behemontheasier to push around in your garage.
ElegantSilk
Nimble
The parking brake has been relocated, now handily to the left just beneath the rider’s seat.
If the challenge of building your own customscooter isn’t enough forsome, thendoingdoing so tomeet toughTÜV regulationsmakes it
that little bit harder forGerman scooterists to join in the fun.
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Maik Ediger started out on aPX 80 back in the early1990s and he’s stuck withthe reliable Vespa range ever
since – a PX 125 being the basis for hiscustom scooter you see here, which hebought back in 1996.
Using his Vespas as a daily ride, theinspiration came from the chopper anddragstermotorcycle scene, andMaik is proudto say this scooter is all is own handiwork. It’salso worth noting that, as withmanyGermanscooters, the attention to detail and subtlemodifications are often not that obvious atfirst glance... or even the second.
want is to clutter themwith unsightlyelectrickery. His solution is subtle, verysubtle; in fact almost to the point that youcan hardly notice the little switcheswithinthe bars, thewires discreetly routed inside.Very neat indeed.
While we’re up at the handlebars – or infact just in front of them–note the digitalspeedometer that is housed in the headlamp,again avoiding unnecessary clutter.
Back to the frame, and a bar has beenadded to brace the frame between theheadstock and rear monocoque, to which apetrol tankmore at home on a Harley-Davidson Sportster has been fitted. Anyone
To beginwith, the Vespa framewas cut andthen cleaned up, which included the filling ofunnecessary holes, such as indicators. Nowthis is where aBritish scooteristmight think:‘what the hell, I’ve got two good armswhichshould bemore than enough to signal to cardrivers which direction I intend to turntowards’. Not so inGermany, however, as theTÜV laws state otherwise and so handlebarend flashers were purchased and installed onthe custombarsMaik decided hewanted onhis scooter. This in turn led to a furtherproblem, because such indicators need aswitch, andwhen you’ve just fitted somenice, clean handlebars the last thing you
| SCOOTERING | JUNE 201344
When it comes to riding a moped, motorcycle or scooter in Great Britain,the crash helmet is currently the only piece of clothing you are legally
obliged to wear, all thanks to a law which was introduced in June 1973.
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of the CrashHelmet Law‘do you mind if I don’ts’about skid lidsSome ‘whys’, ‘hows’ &
40Years
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Of course the safety helmet hasbeen around for millennia,presumably since man firstwore an animal skin on his head
as protection from another man throwingstones. Then man discovered metals andthroughout the various ages (Bronze, Ironetc.) weapons were matched by protectivearmour as the human race did its best todestroy itself. It’s common sense really; oneof the most precious parts of your body isthe brain within your skull, so it’s a goodidea to protect it.
Metals being heavy as they are, earlycrash helmets went back to basics usingleather and tree bark (cork) for protection.Not that many people bothered wearingone of course; unless it was really cold,or raining particularly heavily. A flat capwas probably more comfortable and ofcourse cheaper. Just add a gimp maskand you’re sorted...
Apparently it was the fatal head injuriessustained in 1935 by motorcycle ridingenthusiast T E Lawrence – aka Lawrence ofArabia – that caused neurosurgeon DrHugh Cairns to study head traumaprevention in motorcyclists ,which led tothe British developing a crash helmetspecifically for motorcyclists, as opposed toriders wearing horse helmets or other‘adapted’ safety hats.
Continuing his work through the SecondWorld War, it was down to Dr Cairns thatthe British Standards Institute (BSI) first setout its ‘Kitemark’ standards for motorcyclecrash helmets in 1953. Military dispatchriders were already obliged to wear crashhelmets from 1941, and after that thosecompeting in motorcycle races were addedto the ‘must wear a skid lid’ list.
Of course helmet design was asadvanced as technology allowed it, andwhile cork lined helmets were protectingriders, they weren’t exactly much to look at.If you wanted to stand a chance ofattracting a member of the opposite sex,having a pudding basin perched upon yourhead was not a cool look.
Ringing a BellMeanwhile, over in America the claimedancestor of the modern crash helmet, theBell 500, appeared in 1954. Developed byRoy Richter, owner of Bell Auto Parts in
California, the 500 was aimed at both cardrivers and motorcyclists and took itsname from the Indianapolis 500.
Moving away from the pudding-bowlshape it featured sides that covered therider’s ears and the shell also wrappedaround the back of the head. This ‘modern’shape was thanks to a new material: glassfibre. Three years later Bell added anexpanded polystyrene inner layer to absorbimpacts, replacing the earlier rubberlining, thus we had what forms theconstructual basis for many modern daycrash helmets, while the design of this openfaced, or ‘jet’, helmet is still in Bell’s rangetoday (as well as countless copies andimitations worldwide).
Eye sayIt wasn’t until the late 1960s that a full facehelmet with a fitted visor was produced –the availability of suitable material toconstruct one with, of course, somewhatrestricting the progress here.
When the first full face lids arrived, theirintegral visor was fixed and there were noair vents either. But things progressed; firstvisors were clipped on with popper studsto both full and open face lids, and thenin the 1970s the integral flip up visorwas developed.
This was the period of space travel too,and whether by accident or design manymotorctyclists seen wearing full-facehelmets during that period wereeasily mistaken for Yuri Gagarin andother astronauts.
And so it was that the Motor Cycles(Wearing of Helmets) Regulations 1973 (S I1973, No.180), dated February 7, 1973, wasenacted and on June 1 of that year moped,scooter and motorcycle road riders in GreatBritain were forced to wear crash helmetsaccording to the new law, following severalother countries which had alreadyintroduced similar legislation. Apparentlya motion had previously been proposed inthe House of Commons back in the 1950s,but was defeated first time around.
At the time there were arguments bothfor and against the new law regarding crashhelmets; those against arguing freedom ofchoice and the fact that it couldn’t beproved that a wearing a crash helmetalways saved a life. It was never going to be
BarrySheeneshows thedamagea
helmetcantake,whichmeansyour
headdoesn’thave to.
Yeskids, youCANlookcoolandwear
acrashhelmet.
Who was Fred Hill?FredHilldied fromheart failure inPentonvilleprisonaged74.Hewashalfwaythrougha60daysentence for refusing torecognise the1973compulsoryhelmet law.
Fredhadbeen jailedastaggering30timesbefore forexercisingwhathesawasabasic right to ridehismotorcycledressedashesaw fit. Fred’s shortest sentencewasjust 24hours,which thecourtdecreedcouldbeserved in thepolicecells.Asympatheticdesk sergeantadvisedFredthathewouldn’t evenbe lockinghis cellandrecommended tohisprisoner: “Whennoone’s looking, justbuggeroff Fred.”
Otherofficerswere less sympathetic,withoneburlyPCbringinganassaultchargeagainstFredback in1978whenFredwas68.Thecasecollapsed in farcewith thecopblubbing incourt as the issuehadcausedhimsuchstress.
Ahaughtywomanmagistrateonce triedto talkdowntoFred, a retiredmathsteacherand formerSecondWorldWardispatch rider,byberatinghimforhislawlessness. Fred reminded thewomanthat if it hadn’tbeen forothersofher sexbreaking the lawyearsearlier shewouldnotnowbesittingwhere shewas.Thatearnedhimanother sevendays in jail.Oneman’s standagainst the1973helmet lawspawnedawholemovement.
MAG(MotorcycleActionGroup)backedFred throughouthis campaign.This riders’ rightsorganisationhasneverbeenagainst voluntaryhelmetuse, itsimply resentspeoplebeingcriminalisedforexercisingchoice.Fredstoodresolutelyfor thecoreprincipleofMAGwhich is, ifpeoplearenotharminganyone then leavethemalone toenjoymotorcycleswithouttrying toprotect themfromthemselves.
It’sworthnotingthat therewasnoreductioninfatalities followingtheintroductionof thehelmet lawinthiscountry. IntheUSAafederalhelmet lawwaspassedin1967,butnumerousstateshavesincerepealedhelmet lawsforadults.
Fred’s fightwas fora freedomofchoice,whetheryouagreewithhis viewsoncrashhelmetsornot. It’s a similar story todaywith regards to ridersbeing forced towearHiVizclothingby localorEU laws.IanMutch
(MAGpresidentand foundermember)www.mag-uk.org
The
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