INSURANCE
ALL YOU NEED TO KNOW ISSUE 96
THE ALBATROSS
SCOOTER WORLD
AN ALL-BRITISH SCOOTER
FULL REPORT INSIDE
APRIL/MAY 2014
ROGER HARRISON’S
A ROCK OIL PACKAGE WORTH
VESPA ON FILM ORIGINAL PIAGGIO PROMO FOOTAGE
THE NEPTUNES
BRISTOL LC’S HISTORICAL PICTURE COLLECTION
LAMMIE DRIVE THE JOURNEY ENDS
LESLEY WEBSDALE’S NO.96 APRIL/MAY 2014
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Rallymaster 38 TheA brief history…
IN DETAIL 7 What’s new?
A round-up of the latest gossip and gadgets
12 Rated or hated?
The latest products on test
15 Mailbox
Readers express their views, ask questions and show us their pictures
24 Roger’s Lambretta
A stunning Series 2 restoration
28 Vero colore
Leslie Websdale’s Spanish MotoVespa
32 A tribute to Eric
Keith ‘Fozzy’ Foster’s tribute to a friend
36 Sixteen tons
The Dayton Albatross
mauspencer@classicscooterist.com
38 Lambretta Rallymaster
66 All roads lead to Whitby
42 A museum piece
68 Rallies and rideouts
44 Vespa on film
74 Lammie Drive 2
A brief history
Lambretta Rallymaster restoration
A cloudy part of US scooter history
46 Back in the day
The 1960 International Vespa Regularity Championships
Essential rally information Scooter event roundup
The final push – but will everyone remain friends and make it to the end?
78 What’s going on?
What, where and when – event updates
49 Insurance
82 Scooter clubs
54 The Neptunes
86 Scooterist classifieds
56 Scooter World
90 All or nothing book review
Who needs it?
Bristol Lambretta Club
The winners – and the losers – full report inside
Meet and greet your local club
For all your wants and needs
Jason Brummell’s follow-up to ‘All About the Girl’ CLASSIC SCOOTERIST – APRIL/MAY 2014
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PRODUCTS ON TEST. DO THEY DO THE JOB?
RATED OR HATED?
ARE THEY ANY GOOD? ARE THEY VALUE FOR MONEY? TU Giacca Trip jacket
Draggin Twista jeans
The Giacca Trip jacket has a nice cut, but still fits my slightly bulky midriff perfectly – it’s a good-looking piece of kit and I find myself wearing it more than anything else when I’m off the bike. Described as a touring jacket, it’s very comfortable on-bike, and while it doesn’t have the heavyweight, technical construction of my other textile kit, I’ve found it great for riding in city centres. The supplied down liner is essential for colder months, but I don’t bother attaching it to the coat as it looks just as good worn on its own. There are plenty of pockets made of the same waterproof, breathable material, but don’t expect them to keep all the water out in a downpour (there are a couple of useful internal pockets though). You’ll pay an extra £20 for shoulder and elbow armour, but overall this is a really attractive jacket for commuters. It’s even got its own hood for rainy walks...
Draggin Jeans prides itself on its CE EN 13595 Level 1 safety approval. Tested at independent laboratory SATRA, Draggin’s Kevlar lined trousers withstood an abrasion test of 4.4 seconds – not as long as leather pants, but still a pretty long time to be sliding down the road. Made of stretch denim, they hug well, and keep knee armour in place (none is supplied). A mesh lining keeps them comfortable in hot weather, and you’ll find knitted Kevlar on the bottom, hips and knees (claimed to offer better abrasion resistance and reduced heat transfer). These are a great alternative to full-leather trousers, especially on shorter rides. They can make your legs look fatter, but that’s only because they look like normal jeans and you don’t expect to find the thick layer of Kevlar protection beneath. I still wear leathers for a lot of rides, but I’m now much more confident of my safety when I pop out for those short blasts...
Price: £189.99 Tester: John Milbank Info: tucanourbano.co.uk
Price: £199.99 Tester: John Milbank Info: www.dragginjeans.net
Oxford Boss Alarm
The Boss Alarm is fitted with a 100dB alarm to raise awareness if your bike is being stolen. It can be used as a disc lock or with a chain. The pack includes a reminder cable, so if you’ve fitted it as a disc lock, you don’t forget and ride off; there’s also a replacement alarm battery. It comes with three keys, but you’ll be pleased to hear that Oxford’s replacement key service is available on this lock. It can be bought along with a choice of chains too. This version has a 14mm shackle, however, the Big Boss Alarm has a 16mm shackle and is priced at £84.99. Price: £74.99 Tester: Carli Info: www.oxprod.com
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CLASSIC SCOOTERIST – APRIL/MAY 2014
Downtown jacket This multi-purpose Downtown jacket comes courtesy of the Oxford Products’ ‘Essential Rider Wear’ collection which includes locks, luggage, electronic gadgets and helmets, as well as riding jackets and other clothing attire. The Downtown is a three-in-one air ventilated jacket predominantly for summer use, but with the thermal liner inserted, it should be suitable for all but the coldest of days; in summer you can remove the lining and undo the vent zips, thus allowing more air to circulate around your body. There are two colour options (black/blue and black/grey) and it is available in sizes from S to XXL. It comes with Velcro fastenings that are fully adjustable at the waist, the hips and the arms, so that it can be adapted to a personal fit. It also has reflective panels and piping to the arms and the torso. Features include a fixed waterproof membrane, front and rear ventilation, CE armour to the shoulders and elbows, plus removable back padding. The pockets are water resistant and there is also a handy phone pocket on the inside of the jacket. This is a budget jacket that falls short of the requirements needed for it to be marketed as ‘personal protective equipment’ (PPE) – and as such it is not intended for professional or occupational use. But for someone who is
budget-conscious and doesn’t want to spend too much money, it should meet their needs. In use, the fit was fine and was comfortable to wear; it sat on my body frame exactly as it was intended without any shoulder sag; the arms were the right length; and the adjusting straps were easy to use. Up until the time of writing, I haven’t had the opportunity to use it in heavy rain, so I can’t verify any claims made about how waterproof it is; all I can say is that in the light rain showers experienced, there was never any issue with water ingress. Price: £99.99 inc VAT Tester: Mau Info: www.oxprod.com www.classicscooterist.com
Classic Scooterist, Horncastle, Lincs LN9 6LZ mauspencer@classicscooterist.com
TU Upload Lady thermal top In chilly weather, thermals are more important than ever to help keep you warm and ensure your concentration levels are maintained while riding. Out of the packet, the Upload Lady looked doll size and I was sceptical about whether it would fit me or not, but I’m pleased to report it fitted like a glove. The front sections are made from Windbreaker material whereas the sides are elastic polyester that stretches – which came in handy! It’s important for base layers to be relatively tight as then they can trap in the air to keep you warm. The Windbreaker material is strategically placed so that anywhere where you may get a pesky draft, you have extra protection such as the front of the top. It features a neck zip fastening and long sleeves that aim to keep all of you warm.
Spada RP-700 helmet
One feature I liked was the fleecy inside; it was nice and cosy and soft to the touch.
connecting zip on the jacket bottom which allows it to be attached to textile trousers. I have the female version, the Sarina, but for 2014, Held has introduced the Ruben male version. The fit is slightly different and it doesn’t feature hip adjustments and waist belt, but apart from that it’s pretty much the same.
British bike clothing company Spada has been supplying products for 17 years now. I recently had a chance to try out the stylish RP-700 helmet which comes in a variety of sizes and colours. There are seven different styles to choose from – mine being the ‘Serpent Black’, and I have to say it certainly looked good at first glance. The RP-700 is aimed at the budget end of the market, but it feels superior to some other budget helmets I have tried, and is approved to the EC2205 standard. The outer shell is constructed from moulded thermo plastic and the chin strap is secured with a double ‘D’ ring fastener. I noticed how comfortable it felt as soon as I tried it on, especially across my forehead and the sides of my head, where there is extra padding. My glasses slipped on through the open visor without too much effort. There’s quite a large gap at the front of the helmet where I think a chin curtain might have been a good idea. In use, I found there was quite a bit of wind noise, even with the vents closed – as often tends to be the case with budget helmets – and I could feel the cold air flowing over my face. Bear in mind though that I was testing this in autumn. In summer I may have been glad of the ventilation. The RRP of £64 doesn’t seem excessive for a rider on a budget and who is looking for a stylish, comfortable, well-fitting helmet, plus you’ll have the added feel-good factor that you bought British.
Price: £179.99 Tester: Carli Info: www.held-uk.co.uk
Price: £64 inc VAT Tester: Wayne Tempest Info: www.spadaclothing.co.uk
Price: £45.99 Tester: Carli Info: http://tucanourbano.co.uk
Held Sarina textile ladies’ jacket I was looking for a jacket I could wear off the bike, which offered protection without making me look like an American football player – this jacket does just that. Instead of bulky protection, there is D30 protection on the elbows and shoulders; it has an optional back protector too. This discreet protection means that you can wear it as a casual jacket knowing that it will keep you safe if needed. The Sarina jacket from Held’s ‘Urban’ range is aimed at those looking for something to take them from the bike to work or even down the local. It comes in black or denim blue (I have the denim blue version which looks comfortable and lived in already). There’s a detachable inner collar which keeps out cold draughts. Used in conjunction with a neckerchief it ensures your neck is kept warm and no draughts get down the back of your jacket. It’s attached with a zip and press studs so is extremely easy to get on and off. The jacket has six external pockets and two inside – all quite deep. You probably wouldn’t wear this jacket with textile trousers and would instead team it with CE approved jeans. However, there’s a
ProGuard hearing protection Riders are vulnerable to Noise Induced Hearing Loss (NIHL) and noise levels can reach 105dB at 70mph; your recommended daily exposure time to that is 15 minutes before irreversible hearing damage can occur. Designed to be reusable, BikerPlugz can be washed with warm soapy water to keep them clear of road dirt which could affect their performance. In use, they fit comfortably into the ear and under the helmet without causing irritation. They reduce helmet-generated noise to a safe level using special linear filter design, allowing the user to hear audible warnings and speech from helmet intercom speakers as well mauspencer@classicscooterist.com
as providing an open ventilated passage to the ear to minimise the occlusion effect (unheard sound) Price: £14.99 Tester: Mau Info: www.proguarduk.co.uk
Dealers, distributors and manufacturers; do you have a new product you’d like reviewed? Contact mauspencer@classicscoot erist.com or send your products to Classic Scooterist, the Media Centre, Horncastle, Lincs LN9 6JR. (Note: please try to avoid sending specific products that only fit one single machine, which may not be readily available to us)
CLASSIC SCOOTERIST – APRIL/MAY 2014
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YOU’VE GOT MAIL! Lambretta filler caps
Martin’s filler cap
Back of seat is damaged through constant fuelling up
The three holes in the base which retain the cork float
Hi Mau, Just read the article in issue 95 on Lambretta fuel caps – very interesting and informative. The filler cap on my 1956 LD 150 is blue and is situated between the two seats in the middle of the bodywork. This is a bad design as even with the seat slightly back to give more leg space the cap is very difficult to unscrew to get the filler cap off together with the tube attached. This is evident as the back of the seat is worn away where the filler cap is constantly
being unscrewed to put petrol in (I think on later model LDs the filler cap is offset from the middle of the two seats to allow easy removal). However, the article in Issue 95 states: “When the long hollow ‘tail’ of the filler cap was inverted, it served as a measuring jug for the oil that had to be added to the petrol in a two-stroke engine.” My filler cap has the long hollow ‘tail’, but has three holes in the base to retain the cork float. I cannot see how the tail could be filled with the oil to use as a measuring jug? Am I not reading
the article right, or were some filler caps different than others, as they were in a few different colours.
Innocenti scaffolding
Martin Foresters SC
Sorry if the text of the article was confusing, but the oil measuring capabilities of the LD/Model D fuel cap mentioned in the text refers to the standard, plastic factory, screwin type. None of the aftermarket caps have this useful additional feature.
Joan Thorne Dear Mau, I was doing some research on a different project when I came across an article about Joan Thorne in Scooter and Three Wheeler April 1967 (see accompanying text). This article partly goes towards explaining to me why Joan Thorne was using my bike in the Isle of Man that year. I now realise that she had won an S-Type SX 200 which was supplied by Arthur Francis earlier that year and was most likely in the Isle of Man without that S-Type Lambretta. Arthur, never one to miss a publicity opportunity, would have borrowed my bike, being an S-Type, for Joan to use for the Scooter Queen Pageant. All now has become clear. Norman Ronald
QUEEN OF THE ROAD
Hi Mau, Re the article on Innocenti scaffolding that was published in the last issue (94). If you Google the address shown in the picture, part of the factory which made the scaffolding is still standing. Also Google the manufacturer for more info! Rattrap
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CLASSIC SCOOTERIST – APRIL/MAY 2014
Joan Thorne, a 19-year-old travel agency receptionist from Bristol, had been presented with an SX 200 with a Stage II conversion by Arthur Francis of Watford by the Industries Association. Joan, who is an elegant 5ft 7in with a 35-24-36 figure, was chosen as Britain’s ‘Queen of the Road’ from hundreds of entries from scooter and motorcycle riders all over the country. The presentation marked only the end of the beginning for Joan because as ‘Queen of the Road’ she will have many official duties to perform – the first of which will take her to the Isle of Man in June as guest of honour during the 1967 Tourist Trophy races. She will remain in the Island for the Scooter Holiday Week where she will ride her new machine for the Bristol Lambretta Club. Also she is almost certain to represent Great Britain at an international rally to be held in
Rome later this year as the guest of the International Lambretta Club. Joan’s rapid rise to fame started in Portsmouth during Easter, 1966, when her club literally press-ganged her into entering the ‘Miss Lambretta’ competition held during the Portsmouth National Lambretta Rally. Having won this she was eligible to enter the ‘Miss Lambretta International’ competition in Southend in September, 1966 – again she won. She was then crowned ‘Miss Torbay’, ‘Miss Kingswood’, and finally ‘Queen of the Road’ at the Earls Court Show. www.classicscooterist.com
Classic Scooterist, PO BOX 99, Horncastle, Lincs LN9 6LZ mauspencer@classicscooterist.com Fax: +44 (0)1507 529495
Licence help
Thank you from AON SC Hi everyone, A big thank you to everyone who supported our Scooterist Charity Night at the end of last year; as a result of your continued support we were able to hand over £1000 to each of the following charities: The Warwickshire Freewheelers The Specialist Neurological Rehabilitation Service Ruth Mae Memorial Fund Also a very big thank you to everyone who is helping Maria and the Conway family, please have a look at Maria’s page and ‘like’ to help Maria raise awareness of Maria’s battle against Leukaemia. www.facebook.com/mariaconwayscause?ref Also a big thank you to Pete Chambers for his recent article about the AONSC in the Coventry Telegraph (www.coventrytelegraph.net/whats-on/musicnightlife-news/backbeat-nothing-scooterclub-still-6678020) Brian Forde AON SC
A nutty problem Hi Mau, Please help! I’m a 63-yearold scooterist and currently own a fully ‘Modded’ PX 200 and a PM-tuned, Malossi kitted, 180cc Aprilia Habana. I passed my motorcycle test way back in 1968 on my GP 200, (when you could ride up to 250cc on a provisional licence and the sky was the limit on a full licence). Here is where the help is required. I recently mislaid (lost) my licence and a replacement has been received from the DVLA with a Cat A motorcycle authorisation. I have visited the DVLA website and have
found the motorcycle categorisations totally confusing as they relate to kilowatt output and power to weight ratios. Can you please explain in layman’s terms what the A1, A2, A, etc. categories relate to in terms of engine cc? You may have previously done this in Classic Scooterist, but I cannot find the relevant copy. Paul Nicholls North Staffs Jesters (Leek) SC Hi Paul, I have covered this, but that was in Twist & Go magazine – we haven’t really touched on it in Classic Scooterist. The
Andalucía, 1965
Hello Mau, We live in Southern Spain and one of our friends is the lady on the Vespa, Leonor Gomez, now 76 years of age. The photograph was taken at El Chorro in Andalucía on September 7, 1965. I think it is a 1957-59 model 125 Vespa.
Joe Sneddon
mauspencer@classicscooterist.com
Second Driving Licence Directive (2DLD) categories can be quite complicated so what I have done is to print a chart here which helps to explain it. I should say though, that it does not follow in terms of cc nowadays, as it goes on the power that the engine develops. If you were to pass your full test today, it would carry a modern day ‘A’ category, but because you passed it back in 1968, your new licence may well show other categories as well – which will relate to other vehicles you would have been entitled to drive way back then.
Wisbech 1951
Dear Mau, I thought you would like to see this. This Lambretta came new direct from Italy around 1947. I am the lad on the very back; my brother and two sisters are there with me. This is Wisbech 1951 – no helmets, no health and safety. Notice the new Series 1 Land Rover in the background. Neil Monson
Scooter Guru, I am getting conflicting answers on this question. On the GS 150. I have read it gets a zinc plating and someone else is saying it gets cad plating. Which one is right?
John Spencer
Both finishes are similar, but cadmium is not a form of electro plating offered in most European countries (a highly polluting process that has effectively been banned). Zinc plating is freely available and is undertaken in batches by weight. No polishing is involved, so any tidying up must be undertaken by the customer. There’s much discussion (but no consensus) on the precise electro plating processes involved with Vespa production. The following may help – although not Vespa, but from an impeccable Italian source, Vittorio Tessera, from the intro of his book ‘Lambretta Restoration Guide’… “Over the course of Lambretta production, the galvanic protection of metal parts has involved three different treatments: 1947-1953, nickel plating. 19541963, cadmium plating. 1963-1971, zinc plating.” He further notes a “period of transition”, so some Lambrettas may have metal parts treated in two different ways. Vittorio goes on to say (and readers might go ‘ouch’ on reading this): “We frequently see good restorations spoilt by the use of modern nuts and bolts or, even worse, stainless steel items.” Looks like many restorers might have done a fair share of ‘spoiling’ over the years! It must be admitted that 13mm drive M8 nuts and bolts do look pretty bad when used incorrectly, but the stainless ‘problem’... not sure? Scooter Guru
CLASSIC SCOOTERIST – APRIL/MAY 2014
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Walkin’ Back To Happiness
ROGER HARRISON’S
LAMBRETTA LI 150
This Lambretta Li 150 Series 2 has been a labour of love and it has taken the owner three years to restore it to its former glory.
R
oger Harrison is a man with a passion – certainly where Lambretta scooters are concerned. This stunning Series 2 is just one of his current collection, which also includes an Italian GP 150 and an SX 200. The Series 2 was originally purchased as a non-running project in 2009 for the sum of £300 and the restoration has been ongoing since then. Most of the work has been carried out by Roger himself, but he has had some help from friends along the way. The welding work was undertaken by Brian Moore, who also made some of the parts needed on his lathe. Also on hand to help was another mate, Phil, from the Bullseye SC, Crawley, who built the engine for Roger.
Runaway
THE RALLYMASTER A brief history of a rare Lambretta model...
A
unique scooter type that championed a niche sporting tradition, the Lambretta Rallymaster was a creation of UK importer, Lambretta Concessionaires, in the early 1960s from ideas prototyped on Alan Kimber’s successful Welsh Three Day Trials TV175 and aimed at ‘the sporting enthusiast’. Kimber, on that occasion won the ‘Scooter’ award (a bronze medal) and was the only rallyist to complete the Capacity Cup event (a clean sweep for one entrant). The concessionaires were well-known for being consummate marketeers and were quick to capitalise on this sporting success story. The outcome is arguably greater than the sum of its parts, but may well have reflected an underlying opportunity to sell an obsolescent model before a modern alternative took to the world stage. By 1961 the Series 2 Lambretta was moving towards replacement by the ‘Slimstyle’ Series 3 range, so Kimber’s success story must have seemed like manna from heaven to offset worries surrounding a possible stockpile of a redundant scooter type. Logically, if you wanted a cutting edge competitive scooter, a superior, self-evident starting point would have been the more powerful, flagship TV175. Instead, the concessionaires plumped for the lower capacity Li 150 for their new creation – a less desirable machine, but a harder-to-shift model under the prevailing circumstances.
THE ENIGMA
On attempting to write the Rallymaster’s history, the researcher runs into an immediate problem, as unfortunately, much of what is known, or is understood to be true about the model, is based on supposition. The number produced, dates of production and self-evident variations in the realisation
The rev meter drive
of each batch is not known, any documentation that may once have existed is lost. Much information could, you might think, be deduced by the study of existing Rallymasters. We also have folk memory and contemporary magazine photographs to provide some of the ‘facts’. Sadly, the study of today’s surviving Rallymasters is a very inexact science, as it’s reasonably easy to build a Rallymaster clone using a donor Series 2 as a starting point. Even if a shining example of the Rallymaster theme is presented as an ‘original item from the Lambretta Concessionaires’ workshops, its provenance cannot be proven beyond doubt,
even if the original logbook is available. A Rallymaster logbook, if it exists, will, in all probability, only describe the machine as a 150 Lambretta with no mention of the title ‘Rallymaster’ to be seen. This is glaringly obvious to anyone lucky enough to see an original logbook that refers to a Rallymaster of known provenance. This poses an awkward question: How many of today’s Rallymasters are the real thing? The unfortunate answer is it’s very difficult (if not impossible) to tell. Having pointed out the unknowns surrounding the Rallymaster perhaps we can pass on to what has been speculated... The production was very limited and, in all probability, less than 200 Rallymasters were built. Due to slight variations in the final product, they were almost certainly built in batches of, possibly, 20 at a time. Frame numbering of known provenance Rallymasters suggest that the Rallymaster utilised the frame numbers from machines manufactured between the last 18 months and the final six months of the Series 2 production that ended in 1962. Once again, all this must be inferred, as no existing documentation is available to prove the point.
RALLYMASTER SPECIFICATION
An original logbook – no mention of it being a Rallymaster here
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CLASSIC SCOOTERIST – APRIL/MAY 2014
We are on firmer ground with model specification, but it’s obvious that there are still variations on a theme. To help understand the work that went into building a Rallymaster we turn to the Concessionaires’ own information sheet – Lambretta Newsletter Number: 25/61 (dated May 30, 1961) and sent out to all Lambretta dealers. Here, the www.classicscooterist.com
Rallymaster is described as ‘a standard Li 150 machine with second stage rally conversions which improve performance and roadholding qualities, at the same time giving the enthusiast that something extra in all-round ability and performance’. The specification included: swinging type front mudguard; 400 x 10 rear tyre; dual seat (Pegasus type); spare wheel mounted on a custom built rear (of the) legshield rack; trialstype safety ball-end levers; sports-type Perspex windscreen; rally number plates and GB plate; heaving handle for scramble work; a special instrument board that fitted on top of the spare wheel rack and incorporating a rev counter, stopwatch holder, illuminated map board and two switches to control the maplight and the spotlight. mauspencer@classicscooterist.com
The engine could be treated to what was described as ‘stage two tuning’ featuring a large bore carb (21mm MB21BS5, from the TV175 replacing the 19mm MB19BS5 standard Li 150 carb) and a high performance exhaust (believed to be the twin tailpipe Carberry type, manufactured by the car dealer of the same name in Bournemouth – the only ‘sports exhaust’ recommended by the concessionaires at that time). To further the Rallymaster’s mystique, both the above modifications (if existing Rallymaster evidence is any guide), were seldom undertaken and most machines saw the light of day with the standard Li 150 items. Colours were listed as ‘standard Li colours with the addition of distinctive black stripes on
Sidepanel retaining brackets cut down with 400 x10 tyre CLASSIC SCOOTERIST – APRIL/MAY 2014
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SCOOTER WORLD VIDEOS There are scooter videos from the event on our Facebook site. If you haven’t already come across them already, then visit www.facebook.com/ScooteristScene and enjoy!
Haven’t we seen Marc Richardon’s Model D Racer somewhere before? Yes, on last month’s cover
This year, John and Norman Ronald – plus Norman’s scooter – will be part of the 50th anniversary celebrations of Team S Equipe
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CLASSIC SCOOTERIST – APRIL/MAY 2014
www.classicscooterist.com
BLAST FROM THE PAST
Steve Conneely meets one of his all-time racing heroes
One of the success points from last year was the ‘Blast from the Past’ sessions which involved various scooterists bringing out their scooters, starting them up, and then talking to the show presenters about them. However, there were a few problems on the day, resulting in the non-show of some of proposed scooters. Luckily the British Scooter Sports Organisation saved the day with Paul Green bringing out his ‘Déjà Vu’ Lambretta (see issue 94 for details), and Steve Conneely showing off his 100mph DKS Race Team scooter. Both fired up their bikes and were interviewed by British Supersport/Superbike racer, Steve Plater. This was a bonus – particularly for Steve (Conneely), as Steve (Plater) is one of his racing heroes. Steve (Conneely) was also instrumental in persuading Steve (Plater) to try out a race scooter for himself (which he will be doing later this year).
mauspencer@classicscooterist.com
Paul Green’s ‘Déjà vu’ scooter
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