Paris

PARIS

SHOW TIME

HENRY MANNEY

THE MOTORCYCLE SCENE is very different in France from that in the United Kingdom or for that matter the United States. Due to high internal taxes, the astounding cost of fuel (around a dollar a gallon), the low earning power of the workingman, and a tendency to use motorcycles solely for transportation, most of the domestic production runs from 200cc downwards with a strong accent on mopeds or velomoteurs. A great percentage of these are under 50cc because little formality and no drivers' licenses are required for that size. The ubiquitous Velosolex, a heavy-framed ladies' bicycle with a ring-ding perched over the front wheel, is the direct result of this law and inasmuch as the ones lacking the optional centrifugal clutches commit the most astounding maneuvers in traffic rather than stop and kill the engine, are heartily cursed by car drivers. Naturally there are more elaborate and sporting versions of these egg-cup machines, sometimes with multiple cams clustered in the head, and even racing ones that get around the Isle of Man at speeds that would have been respectable 350 time a few years back. These racers naturally help the sales of production versions (if successful) and it is a familiar sight on French roads to see some tiny pseudo-racer, decked out in leopard-skin seat, racing tank, alloy fenders, bug deflector, and even foxtail making its 35 mph and waking up every cicada for miles around.

Consequently the Salon itself, held at the exhibition grounds at the Porte de Versailles in Paris, had its emphasis firmly on the little cylinders. Since France is very hilly in parts and there is a limit to what even 125cc will do two-up, a certain number of these machines are fitted with pedals in case what is called laughingly Light Pedal Assistance should be needed. Bodywork can be fairly elaborate, as on the new Peugeot all-welded up model, better weather protection and centrifugal clutches are becoming more common, and even such cosseting of the customer as electric starting and lock-up luggage space can be seen. Just because you have to ride on the cheap doesn't mean it should be nasty.

A look around the stands reveals many unfamiliar names, largely the result of some bicycle manufacturer (big business here) turning component assembler or even a cycle champion cashing in on his name among his racing fans. A large proportion of these have bought-out engines by firms like Sachs or Vap and as can be attested by the two-stroke mix pumps in every village, most have no valves. Of the large capacity machines of Terrot, Motobecane, and Gnome-Rhone, of former years, there remains not a trace and I think the biggest domestic motorcycle is the Motobecane 250cc. There are many importers in Paris, though, who cater for the speed merchant and the English makes of Matchless, AJS, BS A (Rocket Gold Star), Triumph, Velocette, and Royal Enfield (showing the new 750cc Interceptor) join the German NSU and BMW, the Japanese Honda and Suzuki, the Italian Morini, Ducati, Mondial and MZ, the Czech Jawa, in padding out the ranks of more utilitarian machinery. Harley-Davidson even shows two immense roadsters, set off by the slim red Aermacchis which have been very successful here in the hands of Oberstadt and Beltoise, and the scooter world gets it kicks with the Vespa stand full of pinups and a sectioned Lambretta showing its new front disc brake. With France's economy booming, we can expect even more interesting things next year. •