The Singleshock Phasar V50 (formerly known as 'Monty's') in mid-2010
- with Bodywork
- Bare from the Left
- Bare from the Right
- Five shots of HCS after reducing Trail to solve weave-on-braking problem - successfully, it seems.
I thought I'd be able to upload these so they'd be immediately displayed but it looks like you have to go through the attachments. Eddie McD
Here the Hossack front end it being held up while the first pieces of the frame are fitted between it and the engine. The rear suspension has been disconnected to allow the lump down to ride height un-laden. The engine is supported by four temporary legs with adjustable feet. These allow the lump to be levelled. The bottom of the sump is set level and the ground clearance set to the T-max quoted ride height. As shown the wheel base is exactly as per standard. You can see that there is room to reduce the wheelbase.
The new front end interferes with the standard location on the air-box. You can see is sitting on top of the engine. The radiator is unsupported - the lump of wood fell over.
Royce Creasey gets into a full-bore drift with the bodywork on the deck in the chicane at Goodwood Motor racing circuit back in 1984. Although ground clearance was obviously not as abundant as he might have hoped for, Royce recalled recently that "The main problem on that demo was the lack of front brakes" .
Introduction to FF two-wheelers
This is different to the technical submissions I've made here about FF's. They deal with specific technical aspects and are based on the development process that started with the Quasar and continues today.
I want to deal here with the response this process has generated from journalists and other people whose background knowledge has come mainly from motorcycles. Some of these people are very knowledgeable about motorcycles, some have engineering backgrounds, others display a level of ignorance rarely found outside journalism.
Renowned and respected motorcycle designer John Keogh has done a quick sketch of what Cedric Lynch's machine could look like with a bit of styling input.
I had hoped that something like this would be built in time for the second Brighton-London economy run in November 2011, but that didn't happen.
Cedric says that the mirrors as drawn would add much more wind resistance than he would like; he would prefer them more like the ones he has mounted inside his existing machine.
Blez with the beautiful 1994 Dolphin Ecomobile and the first (2007) MonoTracer at a rest area in Germany en route from Switzerland to the Czech Republic for the annual driver training in 2009. I had the rather responsible job of chauffering the new owner of the Dolphin Eco all the way. It was a good run. PNB.
Blez in Mark Crowson's much-developed QuickaQuasar at the Bentley Museum which we visited during the 2010 Quasar gathering. The original Reliant engine has been tuned, the Reliant 4-speed gearbox replaced with the 5-speed unit from a MotoGuzzi, complete with its shaft and bevel drive, the roof has been subtly raised by 2 inches for improved headroom and the whole thing dramatically lightened with Dymag wheels and vastly superior brakes. I left Genesis at Mark's place during the rally in order to ride this machine for the day, which was a real pleasure.
Julian Bond had his first ride in Genesis after a meeting at the IMI in November 2010. He reckoned his subtly modified and well-used Burger 400 still suits his needs better. The Burger 400 has a lower seat than most bikes and scooters, and Julian's is slightly lowered from standard, yet is clearly still much higher than that of Genesis. PNB
Photo by Denise Bond, November 2010.
You can see from this photo that the DN01 is most definitely 'Feet First'. The seat's a bit high, the bodywork's too low and there's a distinct lack of both weather protection and luggage carrying ability, but there are the makings of a pretty decent 'quick and dirty' FF there, if you could pick one up cheap....Ah yes, the price; could be a problem. The DN-01 is strangely expensive as new.....PNB.
Photo: Paul Blezard photo archive
Some interesting results from this competition for lightweight streamliners that may over-excite diesel enthusiasts.
This pic shows a rear view of Genesis and the 4 Quasars while Mark gives a 'team talk' before the 'off' from Hastings to Lewes in the 2010 rally. Genesis (far left) obviously has the highest roof, but it's not so obvious that the red 'QuickaQuasar' roof is also considerably higher than that of the standard Quasars next to it for luxurious increased headroom. It makes a huge difference to the machine's user-friendliness. PNB. Photo: Paul Blezard.
There will be 2 new feet forward motorcycles in the USA soon! One will have an Akira style body and the other will have the body of a sail plane for weather protection and higher mpg.
My buddy, Jeff, is making the motorcycles and I (also named Jeff) will make the bodies.
Not much remains to complete the first FFM. A jig will allow the 2nd one to be made the exact same way.
These are modified Kawasaki 500 Ninja motorcycles.
Jeff in Tucson, Arizona USA
Quasars and Genesis to the left, Benelli Adiva and two ancient Peraves Ecomobiles to the right. (Steve van den Berghe and Els van der Hove are standing next to the Ecomobile in which they travelled from their home in Antwerp). The all-white GS1000 Phasar is easy to get in and out of, and poky and comfortable in a straight line, but feels very odd in corners......Photo: Paul Blezard
Mark Verden with the 'Mk1.5' Quasar he built in 1987. This machine is a sort of 'missing link' between the original Quasar and Royce Creasey's Voyager and also between Mk1 Reliant-engined Quasars and Mk2 Quasars fitted with non-Reliant engines. It uses a Reliant engine in a Quasar bodyshell but was the first machine to use a Guzzi gearbox and transmission mated to a Reliant motor, as used in the Voyager and also in Mark Crowson's 'Quicka Quasar'. It also has the Bob Tait hub centre steering used in non-Reliant engined Quasars like the Z13 and VF750 Quasar.
A lot has happened since my last post. The first thing that happened was that I got actual prices for the billet forks. It turns out that CNC is not that much cheaper in Thailand than in Europe. I guess that makes sense as the point of CNC is to remove most of the labour which is the element that is cheaper in Thailand.
After going through the designs with Royce Creasey and faced with an imminent departure from Thailand, I redesigned the forks from 50 x 25 x 3 mm rectangular section steel.