USING THEIR HEADS

THE MONSTER S4RS; DUCATI’S

FIGHT BACK BEGINS
ADVENTURE PLAYGROUND
MSL’S FIRST RIDE ON KTM’S 990 ADVENTURE

APRILIA:
INTO THE FUTURE
LEO MERCANTI AND
HIS PLANS FOR THE
ITALIAN MARQUE

BIKES
ON BOARD
YOUR ESSENTIAL
GUIDE TO
USING FERRIES

RYDER’S
CORNER
THE INSIDE LINE
ON MOTOGP

RIDDEN FEATURE OPENROAD

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05

9 771478 839089
Established 1962
May 2006
No 547

TESTED: YAMAHA XT660R A DAY IN THE LIFE OF: HONDA RACING HOKKAIDO BY HONDA

Inspiration
A
s I’m sure many of my colleagues
will agree, writing the editorial
column is one of the most
difficult parts of putting a
magazine together.
For a start it usually sits at the front of the page
plan and is one of the first things a reader sees. It
is a stand-alone piece, devoid of illustrative
pictures, information panels and specification
sheets, and has no fellow scribes offering second
opinions to back up your viewpoint.
One gets the idea that the reader makes a bee-
line for the editorial column and reads it with all
the intensity of a literary critic, looking for flaws,
hidden adgendas, trying to weigh up the person
behind the pen.
All this aside, the most difficult part of writing an
editorial is choosing a subject matter; and not
through like of choice, quite the opposite. The
Motorcycle Sport & Leisure
latest machine, a gripping news issue, an inspiring
touring tale, or a reflective look at our
motorcycling past? The choice is seemingly
endless, but once in a while something simply
stands out and inspires one to put pen to paper.
This month it wasn’t an amazing technical
development, a spectacular machine or inspiring
journey, simply a letter.
The correspondence in question is this month’s
star letter, from Wynn and Barbara Morris. It
concerns their journey home from a tour of
Portugal and their rather sickly FJR1300.
I’ll not ruin the surprise by relaying the full tale
here, but what captured my imagination was the
kindness and selflessness of those who came to
their aid. The fellow FJR owner who donated a
spare part, the anonymous Firestorm rider going
out of his way to guide them through an unfamiliar
place and a dealer who rearranged a work
EDITORIAL
schedule to make sure they were on their way
home in good time.
As Wynn and Barbara point out, it’s acts like
these that make us proud to be motorcyclists and
perhaps more importantly reassure us.
The fact that fellow riders are willing to go
out of their way to help others in distress
makes me feel a little safer in the somewhat
harsh and unforgiving times we live in. To know
that even if you’re not a part of a specific club
or group, people are looking out for you. To
know that no matter who you are, where you’re
from or what motorcycle you’re riding someone
is there to help.
I for one will be taking inspiration from their tale
and keeping an extra eye out for others, I hope
you’ll all do the same.
Phil Turner
3
 page 22
Ducati Monster S4RS
 ISSUE 547 MAY 2006
ISSN NO 1478-839X

INCORPORATING:
Motorcycle Review, Motorcycle International,
Motorcycle Illustrated, Road Cruisers

EDITORIAL
Editor: Phil Turner
Tel 01507 529409 Email phil@mslmagazine.co.uk

CONTENTS
Publisher: Nigel Hole
Designer: Libby Ward
Production Editor: Val Dawson
Contributors: Peter Henshaw, Alan Cathcart
Photographer: John Wilkinson

Editorial Address
PO Box 99 Horncastle, Lincs LN9 6LZ

ADVERTISING

FEATURES... Group Advertising Manager: Lynne Arnold

Advertising Manager: Steff Woodhouse Tel 01507 529452

Email swoodhouse@mortons.co.uk
46 KTM 990 ADVENTURE
New overlander on test. Archivist: Jane Skayman Tel 01507 529423
Email jskayman@mortons.co.uk

58 APRILIA: INTO THE FUTURE Magazine Sales Manager: Paul Deacon Tel 01507 529300
Leo Mercanti on the future of the
Italian marque.
OPENROAD Email pdeacon@mortons.co.uk

Marketing Executive: Charlotte Park

86 BIKES ON BOARD CUSTOMER SERVICES, SUBS, PRIVATE ADS, BACK

66 HUSKY TRAILS Your essential guide to using ferries. ISSUES
Ian Kerr goes back to trail riding school. Tel 01507 529300 Fax 01507 529490

92 THE MOTHER ROAD MSL TOURS

72 WIELECKI Maynard Hershon rides Route 66.
Manager: Peter Avard
Tel 01732 367441
A magnificent specimen; drag racing’s
biggest character? 98 HOKKAIDO BY HONDA DIRECTORS
Publishing Director: Malcolm Wheeler
Japan’s hidden gem by CB400. Managing Director: Terry Clark
78 A DAY IN THE LIFE OF… Finance Director: Brian V Hill
Honda Racing. 104 BAPTISM BY BENDS Website: www.mslmagazine.co.uk
A backseat view of Italy.
Printed by William Gibbons & Son, Wolverhampton.

TESTED... Tel 01902 730011

22 DUCATI MONSTER S4RS

REGULARS... DISTRIBUTION
UK & overseas distribution by COMAG, Tavistock Road,
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More in-depth analysis.
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New kit galore. copies and to include a stamped addressed envelope.
Original material must be submitted and will be accepted

REFLECTIONS... 40 LETTERS
Your views and opinions.
solely on the basis that the author accepts the
assessment of the publisher as to its commercial value.
© Mortons Motorcycle Media, a division of Mortons
Media Group Ltd. All rights reserved. No part of this
112 PROOF OF THE PUDDING publication may be reproduced or transmitted in any form
A collection of classics. 43 HOLIDAY SNAPPERS or by any means, electronic or mechanical, including
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Your touring titbits. retrieval system without prior permission in writing
118 YESTERYEAR from the publishers.
Mike Jackson on our 56 RYDER’S CORNER
motorcycling past. The inside line on MotoGP.
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124 WHAT’S ON 77 CAMERON
Classic gatherings. Laying down the framework.
NEWS
Compiled by: Phil Turner
Stafford
launch for
Ducati GT1000
The third model in Ducati’s new Sport Classic
range, the GT1000, will be officially unveiled in
production form at the 26th International Classic
Motorcycle Show.
The GT1000 has only previously been seen in
prototype form in the UK and is being tested by
the world’s press just days before the show opens
on 22 April.
Ducati has also confirmed that Paul Smart,
winner of the 1972 Imola 200 race, will be at
Stafford to unveil the GT1000 in person.
Like the two currently available Sport Classic
models, the Paul Smart 1000 LE and the Sport 1000,
the GT takes its styling clues from an iconic Ducati
model from the 70s, the GT750.
The new model uses a two valve, 992cc, L-twin
engine and six-speed gearbox, and is aimed at the
classic enthusiast who wants the style of
yesteryear, but the reliability and performance of
modern technology.
The bike will be unveiled on the Ducati stand, in
the main hall, on Saturday 22 April, and displayed
all weekend alongside the Paul Smart 1000LE and
Sport 1000.
Mortons Media Group Ltd publishing director
Malcolm Wheeler said: ‘It is a great honour for us
to be able to host the UK premiere of a brand new
model at our show.
“It is especially exciting that it is Ducati, a
marque that I have great affection for and affinity
6 Motorcycle Sport & Leisure
DUCATI GT 1000
Engine: 992cc, Desmodromic, air-cooled,
L-twin, two valves per cylinder
Maximum power: TBA
Maximum torque: TBA
Bore x stroke: 94x71.5mm
Fuel system: Marelli electronic injection
Ignition: electronic
Tramsmission: six-speed, hydraulic dry
multiplate clutch, chain final drive
Chassis: tubular steel trellis
Suspension: Front – 43mm diameter
with. I am sure the GT1000 will hold great appeal upside-down fork
for classic enthusiasts who visit the International Rear – Twin shock absorber with adjustable
Classic Motorcycle Show.” spring pre-load
Ducati UK managing director Tim Maccabee also Brakes: Front – twin floating disc, 320 mm
commented: “We are confident that the new diameter, with two piston caliper
GT10000 will prove to be very popular and the Rear – single disc, 245mm, with single
International Classic Motorcycle Show seemed like piston caliper
the ideal opportunity to introduce this new model to Wheels: aluminium rim, spoked
the UK market.” Front 350x17. Rear 550x17
The GT1000 has an SRP of £6995 on the road, Tyres: Tubeless, radial. Front 120/70 x 17
and is due in showrooms in May. Rear 180/55 x 17
The 26th International Classic Motorcycle Show, Wheelbase: 1424mm
the largest show of its kind in the world, takes Seat height: TBC
place at Stafford County Showground, from 22-23 Weight: 183kg
April. Gates open at 9am each day. Fuel capacity: TBC
For further information or advance tickets call Price TBA
01507 529300 or email jwardlow@mortons.co.uk.

Free World of Ducati CD
Welcome to the World of Ducati with your free CD.
The CD is packed with information that will help
you navigate your way around the World of Ducati,
including the 2006 range from the flagship
Superbikes of the 999 and the 749, the iconic
Monsters, the timeless beauty of the Sport
Classics through to the ground-breaking and
versatile Multistrada and the two new Monsters,
the 695 and the S4RS.
Buying a Ducati is only the beginning of the dream.
Also featured on the CD is a host of Ducati
Performance accessories that can enhance your
unique motorcycle.
Termignoni exhausts, carbon fibre huggers,
titanium rear sets, Ohlins suspension, Marchesini
wheels – the accessory catalogue is a catwalk of
M1800R cruises into showrooms
Guzzi Griso goes on sale
Moto Guzzi have announced the Griso 1100 is on
sale in dealerships across the UK now.
The naked machine uses an updated version of
the traditional 90 degee, V-twin engine layout,
updates include: electronic fuel injection, twin
spark ignition and improved weight distribution
throughout. Maximum power and torque are
quoted at 87bhp and 66lbft.
A host of additional extras are also available,
including: 25-litre semi-rigid panniers, chrome-
plated luggage rack, transparent nose fairing, a tank
bag, and a series of exclusive Ergal parts including
adjustable brake and clutch levers, rear brake
reservoir and number plate holder.
The Griso comes in midnight black, racing red
or pearly blue and is 7499 on the road.
For details call Moto Guzzi 01293 823890, or visit
www.motoguzzi.it.
Motorcycle Sport & Leisure
NEWS
high quality components for your Ducati.
To complete the dream, Ducati produces a wide
range of clothing for all types of occasions. There
are leathers, helmets, gloves and boots – everything
you need to keep yourself protected, while for the
more casual rider, there are fashion jackets, t-shirts,
fleeces, caps, sweatshirts and much more, catering
not only for adults but also for kids.
It also details a full range o of watches, pens,
wallets and much more.
Many of these items can be found at
www.ducati.com, where you will also find all the
latest news, special offers, event information and
racing news. The site is updated regularly and is
the best way to keep up to date with the world of
Ducati in the UK.
Suzuki has announced the arrival of the Intruder M1800R cruiser, which features the most
powerful engine in its class and the biggest ever to have powered a Suzuki motorcycle.
Suzuki claims the 1783cc, V-twin, dohc, liquid-cooled engine produces116bhp and
117lbft of torque. The new model also features the digital, dual throttle-valve fuel injection
system developed on the GSX-R range.
Suzuki GB’s sales and marketing director, Nick Palmer, said: “The large capacity cruiser
market is fiercely competitive and customers are very particular about their requirements.
“Big on both power and style, the Intruder M1800R answers those requirements
perfectly and represents excellent value.”
Priced £8999 on the road, it is available now in limited numbers, from Suzuki dealers
throughout the UK.
Call 0845 850 8800 or visit www.suzuki.co.uk for details.
Bikesafe Gwent
Heddlu Gwent Police has announced the dates of
its popular Bikesafe workshop events for 2006.
Workshops include a mix of theory, motorcycle
related first aid, maintenance issues and security;
as well as extensive on-road assessment rides,
with police motorcyclists.
Penny Thorpe, principal road safety officer with
Capita Symonds said: “Police motorcyclists are the
most highly skilled riders on the road and
participants appreciate the opportunity to share
some of that experience.”
All the two-day events take place at Cwmbran.
Places cost £80, which includes a hot meal and
refreshments both days. To book a place, contact
Jan Bibby at RoSPA Cardiff on 02920 250600 or
email jbibby@rospa.com
Workshop dates are: 27-28 May, 24-25 June, 22-
23 July and 16-17 September.
7
 NEWS
Industry News
Ducati agree share terms
GM to sell entire
Suzuki stake
General Motors has finalised plans to sell its
entire 20 per cent equity stake in Suzuki Motor
Corp. The US car maker is the largest shareholder.
Suzuki Motor is also in talks with GM about selling
its interest of about 11 per cent in South Korea’s
GM Daewoo Auto & Technology Co.
If the deals are agreed, they will end a capital
partnership that has continued since 1981.
In October 2004, GM sold its shares in Fuji Heavy
New Bullet under
development
Royal Enfield is rumoured to be developing a
600cc version of its air-cooled, ohv, pushrod
single, to meet strict Euro Three regulations.
The future viability of the range of air-cooled
pushrod ohv single-cylinder Bullet retrobikes,
produced at their Chennai factory by India’s
Royal Enfield company, had been called into
question by the tough new Euro Three noise and
8 Motorcycle Sport & Leisure
Industries Ltd. Under pressure from its
shareholders to sell assets, GM may also sell its
7.9 per cent stake in Isuzu Motors Ltd, industry
observers said.
GM's stake in Suzuki is worth about 270 billion yen
based on the market value of the Japanese firm's
outstanding shares, which stood at 1.34 trillion yen
last month. GM appears to have requested Suzuki
to buy back the shares.
emission regulations due to come into force
for the EU in 2007.
It has been revealed that the Eicher Transport
Conglomerate, which owns Enfield, has taken steps
to protect the growing market for its products in the
EU and has commissioned British development
company, Ricardo, to produce a 600cc Euro 3
compliant version of the existing ohv motor.
Ducati Motor Holding SpA and Borsa Italiana SpA
have expressed satisfaction at the signing of the
definitive contract between Texas Pacific Group
and InvestIndustrial Holding SA for the transfer of
30 per cent of shares in the Italian manufacturer.
The company has also signed a preliminary
contract with UniCredit Banca Mobiliare, to
establish a syndicate of underwriters relating to
the proposed capital increase for a maximum of
€80 million in ordinary shares, to be offered by way
of subscription rights.
Ducati has also obtained a new credit line of €35
million from UniCredit Banca d'Impresa, which is
guaranteed for a period of five years. Negotiations
are continuing with other banks for a further €25
million financing.
Federico Minoli, Ducati’s chairman and chief
executive officer, said: “We are very satisfied that
the change of ownership is drawing to the desired
close, thereby ensuring the company’s relaunch."
Ride 2
Work Day
The Motorcycle Industry Association (MCI) has
announced that this year’s Ride-2-Work Day will
take place on 19 July.
This annual, international campaign aims to
promote motorcycling, highlighting the many social
and environmental benefits associated with riding
a motorcycle, scooter or moped.
The Association is encouraging all
motorcyclists and even non-motorcyclists to
participate in an activity to demonstrate to the
public, press and politicians the number of people
who enjoy riding motorcycles and scooters and to
show that people from all walks of life are
represented.
Samantha Tyson-Evans, press and PR officer for
MCI, said: “Ride-2- Work Day promotes the
diversity of motorcycling and the many benefits
associated with riding on a bike or scooter, not
least the congestion busting and journey time-
reducing potential of motorcycling in congested
urban areas.”
The MCI would like to hear from people who may
be considering running a local event, so it can be
promoted to the media and added onto the website.
Anyone who is interested in organising an event
can find out more information on the MCIA’s
website www.mcia.co.uk.

Stafford show is go!
Preparations are almost complete for the 26th
International Classic Motorcycle show at
Staffordshire County Showground, 22-23 April.
Trade space has already sold out, auto-jumble
stalls are selling fast, and entries for the concours
have filled up in record time, with the majority of
the entrants being of the highest quality yet.
Machines include: Tom McNeil’s 1958 Velocette
Viper that has been modified to 250cc and Alan
Furnival’s 1956 James Captain.
Bill Bewley will also be showcasing his 1953
350cc Norton International, which was one of the
first bolt-up Featherbed Internationals found in
Australia. John Lawrence has also been
confirmed as displaying his fine array of ex-GPO
BSAs ranging, from a 1933 BSA B33 to a 1971 BSA
B175, a fine collection with a great deal of history
The club stands promise to be of the
highest calibre as they vie for the coveted best
Sheene memorial challenge
Ex-Formula 1 owner Eddie Jordan has joined BBC
sports commentator Steve Parrish to encourage
people to take part in the Barry Sheene Memorial
Motorcycle challenge.
The 1900-mile motorcycling event takes place
over six days from 17-25 June and aims to raise
will raise £100,000 for CLIC Sargent, the UK’s
leading children’s cancer charity - Barry’s
favourite cause.
Low seat for Bullet Calling all Wingers
Royal Enfield has developed a low seat option for
the Bullet Electra-X, in response to demand from
the British public.
The low seat option reduces the seat height to
72cm. Owners wishing to lower the seat on
existing machines can purchase the kit for £130.
Details are available from Watsonian-Squire on
01386 700907, or www.royal-enfield.com
Motorcycle Sport & Leisure
club stand award – and the winner’s cheque
for £1000.
As well as being able to rub shoulders with the
likes of Colin Seeley, Tommy Robb and Sammy Miller,
visitors will get twice-daily opportunities to see and
hear the bikes from yesteryear, as motorcycles such
as our very own publishing director Malcolm
Wheeler’s Seeley are fired up for your pleasure.
Central Wheel Components Ltd, sponsors of the
event, will be looking to repeat the success it
enjoyed at the Classic Motorcycle Mechanics
show in October by again taking a record number
of orders for wheel rebuilds.
Gates open 9am to 5pm, Saturday and Sunday.
Tickets are £8.50 adults, £6.50 for senior citizens and
£2 for under-15s. Parking is free. Call the discount
ticket hotline 01507 529300 or visit
www.classicbikeshows.com to receive a discount
off of the advertised entry fee.
The ride will start at Brands Hatch and continue
across Europe to the finish at Assen, reportedly
one of Barry’s favourite circuits, in time for riders
to watch the hugely popular Dutch MotoGP.
Places are limited, so riders wishing to
participate should sign up as soon as possible.
For more information or to register, contact the
CLIC Sargent Events team on 0845 124 1188 or visit
www.clicsargent.org.uk.
The UK Region of the Gold Wing Road
Riders’ Association is currently looking for
new members.
The GWRRA is the world’s largest single
marque social organisation for owners and
riders of Honda’s Gold Wing motorcycles and
was founded in the USA in 1977. It has more
than 82,000 members and over 1000 chapters in
52 countries.
The UK Region became an affiliated member of
the BMF in 2003 and has more than 300 members.
Both existing UK chapters of GWRRA
have active social calendars, with regular
monthly meetings, weekends away, ride-outs
and much more.
If you are interested in joining, contact the
England district director, Peter Donoghue 01474
361748, Chapter director EN-A, Mark Bright 01733
750161 or visit www.gwrra.org.uk.
NEWS
Win Win Win
MSL has a pair of tickets to the show to give
away this month, but you’ll have to be quick
as your entry must be in by Friday 14 April.
To be in with a chance of winning, simply
answer the following question and send your
answer on a postcard to: Stafford Ticket
Comp, MSL, Media Centre, Morton Way,
Horncastle, Lincs, LN9 6JR.
The international Classic Motorcycle Show
takes place where?
a) Stafford b) Silloth c) Saturn
IN BRIEF
Triumph in France
Triumph has recorded yet another record rise
in European sales figures, this time in France.
According to figures released by the FIEV
organisation, Triumph sales increased by 56
per cent in 2005, with more than 3000 bikes
sold in France – their most successful export
market in the EU.
Calling all surfers
BMW Motorrad has launched an internet site
called Enduro World, in the build-up to the
launch of the R1200 GS Adventure this month.
The site– www.bmw-motorrad.com
/enduroworld – is an online magazine for the
enduro community, intended to give riders
regularly updated travel, sport, adventure and
touring articles.
Discover Iceland
The British Lung Foundation (BLF) is calling
for dynamic and adventurous motorcyclists to
take part in a charity ride to Iceland.
Icecap Trek takes place between 26
August and 3 September.
Starting in Reykjavik, the route takes in
Mount Hekla to Landmannalaugar and then to
the icecaps of Myrdals and Eyjafjalla.
Call 020 7688 5581 or email events@blf-uk.org
9
 NEWS
WORD ON THE STREET
Catch up on all the latest
bike industry news and
gossip with the motorcycle
Industry Association’s
Director of Public Affairs,
Craig Carey-Clinch
Attitude fundamentals
R
oSPA is a highly respected road safety organisation, which
maintains a strong voice on motorcycle safety issues. It does a
large amount of road safety work and enjoys support from
Government for much of this. The newsletter makes interesting
reading and the motorcycle sections of this are generally
balanced, being written by motorcyclists, not from the safetycratic end of the
motorcycle safety argument. From time to time, MCI may comment on the
approach to rider safety, but generally speaking the industry enjoys a positive
relationship with this chartered organisation.
Each year road safety practitioners look forward to the RoSPA conference.
It’s a two to three day affair, which normally focuses on certain aspects of
road safety as major themes, though the scope of presentations do cover a
wide range of safety related topics. Eminent researchers present papers,
ministers make speeches and a lively debate is held, both during the
conference itself and at the formal dinners at the end of each day.
This year, MCI looked forward with anticipation to the RoSPA conference,
which was held in a windswept and cold Blackpool and majored on ‘safer
behaviour’. Last year’s conference had been marred by a session of biker-
bashing from an ill-informed speaker and it was hoped for something more
productive for 2006. After a long journey to the north-east, everyone was
looking forward to making new contacts among the safety community and
renewing old ones. Attendees included large number of local authority road
safety officer, academics, policymakers, police forces and safety organisations.
Proceedings opened with the Transport Minister, Stephen Ladyman. He
majored on the changes to the funding and administration arrangements for
speed cameras, changes that have been broadly welcomed by industry. Then
he went and spoiled it all by saying “now let’s get something straight; safety
cameras work!” following this by trotting out a set of statistics which he
immediately qualified by adding another set of statistics from ‘regression to
the mean’ research. This shows that speed cameras are not quite as effective
as is often claimed – a confusing experience for the listener.
No matter though, the audience was transfixed. Ladyman had already hit
the correct ‘go’ button with this lot and one could feel the ‘safety cameras
work’ mantra moving around the room in waves. There wasn’t exactly
chanting, but I did start to wonder if I had accidentally stumbled into an
Amway motivational session.
For the rest of the day, the audience heard dissertations on driver attitudes,
the attitudes of young people towards road use and more praise for speed
cameras. Mostly interesting stuff. Ladyman quietly vanished, before he could
be waylaid, and beat a path back to London.
10
The following afternoon, the conference heard speeches on motorcycle
safety. The subjects covered included an update on collisions in North
Yorkshire, how to influence Powered Two Wheeler Behaviour, a session about
accidents among Portuguese moped riders and an outline of the forthcoming
‘Ride’ programme which will be offered to offending riders in many areas as
an alternative to prosecution for minor offences.
The problem was that each presentation took as its basic premise that
motorcyclists are irresponsible, need controlling and restricting and that anti-
social behaviour is a regular facet of the flawed biker mentality. Words such
as ‘suicidal’, ‘criminally inclined’ ‘socially unacceptable’ crept into the
presentations. A respected academic, who co-presented a presentation,
combined incoherency of delivery with snippy and patronising little comments
about what he saw as the negative motivation behind motorcycling. This was
the same chap who a couple of years back condemned post-test motorcycle
skills assessment as merely being a way of showing riders how to kill
themselves at higher speeds.
I made an intervention designed to broaden the debate away from high
speed solo accidents and onto other accident types, which are much more
prevalent and often the fault of other vehicle users. I pointed out that biker
friendly infrastructure and positive regard for the role of motorcycling can
help to reduce rider casualties, that motorcycle safety is a shared
responsibility, not just an issue involving a largely fictional kind of
psychopathic nutter.
A waste of breath. Sniggers from the Amway audience revealed that more
rational views would be wasted on this day. One of the speakers responded
to my intervention by stating that any measure, which takes even one bike off
the road, would be welcome.
This staggering display of ignorance and bias reveals just how far we still
have to go in shifting negative attitude fundamentals that exist about
motorcycling among people who have influence. Many major gains have been
made regarding a positive policy for motorcycling at Government level, but
development is still being hamstrung in the academic and road safety field by
people who seem unable to leave aside their personal views about the nature
of motorcyclists.
RoSPA facilitate this kind of rubbish, but cannot be directly blamed for the
content of speeches. However, it is clear that a more balanced agenda needs
to be presented at events such as this – the RoSPA conference is not the only
event where ‘academic’ speakers, dripping with condescension or hostility
towards motorcycling, set out their stalls.
As for next year’s event? I look forward to presenting a paper.
Motorcycle Sport & Leisure
 EYE ON JAPAN
text & photos: Laurent Benchana/Nippon News

Spring clean
It’s the coldest winter in Japan for 50 years. So, it’s no surprise that a lot of Japanese motorcycle-lovers who had
intended buying a new set of two wheels, have postponed their purchase until temperatures improve. They were not
wrong to wait, as February and March have been full of new model announcements. See for yourself:

6 March: Launched in March 2005, the Yamaha Tricker XG250 battles on in born in 1985 but relaunched in April 2005 after a career halt, is also kicking on
three new colours for 2006: silver, black and orange. The popular Serrow 250, with new hues, including a bucolic white/green and a luxurious black/grey.

22 February: Honda announced the arrival of the
new CBR1000RR on the Japanese market for the 25
February. The sales target was 2500 units a year in
this country. Yamaha announced the new TW225E.
The little urban bike, also suited to freeway cruising
thanks to its big tyres, lands on 30 March in two
new schemes, black metallic and vermillion. The
flower graphic on the fuel tank evokes the arrival of
spring, a time of year when the Japanese gather
under trees to eat and drink well into the night.

16 February: The XT250X, that was first revealed at

the last Tokyo Motor Show, began production. As
its name indicates, this Supermoto bike is related
to the XT trail. It springs from the same base
engine (four-stroke, single-piston 250cc air-cooled
sohc with a 21hp power output) but has been
improved from there. Amougst the new 20 February: Yamaha presented the 2006 version
components are: frame, exhaust, fuel tank, seat, of its famous XJR400R. Two new colours will
colours and plastics. The 17in wheels are shod in be available in the catalogue: a Black that
Dunlop GT501 tyres, the headlight is square- highlights the roadster’s naked aspect and a
shaped halogen and the tail-light consists of 18 destined for city riding, although one can imagine graphic/blue that evokes the manufacturer’s
light-emitting diodes. Refined, having a lower that it would be entertaining on Japanese motorsport endeavours.
stance (790mm seat height) and equipped with mountain roads. Yamaha also unveiled a 2006 model SR400 that
disc brakes front and rear, the XT250X is primarily It is also due to arrive with dealers on 30 March. adopted a new fuel tank graphic as well as a side
emblem. That’s the main novelty on this model,
which first appeared in 1978. These two machines
13 February: Suzuki presented two new four-stroke fuel-injected 50cc will arrive at dealerships on 30 March.
scooters: the Address V50G and the Address V50 (available 1 March) On the same day, Honda announced that it was
while Honda announced the new Goldwing 1800cc for 25 May. launching, on 22 February, the new version of the
400 Shadow Slasher. Its main evolutions include a
8 February: Yamaha announced the arrival on the Japanese market graphite black hue, air-injection system and
of the Grand Majesty YP400G and Grand Majesty YP250G. Nothing Honda Ignition Security System.
new, apart from a few details and the addition of a new colour. The The 400/750 Shadows also cop the Honda
Maxam CP250 launched in 2005 rallies with two new colours, still Ignition Security System but arrived on the market
boasting itself as the ‘best tandem cabin cruiser’. a day earlier on 21 February.

Motorcycle Sport & Leisure 11

 CATHCART
To the drawing board
As the Carl Fogarty and Petronas
partnership comes to an end, what’s
next for the Malaysian manufacturer?

A
fter a multi-million dollar, five-year
campaign in the World Superbike
Championship, Malaysian oil giant
Petronas has confirmed that the 2006
World Series, will be the end of its
racing activities with former World Superbike
champion, Carl Fogarty.
Petronas also declared that the existing stock
of FP-1 streetbikes will be sold to customers
around the world by the KL-based Naza Bikers
Dream dealership in Malaysia, where it’s
understood a total of 140 of the distinctively
painted green bikes are available to buy.
In addition, Petronas revealed that in November
2005 it had signed an agreement with Rotax in
Austria to, “further develop and commercialise its
high-performance engine family”. This evidently
implies that Rotax will be developing a full 1000cc
new-generation version of the existing three-cylinder
FP-1 motor, which will be badged as a Petronas.
The new model is likely to be commercialised
around the world by Rotax’s Canadian owner, the
giant Bombardier conglomerate.
In the summer of 2004, Bombardier was known
to have taken a close look at buying Aprilia, for
which Rotax builds all the Italian company’s four-
stroke engines, including the RSV1000R 60-degree
V-twin, and the forthcoming 72-degree V4
Superbike motor, set to debut at the end of 2007,
when the Italian company went into financial
freefall, only to lose out to Piaggio.
The Petronas connection appears set to
represent Plan B for the Canadian giant, especially
as a means of responding to its major US Polaris
rival’s acquisition-in-progress of KTM, which is set
to be concluded by the summer of 2007.
The Foggy Petronas FP-1’s three-cylinder 12-
valve dohc motor, which powered its MotoGP
contender, was originally designed in 990cc form by
Petronas’ then-partners in Formula One, the Swiss-
based Sauber team, whose Japanese chief
engineer, Osama Goto, in 2001 created a prototype
engine aimed at the forthcoming MotoGP category.
This made its debut appearance in public at the
Malaysian GP at Sepang in October 2001 – so it was
a major surprise when it was announced the
following March that the bike would instead form
the basis of a 900cc production street model (this
being the then capacity limit for triples under SBK
rules), which in race guise would compete in the
World Superbike series under Fogarty’s direction.
His fellow former – and future – world
champion Troy Corser was recruited to head up
the team, which made its debut at the opening
round of the 2003 World Series at Valencia, and
the following season enjoyed its most successful
year, with two pole positions and two rostrum
finishes en route to third place in the SBK
Manufacturers’ Championship.
Later, UK development specialist Ricardo was
commissioned to make the bike more powerful as
well as more reliable, though not to produce a full
1000cc version of the FP-1 to conform with the new
SBK regulations introduced two years ago, which
would have required re-homologating the bike.
Nevertheless, the 150 street versions needed to
legitimise the FP-1 for Superbike racing were
indeed constructed, and physically counted back in
2003 by then World Superbike technical boss, Steve
Whitelock, in the Kuala Lumpur storeroom where
they have apparently remained ever since, as the
bike was never offered for sale – until now. MSL

12 Motorcycle Sport & Leisure

Motorcycle Sport & Leisure 13
 PRODUCTS
Compiled by: Phil Turner

Frank Thomas
Café Racer jacket
For those riders who prefer a traditional style leather jacket, but want
modern construction and safety features, this new offering from Frank
Thomas may be just what you’re looking for.
Titled the Cafe Racer, it features sedate retro styling, leather
construction throughout, CE approved armour at shoulders and elbows,
a detachable body warmer and side stud adjustments for comfort.
The Cafe Racer is available in: black/red/cream, black/blue/cream,
black/orange/cream and black/cream in men’s sizes 38-52 and women’s
8-16. Co-ordinating leather jeans, gloves, boots and mesh jackets are
also available.
Contact: 01933 410272
www.frank-thomas.co.uk
£179.99
BSA Pre-Unit Twins:
The complete story
Another offering from the keyboard of
Mick Walker is BSA Pre-Unit Twins:
The Complete Story.
As the title suggests, the work looks at those
Beezas powered by twin-cylinder engines, both
the 500, 750 and 1000cc side-valve and overhead
valve v-twins from the interwar years and the
more well known vertical twins in 500 (A7) and
650cc (A10) guises from the post war period.
This is the very first book to deal exclusively
with both the interwar V-twins and the
post-war A7/10 series and comes in a 200-page
hardback format with 200 monochrome and 20
colour photos.
ISBN 1 86126 806 8.
Contact: The Crowood Press 01672 520320
www.crowoodpress.co.uk
£19.95

Everything You Need to

Honda Production
Know About Scooters
Motorcycles: 1946-1980
If you are considering
Mick Walker’s latest work is fairly self-explanatory, purchasing a scooter
examining Honda production motorcycles of the for commuting, or
classic era. pleasure, Eric Dregni's
The 216-page, hardback charts the Japanese latest work has all the
manufacturer’s history, from its first steps on the information you'll need
two-wheeled ladder with the D-type Dream, to to enter the small
the spectacular six-cylinder CBX1000. wheel fraternity.
Illustrated throughout with monochrome images The 160-page
and with an eight-page colour section, Honda softback covers
Production Motorcycles: 1946-1980 is a must for any everything scooter
fans of the Big Red and its amazing machines. related you can think of,
ISBN 1 86126 820 3. from mopeds to maxis,
Contact: The Crowood Press 01672 520320 classics to concepts and
www.crowoodpress.co.uk has detailed, colour and
monochrome illustrated sections on scooter
history, buying the right machine, safety,
£19.95 maintenance, scooter style and more.
ISBN: 0 7603 2217 1.
Contact: Scooterproducts 01934 417834
www.scooterproducts.com

£16.99

14 Motorcycle Sport & Leisure

 PRODUCTS

PacSafe
New from PacSafe – manufacturers of luggage for backpackers,
travellers and motorcyclists alike – is this rather clever tankbag.
Within its construction is something called eXomesh; a slash-
proof metal net that prevents any undesirables relieving you of
whatever is inside. For extra security the TankSafe locks closed
and locks to the bike, via an integral braided steel cable.
The bag has a waterproof main compartment, soak-proof map
pouch, pockets on either side and has a total capacity of 26.5 litres.
It zips onto a smooth-grip mounting base, which is designed to
be attached firmly to steel, alloy or non-metal tanks, with four
webbing straps, and is simply zipped off for refuelling.
Contact: Motohaus Powersports 01256 704909
www.motohaus.com
Cromwell Spitfire/Hurricane
Cromwell is set to return to the motorcycle market this year with two new
helmets.
The Spitfire (right) features a shell made from a mix of special ultra-light,
brushed finish, stainless steel and polycarbonate composite – an industry
first – which it claims has performed “exceptionally” in ECE impact testing.
Other features include a hand-stitched, Italian leather trim, luxurious,
washable, anti-bacterial, anti-allergenic lining, a Lexan wrap-around visor
with anti-fog coating and unique sliding visor mechanism, plus secure
double ‘D’ ring fastening with genuine leather tab.
It will be available in four classic colours – Jaguar green, imperial blue,
smoky grey, and polish black.
The other helmet, the Hurricane, features a polycarbonate composite
shell construction and shares the lining, built in visor, leather trim and
colour ways with the Spitfire.
Contact: Designer Helmets 01422 202444 sales@designerhelmets.com

£119.99

From £175

Knox Stowaway
Although relatively unheard of a few years ago, back protectors have become an essential
piece of safety equipment for motorcyclists.
British armour manufacturer, Planet Knox has updated its Stowaway protector for 2006, the
first ever CE-approved back protector that could be rolled up and stored in its own sports bag.
It weighs just 550g, has internal honeycomb polypropylene, capable of absorbing massive
amounts of impact energy and has been updated this year with Spacer Fabric backing
material; a technical mesh that dissipates heat and keeps the wearer cool and comfortable
and a new and improved waist strap for extra comfort and security.
Contact: Planet Knox 01900 825825
www.planet-knox.com.
£59.99

Motorcycle Sport & Leisure 15

PRODUCTS

Jeb’s DNA
Jeb’s, an Italian manufacturer who has produced motorcycle
and automotive helmets for 35 years, has unveiled a new
open-face design.
The DNA features a lightweight (1000g) shell, constructed from
a shock-absorbing resin called Kynalit, a double curvature visor,
which can be easily removed and replaced without the need for
tools, and is operated on a ratchet system.
Inside is an anti-allergenic lining, with removable cheek pads
and quick release buckle.
The DNA comes in a soft-touch matt paint finish, in a choice of
light blue, pink, black and silver, in sizes XS-XL, with clear and
road legal blue shaded visors.
Contact: The Key Collection 0800 369537
info@thekeycollection.co.uk

£59.99

WIN WIN WIN

Philips MotoVision
As every rider knows, it is vital to make sure you are visible on the roads.
Naturally, other road users will focus on the largest, rather than the closest
hazard, so it’s vital to be seen
To help, Philips Automotive Lighting has developed MotoVision, a headlamp
bulb that delivers 40 per cent more white light and gives 10–20m longer beam.
The MotoVision bulb also has a distinctive orange reflection, to help riders
of powered two-wheelers to be stand out from general traffic and be instantly
identified by other road users.
They are compatible with a multitude of machines, are available in H4 and H7
variants and will be on sale soon.
Contact: Motorcycle UK Ltd 0845 2301584
www.motorcycle-uk.com.

Although not on sale just yet, Motorcycle UK Ltd has supplied us with five sets
of MotoVision bulbs to giveaway this month. To be in with a chance of winning
a set simply answer the following question and send your answer on a
postcard to: MSL Bulb Comp, PO Box 99, Horncastle, Lincolnshire LN9 6LZ
by Friday 5 May.
From £10.99
What colour do MotoVision bulbs glow?
A. Orange B. Purple C. Khaki

16 Motorcycle Sport & Leisure

 PRODUCTS

Wind Buddy
Studies suggest a rider’s concentration and awareness falls
dramatically if he or she gets cold, so anything to help keep out
the chill is a very good idea.
The Cold Killers Wind Buddy is designed to do just that. The
fleece-style garment is designed to be worn over motorcycle
leathers and to protect riders from wind chill and features 3D+,
a multi-layer windproof and breathable fabric, which provides
improved air circulation and elimination of hot spots.
The wind buddy has elasticated cuffs and a drawstring
neck and waist, to keep it in place on the move, and is fully
machine washable.
The Wind Buddy is available in sizes
S-XXL in black only.
Contact: Planet Knox 01900 825825
www.planet-knox.com.
KBC FFR
For those who like the idea of a flip front helmet, but prefer racier
styling, KBC has blended both in the latest addition to its range, the FFR.
Features include: a high impact, solvent resistant, alloy PC shell; single
button opening system for safe and easy rider use; Mag Cam opening
and locking system for safer riding when open; scratch resistant
moulded visor, comfort lining and easy operation air vents.
The FFR is available in a variety of plain and graphic colour ways,
sizes S-XXL.
Contact: KBC Helmets 01283 763120
www.kbc-helmet.com
£159.99

£59.99

Borgo Panigale Tex jacket

Although designed for use off the bike rather than on it, the
latest addition to the huge range of Ducati clothing and
accessories, the Borgo Panigali Tex jacket, would grace the
collection of any Ducatista.
Designed to bring back the feel of the Ducati racing
department from the 1950s, the Borgo jacket has a heavy-duty
cotton construction, cream and features logos taken from the
racing trucks and vans used by their teams in the 50s.
It is available in both mens and ladies styles, sizes 48-58
and 12-18 respectively.
Contact: Ducati 0845 122 2996
www.ducati.com
£160

Motorcycle Sport & Leisure 17

PRODUCTS

Tried and Tested: Frank Thomas

Frank Thomas Aqua
Pro-Shadow Boots
Waterproof boots. Now there’s a topic guaranteed
to get motorcyclists going. Much like the rest of
you, I suspect, I always treat waterproof claims
with a pinch of salt, be it jacket, trousers
or boots.
So did I really expect these
reasonably priced Frank Thomas
Pro-Shadow boots to keep the winter
weather at bay? If I’m honest, no I didn’t, and
you know what? I have been pleasantly surprised.
As you can see, they are not the most attractive of articles,
with the double flap front encouraging lots of nursing home jokes in the
MSL office, but practical they most definitely are when you are bundled
up with winter riding gear. And the generous calf stretch panels will
surely fit the most muscular of legs.
Their arrival coincided with one of my coldest rides this winter, and
with just normal socks on they held the heat. From a protection point of
view, they boast all the right things, from inner and outer ankle discs,
through to reinforced heel and toecaps. And in common with my last good
waterproof boots they come in at a reasonable price.
The Pro-Shadow will be my touring boot of choice, at least until the
weather warms up, and I’ll update on their waterproof qualities.
Malc Wheeler
Sizes: Men’s 7-12
Colours: Black
Contact: Frank Thomas Ltd 01933 410272
www.frank-thomas.co.uk
Aquatherm Glove
Finding winter gloves that keep the wind and rain at bay, and allow you
to operate the controls comfortably, is a challenge.
These Frank Thomas Aquatherm gloves come close to getting it
right, only let down by a couple of important details. The fingers are
not preformed into a riding grip position, something common to all
sports gloves, and this would make a big difference to the feel
offered, and reduce the break-in period.
The neoprene cuff, which keeps the water out of your jacket sleeves,
is also something of a problem with bulky winter riding gear on. The first
glove is not too bad, with your naked fingers free on the other hand, but
the second is much more of a challenge. And if you don’t get a good
seal before you ride off you can guarantee the water will find a way in.
Protection looks good, with a discrete hard moulded piece on the
knuckles, and to date they have lived up to their waterproof claim. In
fact, 120 miles in freezing rain failed to find its way in, and without the
luxury of a fairing my hands stayed warm for the
first 90 or so miles.
With winter hanging on as long as
possible, I can see mine doing a fair
few trips before the summer gloves
come out.
Malc Wheeler
Sizes: Men’s S-XXL
Colours: Black
Contact: Frank Thomas Ltd 01933
410272
www.frank-thomas.co.uk
RATING: 8/10 £59.99

RATING: 9/10 (pending rain testing!) £119.99

Weise Torque Jacket/Commando Jeans

Over the last winter, despite riding a motorcycle in all sorts of weather, I’ve been
managing to arrive at work warm and dry. How have I managed this? Simple
I’ve been in this smart Weise textile suit.
OK, what can you see? A Torque jacket and Command jeans, both are well
made with enough pockets, zips, quilted linings and Velcro to satisfy all sorts
of fetishes. Though, to be honest, I didn’t need the lining in the jeans, as they
were warm enough for the 16-mile journey without it.
Both items have body armour at all the standard vulnerable points and,
being black, don’t make you look like a Day-Glo delinquent.
My only gripe is the collar, it’s a little too tight for me when fully closed –
especially with a neck warmer tucked down it.
Tim Britton
Sizes: XS-XXXL (jacket and trousers)
Colours: Black, black/blue, black/red (jacket). Black (trousers)
Contact: Weise 0800 369 537
www.weise-clothing.co.uk

RATING: 8/10 £129.99 (each)

18 Motorcycle Sport & Leisure

 Fully loaded
& ready to go

Download speed camera databases

and set warnings

Find your destination quickly on a touch

NEW screen with large icons
Fully loaded for your motorcycle or car
- Full turn-by-turn guidance and voice prompts (Headphones needed)
- Pre-loaded mapping for Europe
- Full UK postal code search
- Text-to-speech* announcements -
Prompts you to turn right in 500ft onto Commercial Road, instead of turn right in 500ft
- Motorcycle mounting kit - mounting, power/audio (sold separately)
- City Navigator® Europe mapping software included
- Touch screen display with large icons w w w . g a r m i n . c o m
- 3D or birds-eye view
- Size: 14.3 x 8.0 x 5.0 cm T: 0808 238 0000
*Available in English, French, Italian, German, Spanish, Dutch only.
RIDDEN
Victory
Page 34

Vegas Jackpot

PLUS…
Page 28
Ducati Page 22
Yamaha XT660R
Monster S4RS
TESTED RIDDEN
Text: Alan Cathcart Photos: Milagro

Ducati's financial fight

back is under way, and
begins with the
launch of the new
S4RS Testastretta.
Alan Cathcart tames
the latest Monster.

The Testastretta, small, Tubular aluminium, single

neat compact and a sided swing arm is
great deal tidier than borrowed from
its predecessor. the S4R.

22 Motorcycle Sport & Leisure

 RIDDEN TESTED
Ducati S4RS Testastretta
Using
their
heads
W
hen Ducati finally
bowed to the
inevitable and
produced the long
overdue first eight-
valve version of their best-selling
Monster range – the S4 – in 2001, it
was already hard to understand why it
had taken them so long.
Not only because it had always
seemed such an obvious thing to do,
but also because Monster guru
Miguel Galluzzi’s original idea for the
model when he began work on it
back in 1991, as a spare-time special
for his own use, was to fit the 'otto
valvole' 888 Superbike engine, rather
than the desmodue two-valver that
ended up being used in all Monsters
until the S4’s arrival.
The host of European special
builders who’d already created a
steady flow of Desmoquattro-
powered custom Monsters over the
previous decade, starting with
Frenchman Thierry Henriette’s Boxer
8V Monstre back in 1993, had already
showed them how to do it – so to
Anologue instruments are
stylish, but old-fashioned. create the S4, Ducati used the ST4
sports tourer’s spaceframe chassis
and the same model's long-stroke
desmoquattro engine.
This sold well enough to prove
Ducati should have done it sooner,
but also suffered by comparison in
terms of performance with the Tuono
R launched a year later by their
Aprilia rivals.
Ducati responded in 2003 with the
Motorcycle Sport & Leisure
debut of the S4R Monster, a more
authentic superbike sportrod
powered by the same 996cc
Desmoquattro motor which took Carl
Fogarty to the last of his four World
Superbike titles in 1999, replacing the
softer, lower-performance ST4
engine with the one fitted to the
uprated ST4S – though complete
with several irritating features (noisy
engine, copious wires and clips
creating a messy appearance, ultra-
stiff clutch even by Ducati’s
Herculean standards, etc), this
brawny package again sold quite
well, with more than 13,000 S4R
Monsters finding homes in the three
years of production.
But at last the company has now
finally bowed to the inevitable and
produced the ultimate Monster in
the form of the S4RS, created by
essentially denuding its 999S
Testastretta-engined sportbike of its
bodywork, in order to provide a
potent answer to its Aprilia rival’s
acclaimed Tuono. For that’s just
the route Aprilia took in creating
the Tuono family, complete with
the same aluminium frame and
chassis hardware as its RSV-R
superbike range.
Now Ducati has essentially
followed suit, by removing the
bodywork from the 999S to create a
naked-but-unashamed superbike
sportrod. At last...
Ducati’s S4RS was launched at the
Milan Show last November, just four
23
TESTED RIDDEN
Ducati S4RS Testastretta
Standard fitment
Brembo radial
calipers give
spectacular feel
and power.
Stacked twin exhausts
let out a deep, rolling
thunder note, when the
twin is on song.
days after the company's revelation
of a 10 per cent year-on-year drop in
sales, and consequent multi-million
Euro net losses.
Now entering production as the
long-awaited blend of the best-
selling Monster family of models, the
new S4RS serves as a replacement
for the top-of-the-line S4R Monster.
As the chance to spend a day riding
it in the glorious confines of bike/car-
mad Dutch oilman Klaas Swart's
Ascari Race Resort near Ronda, in
the Costa del Sol amply proved, the
S4RS represents a huge step up in
performance and refinement
compared to the S4R it replaces.
So, what took them so long? After
all, it's not as if the Testastretta
(compact head) motor isn’t exactly
new and untried, but for whatever
reason, Ducati has seemed strangely
reluctant until now to adopt it in their
core Monster model family. I use the
word core as no less than 172,000
have been built and sold in the 13
years since Cagiva's Argentinian
24
Ohlins suspension units
are very effective, but
come at a price.
progettista Miguel Galluzzi invented
Monster mania with the desmodue-
engined M900.
The S4RS Monster is the first all-
new model brought to market under
the firm's new head of product
development, Ducati Corse director
Claudio Domenicali (the trio of Sport
Classics launched last September
were little changed from the Tokyo
Show prototypes which already
debuted almost two years
previously), and as such represents a
much-needed breath of fresh air in
Ducati's model line-up.
There's no question project
engineer Giulio Malagoli and his men
have done the job properly with the
S4RS, which retains the same basic
styling and trademark Brembo-built
tubular steel spaceframe as its
predecessor, but thanks to detail
changes around the airbox, boasts
five per cent greater torsional rigidity
than the S4R. With the new bike's
Testastretta engine pitched halfway
between the 124bhp base-level 999
Euro-3 regs keep performance
under wraps, until 5000rpm...
and 136bhp 999S sportbike duo in
terms of tune (producing 130bhp) this
greater stiffness is a vital feature.
Also present is the distinctive
black-painted tubular aluminium
single-sided swingarm, as fitted to
the S4R, derived from that of the
MH900e Hailwood project bike and
new lighter Marchesini five-spoke
wheels offering improved suspension
compliance via reduced unsprung
weight. The single-sided swingarm
also makes space for the twin
silencers of the larger Euro 3-friendly
exhaust system, which incorporates
a three-way catalyst in the pre-
silencer mounted behind the sump.
Even at rest you notice the
differences between this and the
model it replaces, thanks to the much
cleaner visual installation of the
Testastretta motor compared to its
outgoing Desmoquattro predecessor
– and remember this is the first time
the later engine has ever been fitted
to a naked bike, so its aesthetics
have not really been an issue before.
Now, for the first time, you can
appreciate at a glance just how
much smaller, more compact and
neater it all looks, without the messy
array of assorted cables and wires,
tubes and hoses, clips and tie-wraps,
and other disjointed fixtures which
characterised its predecessor.
Indeed, fit and finish of the whole
bike is much improved, lending an air
of improved quality and
sophistication to the S4RS which
may help support the steep 14,500
euro price tag that Ducati are asking
for it in their Italian home market.
To put things into perspective,
that’s €2000 more than the S4R it
replaces, and a massive €2510 up on
the new Aprilia Tuono R, let alone
€3000 more than the only slightly less
potent Triumph Speed Triple. OK,
that's a good discount on the 21,000
euro sticker price of the 999S (though
not so much less than the base-level
999's €17,000 tariff), and includes a
selection of carbon fibre parts fitted
as standard including front
mudguard, side panels, cambelt
covers, exhaust heatshields and
radiator guards – but still, this makes
the new Ducati the most expensive
volume-production naked sportster
yet listed. Can it be worth it?
To help answer that, you'll want to
consider the Ohlins suspension and
Brembo brake packages on the S4RS.
Each are worthy of a superbike racer,
with the ultra-sensitive fully-
adjustable shock and 43mm TiN-
coated upside-down forks combining
with radially-mounted four-pot front
brake callipers, 320mm discs and
radial master cylinder. A spec sheet
Motorcycle Sport & Leisure

such as this doesn’t come cheap.
Coupled with the reduced size and
weight of the Testastretta motor's
front cylinder head, steering
geometry worthy of the 999
sportbike, taper-section Magura
handlebars and short 1400mm
wheelbase, the new set-up gives
great leverage and control on tight
corners. The bar still feels just a bit
too wide for a performance naked
machine like this, though the pulled-
back grips, fitted with adjustable
brake and hydraulic-clutch levers,
help deliver exactly the same riding
position as the outgoing S4R, with
the same 805mm seat height and
footrest position.
Fuel tank design also differs from
the S4R, and has been subtly altered
for the sixth time in the Monster's 13-
year history, most notably on the
underside to allow fitment of a new
ultra-compact fuel pump, as well as
to make room to position the Marelli
ECU beneath it.
Same thing for the dash,
comprised by the same pair of rather
old-fashioned looking analogue
instruments, with a digital temp
gauge/clock incorporated in the
tacho, and digital trip/mileage
counter in the speedo. These were
presumably chosen for neo-classical
styling purposes, but it's a pity the
Motorcycle Sport & Leisure
Steering is precise and well balanced,
even with those wide bars.
more comprehensive and easily
viewable digital infocentre/speedo
from the Multistrada still hasn't
found its way to the S4RS.
Although looks-wise it differs little
from its predecessor, light up the
motor and immediately you know this
is a more polished product. As the
desmo V-twin booms into life, all you
hear is the subdued rolling thunder
from the stacked exhausts, not the
assorted rattles and whirrs which
emanated from the older engine. This
is the first time the Testastretta
engine hasn't been wrapped up in
bodywork, and it feels quieter and
less clattery than its predecessor, yet
conversely more potent and refined.
That's an impression confirmed when
you coax it off the mark, noting that
the clutch action is pretty much as
stiff and heavy as before, so that
riding the S4RS in dense traffic will
still be pretty stressful for your left
hand – though the gearbox seems
crisper than in the past, with a
positive shift action thanks to a short
RIDDEN TESTED
Ducati S4RS Testastretta
lever throw. Although there's less
punch below 5000rpm compared to
the older model – doubtless a spin-off
from Euro-3 emission compliance –
the S4RS still pulls cleanly away from
as low as 2000rpm. There’s a touch of
lumpiness initially, but this smoothes
out just over 4000rpm, before coming
on strong at the 7000 threshold, when
the exhaust note hardens and there's
an extra kick of engine acceleration
all the way to 10,600rpm.
In real-world riding, you have no
business ever hitting this – with peak
power at 9500rpm, and a well-
chosen, relatively wide-spaced
selection of gear ratios to work with.
As well as having a more refined-
feel, the Testastretta motor is also
very smooth, with no real vibration
through the footrests or seat, and the
weighted handlebar ends remove
just enough vibration to keep comfort
up, while still letting you know you
have a V-twin motor beneath you.
The well-shaped, good-looking
mirrors work OK, and no longer
Ducati Monster
S4RS Testastretta
ENGINE
Type: 998cc, liquid cooled, dohc,
90-degree, desmodromic, V-twin
Bore x stroke: 100x63.5mm
Maximum power: 130bhp at 9500rpm
Maximum torque: 76lbft at 7500rpm
Fuel system: Magneti Marelli
electronic fuel injection
Starter: electric
TRANSMISSION
Clutch: dry, multiple disc
Gearbox: 6-speed
Final drive: chain
CHASSIS/COMPONENTS
Frame: Chrome-moly tubular-steel
spaceframe
Suspension: Front – 43mm TIN-
coated Ohlins USD telescopic fork.
Rear – suspension: tubular
aluminium single-sided swingarm,
Ohlins shock
Front brake: dual 320mm discs with
four-piston Brembo radially-
mounted calipers
Rear brake: single 245mm disc with
two-piston Brembo caliper
Front tyre: 120/70-17
Rear tyre: 180/55-17
DIMENSIONS/CAPACITY
Length: n/a
Width: n/a
Height: n/a
Seat height: 805mm
Wheelbase: 1440mm
Dry weight: 177kg
Fuel capacity: n/a
DETAILS
Price: TBC
Contact: 0845 1222996
www.ducatiuk.com
vibrate all the time as they did on the
S4R – Malagoli & Co have also
thankfully fitted a stiffer headlamp
fairing, which no longer wobbles and
waves around in the wind.
Lazy in sound, but not in
response, though – the S4RS
accelerates hard and strong once
you get it revving.
Steering felt precise and well
balanced, even with the extra
leverage from the wide handlebars,
and especially as the road surface
warmed up. For to begin with, in
cooler morning conditions high in the
mountains, the front end of the S4RS
had felt decidedly skittish in turns.
Another issue to start with was
that the stock front suspension
25
TESTED RIDDEN
Ducati S4RS Testastretta

Adjustable Ohlins suspension allows the rider to tailor the feel of the S4RS.

Overall the S4RS is a more polished and refined Small, stylish fly-screen is
settings on the S4RS are way too Monster than any before it. surprisingly effective.
soft – to begin with, there was
loads of front end dive if I braked
hard, and bounce back on release –
but here's where the precision of
the superb Ohlins suspension
comes in to play, whose sensitivity
and ease of adjustment allows you
to set up the S4RS exactly as you
want it. Slight adjustment to the ride
height and dropping the front tyre
pressure 0.2 bar was the final
piece of the jigsaw, resulting in
a properly balanced, good
steering bike.
Standard fitment Brembo radial
brakes delivered spectacularly good
braking from high speed –
especially if I used the reserves of excellent stopping power comes ago, and retained uncontested for so even American manufacturers, as well
engine braking available, and even without any real instability. long. With sportsbike sales sliding as from Japan and Italy.
when you lean really hard on the Really, what we have here is a valid downwards in many countries, the Nevertheless, Ducati has a great
front brakes, and tap the twin-piston desmo V-twin contender for the crown increasingly crucial naked bike chance to regain supremacy with
caliper operating the 245mm rear of streetrod supreme – a title that segment now sees serious competition the S4RS, but at a high price to
disc just a little as well, this Ducati themselves invented 13 years from Austrian, British, German and their customers. MSL

26 Motorcycle Sport & Leisure

TESTED RIDDEN
Text: Peter Henshaw Photos: John Wilkinson

Split personality
Is there such
a thing as
a genuine,
dual-purpose
trail machine?
Yamaha might
just have hit
the nail on
the head with
their XT660R.
Peter Henshaw
gives his
verdict.

Dual-purpose tyres, progressive brakes and light

clutch make the XT easy to handle on dry trails.

28 Motorcycle Sport & Leisure

 RIDDEN TESTED
I
was leafing through a 1946
copy of Motorcycling the other
day (the way you do) and there
in the road test of Triumph’s
latest Speed Twin was a
picture of the bike being ridden
nonchalantly across a field. “Thanks
to the new Triumph telescopic forks,”
went the caption, “the Speed Twin
can be handled easily on the rough.”
Aye, them were t’days, when any
bike could tackle green lanes,
sweeping A-roads, the odd nadgery
trial, and be back home in time for tea.
As bikes became bigger, heavier
and faster through the early 70s, this
sort of adaptability went out the
window. But the gap was filled by the
trail bike boom, the Japanese leading
with a whole raft of genuinely dual-
purpose trailies that were equally at
home on road or track.
A lot of us learnt to ride on bikes
like these – DT175, XT250, XL185. They
came with lights, indicators and all
the road equipment needed to ride to
work or college every day, but they
also had decent ground clearance
and semi-knobbly tyres, so they could
cope with mild trail rides as well. And,
even if you never did venture off-road,
riding a trailie made it look as if you
could if you wanted to.
Fast-forward 20 or 30 years, into
the consumerist 21st century. Just
about everything – cars, hi-fi,
computers, toasters – offers more
spec than any of us will ever need, or
use. A VW Toureg V10 off-roader can
top 130mph and would no doubt climb
mountain tracks if asked, but it never
will be. On the other hand, these
ludicrous capabilities do get bums on
seats and, in the world we live in, that
appears to be the bottom (sorry) line.
Trail bikes have been affected in
just the same way. They’ve branched
into giant adventure tourers like the
BMW GS and Triumph Tiger, which
are as likely to get their tyres dirty
as that V10 Vee-dubb. Meanwhile,
the smaller single-cylinder trailies
have developed into more hard-
nosed, quasi-enduros. “Any of the
modern off-road bikes could have
won a Moto Cross GP 15 years ago,”
Alan Kind of off-road body LARA told
Motorcycle Sport & Leisure
Yamaha XT660R
me: “Part of the problem is that
genuine dual-purpose trail bikes
don’t exist any more.”
There’s probably a sound
marketing reason for that – modern-
day trailie buyers are more likely to
use their bikes on Sundays only,
rather than expect to ride to work on
them as well. Hence the tendency to
dial up the off-road edge of the
modern day dirt bike – that might
make it hard to ride on the road, but
that’s not really what it’s for.
So it’s nice to report that the
Yamaha XT660 is about as close to
one of those 70s trailies as you can
get. I’m not sure it could have won an
MX GP 15 years ago, but it will do
distance on the road as well as taking
to the tracks without feeling like an
overweight roadie.
Still, there’s no doubting its off-
road intentions as we battle up the
M25, away from Yamaha HQ and
north towards MSL Towers. It’s a
blustery day, and I feel as if I’m
mast-high on a spinnaker under full
sail. You sit well forward on the XT
and high enough to eyeball Range-
Rovers and Transits. On the other
hand, that does give it the dirt bike’s
natural affinity for traffic, as the high
seat gives splendid visibility over.
That’s backed up by the ultra-slim
build and a grunty four-stroke single
that (mostly) gives instant power
when you need it. The only thing that
really inhibits threading through the
queues is the wide handlebar, but
that’s not serious.
There is a downside, of course.
The seat is a sky-high 865mm off the
ground – trail bikes don’t need to be
like this (as Yamaha’s own Serow
demonstrated years ago) but for me
it was tiptoe time whenever we
stopped. Look at the seat before you
climb on – it promises to be a hard
and a narrow perch, and that’s
exactly what it is. Admittedly, I did
some long stints, but it was
excruciating after a couple of hours.
At the end of one long day in the
saddle, I was standing up as we
passed through towns and villages.
Honestly, I wasn’t relieving an aching
butt, I was Simon Pavey fishtailing
29
TESTED RIDDEN
Yamaha XT660R

High, hard and narrow seat is a pain in

the backside on long hauls.

Yamaha XT660R Adjustable mono shock

ENGINE
Type: 660cc, liquid cooled,
sohc, single
Bore x stroke: 100mm x 84mm
Maximum power: 48.0bhp @ 6000rpm
Maximum torque: 43lb-ft @ 5250rpm
Fuel system: injection
Starter: electric
TRANSMISSION
Clutch: wet, multiple disc
Gearbox: five-speed, constant mesh
Final drive: chain
CHASSIS/COMPONENTS
Front suspension: telescopic fork
Rear suspension: monocross
with linkage
Front brake: 298mm single
floating disc
Rear brake: 245mm single disc
Front tyre: 90/90-21 (54S)
Rear tyre: 130/80-17 (65S)
DIMENSIONS/CAPACITY
Length: 2240mm
Width: 850mm
Height: 1230mm
Seat height: 865mm
Wheelbase: 1505mm
Dry weight: 165kg
Fuel capacity: 15 litres
DETAILS
Price: £4599
Contact: 01932 358000
www.yamaha-motor.co.uk
down a tricky piece of piste – you speeds, though the front end starts rear copes well with
bumpy surfaces.
know, the Tarmac-covered one to get a little vague over 80. Oh, and
between Salisbury and Shaftesbury. despite having a balance shaft, it
In fact, the Yamaha had quite a vibrates. I got off after one hard-
high-mileage week by trailie riding hour-and-a-half with tingling
standards, thanks to the demands of fingers. As I value my nerve endings,
magazine production. At one point I I slowed down after that. Keep below
was faced with a 400-mile day, plus a 75mph on the digital speedo, and the
meeting, but the XT managed it. Yamaha is quite comfy over distance
Bopping across Salisbury Plain on – the vibes fade away from the seat,
the A303, on a whim I turned off on a bars and pegs, and it feels as if you
gravel track. It’s legal to ride - the could go on like this all day.
one that runs behind Stonehenge.
Ultra-easy for the Yamaha, but I got
to splash through a few puddles and Underseat exhausts might make Style over substance; small
had a very nice view of the stones. securing luggage a struggle. fly screen doesn’t deflect
much wind.
The XT is nicely controllable off-road,
light enough not to be daunting, but
with long-legged suspension and
enough ground clearance to keep
out of trouble. Incidentally, you won’t
find multi-adjustable gas shocks, just
a simple pre-load adjustable
monoshock, and plain front forks.
They work well enough, though.
Then it was back to dual
carriageway and motorway dullness
– would I have made that diversion
on (say) a Fazer or a Hornet?
Probably not. Mind you, the XT
wouldn’t match either of those on the
long, straight stretches of Tarmac.
The 660cc single is fuel injected and
delivers sufficient power for cruising
– it will hold outside lane motorway

30 Motorcycle Sport & Leisure

 RIDDEN TESTED
Yamaha XT660R

Every inch a dual-purpose. The Despite its size and weight, the XT is handy on green lanes.
XT’s lines hide none of its
off-road pretentions.

The 15 litre
tank gives a
sensible range.

Motorcycle Sport & Leisure 31

TESTED RIDDEN
Yamaha XT660R
I got more out of the bike by
steering clear of motorways and
sticking to single-carriageway roads.
The wide bars make it fun to flick in
and out of roundabouts, before you
use the single’s torque to power out.
The tyres aren’t full-on knobblies,
Michelin Siracs (21in front, in true
trailie style) that felt a bit tippy-toe
on wet Tarmac but were fine in the
dry. I can’t vouch for their
mudworthiness, but on dry tracks
they did the job. Ditto the brakes,
which are progressive rather than
ultra-powerful, but that’s just what
you want off-road. Backed up by a
light clutch and gearshift, they make
the XT quite easy to ride.
There’s no rev counter on the
minimalist dash, but that’s of no
Good feel and progressive power from the front brake is great on and off tarmac.
32
matter because, although the fuel-
injected engine revs out quite happily,
it gives its best in the mid-range, so
The competition
you just change up early and blat off
into the distance. Fifth gear doesn’t Suzuki DRZ400S £4199
give arm-stretching urge, though, so Highly competent dual sport machine that
you need to change down for impresses whoever rides it. Easy to ride,
overtakes. Injection mapping can be light, lively and competitively priced. A
tricky for four-stroke singles, but this genuine go-anywhere machine that’s
one was fine, with a fairly soft rev equally at home on Tarmac as it is on
limiter. What you can’t avoid is that mud/sand/grass/gravel…
this is a large single-cylinder engine,
so it’s a little finicky about revs, not KTM 640 LC4 Adventure R £6495
really happy under 40mph in top or KTM’s race pedigree shows through in
30mph in fourth, as the chain this model. Price may put some off but it
chunters and chatters away to itself. does everything and does it well. Small
Practical stuff. The Yamaha’s little cockpit fairing and large tank (30 litres)
15-litre tank lasts surprisingly well. make this the only real long-haul option
The low fuel light (there’s no gauge) of the bunch.
generally came on at 130-140 miles
Kawasaki KLE 500 £3995
Returned to the range in 2005 after a break
after it failed emissions regulations. Follows
the basic concept of the older model: a
parallel twin motor in a dual sport chassis.
Smoother, larger and heavier than the
XT, more road then track.
MZ Baghira Enduro £3978
Smart looking and well built, and can cut it
with the better-known competition. Very
usable all-rounder, great on road but size
and weight mean only the experienced
overlander need apply for this one.
Serious value for money.
What trail bikes are all about; the and I averaged 57mpg – make that
Yamaha is genuinely dual-purpose.
the low fifties when running around,
with up to 65mpg if you take it easy.
The XT is not designed for luggage
and, though the tank is steel, it’s
almost completely swathed in
plastic, so magnetic bags are out.
The twin silencers are well insulated,
so throwovers wouldn’t melt, if you
could find a way of attaching them.
There’s no rack, but you do get a
bijou space under the seat, enough
for a U-lock and overtrousers. The
mirrors succumb to vibes over
60mph, but they’re still usable. As for
pillions, the XT got pretty high marks:
the seat might be hard, but it’s long
enough to give space for two, helped
by well-placed foot-pegs and two
decent grab-rails.
I still wouldn’t go touring on an XT,
but that’s not what it is for. It is
compromised, and it’s not cutting
edge, but this traillie is genuinely
dual-purpose, and that’s what trail
bikes are all about, isn’t it? MSL
Motorcycle Sport & Leisure
 Alan Duffus Motorcycles
19-21 St Clair Street
Kirkcaldy, KY1 2QF
Tel: 01592 264 135
Fax: 01592 562 135
www.alanduffus.com
alan@alanduffus.com
Colin Collins (Harrow)
90-108 Pinner Road
Harrow, Middlesex, HA1 4JD
Tel: 02088 611 666
Fax: 02088 630 228
www.colincollins.com
harrow@colincollins.co.uk
Dave Parry Motorcycles
18 Runnings Road, Cheltenham
Gloucestershire,
GL51 9NQ
Tel: 01242 230 403
Fax: 01242 583 031
mpearson1970@hotmail.com
Webbs of Lincoln
117-121 Portland Street
Lincoln, Lincolnshire, LN5 7LG
Tel: 01522 528 951
Fax: 01522 513 924
www.webbsoflincoln.co.uk
sales@webbsoflincoln.co.uk
www.yamaha.co.uk
Bill Smith Motors Ltd
30-36 Tarvin Road ,Boughton
Chester, CH3 5DH
Tel: 01244 323 845
Fax: 01244 350 118
www.bill-smiths.co.uk
enquiries@bill-smiths.co.uk
Colin Collins (Letchworth)
The Pavilion, Campus 5, Third Avenue,
Letchworth, Hertfordshire, SG6 2JF
Tel: 01462 483 399
Fax: 01462 483344
www.colincollins.com
letchworth@colincollins.co.uk
Flitwick Motorcycles
Station Road, Flitwick,
Bedfordshire, MK45 1JR
Tel: 01525 712 197
Fax: 01525 750 390
www.flitwickmotorcycles.co.uk
flitwick@flitwickmotorcycles.co.uk
Carrick Yamaha Centre
62 Queen Charlotte Street
Edinburgh, Midlothian, EH6 7ET
Tel: 0131-555-2575
www.carrickyamaha.com
mcl@carrickyamaha.com
Colin Collins (Watford)
1-3 Euston Avenue
Watford, WD18 7SZ
Tel: 01923 235 346
Fax: 01923 213 883
www.colincollins.com
Watford@colincollins.co.uk
Tamworth Yamaha
129 Kettlebrook Road, Tamworth,
Staffordshire, B77 1AG
Tel: 01827 684 00 Fax: 01827 684 44
www.tamworthyamaha.co.uk
tamworth.yamaha@virgin.net
WINNERS of the Virgin Mobile R6 Cup 2005
Webbs Yamaha Centre
High Street, Eye, Cambridgeshire
PE6 7UR
Tel: 01733 223 444
Fax: 01733 221 091
www.webbsyamahacentre.co.uk
motorcycles@webbsyamahacentre.co.uk
TESTED RIDDEN
Text: Alan Cathcart Photos: Wayne Davis

Hit the jackpot

Cruising is big bucks in the US, but is there room for
another glitzy, musclebound, raked out V-twin? Victory are
willing to bet that there is. Alan Cathcart has a flutter.
34 Motorcycle Sport & Leisure
 RIDDEN TESTED
Y
ou’ve only got to look at
a Harley-Davidson
brochure, or wander
down Main Street at
Daytona Beach, to
realise just how many sub-sections
there are to the cruiser segment.
Cruisers dominate sales in the
USA, the world’s largest motorcycle
market, and it’s hardly surprising in a
nation where individuality rules and
doing it your own way is the name of
the game in motorcycling.
That being the case, if you’re
building a range of two-wheeled
products – as the USA’s second-
largest motorcycle company Victory
is currently doing – you need to
diversify that range with several
variations on a theme, the most
recent of which has come on line for
the 2006 model year and is known as
the Vegas Jackpot.
Building on the basis of its strong-
selling Vegas cruiser, launched three
years ago, the latest in the
company’s lineup of gambling-
inspired model names is a rakish,
musclebound, glitzed-out entry in the
so-called extreme custom category,
which Victory says is worth 30,000
sales a year in the USA alone – not
to mention the overseas markets,
which the company will be targeting
more closely in the wake of its
forthcoming merger with KTM.
The Jackpot is a further payoff of
the ongoing collaboration Victory has
established with arguably the biggest
name in the custom bike world, 66-
year-old Northern Californian-based
styling guru Arlen Ness, and his son
Cory, 45, whose glitzy Dublin, Ca-
based emporium is the world’s
largest Victory dealership, as well as
a two-wheeled art gallery displaying
dozens of the unique creations which
the Ness duo have crafted over the
past quarter-century. Arlen said: “We
don’t actually create anything
ourselves from first base for Victory,
but Cory and I help out by critiquing
stuff they send down to us, and
giving them suggestions of what to
do. Plus, we just came back from
another of the trips we’re regularly
making to Minnesota, to see what
they’re doing and chew over ideas –
Motorcycle Sport & Leisure
Victory Vegas Jackpot
they have some great new models
coming up over the next couple of
years that’ll blow people’s minds
when they see them, I promise you.”
To create the Jackpot, Victory’s
chief in-house stylist Mike Song took
as his basis the company’s Hammer
sportcruiser, and added a large dose
of raked-out Vegas-inspired features
to create a sensational-looking bike,
with sleek, flowing lines and an
attention to detail worthy of a custom
cycle – it’s hard to believe this is a
series-production model when you
see it in the metal.
Vegas-inspired stuff includes the
skinny 21in front wheel delivering a
raked-out 1684mm wheelbase, the
chopped rear fender with teardrop
taillight, and the long curved gas tank
with its recessed filler cap and
valanced sides; while distinctive
features that are the Jackpot’s own
include its stacked slash-cut
exhausts, the tongued match
between seat and tank, and the
Looney Tunes streamliner headlamp
with more than a hint of the Honda
Rune about it.
It’s worth noting at this point that
the wave-cut cast aluminium wheels
on the Jackpot test bike pictured
here aren’t standard, but a
Performance Machine billet-alloy
option from the Victory aftermarket
catalogue, which many Jackpot
customers will surely opt for in
delivering added visual distinction
compared to the stock wire rims.
These raked-out yet muscular
looks, emphasised by the massive
cylinders of Victory’s 50-degree V-twin
motor, give the Jackpot genuine street
presence and a clear market niche as
a distinctively styled (and Arlen Ness-
approved) premium custom which US
purchasers can buy for $17,499 list
price – against upwards of $30,000 for
a Big Dog or similar H-D clone-
product competitor – and then
proceed to individualise via any
number of items from the extensive
Victory aftermarket catalogue.
Either that, or head straightaway
for added bling in the shape of the
two quite distinct Arlen Ness and
Cory Ness Signature Series Jackpot
models, each personally
35
TESTED RIDDEN
Victory Vegas Jackpot
Rich colourful paint is available On the move, the Jackpot has plenty
in standard Victory or custom of presence and attitude.
‘Ness’ variants.
Although a bumpy ride, the seat and
Kayaba shock do
a good job of
keeping the rider
comfortable.
1634cc, V-twin
unit has plenty of autographed by the Ness in question,
grunt, and looks
great too. and with its own custom paint
scheme and dedicated hardware.
Manufacturing excellence, even
on the stock Jackpot, appears
considerable for a volume production
bike – the paint is rich and even, the
acres of chrome deep and lustrous,
the controls solid and substantial
without being clunky, all giving
Victory a capital S for satisfactory in
quality as well as for style.
Acres of lustrous, deep chrome. Powering the Jackpot is the same
A must for any cruiser. heavily redesigned and much
improved 1634cc Freedom 100/6 (as
in, 100cu in, six-speed) version of
Victory’s trademark 50-degree
V-twin air/oil-cooled motor as
introduced a year ago on the
Hammer, and now being adopted on
almost the entire Victory range. This
is bored out over the company’s
original 1507cc V92 five-speed
engine to now measure 101x102mm,
and features 10mm narrower
crankcases and a smaller sump,
which together permit narrower
lower rails for the Jackpot’s duplex
cradle tubular steel frame, and thus
an extra two degrees lean angle
compared to the Vegas.
Single, Like its smaller-cube predecessor,
300mm the 100/6 motor employs a forged
front disc steel crankshaft and gear-driven
and Brembo
four-pots counter balancer, which has been
bite when reweighted for the bigger-bore,
squeezed hard. German-made Mahle pistons running
36
in the same company’s Nikasil
chrome-bore cylinders.
Within the four-valve single-cam
cylinder heads, featuring Victory’s
trademark self-adjusting hydraulic
valve lifters, the 100/6 also features
reworked cams to broaden the
torque curve, spun by hydraulically
tensioned camchains.
Compression is up half a point
over the previous smaller engine to
9.7:1, and the US-made fuel
injection package from former Ford
Motor Co. subsidiary Visteon,
features a single injector per
cylinder, paired 44mm throttle
bodies, and a fuel pump mounted
inside the 17-litre fuel tank.
Revised mapping compared to
the more performance-driven
Hammer sees power on the Jackpot
dropped slightly to 84bhp at 5000rpm
and torque is down to 103ft-lb at
just 2500rpm.
Putting this to the ground via that
steroid-laden back tyre and a
carbon-toughened final drive belt, is
the same unit-construction six-speed
gearbox as on the Hammer, with
helical-cut primary gears aimed at
further noise reduction, and an
overdrive top gear for more relaxed,
laid-back highway cruising.
The architecture of the Jackpot’s
colour-matched frame mates the fat-
tyred rear of the Hammer to the
spindly front end of the Vegas to
Motorcycle Sport & Leisure

Fairly self explanatory,
modern technology
meets classic styling.
Huge 250/40R18 tyre at the rear looks great,
but does little for handling.
Motorcycle Sport & Leisure
RIDDEN TESTED
create the chopper-esque marriage of
opposites, which typifies the extreme
custom market’s wannahave wishlist.
So, the handlebar is wider, higher
and more pulled back than the
Hammer’s, steering a more raked-out
front end than before.
All this aside, what dominates
proceedings chassis-wise, both
visually and in terms of the riding
experience, is the 8.50 x 18in cast
aluminium rear wheel wrapped by
that gi-normous 250/40R18 Elite tyre –
the widest rear tyre on a volume
production bike, specially developed
by Dunlop for Victory.
As a design statement delivering
undoubted visual presence, coupled
with compromised steering that
huge rear hoop of rubber is most
assuredly a triumph of show over
go. There’s no getting away from it
– a tyre which measures ten inches
across, wider than those on many
cars, can’t help but impact on the
way the Jackpot handles, and even
with the stretched-out wheelbase it
often tries to sit the bike up and
push the front wheel very
noticeably if you try to add throttle
through turns, with the resultant
under steer taking you places you
don’t want to be, unless you
countersteer hard and force it
back on line.
Still, the Jackpot feels less
cumbersome as soon as you speed
Victory Vegas Jackpot
Victory Vegas Jackpot
ENGINE
Type: 1634cc, air/oil-cooled, sohc,
50-degree V-twin
Bore x stroke: 101x102mm
Maximum power: 84bhp at 5000rpm
Maximum torque: 103ft-lb at 2500rpm
Fuel system: Visteon indirect
electronic fuel injection
Starter: electric
TRANSMISSION
Clutch: wet, multiple disc
Gearbox: six-speed
Final drive: belt
CHASSIS/COMPONENTS
Frame: tubular steel duplex cradle
Front suspension: 43mm Kayaba
telescopic forks
Rear suspension: aluminium
swingarm with Kayaba shock
Front brake: single 300mm disc
with four-piston Brembo caliper
Rear brake: single 300mm disc
with two-piston Brembo caliper
Front tyre: 80/90R21
Rear tyre: 250/40R18
DIMENSIONS/CAPACITY
Length: n/a
Width: n/a
Height: n/a
Seat height: 652mm
Wheelbase: 1684mm
Dry weight: 292kg
Fuel capacity: 17 litres
DETAILS
Price: TBC
Contact: Polaris Industries
01453 852300
www.polarisindustries.com
up a little – but then you have to go
to work again when you come to the
turns, That’s when you have to start
flicking the Jackpot from side to side
– which is does quite adeptly for
such a long-wheelbase bike. But
start to crank it over onto the
shoulder of the rear tyre, and there’s
such a sharp transition going from
the flat centre section to the curved
sidewall that you get a momentary
feeling of instability.
Time on the bike will probably help
customers come to terms with these
traits, however – and anyway, let’s
face it, that fat rear tyre is what
Victory’s customer clinics told them
the market wanted.
The Jackpot’s riding position is
more upright than the Hammer’s, and
the footrests seem a little further
forward without, however, any sense
37
TESTED RIDDEN
Victory Vegas Jackpot
the Jackpot is a practicle, enjoyable motorcycle.
of forfeiting control in turns, though
you will drag them very easily when
you use even a fraction of that
meaty rear tyre’s edge to crank the
Jackpot over.
The reshaped seat is definitely
plusher than the musclecruiser’s more
spartan saddle, with a vestigial bum
support provided by the front of the
pillion pad that’s very welcome during
a couple of hours’ stint on the road.
Apart from the handling
inconsistencies if you try to ride it in
anything approaching anger, this is a
stylebike that it’s actually enjoyable
to cover some distance aboard.
Rather than requiring you to sacrifice
most vestiges of practicality and
comfort for a stylish appearance, the
Jackpot is more than just a bar-hop
bike, it’s actually a very practical,
enjoyable motorcycle.
The bars aren’t too high or wide
for long-distance cruising, either –
and anyway, Victory has a range of
kits in its catalogue to deliver a riding
position to suit any rider’s tastes. On
a freeway, 90mph is just about
bearable on the Jackpot, though sit
at 20 less and you’re feeling fine,
going places, and looking good, but
38
Despite the extreme looks,
with plenty in reserve for when you
spot a gap and need to use that
meaty torque to zap past a truck or
delivery van.
For the Jackpot’s engine feels
muscular yet smooth, thanks to the
counter balancer and the rubber-
mounted handlebar. The torquey
engine’s grunt allows you to pull
cleanly away in top gear from as low
as 35mph on the good-looking white-
faced speedo which is easy to read,
same as the cluster of warning lights
below it on the upper triple clamp.
Riding a bike with such punch
means you’ll want good brakes, and
the Jackpot has those, with the
single 300mm Brembo front disc and
four-pot caliper of the Vegas
transferred here, combining with the
same-size rear disc and its twin-
piston gripper to deliver more than
adequate braking by cruiser
standards, aided by the steel
brake lines.
At first I thought the single-disc
292kg bike would suffer in the
stopping stakes compared to the
doubled-up package in the 7kg
heavier Hammer, but there’s good bite
when you squeeze the lever hard,
Classic designs, old and new. The Jackpot and Chevrolet Corvette.
“If you don’t get noticed on it, you
ain’t on it”. Victory, 2006.
without too much fork dive, and the
rear brake is pretty adept in traffic if
used alone – plus there’s lots of
engine braking from those bigger
pistons and the higher compression.
That long wheelbase and the rangy
steering geometry deliver a bike
which is stable at speed through
sweeping turns and on the freeway,
yet thanks to the small footprint of the
21in front wheel, coupled with good
leverage from the wide handlebar, is
quite nifty hustling through turns, with
lighter, more precise steering than the
fatter-tyred Hammer.
So when you want to up the ante
and cruise the curves, the Jackpot is
a willing partner whose low build
makes it seem quite easy-steering,
enhancing rider confidence, in spite
of the greater rake and stretched-
out stance.
Ride quality isn’t as good as the
Hammer, but even if suspension
compliance isn’t exactly plush, and
you do get tossed up in the air a
little on bumpy surfaces, you can
still feel the Kayaba shock working
beneath you, soaking up most
normal road shock.
It’s that great engine that’s the
Motorcycle Sport & Leisure
main roll of the dice as far as the
Jackpot is concerned, with loads of
grunt allowing effortless cruising.
“If you don’t get noticed on it, you
ain’t on it,” says Victory’s ad-speak in
their 2006 catalogue, correctly
identifying all that counts in the
premium custom market: more bling
for the buck, and the bragging rights
that go with it.
While straight-line performance is
a key element in the mine’s-cooler-
than-yours faceoff, handling is
irrelevant – so who cares what that
visual statement on the Jackpot’s
eight-and-a-half inch rear wheel
does to it in turns?
I admit it – I got a neat kick every
time I got a turn of the head cruising
down another Pleasantville, USA’s
main street, and saw the heads
turning in admiration for the Jackpot’s
looks as I gave a purely gratuitous
blip of the motor through the slashcut
pipes just to remind them the Jackpot
was just passin’ thru.
Chances are Victory’s customers
will get the same payoff from their
roll of the dice – and for a lot less
dollar staked down on the table than
on other games in town... MSL
 LETTERS
If you have an opinion, write to us at: Letters, MSL, Mortons Media Group Ltd, Media Centre,
Morton Way, Horncastle, Lincolnshire, LN9 6JR or email letters@mslmagazine.co.uk

The writer of the star Letter wins a set of

excellent Avon tyres to suit their bike,
So what are you waiting for?

TEAM SPIRIT Thistlethwaite, a fellow FJR pilot from Lancs.

Why am I proud to be a motorcyclist? Well,
where else are you likely to be involved with so
many helpful and enthusiastic people.
We were feeling pretty low. The last 15 miles
to Santander had been very stressful, crawling
along at 30mph being honked by coaches and
lorries tight up behind us; we were even
overtaken by a hearse.
We were riding an FJR 1300, not a Honda 50.
The problem was a front wheel bearing, (I could
feel the bearings graunching away through the
handlebars) but we were determined to nurse
the bike to the ferry. Yes we do have a
breakdown and recovery scheme but I couldn't
bear the embarrassment of turning up at home
on a trailer.
With more than a little relief we rolled into
the holding area, where we met Mick
Imagine our surprise when he lifted the seat of
his bike and, as if by magic, pulled out a set of
spare bearings. He would not accept payment
and I gladly agreed to post them back to him if
we didn't need them. Many thanks, Mick.
Next morning a local Firestorm owner led us
through Plymouth to GT Motorcycles. I didn't
catch your name but thanks for your help. As for
GT Motorcycles I can honestly say that we have
never had such helpful and friendly service.
Although were booked up, the staff had us on the
road by midday. Next time we change the bike we Many thanks for your correspondence Wynn
will be making the 400-mile round trip to Devon. and Barbara, reading your tale makes me proud
By the way, the Picos, the Asturias and the to be a motorcyclist too. On these somewhat
north of Portugal make a brilliant biking holiday. harsh and unforgiving roads, it’s nice to know
Now, let me see where I can stash those spare we’re looking out for each other.
bearings for next time! Have a set of Avons on us, perhaps you can
Wynn and Barbara Morris. keep them spare in case you spot a fellow FJR
Via email pilot in distress. Ed.

GREEN MATTERS
Re: Terry Hill (Letters, March 2006)
objects to my writing about green
issues in the Guzzi Breva 750 test. The
thing is, our dwindling oil supplies are
something that will affect motorcycling
in a fundamental way during the next
10-20 years. Bikes and biking don’t
exist in a vacuum – they’re part of the
real world, and I make no apology for
writing about one of the biggest issues
that faces every single one of us.
Peter Henshaw.
Sherborne.
MANX
NATIONALISTS
I was bemused by David Knight's
analysis of the supposed link
between the Manx financial
community and the TT's present
difficulties (MSL 543), and now we
have Bruce Pittendreigh's even more
bizarre views on the subject (MSL 544).
As an Isle of Man resident for most
of my 40 years, I have never seen
anything to indicate that the Island’s
financial sector is damaging the
fortunes of the TT or MGP. Indeed, just
as in any other area of business, its
interests are monetary and both
events provide Manx businesses
with unique advertising opportunities.
Like it or loathe it, the finance
sector (with which I'm not involved)
has been here since the late 1970s
and not only contains many bikers
and TT enthusiasts but has often
helped to sponsor various aspects of
the events, including the radio
coverage and individual competitors.
The true reasons behind the TT and
MGP's problems are clear - constant
media attention upon the sizeable
ongoing death rate, ever-increasing
sensitivity to that publicity from the
Manx organisers, politicians
and police (the latter's intention to
reduce cover for the events, on health
and safety grounds, being a particular
factor) and yet more media
attention focused recently
upon alleged organisational errors
and the threat of a national speed limit
which may deter visiting spectators.
Like it or not, this is an age in
which sport-related deaths are
seen as increasingly unacceptable,
both politically and socially. But the
idea that the Island's financial
sector or its wealthy residents have
any interest in the TT's health and
safety arrangements, or in ‘saving
the grass’ (?) as David Knight states,
is laughable.
The changes in practising times
are part of the organiser's response
to safety concerns (more practice at
safer times of the day) as anyone
who'd bothered to enquire would
know. I'd be prepared to bet that
even the Manx nationalists among us
would cringe at the ignorance of the
views expressed recently.
Chris Grimson.
Douglas, Isle of Man.
BLAZING BLAZERS
Gosh! I'm a ‘Blazered Buffoon’, well,
Jim Glastonbury of Hereford thinks
so in his name-calling three-
sentenced letter in Feb’s issue. Mr
Glastonbury would do well (or
perhaps not) to study the ABD
website www.abd.org.uk
In part he is correct. They are in
the main anti-camera, as the
statistics have shown that over the
years since their inception, their
presence has led to some very
disturbing trends with regard to road
safety, road deaths, and collisions at
camera sites. Click on the ‘Speed
Cameras’, and ‘Speed Limits’ in the
blue menu box top left. Sadly, those
without a computer to access online
information are, in today’s world,
increasingly handicapped to say the
least, as they are apt to be fed
propaganda from some quarters with
little resource to question.
The opening paragraph of

40 Motorcycle Sport & Leisure


the Speed Limits page starts:
“The ABD believes that drivers
have a responsibility to travel at a
speed that is safe for the prevailing
conditions at all times. The misuse of
speed, resulting from inexperience or
poor hazard perception, is a
contributory factor in many
accidents. Speed limits, when used
correctly, help drivers to recognise
changes in the road environment and
adjust their speed accordingly.”
That doesn’t sound like ‘Anti-Speed
limits’ to me, Jim. Driving, or riding at a
posted limit does not ensure road
safety. It is the application of
intelligent use of speed appropriate to
conditions, and that may be less than
any posted limit. But, where speed
limits are reduced, causing bunching
on an otherwise clear road, now there
may be safety issues created here
and those limits may be questioned.
But ‘Anti-Responsibility’?
Definitely not – quite the opposite,
responsible use of brainpower over
right hand/foot is at the root of road
safety – and road safety is an
attitude of mind, combined with
education in the first instance. But,
education through shock therapy, as
supported by Steve Maguire in the
previous letter, I am not too sure of.
In the early 60s I visited a RoSPA
exhibition, centre stage was a car so
terribly mangled it was unidentifiable
by make. The audio accompaniment
was one of screeching tyres and
crumpling metal and pulsing blue
lights lit the podium. I remember it
well, but I cannot say it changed my
riding habits. Conversely, a podium
displaying training schemes would
seem pretty dull – so shock wins the
day. Instead of shocking people into
taking training, why not apply
incentives that appeal to the wallet?
Heaven knows there are enough
disincentives to take up riding
nowadays, in the form of paper
hurdles, but stick a mangled bike in
front of little Johnny’s mum and dad,
and they'll be heading for the used car
lot – which could lead to bigger
problems. Cheaper insurance,
bonuses of reduced costs of motoring,
these things are of paramount
importance to all, and money talks.
As my leathers are starting to smell
a bit after 28 years dispatching – think
I'll pop round the charity shops and
pick me up one of them there blazers…
Derek Reynolds
St Albans
Motorcycle Sport & Leisure
ENJOYMENT IS
THE KEY
After owning many bikes, I would say
that the key to a good bike might not
be outright power, speed, acceleration,
weight or lack of it, but enjoyment.
After sampling a CBR type 600 and
a 1200 Trophy a few years ago –
I have found speed, size and age
don't matter, for the bike or rider...
the key is to ENJOY the experience.
I get as much fun and enjoyment
out of an older BMW and Morini (for
example), now both very long in the
tooth, as I ever did with the CBR or
its like.
Older steeds provide a good ride,
but are outclassed in terms of
capacity, speed, size these days – but
they were enjoyable when ‘new’ –
something they still are or can offer
today. Try one, you might be surprised.
Your recent test on ‘current
middleweights’ was with bikes that
today are ‘middling’ in terms of
outright performance and go – but
an age away from older steeds. Yet
an older bike might offer a solution
to those seeking a ‘good ride’, and a
wider choice too, but also one that
fits. My bike choices are restricted a
bit by size, being a little shorter,
even your middleweights appear a
little too tall in the saddle – the V-
Storm seemed praised for a 820mm
seat height and the FZ-6 at 795mm
or Deauville 650 (now 806mm – but
not adjustable. Why, Honda, why?)
makes some older bikes more
manageable, and a little less
weighty too.
It's nice to see the new Fireblade is
only 176kg, and an R1 160kg or so, but
a seat height up there around 830mm,
rules it out for many, similar to the
SP1/2, GSXR, R1, ZXR, MV etc. My
‘Superbike moment’ will have to rely
on a RVF 400 (like a mini VFR) – getting
older now, true, but still a good ride –
the TT (& Maria Costello and others)
shows this – and on a bike that fits,
and it is ENJOYABLE to boot.
I guess biking isn't like some
fashion – one size fits all, but
ENJOYMENT for all, that’s the key.
Mark Holyoake
Tongue End
NO ABUSE PLEASE
It would seem to me that Steve
Maguire should be more tolerant of
the views of others who happen to
disagree with him.
I agree with the views of Mark
McArthur-Christie, I think there are
much better and more positive
ways to promote road safety. I
do accept, however, that others
may disagree.
From his accident record, it would
seem to me that Steve has much to
learn about road safety. Perhaps he
should take a course; he might just
learn something.
While writing, I cannot let pass
the uncalled for and false remarks
made by Jim Glastonbury concerning
the ABD.
The ABD is probably the foremost
road safety group in the country and
campaigns on many fronts on behalf
of all motorists and motorcyclists. A
visit to its website at abd.org.uk will
confirm this to anyone who cares to
pay a visit.
Let’s put the record straight, the
ABD is not against cameras
properly placed where they can
save lives, it does not consist of a
bunch of speed freaks and within its
membership there are many
members of both RoSPA and
the AIM (one being Mark
McArthur-Christie) and other road
safety organisations.
Much is made of the ABD and its
position on cameras but until such
time as these were introduced on a
widespread scale the road casualty
figures in this country had been
falling year on year for a
considerable period.
With the introduction of cameras
the fall in casualties levelled out and
road deaths began to rise again.
These facts are irrefutable and can
be quickly checked by anyone who
cares to take the trouble.
The Government has at last
began to see the light and changes
are soon to be introduced to the
rules for camera partnerships,
whereby revenue from cameras will
go to a central fund and
partnerships will have to lobby for
monies that can be spent on all
forms of road safety via Local
Transport Plans.
This has only come about
because of the campaigning of the
ABD and others.
You should thank them, not
abuse them.
Robin Simmons
Chipstead
LETTERS
PLENTY OF FLASH
BUT NO SUBSTANCE
The real irony of the speed camera
stand at the NEC was nothing to do
with the fact it must have cost a
fortune, had a prime position, used
expensive exhibition kit, employed a
small army of liveried staff and gave
out glossy leaflets. It was all about the
contrast with the show’s Bikesafe
stand – promoting a scheme that
saves lives every day. It was tucked
away, manned by volunteers and
obviously cost about a tenth as much
as the speed camera stand. The
reasons are simple, but a sad
comment on the Government’s view of
road safety – Bikesafe has to fight for
every scrap of funding it can get. The
speed camera partnerships have
simply sat back and watched as
£800m plus has rolled in since 1992.
The benefits of speed cameras are
far from clear – at least they are
once you’ve removed the statistical
and emotive spin. At the same time,
we don’t know their side effects, but
those are serious enough for the
DfT to have commissioned a study
into them.
I’ve met many of the Bikesafe
officers and every single one has a
real passion for what they do, and are
desperate to reach as many riders as
they can. They usually give their time
and effort for nothing and I know the
training they provide has saved many
bikers’ lives – mine included. Contrast
that with the camera partnerships –
the staff I spoke to didn’t even know
the causes of the crashes their stand
so luridly depicted. Worse than that,
they didn’t think it mattered. All flash
but not much substance – rather like
speed camera policy.
Mark McArthur-Christie
Director of policy
The Association of British Drivers
Witney
INCOMING…
I always enjoy Cameron's piece in the
magazine, but in March issue he
committed the unforgivable crime (to
all DH anoraks) of referring to the De
Havilland ‘Gypsy’ engine. Frank
Halford’s De Havilland engines were,
of course, ‘Gipsys’. I fly behind a DH
Gipsy Major T Mk10 in our vintage DH
Chipmunk, and I know how hot under
the collar some DH types get if their
favourite engine is referred to as a
41
 LETTERS
Gypsy, Gipsey, or Gypsey. It’s a GIPSY!
I am a member of the DH Moth
club, and if his column is read by
anyone at ‘Moth Towers’ they will be
down on him like a swarm of…
moths. Perhaps you could warn him!
But I won't tell, honest.
Vince Chadwick
Via email
He’s heading for his bunker as we
speak. Ed.
RE: JOHN DAY
To John Day of Burgundy, I believe that
would have been Hughes of Tooting.
Proprietor Stan Brand won the first
road race held in Ireland after the
war – on a Triumph, of course.
Ray Knight
Via email
PIXIES?
Scott’s suggestion of comparing bikes
has been successfully taken a stage
further on what I believe one of MSL’s
forbears. Motorcycle International
tested the unlikely pair of a Honda
CB1000F and Moto Guzzi California.
Despite finding it difficult to
TYRESPIN
Pete McNAlly is Avon’s chief motorcycle tyre designer. So far all your tyre related questions
come straight to the source - the man charged with the job of creating them in the first place.
I run a 2001 Hinckley Bonneville.
The recommended tyres are
Metzeler or Bridgestone but I
would prefer to run on English
rubber. Could you advise me what
the best Avon combination would
be please?
Phil Taylor
Dear Phil,
If it’s a British-made tyre you are
after, then there’s only one game
in town – Avon.
Just released is Roadrider, a
range of modern V-rated crossply
tyres designed to give the best
grip and handling in all weather
conditions.
Don’t be too concerned that
If you have a question, write to Pete at: Tyrespin, MSL, Mortons Media Group Ltd, Media centre, Morton Way,
Horncastle, Lincolnshire LN9 6JR or email: tyres@motorcyclemag.co.uk
42
believe that anyone, myself included,
would be torn between the slick
Honda or the bruiser Guzzi they were
paired for a test. The resulting read
was fascinating and entertaining.
Something similar was carried out in
the August 1993 MCI with the BMW
R1100RS and K1100RS. Same badge
but very different tools.
Good to see MSL pixies weaning
themselves off knee-down-sports-
600 articles and producing a
magazine for grown-ups.
Hershon and Cameron remain in
the ‘first page to turn to’ category.
Incidentally, does anyone read MSL
from front to back?
Hershon’s even persuaded me to
go and get a 650 single. I don’t know
whose yet, but it’ll be an experience
after years on big Beemers.
Mark Atkins
Essex
Pixies? I know 5ft 4in isn’t exactly
lofty, but I’m not that short surely? Ed.
IT’S YOUR MONEY…
Hershon's recent editorial on ‘cool’
says a lot to me. It says Hershon
missed it.
there are only two recommended
tyres for your bike. Under law,
vehicle manufacturers have to list at
least two makes of tyres in the
handbook and they are usually the
ones on which they have been able
to negotiate a good original
equipment deal.
Could you please advice me on a
long-lasting touring tyre for my
Bandit 6, 2002 model. I do about 60
miles a day commuting, using
currently a Bridgestone BT 020.
A Strickberger
Dear Mr Strickberger
The later model Bandits are fitted
with a 120/60ZR17 and 160/60ZR17
I was reading a chopper magazine
in the airport. A guy next to me asked
what kind of bike I had. I told him.
We talked for a while, waiting for the
plane. He told me of his past bikes
and his new 50K (US) Chopper. He
said he wanted a bike to turn heads.
I think it's great. Let him spend
50K on a Chopper to turn heads.
It's his money, and he can afford
it. Only a wannabe or never-was
would tell him what he should do
with his money.
Perhaps for him, it's a milestone, a
personal reward for meeting a goal.
Nowadays some geek with a great
idea can earn rock-star cash.
Now he has the disposable income
for the things he admired when he
was a kid watching Magnum PI.
Those kinds of comments come from
a place of self-disgust, from a man who
didn’t set goals, who may have given up
on a dream. From a man who thinks it
should be him on a bike like that,
regardless of whether he has done the
things he needs to do to earn one.
Instead, I'd be glad to see it. I’d
smile and say, ‘cool bike, man’ because
I know I can have one too if I want one,
or two, or three, or a dealership.
Times have changed. We can earn
as much or as little as we choose,
pairing, providing a wide choice of
tyres. Your existing tyres fit into the
sport-touring segment, so you are
running the correct type of tyre given
the usage you describe.
However, within this segment,
each manufacturer tends to
accentuate different performance
qualities and you would be wise to
ensure that your choice reflects your
needs as closely as possible.
The best advice I would give would
be to ask your tyre dealer to look at
the wear on your existing tyres in
order to ascertain precisely what it is
that you need. For instance, if your
tyre is squared off, as often happens
to tyres with a dual compound
construction, your dealer may advise
and then buy the things, which give
us joy and enjoyment, the things we
dreamed about as kids, or even
dream about as adults. That’s cool.
Belittling a man for finally being
able to do it isn’t.
Charles
Via email
HANDBAGS AND
GLAD RAGS
I have just taken out a subscription
with MSL on returning to biking after
a gap of 20 years.
Although I have a set of good
Dainese material jacket and trousers,
someone has gifted me a pair of
Fiocchi leather trousers with the logo
Frank Thomas on the front (they look
expensive).
If I could, I would like to try and
get a matching jacket, as the zips on
the trousers show they were part of
a matching set.
I have tried to input Fiocchi into
the web and all I get are handbags
etc. Can you help?
David Balfour
Via email
We’ve drawn a blank on this one,
can anyone help? Ed.
you to consider a tyre with a
construction that is less
susceptible.
Whatever tyre you have fitted,
the best defence against wear is to
keep an eye on your pressures.
Our own Azaro-ST are built around
a unique Advanced Variable Belt
Density construction [A-VBD]
which is particularly long-lasting
and wears very evenly, but its
longevity is further enhanced if the
tyres are run as close as possible
to the 36psi front/42psi rear
pressures we recommend.
Motorcycle Sport & Leisure
 TOURING PICS LETTERS
Have you been somewhere breathtaking on your motorcycle? Was your trip exciting,
relaxing, or simply unforgettable? Why not share it?
Send us your holiday snaps with a brief tale about your trip to: Holiday Snappers, MSL, PO Box 99,
Horncastle, Lincs LN9 6LZ and we’ll print them in glorious colour for the world to see.
Plus, at the end of the year, the best snap we’ve received will win its owner a digital camera.
So, get snapping.

Holiday snappers
Dave Middleton – whose name a few of you may
recognise – from Wakefield, took a break from his daily
task of manufacturing and supplying stainless steel
components, to head into Sicily last summer.
“Rather than ride all the way on boring motorways, I
booked flight-only to Catonia in Sicily, taking riding and
camping gear. Unable to find bike hire on the internet I
arrived at a taxi rank with a written note – I don’t speak
Italian – which read, ‘I want to hire a motorbike’.
The driver whisked me off to Catonia town centre and I
was fixed up with a Transalp, on which I did a two-week
tour of mountains, sunshine and hairpins.
Downside: bike knackered, Sicilian blokes very surly,
beaches badly littered, puncture, and suicidal traffic in the
towns. Upside: Roman ruins, mountain villages, Mount Etna
and the plane home. But, I did it, at 62 years old.”

Motorcycle Sport & Leisure 43

 FEATURE
Adventure
playground
Page 46

Chris Moss on the KTM 990 Adventure.

PLUS…
Aprilia: Into the Page 58

Brand manager Leo future

Mercanti’s grand plan.

A day in the Page 78

life of...
Honda’s racing HQ.
FEATURE KTM 990 ADVENTURE
Text: Chris Moss Photos: KTM

Adventure
playground
KTM is renowned for ploughing race-bred technology into its road
machines. Is the latest offering simply a highly strung homologation
or a practical overland proposition? Chris Moss finds out.

46 Motorcycle Sport & Leisure

 KTM 990 ADVENTURE FEATURE
O
nce upon a time, in the not too
distant past, I wasn’t too keen on
bikes like the new KTM 990
Adventure. Like many blinkered
British bikers, I thought off-road
styled machinery was far too unattractive to
deserve any nod of approval. As far as I was
concerned, trailies were reserved for our
continental brethren, who obviously didn’t have
any idea or taste. It didn’t matter a jot that trail
bikes were easy-going, practical, convenient and
sensible. Not to mention a lot less likely to hurt
either you or your licence. To me, they were just
slow, ugly, heavy and ungainly brutes that had no
place in the world.
Back then, my ideal bikes were light and fast,
had plenty of power, and looked just like the ones
I saw out on racetracks, and if they weren’t like
The Adventure’s soft suspension can take a little
getting used to when riding at speed.
Motorcycle Sport & Leisure
Going where others fear to tread. The KTM can
cope with even the most unforgiving of terrain.
that, then I just didn’t want to know at all.
All that changed when I became a bike journalist,
and suddenly saw the light. I can’t say I was overly
excited at the prospect of riding and assessing
trailies, but as the job demanded it, that’s what I did.
As soon as that happened, I quickly discovered just
what I’d been missing – a hell of a lot actually. My
eyes were opened to the easy and entertaining way
that they rode, and every journey on one made me
smile. Since then my smile has got broader
whenever I’ve ridden a big off-roader. Now, my
attitude is completely different. I think that trailies
are ace all-rounders that are as enjoyable and
sporty as they are practical. I just wish I’d realised
all that back in my days of ignorance.
Bearing in mind my newfound optimism, when I
boarded the very early morning flight to
Fuerteventura where the KTM 990 Adventure was
Rugged, but subtle styling.
The 990 looks every inch an overlander.
47
FEATURE KTM 990 ADVENTURE

The fluid and flexible nature of the Build quality is as you would expect from a
engine gives the 990 a relaxed feel. company with such racing pedigree.

Despite its size and weight, the KTM is

KTM, THE COMPANY nimble and sure-footed off road.

KTM is Europe’s second largest motorcycle

manufacturer behind BMW, but it plans to
change that.
Based near Salzburg in Austria, the firm
employs 1200 people at its hi-tech factory in
Mattighofen, and a further 400 at its
subsidiaries around the world, including those
at the WP suspension firm, which it also owns.
KTM makes over 80,000 motorcycles per year.
It’s best known for off-road bikes and
racing success on the dirt and its record
speaks volumes. “Racing is one of our most
effective marketing tools,” said marketing
manager Joachim Suer, himself a former
enduro champion.
“We realised that when Heinz Kinigadner
rode for us in the Dakar Rally. His success,
and the TV coverage it generated made our
sales of off-road bikes rocket. And from then
on we made racing a priority.
“We’ve won more than 120 world titles off-
road, including one motocross and three
enduro world championships last year. KTM
has won the Dakar Rally five times, and we
were runner-up in last year’s 125 road racing
Grand Prix world championship.
“But we want to expand into new sectors
and concentrate on making more new road-
based based bikes. It started in 2003 with the
950 Adventure, and last year we added the 990
Superduke and 950 Supermoto. We will
introduce the fully-focused superbike, the RC8
1000cc V-twin in 2008.
“Everyone at KTM is driven by passion, and it
exists at every level from the janitor to the CEO.
It’s going to take some time before we can be
seen as a fully credible road bike manufacturer,
but that passion we help us achieve that aim.”

48 Motorcycle Sport & Leisure


Although small, the screen is very effective
against windblast at speed.
about to be launched, I was in very good spirits.
Well that’s a bit of a lie actually, as I’d been up
since three am and ridden to Heathrow on my own
bike in temperatures of minus five! Even with my
chilled blood, I was still confident that all the
shivering I’d endured on the way down would be
rewarded, and so it was.
KTM had definitely done its sums right when it
had considered at which venue it was going to
present its new bike to the press. With the great
weather and roads available to us on the Canary
island, there was a strong chance of us being able
to see the 990 in a very good light. What we didn’t
know about were a couple of surprises that the
Austrian firm had lined up that would allow us to
appreciate the new bike even more.
The morning of the test day dawned clear and
bright, and my brief pre-ride inspection of the
machine, as it glinted in the bright morning
sunlight, revealed the usual KTM mix of fine
engineering and top quality parts. It’s obvious that
the 990 Adventure is a product of careful and
thorough design and workmanship, with plenty of
the evidence of KTM’s years of success in off-road
competition oozing from all of its well-crafted alloy
components. This is a hand-built thoroughbred, and
that’s clear from any angle.
What’s also obvious is the size of the thing. The
990 is a very tall and bulky looking bike, and it can
An extra 57cc gives
the big V-twin some
added zest and eagerness
Motorcycle Sport & Leisure
KTM 990 ADVENTURE FEATURE
Brembo calipers
and ABS come
as standard.
easily put off those of a shorter inside-leg
measurement. But let me tell you, as long as
you’re patient and maintain your confidence then
you’ll be fine.
I vividly remember the first time I tried a big off-
roader for size. I felt really worried and reckoned it
wouldn’t be long before I crashed to earth. But
with faith and a little bit of determination I soon got
under way and started to master the ‘beast’.
It was a similar tale with the KTM for a wee while,
and its lofty presence did, as these things still always
do to some extent, put me on edge a little. I wasn’t
exactly at the front of the queue when they were
dishing out long legs, and the fact that the 990’s seat
appeared to be level with my navel suggested the
need for a stepladder to get on board. And a good
chance of a nose bleed once I managed it.
As always, that apprehension quickly evaporated
and once I’d swung my leg over the bike and got my
above average weight to compress the fork and
shock’s springs, the KTM seemed much more
manageable. After I’d got the big V-twin engined
trailie out of the hotel grounds and onto the
fabulously flowing coast roads of Fuerteventura, the
grinning and beaming began in earnest.
There are a few other little things to get used to if
you’re new to this sort of bike, apart from the lofty
seat height. The movement of the well-damped, but
long-travel suspension can make the bike feel a
Soft suspension is more at
home off the road than on it.
Tough bodywork and
rugged fittings will
stand up to a fair
amount of abuse.
little mushy and loose to begin with if you’re more
used to firmer road bike set-ups. However, such is
the very laid-back and manageable nature of the
KTM overall, that the period of uncertainty is soon
over. It’s not long before you start to feel at home on
it and able to ride with full confidence.
I certainly did, and the combination of the fine
weather, beautiful views and an entertaining
motorcycle were doing my mood no harm at all. I
wasn’t too short of feeling ecstatic. Though to be
honest, I think that still would have been the case
back in the more temperature-challenged
atmosphere back home. I was ready to go, and the
990 seemed more than up for the idea too. It’s a
bike that, once you’re settled into it, gives you the
impression it wants to go far and wide. It feels
really keen to eat the miles.
The new bike’s tweaked engine accounts for a lot
of the enthusiasm. The extra 57cc and new fuel-
injection system gives the big V-twin some added
zest and eagerness, and though peak power has not
increased, the boost in mid-range grunt is both
noticeable and appreciable. The old 950 wasn’t
exactly slouchy or peaky enough to need to hunt for
lower gears whenever you wanted to up the pace.
But the bigger version of the engine is even more
flexible and less dependent on either revs or gear
choice if you need more speed.
There wasn’t exactly a lot of traffic on the island,
A new fuel injection system adds low
and midrange and hightens throttle
response considerably.
49
 FEATURE KTM 990 ADVENTURE

particularly as we were there in the off-season. But Even spirited cornering feels relaxed and unhurried on the KTM.
the majority of cars we did come across were
courteous enough to move out of the way and let us
overtake more easily. Not that we needed much help
with those manoeuvres mind you. Thanks to the
power characteristics of the KTM’s motor, its delivery
of extra bhp is always sharp and responsive. All it
usually takes to up the pace swiftly is a quick twist of
the throttle. And though that might not sound like too
much of an advantage, it’s amazing how time-
consuming the chore of pulling in the clutch and
prodding down a gear lever can feel sometimes.
The fluid and flexible nature of the engine is one
of the key reasons the KTM feels so unhurried and
unflustered. Though you might not always feel like
you’re making good progress, a quick look at the
speedo quickly often confirms that you are. Any
disturbance from reading a figure that’s a fair few
miles an hour higher than you’d expected shouldn’t
worry you too much, as there’s lots of good
equipment on hand to contain it and bring it back
down to size quickly and securely. I am of course
talking about the KTM’s fine chassis that, like its

Exposed electrics may cause problems

if you are planning on some serious overlanding.

Grab rails are a very small

concession for pillions, luggage rack is tiny too.

EXTRAS
Luggage rack/mounting kit – £166.40
35-litre aluminium pannier (each) – £179.10
41-litre aluminium pannier (each) – £179.10
(same as above)
32-litre plastic panniers (set of 2) – £332.20
42-litre plastic top case (each) – £165.80
Top case mounting top plate – £39.95
Tank bag – £92.50
Akrapovic end cans – £615.90
Alarm system – £232.40
Crash bars – £132.50 Not an inch to spare. To say KTM have maximised
the use of space is an understatement.

50 Motorcycle Sport & Leisure


engine, does a great job. Getting the bike through
corners in a calm and highly confident manner,
and dealing with those bend-induced rigours and
challenges is something the KTM does in a
remarkably relaxed way. It’s the same story with
the brakes, with speed-capping neatly, sharply and
progressively delivered by just one or two fingers
tugging on the lever – an exercise aided
significantly by the new ABS arrangement, now a
standard fitment on the basic version of the bike.
Gaining pace might be easy for the punchy motor,
but so is reducing it quickly and very safely, thanks
to those almost foolproof Brembos – a distinct
improvement over the somewhat average ones
fitted to the 950 Adventure.
After just 20-odd miles into the trip, the KTM
was becoming a really great mate. It’s so easy to
get along with, and enjoy, it soon starts feeling like
a big toy. It has the welcome and very useful
bonus of giving you the chance to enjoy yourself
without having to go flat out and registering some
ridiculous figures on the speedo to get your kicks.
A risky trait that some more focused sports bikes
Motorcycle Sport & Leisure
KTM 990 ADVENTURE FEATURE
oblige you to get involved with in order to get a
decent buzz. The 990 is much cooler about the way
it entertains you, and offers plenty of fun without
the need to get frantic.
Although the bike had given me plenty to smile
about so far, on the superb ribbons of Tarmac that
had made up the test route, its real capabilities
and qualities were about to be given an even
sterner test when our guide took us off the beaten
track to tackle some very different sorts of routes.
Now I have to say, this is when my mood
changed quite significantly and my smiles turned to
grimaces. I don’t mind admitting that off-road riding
isn’t something I feel particularly comfortable with.
I haven’t got much experience of it at all, and I was
very much worried about the chance of falling and
doing some serious damage to my limbs. Suddenly
the KTM seemed to grow in size and weight again,
and those same worries and apprehensions I’d had
earlier came flooding back.
But there was an ego to nurse, and I simply had
to have a go. Losing blood might have been a
possibility, but losing some of the red stuff was
KTM 990 Adventure (Adventure S)
ENGINE
Type: 999cc, liquid cooled, dohc, 75-degree, V-twin
Bore x stroke: 101x62.4mm
Maximum power: 98bhp @ 8500rpm
Maximum torque: 70ft-lb @ 6500rpm
Fuel system: Keihin electronic fuel injection,
48mm throttle bodies
Starter: electric
TRANSMISSION
Clutch: wet, multiple disc
Gearbox: 6-speed
Final drive: chain
CHASSIS/COMPONENTS
Frame: Chrome-moly tubular-steel spaceframe
Front suspension: 48mm WP USD fully
adjustable telescopic fork
Rear suspension: fully adjustable, rising-rate
WP monoshock
Front brake: dual 300mm discs with twin-piston
Brembo calipers, ABS
Rear brake: single 240mm disc with
single-piston Brembo caliper, ABS
Front tyre: 90/90-21
Rear tyre: 150/70-18
DIMENSIONS/CAPACITY
Length: n/a
Width: n/a
Height: n/a
Seat height: 860mm (895mm)
Wheelbase: 1570mm
Dry weight: 204kg (199kg)
Fuel capacity: 22 litres (4.84gals)
DETAILS
Price: £8695
Contact: 01280 709500
www.ktm.com
infinitely more preferable to losing face in front of
the other journalists. We would, as we always do
at the end of any test, have a good old bit of banter
about the day’s events over a drink or two. And I
was damned if I was going to be ridiculed about
any failure. No, though I was worried about my
destiny on the dirt, turning back, or giving up was
definitely not an option now.
I needn’t have worried though. Thankfully the
route wasn’t anywhere near as rough or daunting
as it could have been. The ground was generally
quite firm and though it was still very rutted and
challenging in places, it was still solid enough to
avoid getting bogged down or risk running into too
many difficulties. But, more to the point, the
change in terrain really did highlight just how
much the KTM can be relied on when the going
gets rough and tough. The same poise and control
it had exhibited on the hard stuff was still very
evident, and though I obviously haven’t got the
skills of a Dakar rider, the bike still allowed me to
start doing things I thought I’d never dare do.
The 990 has obviously been designed to tackle
this sort of environment well. And it was managing
the terrain far better than I remember any of the
other big trailies that I’ve tried have ever done. The
quality of the suspension and overall feel and
balance of the bike was really inspiring me, and
not just to continue, but to push harder and get the
thing out of shape a bit. I emphasise that me
getting out of shape was nothing more than a bit of
wheelspin and drifting the rear tyre just an inch or
two from the path of the front one. But it still felt
pretty sideways to me.
After what seemed like about 10 miles of rushing
along the rough and arid backroutes, well away
from the masses, I started to realise just how much
of an all-rounder the 990 Adventure really is. It’s
such an easy bike to ride it’s untrue, and so versatile
too. It was at this point I had to reflect on the KTM’s
numerous qualities and make some notes.
It has a punchy enough engine to get the heart
going, as well as cover a lot of ground, hard or soft,
in a short space of time. Any of that spirited pace is
handled well by an excellent rolling chassis that
features great suspension, brakes and geometry
sporty enough to make the bike feel agile and
flickable along even the twistiest of routes. The riding
position is nice and relaxed. And with a screen that
does a remarkable job of sheltering you from the
ravages of winds generated by any high speed
cruising, touring on the Adventure couldn’t be that
much easier even on a bike designed specifically for
that task. But as well as all that, the KTM is ace off-
road, even making a chump like me look 10 times
better than I actually am. Yes, after taking to the
loose stuff and even feeling good on it thanks to the
brilliance of the bike, I have to say the 990 Adventure
is so versatile it makes a Honda VFR800 look focused
and uncompromising! I honestly can’t think of
another production bike that can do as much, or as
well, as the KTM can. But believe it or not, that view
was about to get even more complimentary.
For the ultimate test, though whether that was
51
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FEATURE KTM 990 ADVENTURE
Our tester, getting to grips with some rugged terrain.
[Strange choice of riding kit Chris! Ed.]
The competition
BMW R1200GS ABS, £8955
One of BMW’s best ever bikes, and very much en vogue following Ewan
McGregor’s round the world exploits. Hugely capable and very well-built.
But not quite as agile and able as the KTM, especially off-road.
Triumph Tiger, £6999
Another strong and solid performer, though much more road-biased
than the Adventure. Super engine and handling – if a little heavier
than the 990s. Happy in all sorts of environments, but too much of a
handful on the dirt. British badge adds appeal, as does its price.
Honda Varadero ABS, £7999
A sorted, if not very stylish bike. Will do much of what you ask of it
anytime and anywhere. Just don’t get too ambitious with your plans
when the going gets rougher. Essentially a streetbike in off-road clothes.
54
to be a trial of the bike or just its riders, we were
then taken to the beach to ride the thing in the
Atlantic! The relevance of such a task was a bit
lost on me at first. However, though it took a fair bit
of courage to venture along the sand and into the
sea, after just a few minutes I started to absolutely
love the experience. It was like nothing else I had
tried on a bike before.
I did end up falling a fair few times, but both the
bike and I stood up well to the abuse, and I
perversely went back for more of it as soon as
we were upright again.
The beach and saltwater experience once again
really highlighted just how brilliant the overall
balance of the bike is. Something this big and
heavy simply has no right to handle with as much
poise and composure as it does. The feel through
the suspension is absolutely superb, giving you
plenty of idea about the attitude of the bike and
when it was likely to overstep the mark. Again, I
can’t think of any other production bike of this size
that could touch it. And when I saw some of KTM’s
hired hands, like their Dakar competitors, doing
the things they did on the beach (ie, pretty much
everything but riding upside-down!) my admiration
for the 990 Adventure grew even higher.
Unfortunately for me, the KTM was a lot more
durable than I was, and when my incessant puffing
and panting started to indicate that it might be
wiser to get back to the hotel, I said goodbye to
the sea and headed inland once more.
With another 50 miles of the test left, I then tried
the S version of the bike, which is designed more for
off-road duties with its longer travel suspension and
standard non-ABS brakes.
The ride on this bike is equally impressive, though
I have to admit the 35mm taller seat height would be
just a bit too much for my short pins and stability at
speed wasn’t quite as solid as it was on the
standard version. It was nothing more than a slight
shimmy though, and shouldn’t put even the most
nervous of riders off.
Otherwise, the overall standard of the ride
was, like the standard version of the bike,
highly commendable.
Whatever your choice is, you really can’t fail to
be hugely impressed by the performance of either
of the 990s. They are both superb bits of kit that
seem to be able to tackle virtually any job. My day
on them was both hugely enjoyable and
memorable, and rivals any experience on any other
bike I’ve been fortunate enough to sample in my 30
years in the game.
As the hotel got closer and the sun starting
dropping from the sky, I felt regret that the superb
day was coming to an end. I’d had a brilliant few
hours with the bikes, which made me feel like I
could live with either of them for a few years –
they’re that impressive and that involving.
Sometimes you forget just how fortunate you
are to be a bike tester, but riding these machines
was a very good reminder. So, thank you KTM for
my day of great variety and entertainment – you
took me to a new level of biking pleasure. MSL
Motorcycle Sport & Leisure
 RYDER’S CORNER
James who?
James Ellison. A British rider who has made
a phenomenal leap from back-marker to
front-runner in just one season.
Is he a future champ in the making?

Y
ou would have to have been
concentrating quite hard last year to
notice James Ellison in MotoGP. So,
how come he’s found himself on a
factory Yamaha this year?
Well, if you’d seen the young Brit riding the
WCM last year you’d have a very good idea why.
Or, if you’d seen him winning both the 2000 and
2001 European Superstocks Championship – held
alongside the World Superbike Championship –
first on a FireBlade and then on a GSX-R1000 with
two and five wins, respectively.
There’s some endurance form there too; he
worked for MV as a development rider in the 2001
championship season, but got a rostrum on a
Suzuki at the Bol.
He was also World Endurance Champion in
2003, again on a Suzuki, with a fourth place overall
at the Suzuka 8 Hours – quite a results table.
James’ GP career started with WCM halfway
through the 2004 season, during which he also
managed to win the privateer section of the
British Superbike Championship on a Pirelli-shod
Yamaha and beat champion-to-be James
Toseland at the Brands Hatch round of the World
Superbike Championship.
Last season the WCM team didn’t intend
spending any money on its bike but James was
sure that if it was lengthened he could ride it, as
he wanted to go faster, a lot faster. One new frame
and swingarm later, James went faster. His rides
for qualifying in Germany and the Czech Republic
were astounding. After following James through
the ultra-fast right behind the pits at the
Sachsenring, no less a rider than Colin Edwards
was moved to comment on how fast he was. For

56 Motorcycle Sport & Leisure


those who aren’t familiar with the Sachsenring,
this section of track sees the riders come out of a
left and immediately pitch the bike into a blind right
over a crest, after which the track plunges
downhill; most were spinning the rear over the
crest – including Ellison. Bear in mind he was
riding a four with a vicious two-stroke-like
powerband and no electronics to make life easier.
Some very good riders were seriously impressed.
At Laguna he led Shakey Byrne on the KTM for
half-a-dozen laps and finished a quarter of a second
behind him; in China he was circulating faster than
Rossi in the final laps and held off Barros for a
couple of laps when the Brazilian was coming back
through the field after a ride-through penalty.
All very impressive but not as impressive as
his attitude to racing. When a team is having a
hard time, it is up to the rider to maintain morale.
James did just that for WCM last year, where his
mechanics were willing to work 24 hours a day
for him. A small example: he never came in and
said, ‘it’s chattering.’ He’d do two laps with his
weight forward and two with it shifted
Motorcycle Sport & Leisure
backwards then come in and say, ‘it’s chattering
off the front (or back).’ This was enough to
persuade Dunlop that the boy from the Lake
District was worth backing.
The Tech 3 team had lost its Fortuna
sponsorship to Fausto Gresini’s team but it had
Yamahas, Dunlop was desperate to get its rubber
on a factory bike; it was a very convenient
marriage. Dunlop knew its tyres were much better
than they looked on the WCMs and d’Antin Ducati
last year. Proof? The British Superbike
Championship in which the might of HRC and
Michelin were beaten by a Dunlop-shod Ducati
whose rider didn’t even do the first round. The tyre
that Gregorio Lavilla and the Airwaves Ducati used
at the end of the season in those final crucial
races at Donington Park and Brands Hatch came
direct from the MotoGP paddock.
All of which put a lot of pressure on Ellison
when he signed up to be the only Dunlop runner
on a factory bike in MotoGP. You might think that
the subsequent arrival of the vastly experienced
Carlos Checa as team-mate might have
Photos courtesy of Blata WCM
increased his stress level even further, but this
is certainly not the case.
Sure, James readily admits to being
‘embarrassed’ at being more than two seconds
slower than Carlos in early tests, but by the end of
the Barcelona session he had shown he deserved
to be on the grid. He led the timed ‘Win a BMW’
session in the wet, and ended up fourth overall
and in front of his team-mate for the first time.
The presence of the Spaniard gives James an
instant measure of his progress, and a reality check.
He knows the bike is probably the best package on
the track and he knows what the tyres can do – no
excuses there. He knows the improvement must
come from him, once he’s got over the culture shock
of being in a well-funded team on a modern MotoGP
bike that he is scared of scratching.
At the first test James was perplexed by a
banging noise when he changed down. Fearing
he’d broken the motor, he went back to the pits to
be told that what he was hearing was the engine
management computer dialling in a few extra revs
to keep the changes smooth. ‘Computer?’ MSL
57
FEATURE APRILIA: INTO THE FUTURE
Text & Photos: Harriet Ridley/Aprilia

Man on a
mission
Aprilia, like its fellow Italian
manufacturers, has been
fighting against falling sales,
shifting markets and financial
insecurity; but there’s light at
the end of the tunnel. Harriet
Ridley talks to new-brand
manager Leo Mercanti to find
out what’s next.

58 Motorcycle Sport & Leisure

 APRILIA: INTO THE FUTURE FEATURE
A
s you have no doubt noticed,
flicking through our news pages,
Italian motorcycle manufacturers
have been a little down in the
dumps of late.
As we went to press, Ducati were still in talks
with potential investors; Proton, current owners of
MV Agusta, were discussing putting the marque
up for sale and hopes of the Laverda SFC1000
making it to the showrooms were fading fast.
One Italian manufacturer, however, is bucking
the trend. Aprilia.
In December 2004, the Piaggio Group snapped
up the ailing manufacturer and has since spent a
small fortune getting it back on its wheels.
So far we’ve seen the launch of the updated
Tuono, RSV range and RS125, and things show no
signs of slowing down. Aprilia’s plans go well
beyond the simple revival of old projects, far from it,
but with a lack of model range, a potential customer
base unsure about the marque's future, and other
manufacturers muscling in on areas of the market
Aprilia previously held, there’s a long way to go.
Motorcycle Sport & Leisure
Their new-brand manager isn’t afraid of the
challenge, however, and is determined to turn
things around. His plans are so bold in fact, that
we can expect to see no fewer than 20 new
models in the next three years, including: a V-four
600cc middleweight, a 75-degree V-four sports
bike that will be raced in the 2008 World Superbike
Championship, and much, much more.
Meet Leo Mercanti, the man who’s on a mission
to turn things around.
MSL: What’s your history with Aprilia?
LM: I first started working for Aprilia in 1982. I saw
Aprilia grow from a small firm producing maybe 5-
6000 50cc mopeds, into a manufacturer producing
and selling around 300,000 vehicles a year. I saw
Aprilia get into racing and win 26 world
championships. It was a dream. Then in late 2001, I
left Aprilia to join Piaggio.
MSL: Is it true you originally left Aprilia because
you disagreed with former boss Ivano Beggio’s
strategies?
LM: Yes, but we can put it a little softer than that. I
could tell that Aprilia was taking a turn for the
worse. I was convinced we should go a certain
way, but management thought we should go
another. It was an amicable split, but from that
moment onwards my worst fears came true.
MSL: What factors do you feel put Aprilia in the
position they have been over the past few years?
LM: The turn of the millennium marked a difficult
time for the market. Aprilia wasn’t the only
manufacturer to suffer from financial difficulties.
At the start of the 90s the market for small-
capacity scooters and motorcycles grew at a dizzy
rate. But by the end of the decade – from 1999 to
2001 – the market changed drastically, especially
in Italy. The number of bikes shifted didn’t change,
it was the type of bike: there were much fewer
50cc scooters being sold and many more larger-
59
 FEATURE APRILIA: INTO THE FUTURE

capacity bikes. Aprilia should have been prepared

for this, but it didn’t have the means or the budgets
to change and produce vehicles that would reach
the market on time to meet the new trends. So,
Aprilia felt the change more than others. True,
Aprilia was investing heavily in big motorcycles,
but it didn’t have a good range of products.
Becoming part of the Piaggio Group means it can
focus on areas where in the past it was weak, and
produce a much wider range of motorcycles.

MSL: How did you find yourself working back

at Aprilia, effectively replacing your former
boss Beggio?
LM: I was given the task to rapidly turn around
Derbi, the Spanish scooter and small-capacity
motorcycle manufacturer that Piaggio had
acquired. It was a success – within two years the
struggling firm returned to the market with a
strong range of products. Then, using my
experience and knowledge of Aprilia’s history, and
my understanding of the brand, I found myself
back to where I started – working for Aprilia.
Again, my task is to achieve a fast turn-around.
MSL: How do you propose to achieve this
fast turnaround?
LM: By relaunching the brand. Aprilia is strong:
this year we presented nine new models, although
I obviously can’t claim I created them. You don’t
create a bike in nine months. So far Piaggio has
given Aprilia the means to carry out projects it
already had in the bag. Bikes like the latest Tuono,
RSV 1000 and RS125. They’re all beautiful bikes –
sophisticated and sporty with high performance.
Aprilia has never stopped doing the job it has
always done well; I’m not saying our work was
already done, but we certainly found ourselves in
a strong position. We gave an existing team of
people the means to realise Aprilia’s long-
standing projects.
MSL: How will you prevent Aprilia from getting into
similar difficulties again?
LM: As I said earlier, by investing in a broad range
of new models. Aprilia became part of Piaggio with
the mission to become a sophisticated firm that
focuses on motorcycle technology, design and
innovation, and that continues the Aprilia racing
tradition. Aprilia will soon produce a complete
range of motorcycles, from 125 to 1000cc.
MSL: Do you plan to bridge the gap in the
middleweight market?
LM: A 600 is most definitely on the cards, but it will
be different from the Suzukis, Yamahas, Hondas
and Triumphs. These are beautiful bikes, but they
all look the same and have revvy engines and
extreme chassis for the racetrack. We want to
build a middleweight bike that is more useable and
fun in everyday conditions.
MSL: Will Aprilia’s middleweight bike be aimed
more at the Honda Hornet or CBR600RR end of
the market?
LM: I don’t like categories. The Tuono may be a
naked, but it comes with high levels of
performance that are on a par with those of a race
replica sportsbike, if not higher. So if you ask me
whether the bike will have great performance and
handling, I say yes. If you ask me whether the bike
will be comfortable for everyday use, I say yes. But
this is all I’m saying.
MSL: Will there be only one type of middleweight,
or will you build a sports and a naked version?
LM: Over the next three years we will introduce 20
new models, with an investment of more than 700-
million euros poured only into research and
development. Exactly what these bikes will be,
you’ll have to wait and see.

60 Motorcycle Sport & Leisure


MSL: Will the middleweight engine use the
MotoGP bike’s inline-triple layout, or will it be
based on the 450cc, V-twin motor of the new
RXV dirt bike and SXV supermoto?
LM: This is a good question. The V is in our
philosophy and allows compact and short
dimensions, but it doesn’t have to be just two
cylinders and we are also tied to our MotoGP
technology. So it will be a battle, but it will be built
by Aprilia – our MotoGP experience allowed us to
develop a strong R&D team, so although we will
continue our long-standing partnership with Rotax
(which is behind Aprilia’s RSV Mille and RS125
engines(, we will build more of our own engines.
MSL: Will Aprilia build the engines for all its
new models?
LM: This is where Aprilia is changing the most.
Around 10 years ago, Aprilia used to buy all the
Motorcycle Sport & Leisure
APRILIA: INTO THE FUTURE FEATURE
engines fitted to its bikes from external partners.
There is an ongoing collaboration with Rotax to build
engines suitable for Aprilia – for instance the RSV’s
1000cc V-twin that was developed by a joint
Rotax/Aprilia team and more recently upgraded it for
the 2006 RSV. However, Aprilia has built up a wealth
of knowledge through years of experience in four-
stroke racing, first with WSB when it developed the
Aprilia twin-cylinder engine, then in MotoGP when it
developed the three-cylinder engine. During this
time, Aprilia developed people with the right skills
to design new, high-performance engines, and
this has been strengthened further thanks to
Piaggio’s industrial know-how. We are now building
extremely sophisticated engines, for instance
those of the highly innovative SXV and RXV, the first
V-twin bikes in the world of supermoto and
off-roading respectively.
MSL: Yes, and they are beautiful bikes, but racing
plays a huge part in the sale of these bikes, whose
main market is in the US. So, isn’t it a huge
problem that KTM have secured a V-twin racing
ban from AMA?
LM: When a war breaks out, you either fight like a
man or hide in the trenches. KTM has dug a trench
by protecting its territory through regulation. Before
producing the RXV and SXV, we asked the FIM
whether regulations would allow us to race V-twins
and it said yes. KTM is now claiming they’re too
expensive and powerful, and AMA is upholding the
complaint. The twin cylinder bikes may cost eight
per cent more, but the engines aren’t as stressed,
so they cost less to maintain, which makes up for
the extra initial cost. They’re also quieter than
singles, which is a huge benefit in the fraught off-
road world. So, we are fighting the US racing ban
and making sure it doesn’t spread to Europe.
MSL: Did the MotoGP investment contribute to
Aprilia’s difficult financial situation?
LM: Even the cost of the photocopier paper
contributed. Everything that represented a cost
contributed: small costs a little, big costs a lot.
MSL: Will Aprilia return to big class racing?
LM: Yes. In 2008 we’ll return to the World Superbike
Championship. Aprilia boasts a racing history that is
second to none: in the past 12 years Aprilia has
won 26 world championships. Today, Aprilia is
present in two GP classes, and will be present in all
off-road categories. Racing is part of Aprilia.
MSL: What bike will you race in WSB?
LM: A 1000cc. Let me guess, you’re going to ask
me about the engine layout…
MSL: Yes! What will it be?
LM: I haven’t even told my wife yet. Mind you,
she’s never asked. We’ll have a four-cylinder
engine. A V-four, if you must know.
MSL: WSB rules say racers must be based on road
models, will that mean you will have a new Aprilia
production V-four sportsbike?
LM: Yes, it will be in production on time for the
2008 WSB season.
MSL: What does this mean for Aprilia’s current
flagship sportsbike; the recently revamped
RSV 1000?
LM: The RSV 1000 will always remain in the Aprilia
range. It will be the choice model for riders who
aren’t bothered with spec sheets, but who want a
bike that is accessible and a pleasure to ride on the
roads – even though the twin-cylinder engine may
give a few tenths of a second away to the four-
cylinder rivals on the racetrack. However, to reach
those performance levels, these superbikes are less
accessible and require expert riders; take them
away from the racetrack and they’re less enjoyable
to ride, too. So, for the customer who looks at
Aprilia for state-of-the-art technology and
performance and who asks: ‘Why don’t you make
the ultimate sportsbike that is more, more, more?’
This bike will be our answer. We will run our V-four
superbike alongside the V-twin RSV to give the
market our interpretation of an ultimate production
sportsbike. By 2008, we’ll have the definitive mass-
production version of our WSB racer.
It will be a sophisticated motorcycle, more so
than the RSV, so it will be more expensive – but
not too much. Aprilia has proved with the RSV that
it can build exclusive motorcycles fitted with
everything that is best on the market, at market
prices. We were the first to fit Öhlins forks, forged
aluminium wheels and radial callipers to a base-
model production bike. Although our product
wasn’t cheap, neither was it expensive. This is the
idea we’d like to bring forward with this new bike.
MSL: So, there is obviously a clear sales strategy
behind opting to race in WSB rather than MotoGP?
LM: To invest in MotoGP at this stage would be to
put all our resources into a prototype machine
61
 FEATURE APRILIA: INTO THE FUTURE

MotoGP, where the bikes are sophisticated

prototypes that require strong analytical and set-
up skills. Other racing classes simply don’t provide
the necessary experience because they don’t offer
the same level of set-up variations. It’s a process
you have to go through, and the 125 and 250 two-
stroke classes make it accessible and affordable.

MSL: Aprilia has always loved two-strokes, and it

with premature technology that is unlikely to hit
production. Aprilia’s priority is to invest in the
market, and WSB will give us the opportunity to
broaden our model range. Of course, we got out of
MotoGP at a difficult time for Aprilia, but our
experience also proved that taking part in MotoGP
isn’t at everyone’s reach and demands specific
priorities. You either have major sponsors or a lot
of money. Without money you don’t get anywhere,
and we need to prioritise our market strategy, so,
we can’t afford to be in MotoGP at this time. Our
experience with the four-stroke MotoGP machines
has also shown how the costs compare to the
two-stroke 250cc class – and it’s at least five times
as much, and probably much more. So the industry
needs to be very careful: switching to four-stroke
The inside line on Aprilia’s new superbike…
machines in the smaller classes, too, could mean
the death of these championships.
MSL: Do you believe there is a future for the 125
and 250cc two-stroke GP classes?
LM: Absolutely. We are lobbying to extend the
existence of these classes until beyond 2009, and
it seems that it is going in this direction. It’s a way
of providing teams with very high-performance
machines that are accessible in terms of
technology and budgets. It acts as a school for all
those young riders who start in 125 at 15 years of
age, then move into 250 between the ages of 16
and 18, then reach MotoGP by the time they’re 19
to 20 years old. The two-stroke 125 and 250 bikes
provide the necessary experience to get into
worked with Orbital to create the clean, direct
injection Di-Tech engine. Might two-strokes make
a come back with this technology?
LM: So many people write to us asking why don’t
we make the RS250 anymore. But, in these days of
growing environmental concern, the easiest game
to play has been to penalise the two-stroke engine.
In the current climate, most people have come to
believe that four-strokes are better. Unfortunately,
the two-stroke has been portrayed as bad,
polluting and noisy; it’s become the black sheep.
I don’t exclude that developing technology won’t
change things once again: Di-Tech technology has
allowed us to build high-performance 50cc
scooters that are incredibly economical and clean.
MSL: Finally, there is a lot of excess capacity in
the Piaggio Group’s (which now comprises Moto
Guzzi, Derbi, Vespa and Aprilia) various factories.
Might you bring everything under the same roof
and close down Aprilia’s notorious Noale factory?
LM: The Piaggio Group wants to maintain every
individual marque’s brand identity, and part of this
means Moto Guzzi stays at Mandello del Lario,
Piaggio stays at Pontedera and Aprilia stays at
Noale. We won’t close any of the factories; instead,
if one of them is too full we might spill over into one
of our other sites, using up any spare capacity there.
However, the heart of Aprilia’s production will
always stay at Noale. And yes, we do have spare
capacity in that factory. But as you’ll have gathered
by now, we expect to use it all up very soon. MSL

The V-four engine will in fact be a 75-degree V-four, although the 450/550 V-twin it's based on is a 77
degree V.
Aprilia can make it slightly narrower as the fuel-injection throttle bodies are smaller than on the
V-twins, so a little less space is needed inside the V. However, this is as narrow as they can go. They
would have liked an even narrower angle for more compactness, but the inlet tracts would have to
curve more, which would reduce the breathing efficiency too much.
Judging by the bore to stroke ratios of the 450 and 550 (which are 1.45 and 1.53 respectively), the
V-four superbike will have bore and stroke dimensions of around 78mm x 52mm for 994cc, and it's
likely to be a dry sump design, favoured by Aprilia for reducing the height of the engine. The oil is
likely to be stored in the frame.
The V-four will also have chain-driven overhead cams with four-valves per cylinder at a narrow
included valve angle – the inlet tracts are very steep as they fit in the V. Note the 450/550 twin is single
overhead cam, but the superbike will be double overhead cam for more power and higher revs.
The V-four will be liquid-cooled and fuel injected of course, possibly with fly-by-wire, although
this isn't confirmed. The gearbox will be a stacked design to keep the engine as short as possible
and will include an RSV-type pneumatic slipper clutch.
Power output isn't yet known, but to be competitive it will have to make 175bhp (the RSV makes a
claimed 142bhp), which is perfectly possible with this design. The rpm ceiling will be around
14,000rpm, max power at about 13,000rpm.
Although official launch dates have not yet been set, the new model is expected to make its debut
at this year’s Cologne show.

62 Motorcycle Sport & Leisure

 DAVID KNIGHT
Knight’s tale
What exactly does it take to keep a world
champion in top physical condition? A tough
training regime? A special diet? Not exactly, it’s
gammon and chips, apparently…

I
'm often asked the questions, what training land safely. He took me for a spin round in the There's only one way to prepare yourself, and that
programme do you have and what special helicopter; it was great to see my home and my is to get out in the dark at night and just get on with it.
diet are you on? People don't believe me regular haunts from above. I try to take other riders with me on such rides,
when I say I do absolutely no training and Former World Superbike champion Neil but usually end up helping them through the harder
have no particular food supplements, or a Hodgson and 12-times World Trials champion sections, pulling or riding their bikes out of the mud
dietician to advise me on what to eat – unless you Dougie Lampkin, who are both Isle of Man and ruts for them – that's what keeps me fit really.
count the local chippie. residents, have also been tracking with me from Foodwise? Well, when I was with the UFO
My training is riding the bike. And when I'm not time to time. Dougie's obviously very handy Yamaha team a few years ago they tried to get me
riding the bike I'm working on it, preparing for the off-road, but Neil is a very good motocrosser too. to eat pasta and things, but I didn’t liked them, so I
next time I go out riding. Just recently I have been out practising at night to was given chips and beans instead.
I don't run, cycle or go to the gym. I joined a prepare for the Hell's Gate Enduro in Italy and The I don't mind pizzas or even lasagne, but give me
local fitness club in Ramsey last year and went Tough One at Oswestry, which both finish in the dark. gammon and chips any day. MSL
three times before the start of the 2005 season.
I’ve not been back since.
When I was at school I was quite a good
runner. I won a few cross-country races and 100m
sprint events. I never played football, but I used to
get selected for the school rugby team because I
was a good runner. I simply picked the ball up and
ran with it.
Unfortunately, I broke my wrist during one
game and had to miss a few schoolboy trials, so I
wasn't keen to play again. Indeed, I have never
played rugby or done any running since.
The training I do on the bike is all I need. I'd say
it's a good deal harder.
In winter I go out riding in all weathers,
usually with a few mates and nearly always on
the Isle of Man.
Sometimes riders from other areas of the
country will come over and ride with me. Six-times
World Enduro champion, Paul Edmondson, used to
come over from time to time, especially when we
were in the same team together, and, more
recently American rider Kurt Caselli and European
Enduro champion Daryl Bolter have been over.
Former World Rally champion Colin McRae and
his brother Alister have been over on a number of
occasions. Colin bought a Gas Gas and left it at
my brother Juan's garage in Sulby. He'd fly over in
his helicopter for a couple of days tracking. He
was a very good rider and could get up things that
most of the others couldn't. He's certainly no
slouch on an Enduro bike.
Colin once phoned asking me where he could
land the helicopter. I asked him where he was,
and he answered: “Right above you”.
I told him to follow me and I drove to a mate's
field just a mile or so past Sulby straight, at
Kerrowmoar on the TT course, where he could

64 Motorcycle Sport & Leisure

FEATURE TRAIL RIDING
Text & Photos: Ian Kerr

Happy trails

I
As inviting as it looks, a day with an expert is the best way to learn the trail ropes.
f you are considering touring abroad this
summer and taking in a few dirt roads, or are
looking at taking up a little over-landing
closer to home, then you won’t go far wrong
spending a day learning the ropes.
Even if neither of the above applies, then it is
still worth getting used to a bike moving beneath
you and improving your basic machine skills.
All motorcycling is enjoyable, even an early
morning ride on your own and obviously adding a
few mates into the equation improves even more.
However, a ride with somebody you admire and
respect, who is passing on some of their vast
amount of knowledge and helping you improve
your riding skills, and the day is almost perfect.
So, the chance to spend the day with current

66 Motorcycle Sport & Leisure


Riding off-road isn’t
as easy as it looks,
but it’s not difficult
to learn the basics
and have a good
day out while
you’re at it. Ian Kerr
went back to school
with Husky Trails
and tried his hand.
ISDE team manager Gwyn Barraclough was not to
be missed. Gwyn runs ‘Husky Trails’ based at, of
all places, a golf club in Oxfordshire. The name as
you might have guessed comes from the fact that
he uses Husqvarna machinery to take you around
the many trails and RUPPs in the area with
military precision.
Gywn started his motorcycling career in the
Army taking part in its Motorcycle Championships
way back in 1974 on a service machine. These
military events were three-stage trails, a mixture of
trials and moto-cross, the latter event giving him a
taste for speed; he claims he was no good at the
observed sections.
He moved onto civilian events and entered the
Welsh Two Day trial in 1976 on a 125 Rickman with a
Motorcycle Sport & Leisure
TRAIL RIDING FEATURE
Balance, slow manoevres and getting out
of tight spots are the order of the day.
Zundap motor before moving onto a KTM, a machine
on which he achieved some considerable success.
He admits also to being something of fan of
some of the East German bikes and riders having
seen some of the best in action at various
ISDT/ISDE events. Despite his modesty, Gwyn has
achieved some considerable success in one of the
most challenging arenas of motorcycle sport.
Although now in a managerial position, in which
he hopes to take either the Junior or Trophy team
to victory for the first time since 1953, he is still a
regular rider. Supported by Husqvarna, his
business allows him to ride for pleasure as well,
not a bad job if you can get it.
He actually rates the marque as one of the best
he has competed on in the past and fondly recalls
the 260 WRK he rode in 1988 in France, just after
Cagiva took over the brand.
Now at the rear of a thriving golf club sits an
impressive line-up of TE250s, the odd WRE 125 for
the learner rider and the bonkers TE 450 for the
real expert rider. It must be said that the 250 will
suit most people and provide the best day out, but
as the paying customer you get the choice.
While we are on the subject, the day costs £150
all-in and includes bike hire, insurance, clothing
and all riding kit, fuel, breakfast, lunch and a guide
for the day. Good value when you consider what a
track day would cost.
So, 9am on a Monday morning saw me sitting in
a plush golf club bar having breakfast with Gwyn,
during which he ran down the day’s programme.
67
 FEATURE TRAIL RIDING
Husquarna’s TE250 copes
with everything
thrown at it.
After this we sorted out a full outfit from the racks
of new Husky riding kit, before getting the run
down on the TE250. (If you have your own kit, you
can, of course, use this instead.)
The enduro-based machine is a single-cylinder,
six-speed four-stroke that in standard form is good
enough to win a national event in the hands of a
competent rider i.e. not me.
But, the beauty is that these are extremely
competent machines in both the hands of the
novice and expert alike and the big advantage is
68
that they have an electric start. As one might
expect with Gwyn’s heritage they were
immaculate and started first press of the button.
Once we were all ready we headed out onto the
road for a few miles before moving off-road onto
some fairly easy trails to start.
The road section, although necessary, allows
you a chance to get to know the bike and settle
down, while the easy start off the tarmac allows
Gwyn to assess your capabilities.
From this he plans the day to enable riders to
have a decent challenging time without ending up
feeling they are out of their depth. This is after all a
day’s guided trail riding and not an Enduro or any
form of training school.
The day is roughly split into two blocks of 2.5
hours apiece with lunch in between at a remote
country pub, which is approached via a trail. The
route is a mixture of green lanes and tracks, some
of which are open and easy, others which are
rutted and slippery.
There are also some quite technical routes, but
Motorcycle Sport & Leisure

a lot are open and give superb views over the
countryside. Whatever the terrain, speeds are kept
to a moderate pace so as not to offend or upset
local residents and other countryside users.
You quickly begin to realise that the TE250 is a
far better bike than you are a rider and it lulls you
into a false sense of security. I started to believe I
was quite competent, especially when Gwyn
commented I was not as rusty as I thought.
That was a mistake because I then ended up
cross-threaded under the bike laughing
Motorcycle Sport & Leisure
TRAIL RIDING FEATURE
Chosen routes give spectacular views of Oxfordshire.
hysterically. Still it showed the bike is crash-proof
and it also starts first press of the button even
when it has been upended.
However, it is an easy bike to ride and seemed to
cope with whatever the terrain threw at it, happily
pulling itself out of trouble even when too high a gear
was selected. Over lunch in an idyllic pub (where
they totally ignored the dirty dishevelled riders,
accepting us as just more customers), Gwyn admitted
that he finds it an ideal bike for the novice and the
experienced rider and a reliable ‘fleet’ machine.
Nobody had complained about it from either
camp and a few had gone on to buy one within 30
days, claiming back their Husky Trails fee off the
price as a result. (This is on offer to any bike
purchase made within the time scale).
The only problem is, of course, that having had
a good lunch, it comes hard to get back on the
trail, but Gwyn starts you off slowly again before
moving onto some more challenging routes. Not
once does he use a map and the tarmac road
going is kept to an absolute minimum.
It really is a pleasure to just be guided and
watch an expert in action making things look easy.
His encyclopaedic knowledge of the area allows
the route to be constantly varied depending on
time, rider’s stamina and weather.
During comfort stops he passes on hints and
tips, along with the odd bit of praise. Once again
this was a mistake as I managed to throw myself
beneath the bike again to protect it in some rough
going – something about pride before a fall.
However, the bike and myself reached base just
before 4pm unscathed and feeling like I had had
an excellent day. Mileage was just under 100 with
most of it off road and I was totally sold on the
Husqvarna, which I suppose is all part of the deal.
If you are looking for an excellent day out
then this has to be top of your list offering value
for money.
If there is a group of you it should be an even
better day. Gwyn vets applicants to ensure that all
days are full of people with similar riding ability so
nobody feels out of it.
Overnight accommodation in the golf club is
available if you have to travel a long way, but for
most its location – midway between the M40 and
M4 – should mean it will be a day out for most.
My advice is give it a go; you will not regret it,
besides it is not a bad way of testing bikes either!
Contact: Telephone: 01865 390481 or visit
www.huskytrails.co.uk MSL
69
 HERSHON
9 January, part two…
As the dust settles from the collision with
his neighbour, Maynard surveys the damage
to his motorcycle and bank balance.
O
n 9 January an impatient young lady,
a neighbour of ours, turned her little
Chevy into our street - in my lane. In
her haste to get home, she scooped
my lovely green ZRX1100 out from
under me, ruining my afternoon. And many of her
own afternoons, one hopes.
May Texans forget the Alamo before she
forgets 9 January.
After the police left and we’d muscled the
crippled bike to a neighbour’s driveway, I walked
home, barely a block. My back muscles were tight
and sore; my abraded left hand had been bandaged
by the Emergency Medical Technicians; my left
thigh hurt like mad.
You could say I was lucky, getting knocked off
my motorcycle by a car yet being able to walk
home. I suppose I was lucky, but I didn’t feel lucky.
I’d hardly been able to look at my pristine bike.
All the affection and fussing, all the washing and
waxing hadn’t protected it from the 19-year-old
who lives across the street.
I reported the accident to Geico, my insurance
company, and asked if they could tow the bike to
our good Kawasaki dealer. Hours after the truck
carried my Kawi away, the shop’s service
manager called. The bike was a total loss: repairs
would exceed its value.
I’d seen that the front wheel and front fender
were destroyed. The fuel tank was dented badly.
The handlebars, levers and turn signals were bent
or broken. The left side foot-peg mount was broken.
And, he said, something in the front end had come
back and hit the radiator; it had dented the left
frame downtube and (presto) written off my ZRX.
Because the young lady who hit me appeared
to be uninsured, my Geico representative
suggested that I collect for my bike from them
under the collision part of my coverage.
I’d of course receive ‘replacement value’ minus
my deductible $500, but Geico would try to recoup
the deductible from the girl’s insurance company
(if any) or directly from her. They’d reimburse me
as soon as they could. Might be months, though,
they said.
Tamar and I went to the Kawasaki store in a
borrowed car. We took the after-market parts I’d
bought to make my bike suit my needs: the mirror
and passenger peg extensions and the brackets to
hide the horns. We took the heated vest wiring
70
and the puncture-
repair kit.
I remembered
walking through
my father’s silent
apartment after his
funeral. Take what
you like, I was told.
There’s nothing about
this I like,
I thought.
I figured I’d get another ZRX, an 1100 or 1200. I
loved the bike. Not only that, but I’d bought front
and rear race stands, a service manual - and all
those pieces made by members of the owners’
club. I knew I wouldn’t get full value from Geico or
any insurance company, but I had hopes.
Having never suffered a total loss, I didn’t expect
the back-and-forth negotiation with the adjuster.
Here’s what happened, and what could happen to
you in similar circumstances. The adjuster offered
me enough money to buy a rough ZRX - minus the
$500. I told him I could no way get anything like an
equivalent bike for that amount of money.
He offered me another couple of hundred
dollars and showed me ads for cheap ZRXs. I
found other ads online and printed out several of
them as evidence of what clean ZRXs will bring.
He moved up another hundred dollars or so.
Worn down by then, I said OK. He wrote me a
cheque for about $1000 less than it would take to
replace my green bike with something I could love.
They’d paid me. Was I pleased? I was not.
My back hurt. My hand was cut up. My leg
ached. I had no motorcycle. I was haunted by the
sounds and sense impressions from the crash. I had
scarcely enough money to buy anything at all and no
idea when the last $500 would arrive – if it ever did.
This, mind you, was before I started searching
on the internet and in local stores. After I’d done
those things, I felt worse. There were many
attractive bikes but none I could afford.
Tamar and I saw an attorney, a friend of friends.
He did not get involved in the property damage
aspects of what had become my ‘case’, but he
advised me to see a doctor and get X-rays, in
preparation for an eventual lawsuit.
At the hospital, I learned I had a compression
fracture of my second lumbar vertebra, the same
injury ejecting combat pilots suffer. The ejection
seat slams their butt so violently it breaks a bone or
two in their lower back. I’d landed on my butt with
the same result. The doc told me to take it easy and
prescribed calcium pills to help the bone mend.
On the internet, I found an immaculate 2001
ZRX1200 in San Diego, a day’s ride from Tucson. It
was, as expected, $1000 more than Geico had
given me, but it was perfect. I wrote to the guy and
we agreed on a figure. I booked a one-way flight
to San Diego to buy the bike. On impulse, I thought:
why not insure the motorcycle before the trip?
I called Geico. Remove my totalled 99 ZRX11
and add this 2001 ZRX12, I said, and read the
representative the VIN number. Took two minutes.
As I was about to hang up, he told me that my
new premium (same coverages) would be $986-a-
year, almost twice what I’d been paying for a
virtually identical bike.
How can that be, I asked. Has to be a mistake.
The 1200 is considered a high-performance bike,
he told me, and the 1100 was not. Stop everything, I
said. I went online and checked with Progressive,
another motorcycle insurer known to be reasonable.
Their figure for the 1200 was within $15 of Geico’s.
I emailed and called the seller of the
immaculate ZRX in San Diego, apologising and
telling him how embarrassed I was. I just can’t
afford to pay $1000-a-year for insurance. I’m an old
guy. I haven’t had a ticket or an accident that was
my fault for years. A thousand dollars…
I called the local used motorcycle store where
I’d bought the ZRX. Nothing new since you were in,
he said. Why don’t you buy the perfect 04 FZ-1 you
saw here? I’ll call you right back, I said, and went
online to Progressive. An 04 FZ-1 would cost this
old, ticket-free guy $100-a-month, all the year round.
Still sore, depressed, angry and wary of any
standard or sports motorcycle over 750cc, I went
back online and began phase two of my search… MSL
Motorcycle Sport & Leisure
FEATURE
Text & Photos: Thomas Wielecki

From life on the road to life on the strip,

Thomas Wielecki meets a man
who changed direction when
his bike did.

72 Motorcycle Sport & Leisure

 FEATURE
Wielecki

I
t was hot and unusually sticky for this time of
year. I happened to be at the Drag Racing
Nationals at Eastern Creek on the western
fringes of Sydney. Wandering through the
line-up of bikes waiting their turn, I noticed a
large male mounting a Harley-Davidson with
wheelie bars extending behind it. A crew of three
fussed over him. I approached this magnificent
specimen and, with the sun blinding me, blurted out
exactly what first came to my mind. “You’re a
magnificent specimen.”
Time stopped when I realised I’d confronted this
walrus among mere seals with my verbal suicide.
This is the end of me, I thought in a millisecond.
“You’re quite cute yourself, mate,” he
responded to the utter amusement of his crew and
bystanders within earshot. “Steve.” He extended
his large paw.
Someone had started their dragster and my
name was lost in the ear-splitting clutter. His turn
was coming so I backed off as he stuffed all that
beard into his helmet and was pushed out through
the gates and on the runway. A burn-out on the
start line produced a cloud of fluffy white smoke
as he warmed the rear tyre. Slung low over the
bike with legs extended for balance, he wound out
the throttle and waited for the light to go green.
Suddenly he wasn’t there any more.
It’s funny how these things evolve from nothing.
In the early months of 2001, Steve found himself at
a crossroads in his life. After having worked as a
car mechanic for some years, he’d had enough. He
was always a biker man. Taking a gamble, he
bought a business from a man who’d travelled the
country selling Harley-Davidson merchandise. For
the next five years - 10 months a year - the family

Motorcycle Sport & Leisure 73

 FEATURE
Wielecki

traversed large distances between Bundaberg, in

Queensland’s north, and Adelaide, in South
Australia, along the east and south coast. Their
peregrinations took them a long way inland
following the bike show trail, fairs and markets -
50,000 kilometres a year was not uncommon. The
whole time it was life out of a trailer. Coming home
was like being on holiday.
The eight-metre trailer folded out to a shop with
boutique lighting. Murals with eagles, lightning and
speeding Harleys adorned the sides. All sorts of
merchandise lived inside ready to be sold at the
next meet. They were the only certified mobile
Harley-Davidson merchandising business allowed
to set up at shows in the country. It was a great life.
Then, towards the last couple of years of the
20th century, the outlaw biker scene started to
fade. Outlaw bike shows - Steve’s main income -
were slowly vanishing. The calendar had more and
more blank spaces. Authorities would clamp down
on large herds of migrating bikers and happily
escorted them through towns and back on their business was growing, Jacko and Wild West remembered was Steve saying: “Oh, Johnny, what
way out to the empty highway. A few biker wars benefited largely from Steve’s involvement. But are you doing?” then everything went black. Three
put fear into people’s minds. The ‘rape and pillage’ surprises always lurk around dark corners. bikes and five people came down that night. They
stereotype was beginning to reattach itself. At about half past eight on 18 January 2001, Steve learned later that a kid had run out on the highway.
“By 2001 I pulled ’er up,” said Steve, but and Charli were travelling with 14 other bikes along With Charli still laid up recovering from the crash,
reassured me that the trailer was still at the farm the Great Western Highway in Minchinbury, coming Steve was in a dilemma. The Harley-Davidson
under the shade of a large eucalyptus, ready to go. back from a rally. They were fourth or fifth in the line- merchandise trailer was retired and, without her, the
“The murals have faded a bit.” up. Without any warning, the leading bike swerved screen-printing business wouldn’t work. The only
To make a quid, he and wife Charli set up a hard to the left, cutting directly into Steve’s path. To income they had was a few bucks earned at Jacko’s
screen-printing business in the back shed doing T- avoid him, Steve pulled a hard right but didn’t miss shop. Now both men were in a bind. “It was a hard
shirts, caps and all sorts of stuff that came their him and clipped the back. “We came down hard. As time for both of us, and Jacko and I got pretty close.
way. For a few extra bucks, Steve would come in to I was sliding along I tried to kick the bike away but We soon became business partners,” reminisced
help his mate, Jacko, who’d recently lost his wife to Charli was still holding on tight. Finally, I broke loose Steve, as Jacko chuckled with both hands under his
cancer, in his motorcycle repair shop, Wild West. and she rode it out until it flipped. When it all armpits. It was Charli’s decision to have another go
Steve’s life seemed to be back on course. stopped, Charli was pinned under the bike.” at screen printing after her recovery.
Income was going up, the screen-printing She passed out on impact. The last thing she Now Steve has a half-share in Wild West and,

74 Motorcycle Sport & Leisure


together with Charli, owns Fearsome Thread Ware,
yet another expansion on the FTW theme. They
trademarked the name in 96. Their designs feature
sculls, lightning bolts, devils, flames and the odd
Harley, and the company is growing into other
avenues catering for race teams, clubs, work wear,
stubby coolers and anything else that comes their
way. Originally the FTW logo was created in the
60s by one Frank T Williams in the United States.
Anyway, the screen-printing business now shares
the floor space with Wild West and the drag
goodies are in their own separate room. Seeing
Jacko and Steve together you wouldn’t know
what’s happening. They’re best mates.
Wild West specialises in Harley-Davidsons and
is not really anything out of the ordinary. “We do
repairs, custom work, performance enhancements,
parts and fix other people’s stuff-ups.”
I asked Steve if there was anything here that no
one else tackled, he said: “we’re just honest”.
The whole family is still very much involved.
Matho and Wazza, Steve’s sons, are full time. Todd
is part time and Peter, the youngest, comes in after
school to help out. Between them Steve and Charli
have six boys and two girls who do a bit of T-shirt
Motorcycle Sport & Leisure
and logo design work. Peter is showing real
interest in drag racing, building his own bike and
hoping soon to race in the junior class.
This year is Steve’s second season in drag
racing. It started when Jacko offered him a ride on
his four-speed 98cu in Shovel that had been parked
for the last 10 years. “We stripped it and rebuilt it
completely. It’s now road registered. I want to
progress but I’m still very green at drag racing.”
Ultimately he’d like to go to pro stock but, by his
own admission, is too heavy. The second-best thing
is to build a bike and put someone else on it. He’s
quietly hoping it’ll be Peter who’ll race the bikes he
builds. But that could be a while yet.
The figures 9.67 came up on the board shortly
after Steve’s pass. He’d already peeled off the
black leathers when I arrived at the pits. “…had a
good run. The wind was right and the clock was
gentle on me.”
There are still a few nagging things he wants to
sort out with the bike for tomorrow. A few little
details need polishing before the big day; clutch
adjustment, rear tyre pressure, and a slight tweak
with carburation for the hot, humid air. But
generally he’s happy.
FEATURE
Wielecki
He qualified 13th in his class and had two
personal bests today. But the glory is invisible at
the moment. No trophy girls, no clapping. Just a
quick handshake and it’s back to work, keeping
the whole thing rolling. I come back a few hours
later to their compound expecting to find everyone
in a circle holding cold tinnies. Instead I find
Steve and the rest of the crew busy trying to
organise some lighting at day’s end. There’s more
to be done. “You come to these meetings
expecting to race and have fun and all you end up
doing is running around like a stunned mullet
trying to get it all done in time. Then you spend 10
seconds on the track and then back to sweating
for a few hours.”
Steve is an addict. He enjoys the commotion,
the goal, and being surrounded by others on the
same level. “Life is no good when you have no
dreams. It really doesn’t matter if you get there or
not, as long as there’s a road for you to follow…”
Tomorrow he’ll get knocked out in the first round
because he’ll muck around with the clutch and
fuel. “It’s a learning curve,” he told me a week
later with a shrug of the shoulders. “You’ll never
know until you try.” MSL
75
 CAMERON
90
100 110
0 70

Workable structures
Without it, your machine would simply be a
collection of spare parts on the ground; the frame,
perhaps the most crucial part of a machine’s
anatomy? Cameron explores…

E
arly in the history of the safety bicycle
it was realised that major strength
problems existed where the pedal
crank and steering head attached to
the frame tubes.
A workable solution, which also speeded
production, was to make the steering head and
crank saddle as complex castings. From each of
these projected short tubular extensions which were
bored to an easy sliding fit with the frame tubes.
Each tubular extension was also made with a
tapered wall thickness that increased as it neared
the major part. During assembly, well-cleaned tube
ends were smeared with spelter – a mixture of
bronze powder and brazing flux, then fitted into these
cast ‘lugs’. The whole chassis was fixtured onto an
iron plate, then put into a furnace hot enough to melt
the spelter, thus joining all parts into a whole.
When motorcycling began, this tube-and-lug
system was its natural frame construction method
as well – but with tube sizes and wall thickness
increased to deal with vibration and higher loads.
So matters rested until Rex McCandless went to
work at Shorts aviation in Belfast. The need for light
structure is extreme in aircraft, so the tube-and-lug
system of construction was rejected in favor of
alternatives. In the US this took the form of steel alloy
4130, which could be torch-welded to reasonable
strength. At Shorts, a new form of low-temperature
brazing had come into use, which because it heated
the steel tubes less, allowed them to retain more of
their strength and resistance to fatigue.
McCandless had seen the effect of higher
speeds and lean angles on the single-plane
‘diamond’ frames of pre-war motorcycles. When
upright, a diamond frame is reasonably strong, but
when leaned over, bump impacts oblige it to bend.
In hard use, such single-plane chassis could ‘snap
like a carrot’. As Rex and his brother Cromie
experimented, they needed a construction method
quicker and lighter than tube-and-lug, so the new
low-temperature brazing looked good.
As we know, the box-like twin-loop swingarm
chassis McCandless built for Norton was
extensively tested, then adopted and run in the
1950 TT. It was a revolution, not only because it did
away with tube-and-lug, but because it placed
engine and rider masses farther forward,
maintaining adequate front tire load for steering
even during lower-gear acceleration.
Geoff Duke pilots Rex McCandless’ famous frame to its first victory in the 1950 TT.
Since then, others have tried to improve tubular
steel chassis in a variety of ways. A given weight of
steel per foot of tube can be made either with a
smaller diameter and thicker wall, or with greater
diameter and thinner wall. As we know from the
example of airliner fuselages, which are both
enormous and extremely thin, the greatest stiffness
comes from great diameter and thin wall. Practical
men soon rejected this – direct attachment of
engine bearers to such thin tubes immediately
cracked them. Adding a welded-on saddle of
supplementary material, to which the bearers then
attached was a workable solution but naturally
added weight. It was, in effect, a move back toward
the bad old days of tube and lug. Another problem
with thin-walled tubes is that they can buckle.
Aluminium – with one-third the stiffness of steel
but also one-third the weight – would have a tube
wall thickness three times that of steel. This was
appealing because that greater thickness by itself
means greater buckle resistance. That is,
aluminum’s greater thickness for roughly equal
strength made it more ‘self bracing’. Therefore, in
about 1980, some Japanese road racing machines
began to appear with welded aluminium chassis.
There were instant problems with fatigue cracking.
Wall thicknesses had to be increased and tube
junctions quickly assumed graceful, organic form
as a means of deconcentrating stresses.
Meanwhile, Suzuki and Kawasaki had begun to
add two more steering head bracing tubes to the
classic McCandless twin-loop chassis. With this
much strength added over the top, the downtubes –
the pair of tubes looping under the engine – began
to look almost superfluous.
The modern era of chassis construction evolved
out of that rigid structure above the engine – a
glimpse of which was afforded by the almost
frameless post-war Vincent twins.
Ducati’s chassis have become a lattice bridge of
steel tubes above the engine. The other direction –
toward twin, large-section aluminium beams – was
pioneered by the late Antonio Cobas. In both cases,
the engine hangs beneath a multi-tube bridge or pair
or aluminium beams which pass over or around it.
The final form, in which the engine contributes
stiffness by being bolted rigidly in place, could come
about only when lower-vibration engine types were
developed. In the case of twins, this imposed the
low vibration 90-degree form or use of balancers.
Inline four-cylinder engines have balanced primary
shaking forces but may, in larger displacements,
require a balance shaft to protect the chassis from
double-frequency secondary shaking.
Currently many designers are employing carbon-
fiber-reinforced-plastic seat frames, pioneered
originally by Aprilia.
Are all-CFRP chassis next, as they so clearly are
becoming in large commercial aircraft? We await
the future. MSL

77 Motorcycle Sport & Leisure

FEATURE A DAY IN THE LIFE OF...
Text: Phil Turner Photos: John Wilkinson
A life less
ordinary
Think of Honda UK’s racing HQ
and images of glamorous
London high-rise offices,
cavernous workshops and lots
of men in suits spring to mind.
Phil Turner finds out that
isn’t quite the case.
78
W
hen I found out I was to spend
a day working for Honda
Racing I was a tad excited,
to say the least. In my mind
I’d already packed my bag,
dug out my best suit and scoured the local
bookshop for a London A-Z.
It turned out, I wouldn’t even have to leave the
county, as the hub of Honda’s UK racing
contingent isn’t based in a secret London location,
locked away in a secure compound, protected
from the lenses of the press photographer and
snooping noses of rival race teams. It is, in fact,
nestled in the sleepy market town of Louth, in the
heart of the Lincolnshire Wolds.
Nevertheless, it was still an exciting prospect to
spend a day turning spanners with one of the
world’s premier race teams. Would there be
superstar riders wandering in and out of the
workshops, the latest race machines flying round
a test track? Would I have to sign confidentiality
agreements to ensure I didn’t leak secrets out to
their rivals? Read on…
Motorcycle Sport & Leisure

Above: I don’t really know what I expected to see
as I pulled onto the industrial estate where the HQ
is based but sure enough, sandwiched between
bag makers, radio communicator suppliers and
double-glazing manufacturers sits a rather
unassuming building, bearing the sign Honda
Racing. This was to be my place of work for the day.
Motorcycle Sport & Leisure
A DAY IN THE LIFE OF... FEATURE
Although there aren’t exactly armed guards,
security is pretty high, not so much to protect
any race-winning secrets I’m sure, but simply
as there is substantial monetary value
wrapped up in the motorcycles, race trucks,
workshop equipment and spare parts within
the building…
Below: …not to mention in reception. Two large
glass cabinets proudly display a plethora of trophies
and cups, World Superbike, British Superbike,
Supersport, the TT. Just about every race you can
imagine is represented here, and riders past and
present too: Michael Rutter, Colin Edwards, Ryuichi
Kiyonari, Karl Harris and many more.
Dotted around the reception area are also the
race machines on which the aforementioned riders
won their trophies. To the left, the VTR-1000 SP1
Colin Edwards rode to victory in the 2000 World
Superbike Championship, alongside a road-going
replica. To the right, an SP2, an RC30 and, tucked
away in the background, a new 50cc Dream racer,
the workshop manual taped onto the seat “so that
we don’t loose it!”
The building is split into three sections, one for
each team, British Superbike, World Superbike and
Supersport. There’s a separate room for engine
building, a fabrication shop and parts store and a
large central section containing race and road
machines, tour trucks and equipment.
79
 FEATURE A DAY IN THE LIFE OF...
Above: As I’m led through to the workshop – by
the lovely Jennie Simmonds, who asked us not to
mention her name or show her picture. Sorry Jen –
where I’ll be spending my day, it quickly becomes
apparent that my preconception of what the place
and the people working here would be like is
completely wrong. No one bats an eyelid at a
stranger wandering through their office, no one
stops to question why I am here or does anything
less than offer a cheery hello and chit-chat. Things
are very relaxed – but I should think that changes
somewhat as the season draws closer!
As we step into the workshop, the first thing that
struck me was how clean and ordered it all was. It
was a million miles away from the old commercial
and car workshop where I served my time.
Each workshop has a small, dedicated team
of engineers who work solely in their section.
Most have moved from other race teams or have
come from an engineering background.
80
How do you get a job there? Most people are
recommended by an existing member of staff. It
is very much like a family rather than a collection
of individuals, while long hours, the large amount
of travelling and the pressure involved mean
you’ve got to be dedicated and must fit in with
your colleagues.
Below: My job for the day will be with the Red Bull
team. In its workshop stand two CBR1000RR
Fireblades, both awaiting engines and currently
being stripped of their road-going parts. I’m
handed a Red Bull jacket to identify me as part of
the team and given my task. The standard rear
shocks from each of the CBR’s need to be
removed, stripped and each part stored in the
relevant place, ready for re-use.
As I set about removing the first shock absorber,
my supervisor tells me each machine comes road
legal from the factory in Japan, exactly as it would
to a dealer. The team then removes as many of the
road-going parts as the regulations for its
particular race series allows and sets about
replacing them with special race components.
Interestingly, once the machine has served
finished racing, it is converted back to the standard
road-going specification and shipped out to a dealer
to be used as a demonstrator or to be sold to the
public. Obviously, anything not quite up to standard
or that has been damaged during its racing life is
replaced, but essentially it’s the same bike.
So, if you bought a 12-month-old Honda Fireblade
at the end of last season, that one careful owner
named Mr C Harris might just have been the man
himself. If not, the same hands that do Michael
Rutter’s might have prepped it. At busy times of the
year, Honda also uses Louth as a stepping-stone
between it and the dealers. Often road machines
are sent to Louth for pre-delivery inspection to take
a little pressure off the dealer network.
Motorcycle Sport & Leisure

Above: As I set about dismantling the first shock,
another member of the team sends me through to
the fabrication shop to collect a footrest hanger
for one of the Fireblades.
Many of the components used on the bikes,
like footrest hangers, pegs, clip-on handlebars
and chain adjusters, are made in-house. Other
stock parts are also modified by the engineers
to ease the task for the pit mechanics;
for example, nylon cones are added to the
wheel spindles to make them easier to push
through the hub and preventing damage on
the way.
In the fabrication shop stand two fully automatic
milling machines. A specialist engineer adds alloy
Motorcycle Sport & Leisure
A DAY IN THE LIFE OF... FEATURE
billets, compiles and programmes milling
coordinates and the machines are left to run,
sometimes overnight, as each component is
produced with pinpoint accuracy.
Below: From this, to this, to this. Alloy billets ready
for milling, part of a footrest hanger, mid-way
through its fabrication process and the finished
product on the bike.
What you can’t see here is the weight reduction
process that takes place on every component
possible. From the front, the hangers look like solid
alloy but each has as much material as possible
milled from the rear to save weight.
The small cut-outs visible on the foot peg
are added to make a weak spot, so if the
machine falls it will break here, leaving enough
for the rider to continue racing with – clever stuff.
The teams at Louth not only build components
for their own machines. They also supply other
teams with their specialist products, too. If you
happen to be racing a CBR600RR and are
struggling to find a suitable chain adjuster, why not
use the factory team’s one?
Each component is not only designed in-house,
but is developed by the teams themselves, too.
If one component is causing problems or
could be improved, the technicians suggest
alterations and the component is
altered accordingly.
81
 FEATURE

Right: The engine room, where one of the Red Bull

engineers strips a CBR1000RR engine post race.
Each motor is stripped, inspected and each
component logged and renewed after every
outing. If something develops a fault, they want to
know why and how to prevent it happening again.
Each engineer has a special moveable work
stand on which the engine is mounted, and a full
contingent of specialist tools at his disposal
(visible here in the wall mounted cabinet) to make
the job a little easier.
Again the workspace is clean, clutter-free and
meticulously ordered, essential as there can be two
or more engines being stripped at any one time.

Below: Once the engine has had the relevant

fettling and race parts added, it comes to the
testing booth.
Each motor is hooked up to the special test
bench and is run under race conditions, constantly
monitored by the technician and his team. Each
new engine is run for a pre-determined time,
revving, loading and gear changing just as they
would on the track.
The whole process is controlled and monitored
from outside the soundproofed booth, the
computer read-out simply a mass of lines, numbers
and charts to the untrained eye. To the technician,
however, it’s an extremely accurate way of
discovering just how the engine will perform out
on the circuit. If anything isn’t up to scratch, the
motor is removed and sent back to the relevant
engineer for further tweaks.
The same team, as with all the engineers based
in Louth, go out with the riders to the circuits and
continue the monitoring, adjustment and repair
throughout the racing season, working closely
with each rider to get the optimum set-up.
As with every aspect of the job, the key is
constant monitoring, checking and logging.

82 Motorcycle Sport & Leisure

 FEATURE

The finished product. Once all the machines are

ready to roll, the trucks are loaded with everything
needed for the meeting.
Each team carries each rider’s number one and
two bikes and enough spares to completely rebuild
one should the worst happen. Nothing is left out.
Each truck carries every single component needed
to build a complete machine and, of course, every
tool needed to do so.
Food, overalls, drinks, paddock stands,
computer diagnostic equipment, buckets, mops…
the checklist is endless. On average, it takes just
two hours to go from an empty truck to a full one,
ready for each meeting.
Every team member also has everything they
need to survive away from home for the weekend.
I certainly wouldn’t like to be the man who forgets
to pack the beers!

Once the trucks are back from the meeting they’re
unloaded, and the whole process starts again –
stripping, logging, testing and checking, ready for
the next outing, a laborious task indeed, but one
with immeasurable rewards. Every team member
contributes towards the development of each
machine and the racing effort as a whole. Seeing
that same machine take a rider to a podium finish,
break a lap record or take a championship must
make it all worthwhile.
As for my small contribution, the shock
absorbers were stripped as directed and each part
logged and stored ready for use at the end of the
season. I’m sure my effort won’t exactly guarantee
another trophy for the display cabinet, but I like to
think I played my part… MSL

Motorcycle Sport & Leisure 83

 OPENROAD
Hokkaido
Page 98

by Honda
Anton Scholz visits an out of the
ordinary part of the orient.

PLUS…

Bikes on board
Page 86

Peter Henshaw’s essential guide to using ferries.

The mother road Page 92

Maynard Hershon rides the most famous road in the world.

OPENROAD

with Peter Henshaw

D
o you remember the first time you rode on to
a ferry? Mine was Weymouth-Cherbourg, and
the little Triumph twin was laden down with
my brother on pillion, and leaky nylon
panniers stuffed with maps and cameras. We
didn’t have room for a tent.
It was unforgettable, trundling into the bowels of the
ship, emphasising the fact that we were leaving the
familiar, and heading out on a great adventure. As it
happened, we lived only three miles from the ferry port,
and wouldn’t be venturing any further south than Le Mans,
but it still seemed pretty adventurous.
That’s the great thing about ferries. They’re a real
punctuation mark to any bike trip overseas, whether you’re
heading off or coming home.
In this month’s Open Road, we’re looking at the ins and
outs of ferry travel by bike: should you book early? How
soon do you need to arrive? Who ties the bike down? The

Bikes
good news is that there’s a big choice of routes, and that
riders appear to be better catered for than ever before.
Not that any of this month’s travellers’ tales involve a
sea trip from Britain. James (Nomad) Watson took the high

on board
road to Scotland on his £300 MZ. Ahh! The midges, the
breakdowns, the rain… I think he’d do it again, though.
Avril Calderwood gives a pillion’s view of Italy and Corsica
from a R1150 GS – she’d never done a long trip before, but
she and husband Ivan are planning to do Greece next time.
Plus, travel photographer Anton Scholz does take a ferry,
though it’s the one from mainland Japan to Hokkaido.
Never taken your bike
Certainly puts Dover-Calais in perspective.
on a ferry before?
Peter Henshaw guides you
through what to expect.

86 Motorcycle Sport & Leisure

 USING FERRIES OPENROAD
Text & Photos: Peter Henshaw

T
here are lots of good things about living
on an island, even one as big as Britain,
but the disadvantage is that it’s more
complicated, costly and expensive to
take your bike to a neighbouring country.
German, French and Italian bikers can nip across
their respective borders without even thinking about
it, let alone bothering with passport controls or
booking ferries. Being a race of islanders can make
people a tad insular, as in that famous (mythical)
British newspaper headline: ‘Channel Ferries
Cancelled Due to Bad Weather – Continent Isolated.’
On the other hand, that ferry trip can turn into a
real bonus. It’s still something of an event, whether
riding on board in Dover (or wherever) or riding off
the other side – cruising past a hardly used border
post just doesn’t have the same appeal. There’s no
doubt that crossing a stretch of water whether it
separates us from Ireland or mainland Europe
underlines the fact that leaving Britain is ‘going
abroad’ in a very real sense. There’s something
intensely romantic about leaning over the back of
a boat, and watching the white cliffs recede into
the distance. (So romantic, that it drove me to
propose once, but that’s another story). To the
ferry companies, this is a bus service – to the rest
of us, it’s the start of an adventure.
Nor is the perceived hassle of taking a ro-ro boat
putting many of us off. More bikers than ever before
are crossing the Channel these days. When
Eurotunnel opened, there were predictions that the
Dover-Calais ferries would be rapidly put out of
business. But apart from Hoverspeed, which pulled
its faster catamaran SeaCats out of the Dover-Calais
run last year, that hasn’t happened. Although many
of us have opted for the speed and convenience of
Eurotunnel, many more are sticking to the ferry. The
bottom line is that the cross-channel market has
grown as a whole, so there should be room for Le
Shuttle, as well as a big choice of ferries. More of us
are crossing the water now, as we take more short
breaks or ride further afield for the big one.
Before we start on the ferries, a few quick
words about Eurotunnel’s Le Shuttle, the ro-ro train
that spends all day shuttling backwards and
forwards underneath the Channel. Pricewise, this
is a little pricier than the ferries – expect to pay
around £48 return for a bike, rider and pillion in the
off-season. Unlike the ferries, you can just turn up
and go, though this can involve long waits at busy
times of year, so really it’s best to book in advance.
In October, I’ve waited only 20 minutes or so
before boarding, but don’t expect the same
convenience on a summer Saturday.
Mind you, Le Shuttle is certainly fast, at about
35mins underground, and it’s far quicker than the
ferries in loading/unloading as well. As passport
control is done before you board, at the other end
you just ride out of the train and straight onto the
autoroute. On board, there are front wheel clamps
to hold your bike in place, though the guard told
me no one had asked to use these in three years.
If Le Shuttle lacks anything, it’s a sense of
occasion, and standing in a windowless carriage

Motorcycle Sport & Leisure 87

 OPENROAD USING FERRIES
for half an hour, holding onto your bike, simply
doesn’t compare to watching the white cliffs
slowly disappear. Still, it certainly is quick and
convenient, and if speed was of the essence, or
the Channel looked stormy, I’d use it again.
ALL ABOARD
Anyway, let’s assume you’ve chosen to take the
romantic option. This article isn’t meant to be a
definitive guide to everything that’s available, and
a quick internet search reveals that there’s a huge
choice of destinations.
It’s possible to hop on a boat in various parts of
the UK and travel direct to Holland, France, Spain,
Germany, Denmark, Norway, Sweden, Ireland
(north and south), the Isles of Man and Wight and
just about all the Scottish islands with roads on
them. In case that’s not far enough, you can even
catch a connecting service in the Shetlands, on to
the Faroes and even Iceland. I’ve done the
Iceland trip, and would highly recommended it,
though as the boat takes three days to get there,
it’s best to treat the voyage as a mini-cruise rather
88
than a quick ferry trip. It’s certainly the only ferry
I’ve ever taken that allows you to watch whales
while eating breakfast.
Whichever route you go, the boarding
procedure is much the same. Most ferry
companies want you to check-in an hour or so
before the boat shoves off, though this varies
according to route and can be as little as 30
minutes. Big groups will have to check in earlier. In
any case, if you do miss the boat, or turn up very
early, many ferry companies will squeeze you onto
an earlier/later sailing if there’s room. They may
charge you a fee for doing this though. That’s for
the shorter crossings – there won’t necessarily be
the same flexibility on longer crossings, with just
one boat a day or (in the case of Iceland) one a
week. On P&O’s Portsmouth-Bilbao run, you’ll be
waiting three days for the next boat.
Once checked in, you’ll be given a lane number,
but that’s no hassle as these are always clearly
marked, even at Dover where, (if memory serves)
there must be around 70 of them. Bikes are
normally allocated a lane to themselves, which
allows you to chat to fellow travellers, as long as
it’s not raining. You’ll also get waved on as a group,
which can either be before all the cars, or after.
Usually we get on first. Hurrah!
Now then, when NASA spent millions of dollars
developing Teflon, they could have done the same
job far cheaper by taking a scraping from the
loading ramp of any Channel ferry. A mixture of oil,
grease and seawater on mild steel makes for one of
the most slippery surfaces known to humankind.
Riding a heavily laden bike on it can be daunting,
but like any slippy surface, it’s just a case of
avoiding the front brake, and using the rear gently.
Be aware that the ship’s steel deck will be just as
friction-free, and watch out for those big domed tie-
downs they use for trucks – slippery when wet,
these are the manhole covers from hell.
In my experience, there’s always plenty of crew
around to direct you to the bike area. This might be a
dedicated space with tie-down points, or more
usually, the side of the ferry. Tying down the bike
can cause some anxiety, but it’s not usually a
problem. Most ferry companies (maybe mindful of
insurance claims over toppling bikes) now have the
crew tie the bike down for you. So, just park where
they tell you to and leave the bike in gear, on the
centre or side stand – if it’s a spring-loaded stand,
tie it to the front fork, so that if the bike shifts the
stand won’t spring back and let the bike fall over. It’s
also a good idea to wait while the bike is tied down
– Brittany Ferries, for example, insist on this. If you
really want to do it yourself, just ask, and Stena Line
staff will happily stand back and let you do it.
Whatever ferry company you travel with, it’s now
unlikely that you’ll be thrown a coil of oily rope and
left to get on with it, though that used to be the norm.
However, just in case, a couple of mini luggage
ratchet straps, the sort of thing sold in Halfords, give
you a quick and easy means of tying the bike down
securely. Then all you have to do is make a note of
the deck number and where your bike is, and head
up into the sunshine, or the bar, or for a cuppa. It
sounds obvious, but it’s easy to forget where your
bike is parked on a big ferry, unless you have the
deck and stairwell number. And there’s nothing
worse than milling around in the general melee of
departure, not knowing where you’re going.
SLEEPING ARRANGEMENTS
Once you do leave the bike, you won’t be allowed
back on to the car deck, so take everything you think
you’ll need with you. Not a big issue on the 40 odd
Motorcycle Sport & Leisure

STENA LINE
Web: www.stenaline.com
email: info.uk@stenaline.com
tel: 08705 707070
Routes: Holyhead-Dublin, Fishguard-Rosslare,
Stranrear-Belfast, Fleetwood-Larne,
Harwich-Hook of Holland
Minimum check in? 30min
Board earlier/later ferry? Yes if space, but
there could be a fee
Who ties the bike down? Crew, unless
passenger wants to
NORFOLK LINE
Web: www.norfolkline.com
email: doverpax@norfolkline.com
tel: 08708 701020
Route: Dover-Dunkirk
Minimum check-in? 60min
Board earlier/later ferry? Yes, if space
Who ties the bike down? Crew
BRITTANY FERRIES
Web: www.brittany-ferries.com
tel: 08703 665333
Routes: Plymouth-Roscoff/Santander, Poole-
Cherbourg, Portsmouth-Cherbourg/St Malo/Caen
Check-in time? 45min
Board earlier/later ferry? Yes
Who ties the bike down? Crew, supervised
by passenger
Motorcycle Sport & Leisure
USING FERRIES OPENROAD
minutes between Dover and Calais, but it needs
thinking about on the longer runs, especially
overnight. A good book, a map of where you’re
going, and all your valuables are the minimum. The
best solution is to pack everything into a small
backpack or the tankbag beforehand, so you can
whip it off and head straight upstairs. The last thing
the crew wants, when they’re trying to marshall
hundreds of passengers and vehicles on board, is
assorted bikers rummaging through their panniers.
There’s no need to take your helmet though – just
lock it to the bike, and it’ll be safe enough.
If the ferry’s an overnighter, a cabin is a good
idea. It’s not compulsory, but there’s nothing
worse than rolling onto foreign soil at 6am, with
a long riding day ahead of you, and droopy
eyelids. The cheapest way to get some kip on the
way over is to book a reclining seat. These do
come with blankets, and if you’re lucky enough
not to be in the same space as a hormone-
charged school party, these are better than
trying to curl up on the floor.
Groups should consider a couchette, of four or
six bunks, which are quite affordable and at least
SEAFRANCE SMYRIL LINE
Web: www.seafrance.com Web: www.smyril-line.com
email: via website email: office@smyril-line.fo
tel: 08705 711711 tel: 01595 690845
Route: Dover-Calais Routes: Lerwick-Faroes/Iceland/Norway
Check-in time? 30 min (longer for groups) Check-in time? 90min
Board earlier/later ferry? Yes, if room Board earlier/later ferry? No
Who ties the bike down? Crew Who ties the bike down? Passenger
P&O FERRIES NORTHLINK
Web: www.poferries.com Web: www.northlinkferries.co.uk
Email: via website email: via website
tel: 08705 202020 tel: 0845 6000 449
Routes: Dover-Calais, Portsmouth-Bilbao, Routes: Scrabster (Thurso)-Stromness (Orkney),
Hull-Rotterdam/Zeebrugge Aberbeen-Kirkwall (Orkney)/Lerwick (Shetland)
Check-in time? 45-90mins, depending on route Check-in time? 60min
Board earlier/later ferry? Yes if room, but Board earlier/later ferry? Yes, if room,
booked sailing recommended but recommend booked sailing
Who ties the bike down? Crew will assist Who ties the bike down? Crew, supervised
passenger if needed by passenger
DFDS
Web: www.dfdsseaways.co.uk
email: via website
tel: 08702 520524
Routes: Harwich-Esbjerg, Newcastle-
Gothenberg/Kristiansand/Amsterdam
Check-in time? 90min
Board earlier/later ferry? No
Who ties the bike down? Crew will assist
passenger if needed
89
 OPENROAD USING FERRIES

TOP TIPS
• Book in advance
Always book in advance, even outside
peak season, for peace of mind if nothing
else. DFDS has a flexible price set-up, so
the earlier you book, the cheaper it is.
• Group savings
Some companies offer a discount for
groups – just ask.
• Riding time
Even if there’s only a 30-minute check in,
allow for more time in case you get delayed.
• Don’t panic
If you do have trouble tying your bike down,
don’t worry, the crew will sort you out.
• Take your own food
If you’re on a budget, take your own food on
longer crossings – the ferry restaurants have
a captive market, and charge accordingly.

provide a sort of bed-like experience. It’s not
as private as a cabin, but there’s usually access
to a shower. The downside is that it’s potluck who
you share with, including snorers, and those
suffering from urgent bouts of seasickness, or
those who feel the need to hold earnest
conversations, into the small hours. The ultimate
solution is a private cabin, with your own space
and private shower – expect to pay more for one
with an outside view.
So, there it is. The bike’s on board and safely
tied down, and you’re leaning over the rail
watching Blighty fade into the distance. Wherever
you’re heading, the ferry ride can give an
atmospheric start – and homecoming – to any trip.
It’s part of the holiday, really. MSL
SPECIAL OFFERS
There were few as we went to press, though
Norfolkline is offering a flat rate of £36 return for
a bike and two people, for a trip of any duration,
excluding some peak dates. If you travel with
MSL Tours on SeaFrance, you get 10 per cent
off the brochure price. It’s worth keeping an eye
on all the websites for any short-term offers.

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To enter, visit www.flyride-usa.com and click on the MSL logo.
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Draw closes 15th May 2006. Winner(s) notified 20th May 2006.
Questions/comments to: FLYRIDE-USA/ROADTRIP-USA
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90 Motorcycle Sport & Leisure

 OPENROAD ROUTE 66
Text & Photos: Maynard Hershon

The
mother road
MSL columnist
Maynard Hershon
had the urge to ride
Route 66, and with a
few diversions, that’s
exactly what he did.

“I’ve been from Tucson to Tucumcari,

Tehachapi to Tonopah,
Driven every kinda rig that’s ever been made,
Driven the back roads so I wouldn’t get weighed,
If you give me: weed, whites and wine
And you show me a sign
I’ll be willin’, to be movin…”
Little Feat (1971)

I
left Tucson with 13,800 miles showing, riding
east on I-10 across south-eastern Arizona,
New Mexico and (nearly 900 miles across)
Texas. Rain started to fall barely three miles
from my home, and continued on and off until I
reached Louisiana where, as I write this, a hurricane
is ravaging the coast.
By the way, in Texas (away from the cities) and
in Louisiana, Mississippi and Tennessee, people
drive slowly. Roadside signs in Texas read Drive
Friendly. Many drivers stay below the limit, five or
10mph below. If you drive 5mph over the limit,
you’re conspicuously aggressive. People signal
lane changes. At first, you can’t believe what
you’re seeing. Then you realise you’re relaxed and
perhaps smiling.
The weather was fine as I rode on to Baton
Rouge (this was before Katrina did her worst),
where I turned north off I-10 onto fabled US
Highway 61 through Louisiana, Mississippi and
into Tennessee.
Legend has it that blues music travelled
Highway 61 up the Mississippi Delta to Memphis,
where the blues became accessible to mainstream
America. The Delta Blues Museum is in Clarksdale,
Mississippi, just off the highway. The crossroads
where Robert Johnson is said to have met the
devil and traded his soul for blues licks is probably
there too.

92 Motorcycle Sport & Leisure


Riding Highway 61 is not merely a pilgrimage,
not merely a duty; it’s a deep, soul-enriching
pleasure. The four-lane roadway winds through
lush, green Delta countryside, through small,
unspoiled, un-subdivided, un-Wal-Mart-ed,
perfect old-timey towns. You see old Victorian
houses, small, gorgeous houses that
would command millions in ‘sophisticated’
America. One housed a karate studio capable
of paying a few hundred a month in rent,
some months.
You see dozens (no exaggeration) of country
churches, most with roadside bulletin boards
announcing the topics of Sunday’s sermons, many
with clever slogans promoting prayer or spiritual
Motorcycle Sport & Leisure
ROUTE 66 OPENROAD
thought: religion softly sold. No one suggests
you’ll go to heaven but your neighbour will not. No
one claims arrogantly to speak for God, who is
threatening to punish us with even more gridlock
if we use His name in vain.
One sign read: “Ch..ch. What’s missing?”
Another suggested that, “It’s okay to stop and ask
for directions.”
I spent the night in Memphis, just over the
Tennessee line, and visited famed Beale Street,
which is pretty much what you expect. It’s fun
and more authentic than Disney World. There
are lots of clubs, free concerts in the park and
five-dollar beers.
My bike had begun making ugly graunching
noises as I started from a stop. I was afraid I’d
destroyed a bearing in the rear wheel or sprocket
carrier in all that rain. Can’t be the chain, I
thought, I’ve been lubing it with Chain Wax,
walking the centrestand-less bike and spraying
six inches of chain at a time. Chain Wax
disappears as you apply it; you can’t tell when
you’re done. I did the best I could.
I rode a combination of Interstate and two-lane
highway to Bloomington, Indiana, where in
the mid-60s I worked for Boyd Fox at Fox’s
Cycle Sales. I arrived in Bloomington on a
Wednesday afternoon and went directly to the
shop, forgetting after all those years that it is
closed Wednesdays.
93
 OPENROAD ROUTE 66

I checked into a Motel-6 and looked in the highway to Cincinnati, Ohio. Fuel prices, by the
phonebook for Boyd’s home number. The listing way, had reached record highs across America,
read: Mrs Boyd Fox. I thought, Oh my God, Boyd’s and I’d noticed that a full tank went a lot further
gone. In the evening I rode my noisy bike down to below an indicated 80mph, probably an honest 75.
my old neighbourhood, just off the Indiana At the moderate speeds I wanted to ride, the
University campus. I saw no one and nearly interstates weren’t useful and certainly weren’t
nothing I recognised. fun. Good state or US highways, two- or four-lane,
Maybe I’ll never come back here, I thought. suited me perfectly.
Maybe this chapter of my life is over now. After a long weekend in Cincinnati, I rode to
Everyone’s gone here who’d remember me. Indianapolis and enjoyed a fine visit with what’s
When Fox’s opened the next morning, I was left of my family. On Tuesday morning, I headed
waiting outside. There was Boyd, glad to see me 10 west, intending to meet Historic Old Route 66 in
years after my last visit. I nearly misted up with Springfield, Illinois, and to travel as much of 66 as I
relief. After a hug and a few minutes of reminiscing, could on the way home.
we put the bike on a lift, jacked up the rear wheel, There is no official US 66 these days, but thanks
tightened the chain a bit and sprayed it liberally to organisations in each of the eight states through
with lube. The noise and roughness vanished. which the road passes, you can still ride sections
Boyd put me on the back of a 400ccYamaha
scooter and took me all around Bloomington. We
visited our old friend John Buffaloe, a national-
class enduro rider in the 60s and 70s. Buffaloe had
recently done a four-corners ride around the US
on a Honda Helix. I’m reduced to a scooter, he
said, grinning.
I was embarrassed that I’d neglected my
chain, but I got over it. I had ridden hundreds
of miles in hard rain, and I do not have a
centrestand. I don’t believe I’ll buy another
travel-worthy bike without one.
Later in the trip, I bought a can of Bel-Ray New
Super-Clean Chain Lube. Not only is it not super-
clean, it’s not clean at all. It leaves a greasy
coating on your chain that makes it look as if you’d
sprayed it with flat-white house paint. It seems to
stay on in the wet, though, and is so conspicuous
you know where you’ve sprayed it. I won’t use it at
home (too ugly) but for rainy road trips on bikes
like mine, it’s great.
I left Bloomington, riding lovely southern
Indiana two-lane roads and then an interstate

94 Motorcycle Sport & Leisure

 ROUTE 66 OPENROAD

of the Mother Road. You can find maps and
guidebooks on Amazon.com
I joined Route 66 in Missouri, west of Saint
Louis, and rode as much of it as I could across
Missouri, Oklahoma, the Texas Panhandle, New
Mexico and northeastern Arizona. After a few
miles on the magical road, memories of old trips,
old bikes and ancient modes of travel flooded
my mind. I became delightfully nostalgic and
pleased to be travelling the old way, a way we’ve
nearly forgotten…
I remembered my first motorcycle trip in October
1962: Indianapolis, Indiana to Tucson, Arizona to
attend my cousin’s wedding. I rode a Honda CB72,
a 250 with maybe 25 horsepower. Since then I’ve
wondered how I took such a long trip on such a
small bike. A few miles of 66 and I remembered.
The road follows the contours of the land, so
you are often sheltered from the wind.
Interstates cut straight across the terrain and
are exposed to wind all the time. Truck traffic on
the interstates means you are either passing a
truck or being passed, so you are continually
buffeted by their wash.
You feel exposed and vulnerable if you ride
more slowly than the traffic flow, slowly meaning
under about 80-85mph. Often there’s nothing to
see. There’s no reason to stop until you run low on
fuel. At the speeds you have to ride, that’ll be
often. Each place you stop looks like all the other
places you’ve stopped at.
On roads like Route 66, you’re never further
than 25 miles from a town. Old highways pass
through the towns instead of bypassing them, so

THE BIKE: Kawasaki ZRX 1100

This is the Committed Long-term Test. As someone said, involved versus
committed is like ham and eggs. The chicken’s involved; the pig’s committed. I
own this long-term test bike…
I bought my ’99 Kawasaki ZRX 1100 in November of ’04. In its 4200 miles it
had been treated to one oil change, an ill-fitting but serviceable new battery
and a plug in its rear tyre. That’s all the care it needed.
In my 10 months of ownership, I’ve changed the oil and filter frequently. I
lube the chain with clean, tidy Chain Wax after lifting the bike onto a rear-end
race stand. When I started my trip in mid-August, the chain had never
demonstrated a need for adjustment. The tyres were fresh Bridgestone BT020s.
The bike’s manual calls for a 7500-mile valve clearance check and carb
synch, but I postponed that service until the odometer read nearly 13,000. The
bike ran great, and I felt broke.
When I finally had it serviced a month before my trip, the valves required
no adjustment. The carbs were close to spot-on. The mechanic replaced
plugs and coolant, and presented me with a surprisingly small bill. There
was no single-use $40 valve cover gasket, and in any case the cams need
not be lifted to replace shims. My ZRX has twice as many valves as my
older-tech ZR7-S did and a million more horsepower but it’s cheaper to
service. That’s progress, say I.
Now it shows 17,235 miles. In the 13,000 miles I’ve owned it, I’ve replaced
oil, filters and one tachometer illumination bulb. The coolant and spark plugs
were replaced once, the valves checked and carburettors synchronised
once. The chain, inadequately maintained
on my rain-soaked trip, has been adjusted just once. The brake
pads are original.
I don’t believe this ZRX is exceptional. I believe that any Japanese bike of
current design will serve just as dependably and not require a mechanically
sensitive rider. If I sound calm and logical about that dependability, don’t trust
my tone. I’m blown away by today’s bikes. Hooray for today’s bikes!

Motorcycle Sport & Leisure 95

 OPENROAD ROUTE 66

you have to slow down and maybe stop at a stop

sign or two. You can eat at an independent
restaurant or buy fuel at an independent station.
While you’re there, you may actually enjoy human
contact or a freshly baked piece of pie made with
local fruit. Imagine.
There’s so little traffic off the interstates you
can ride any speed you choose. The limit is no
more than 10mph lower than the limit on the
interstate, so you don’t necessarily lose huge
chunks of time. You ride relaxed. You slide right
into the rhythm of secondary road riding as if
you’ve always done it. When the section of two-
lane Route 66 ends and you have to get back on
the interstate, you hate it.
God is in those Delta country churches. Clearly
He’s forsaken the interstates. So should we.
Interstate highway travel is all about
destinations and making good time. It is not about
enjoying the trip or learning something about the
country or just… moving at a human pace. Trucks
rule the interstates and they are welcome to them.
We don’t need them. We use them out of laziness
or lack of imagination. Our loss.
Because I had been asked to write a travel
piece about my journey on Route 66, and to take
a few photos to accompany that piece, I was
forced to stop frequently and drag out a camera.
Looking for photo ops and taking the shots
broke the rhythm I usually follow on the road,
meaning piling up miles, and stopping as
infrequently as possible.
But the assignment, which had seemed like a
bother, made me appreciate that old road and all
old roads. As the Route 66 guidebooks say, “Get
Off the Interstate.” Remember why we travelled by
motorcycle years ago, despite the hassles? It was
fun. It still is, but not on I-roads. Try it. Five miles
and you’re converted. MSL

96 Motorcycle Sport & Leisure

OPENROAD JAPAN
Text & Photos: Anton Scholz

Hokkaido by

98 Motorcycle Sport & Leisure

 JAPAN OPENROAD

Honda

Volcanoes, hot springs, crystal-clear

lakes and endless, empty roads. Not the
usual picture painted of Japan, but
one you will find on Hokkaido.

Motorcycle Sport & Leisure 99

 OPENROAD JAPAN
A
s I step out on deck, the cold morning
breeze hits my face. The sky is pitch
black and clouds cover the stars. The
bright lights of the squid fishing boats
in the distance are shining far across
the Sea of Japan. I am surprised how cold it is and
feel happy that I brought sufficient warm clothing
on this trip, even though Hokkaido is about the
same latitude as northern Italy, the temperatures
are more Scandinavian and the winters here are
long and cold.
Hokkaido – about the same size as Ireland – is
known as the ‘northern wilderness’ of Japan. As
one of the four main islands of the Japanese
archipelago it has more than one fifth of the
landmass of this country, but is inhabited by only
one twentieth of the population. Until some 150
years ago the region was even less populated and
the Ainu, Japan’s indigenous people, who had
retreated to the north, ruled the land. When the
Japanese population started to spread more and
more, after the country had opened its gates to
the west, this last Ainu stronghold too was
overrun and today little of these people or their
culture remains.
What is left is their rough land, full of
volcanoes, hot springs and crystal-clear lakes.
This island radiates an almost untypical silence
and serenity for Japan. It is famous in all of Japan
for the best fish dishes, its undisturbed nature and
the wealth of wildlife that still roams the land. The
roads are endless and there are no traffic lights or
jams to stop you.
100
A sweet female voice echoing from the
speakers brings me back to the present. I am
politely reminded that it is time for me and all other
motorcyclists to return to our bikes in the bowels
of the ferry. After the gate is lowered I ride out of
the ship that has brought us more than 1000km
from the warm Kyoto prefecture to the harbour
town of Otaru, one of the main entry points to
Hokkaido. Yujin, my girlfriend who joins me on this
journey, has to leave the ferry by foot and is
waiting up by the terminal. After a few minutes all
luggage is strapped on the little Honda CB 400.
For this trip we brought – apart from the usual
travel gear – our own tent, some insulating
mattresses and sleeping bags. Hokkaido has lots
of camping sites and quite a few of them are free.
It is still pretty dark and it takes us some time to
find the way out of the harbour. At the first little
supermarket that peels out of the dark we see a
group of Japanese riders, who stand close
together, shivering in the cold morning air as they
share hot coffee and instant noodles. I’d like to
stop and chat, but I also want to get on after that
long time on the ferry, so we just wave and ride by.
Slowly, the sun sends her first blood-red rays
over the horizon. In a magnificent sunrise we leave
Otaru and follow the coastline direction west.
While on the ferry, which took two days for the
journey up here, we had plenty of time to pick
routes. Our plan is to first follow the southern
coastline for a few days and then turn towards the
inner part of the island to discover some of the
famous volcano lakes and national parks.
Already, in the first miles, I start to notice that
the driving style on Hokkaido is slightly different
from the rest of Japan. The wide country seems to
invite faster riding and even the police don’t seem
to be as tight as they usually are in this country. I
try to keep a low profile for the first hours and let
locals overtake me.
In Osaka, where I had lived for a year, radar
controls are everywhere and the fines are painful.
Slowly I gain confidence and speed up to an 80kph
cruise. Then I pass a hidden police car and, as on
most country roads in Japan, the speed limit is
only 50kph. But no siren, and no flashing lights in
the rear mirror. I relax.
The first day we travel in perfect weather along
the coast of a small peninsula west of Otaru and
then turn south, travelling past the smoking Uzu-zan
volcano and his little brother the Shôwa Shin-zan.
The latter erupted from nothing in a vegetable field
in 1943 and grew to its current height of 402 metres
in just two years. Big brother Uzu-zan is about twice
the size and is also still active. In March 2000 he
spat out large amounts of ash and smoke, covering
the nearby Toya Lake. But today he is in a peaceful
mood and the lake too looks calm and clear.
We stop for lunch, then carry on to the Shikotsu
Lake where we want to spend the night. As we
arrive, we discover the first Riders’ House. It is one
of many of privately owned houses that offer
cheap accommodation and simple meals to
motorcycle riders and other young travellers on a
low budget. As there was no shower on the ferry,
we decide to go for one of these rather than camp
Motorcycle Sport & Leisure

tonight. For about £6 we get a small room with
Tatami, the traditional Japanese mats made out of
straw, and access to a long, hot shower.
As we awake on the next day, thick grey clouds
cover the sky and we remember the words of the
house owner, who predicted a day of bad weather.
Back on the bike, we follow the shore of the lake
for some time before we turn south and reach the
southern coast of Hokkaido. Until noon we follow
the rough and rugged coastline before we turn
northwards again to search for the little village of
Biratori, hidden somewhere in the mountains.
Biratori is supposedly the last true enclave of Ainu
culture in Hokkaido. Here the indigenous people of
Hokkaido still live mostly among themselves and try
to preserve what is left of their identity and culture.
After a while spent cruising up and down the
winding mountain roads we finally find the right
turn-off and just manage to reach the highlight of
Biratori, the Ainu Museum, in time to dodge a
heavy rain shower.
The rain has stopped as we leave the museum,
but it catches up with us on the southern coast
and we decide to call it a day in a small fishing
village. I ask around for a Riders’ House, and find
one, but the old fisherman owner tells us he’s
already full. We’re about to turn back into the wet
when he takes pity on us, and asks us to follow
him. We’re put up in a rundown old shed, but we
don’t mind the slight smell – at least it’s dry.
Next morning the weather looks no better, and
we are not in the best of moods as the fisherman
drops by to see if we are OK after the stormy night.
Motorcycle Sport & Leisure
JAPAN OPENROAD
The Bike: Honda CB400
In Japan the Honda CB400 is a popular bike. As the speed limits are tough you hardly need more
than 400cc on the road, and it’s hard to find a place with a speed limit of more than 50kph. Even
major highways only allow you up to 80kph – this is as fast as it gets (legally).
Although the little CB is designed as a city bike, it is suitable for touring if you don’t mind the lack
of wind protection and the limited space. It is very reliable and even with two people and luggage,
it has sufficient power to overtake and go uphill without struggling. With a full tank the range is
roughly 180 miles, which is enough even in Hokkaido.
For luggage we used a tankbag and soft panniers, and strapped our tent and sleeping bags on
the bag. Space is a bit of a problem on this bike, as my girlfriend had little room left to sit, between
me and the luggage, once all of it was attached.
At one time we forgot to attach one of the straps of the sidebags and noticed a strong smell of
burned plastic after some time. The bag had been sitting on the muffler and resulted in a huge
whole in the bottom of the bag. Some clothing was burned; some make-up bottles contained freshly
boiled creams and so on. I thought it was rather funny, my girlfriend did not agree…
The road conditions in Hokkaido are mostly good. As the region is sparsely populated at times
perfectly paved road can suddenly turn into dirt, just to turn back into a paved road again after a
few kilometres. The CB400 was not designed for off-road riding and with two riders and luggage the
suspension was clearly over the limit on some of the dirt roads. Still, it came through in one piece.
As we ask him what we have to pay he just laughs only luxury becomes a dry bed at the end of the
and tells us not to bother. His friendly smile at least long days touring.
brings back some of our good humour. Finally we reach the eastern coast of Hokkaido
The rain goes on for days without any break and the town of Nemuro, host of the famous Kani-
and we are we are starting to curse the weather Festival. Kani are large crabs with long legs and an
gods. We pass the Cape of Erimo, which is famous almost eerie look. They are delicious though and
for its incredible strong wind gusts and the seals very much liked by the Japanese, who pay as
that lie around the rocks at this time of the year. much as £150 for a single, large crustacean. But
We don’t spend a single night in our tent, as the here at the Nemuro Kani-Festival prices are more
101
 OPENROAD JAPAN
moderate and so, many connoisseurs don’t
hesitate to come to this remote spot once a year to
feast on the crabs.
From here, it is not far to Russia – even the street
signs are bilingual, in Japanese and Russian. But
relations are quite strained as both countries still
struggle over the Kuril Islands, which Russia took
from Japan after WWII. On the roadside there are
signboards displaying grim-looking Russian soldiers
and demanding the return of the islands to Japan. As
so often in this kind of dispute it is not so much about
the islands, but something else altogether. In this
case it is the waters around the Kuril Islands that are
rich with fish and important for the livelihood of both
Japanese and Russian fisherman.
We stay one night in Nemuro and taste some
Kani at our lodging, which belongs to a crab
fisherman. Next morning when we are just about
to leave the house I catch a glimpse of the
weather forecast on tv. Rain, rain and more rain.
Only in the mountainous central region is a single
sun symbol displayed. Yujin and I, being fed up
with the weather, decide to change the route and
head for the mountains. And indeed, after an hour
of riding we feel soft rays of sunlight on our skin
for the first time in days. What a relief.
We spend the day on the winding roads of the
Akan National Park and relax in one of the many
hot springs close to the Kussharo Lake. These hot
springs can be found all over Hokkaido and are
another attraction of the island. There are so many
that most of them are free. Of course you should
not expect any additional luxury at those places
but for us the solitude of a hot spring right next to
an ice-cold volcanic lake is good enough.
The next day we are heading for the Shiretoko
peninsula, one of the true highlights of this trip. The
peninsula offers some of the most breathtaking
roads I have seen so far; some dirt, some tar and
102
right next to the cliff edge. I start to feel sorry for the
little CB400 with all its luggage and two riders. But
even though some of the dirt roads are in pretty bad
shape and her engine cases hit the ground a few
times, she always carries on without any complaint.
Among other things Shiretoko has a group of
five lakes with water so clear that you can see for
several metres to the bottom. This area is also part
of the breeding area for wild bears and in autumn
many have their cubs, so some areas are not open
to visitors. Not that the warning signs are up to
much: ‘Warning! This area is infested by bear!’
along with a picture of a cute little teddy bear.
When I fist saw the sign, I almost fell off my bike
laughing. As it happens, we don’t see a single real
bear, but maybe it’s better that way.
It’s time to start heading south, and we ride
through the Daisetsuzan National Park to spend
our last night close to Sapporo, the capital of
Hokkaido. In the evening we take a ride into this
vibrant city, which is so unlike the rest of this
calm and sparsely inhabited island. We enjoy
sushi in a plush restaurant and get some last
impressions of the other side of Hokkaido. Next
morning, as we ride down to the waiting ferry,
the sun is shining. MSL
FACTFILE: HOKKAIDO
Getting there:
Fly direct from Heathrow to Chitose,
Hokkaido’s airport close to Sapporo. Riding
overland to Japan is not easy – even if you
can gain access through China, there are no
vehicle ferries between the two. Shipping a
bike from Korea is a possibility though.
When to go:
Hokkaido has long, cold winters, and the best
time to go is April to September. In September
it might already get pretty chilly but at the end
of the month there is a nice Indian summer.
Where to stay:
There is a wide range of hostels and hotels in
Hokkaido, and the traditional Japanese lodging,
the Ryokan. There are plenty of campsites too,
some basic and free, others better equipped.
The Riders’ Houses in Hokkaido are a great
help. They are mostly cheap and owners are
often riders themselves.
Bike Rental:
Contact the local tourist information and ask
them to help. Another way would be to buy a
bike and resell it after you finished touring. It is
possible to buy some older used bikes in quite
good shape for £1000-£2000.
Books:
As always, the Lonely Planet is the standard. It
does of course not cater especially for
motorcycle tourists but it gives a lot of useful
information.
In Japan there are great map books
especially for bikers. They have the most scenic
roads marked and also all the camping grounds
and Riders’ Houses listed.
Useful Websites:
http://www.jnto.go.jp/
Japan National Tourist Organisation.
http://www.skijapanguide.com/2002/travel/
travel-hokkaido-transportguide.html
General information on how to get
to Hokkaido.
http://www.lewkiw.com/html/mc2.html
A good website about biking in Japan and all
related issues.
http://www5.nkansai.ne.jp/off/m-
port/eng/teiki/ferry.htm
Kyoto-Hokkaido ferry.
http://www.outdoorjapan.com/travel/
travel-hokkaido.html
Useful information on travel in Hokkaido.
Motorcycle Sport & Leisure
OPENROAD ITALY
Text & Photos: Avril Calderwood

Baptism by bends
Avril Calderwood had never joined husband Ivan on one of his big
trips. So why not start big – Northern Ireland to Sardinia?

104 Motorcycle Sport & Leisure


A
ching bum, boredom, soaked from
either boil-in-the-bag waterproofs or
rain. These were a few of my
preconceived ideas about travelling
long distances abroad by motorbike.
Having looked at the photographs and video
footage of my husband’s previous trips to Greece
and France, and listened to his excited accounts of
the journeys, I wondered if my ideas bore any
relation to reality.
It was time to find out for myself, so I agreed to
go pillion on the next trip, which sounded pretty
serious: two ferries, then all the way down through
Europe to Italy and Sardinia, some local exploring,
and home. Booking my mother for two weeks as
in-house dog sitter, we booked the ferry tickets,
received our Italy and Sardinia tour itinerary from
Bike and Sun Tours, serviced the newly acquired
BMW R1150 GS Adventure (well, Ivan did that),
loaded the maps and routes onto the satellite
navigation and packed.
On a wet September Friday, having left behind
most of the clothes I had intended taking (there’s
even less space than I had imagined in one of
Motorcycle Sport & Leisure
ITALY OPENROAD
those BMW panniers), we made our way to Larne
to catch the morning ferry to Scotland. After a
pleasant two-hour crossing and breakfast, we
rode across to Newcastle in the driving rain to
catch the 15-hour overnight boat to Ijmuiden
in Amsterdam. On the way, we stopped only
briefly in Gretna to purchase two very warm
fleeces – we had left our thermal liners at home,
not a good idea.
Arriving in Ijmuiden the next morning (after a
crossing which is best forgotten) it was
encouraging and pleasant to see the sun shining
and feel its warmth. Today was a 350-mile
motorway blast interspersed with scenic periods,
stopping only for a picnic lunch, and later for Ivan
to have a 10-minute cat nap, stretched full length
on a picnic table. We arrived at the Novotel in
Saarbrucken, Germany, around 3.30, showered,
changed and wandered down to the lobby to meet
the rest of the tour group who were now starting
to drift in, having travelled down from Calais.
There were about 18 bikes in total, the riders
ranging from highly experienced to the first-
timers. There was the usual getting-to-know-you
105
 OPENROAD ITALY
dinner and drinks, which was just as well, as we’d
be spending the next two weeks with them.
By Monday morning we were at Reutte on the
Austrian border, before heading up to the
Hahntennjoch Pass. I got my first experience of
hairpin bends and vertical drops with no roadside
barriers. It looked like I would need nerves of steel
if I was to survive this holiday, though the only
other hazards we encountered were a few
Austrian cows in the middle of the road. Carefully
manoeuvring through the deposits they had left
behind, we stopped just over the summit for a few
photos and to take in the amazing scenery; the
only sound was the jangling of cowbells in the
distance, far below.
Through Imst and Landeck, we headed over the
Reschenpass, the Italian border, and travelled
alongside Lago di Resia with its submerged village.
Further down the valley, completely enclosed by
massive walls, the village of Glurns has cobbled
streets and is accessed by large stone archways.
It has an attractive village square and very
palatable apple strudel. Then it was into
Switzerland and the Umbrail Pass, joining the
Stelvio near the summit, at about 8000ft. With
those endless hairpins, these passes are mentally
tiring for both rider and pillion – not for the faint
hearted. Riding pillion on roads like this, I was
discovering, is very different to sitting in the
passenger seat of a car. It’s a sobering thought to
think how your actions directly affect the bike’s
handling. But I must have been doing something
right, as we made it through all those hairpins and
passes without a problem.
We finally stopped at the Hotel Villa Linda on
the western shore of Lake Como, where we spent
two leisurely days before heading south-west,
mainly on motorway, to Genoa to catch the
106
evening ferry to Sardinia. It was a comfy
crossing, and we had a good night’s sleep,
which was just as well, as we had to disembark
shortly after sunrise next morning. Still, we only
had a 40-mile ride to our hotel in the quiet,
picturesque town of Isola Rossa. We spent our
first two days enjoying the glorious sunshine in
or around the pool, interspersed with the odd
stroll around town, so we weren’t exactly
being overstretched.
It was Saturday before we climbed back on the
bike, set the satellite navigation to ‘drive’ and
headed inland. Up through the twisting mountain
roads and through the narrow village streets, we
rounded a corner to find ourselves in what could
almost be described as a lunar landscape. The
scenery had changed dramatically from green,
tree-bearing countryside to a barren, rocky terrain
which seemed to stretch for miles. But there’s one
thing about Sardinia – you’re never far from the
coast, and in the large mountain town of Tempio
Pausania we took a left and rode back to the sea
and our hotel.
We climbed back up to Tempio Pausania next
day, this time taking a steep left up into the roads are like this, and we joined the main road
Limbara mountains to the P ta Balistreri. This road at Oschiri, heading for the large coastal town of
rose quite fiercely in places, combining agreeably Sassari. Even here though, was a reminder that
tapered concrete hairpins, to pine-needle-strewn this is a traditional island in many ways; an
stretches of well-worn Tarmac just two metres elderly farmer was herding his sheep from the
wide. When we finally reached the summit, the back of a donkey, his two dogs meandering
view was obscured by swirling mist and cloud, but nonchalantly behind.
every now and then it parted to give just a glimpse That was our last full day in Sardinia. Monday
of what lay below. It was spectacular… when you afternoon saw us head back to Porto Torres for
could see it. the evening ferry back to Genoa, spending
Heading back down again, we had a slight Tuesday night just north of Lake Garda. But we
moment, with a small wobble mid-hairpin as weren’t rushing home just yet, with another two-
Ivan’s boot unintentionally touched Tarmac, and night stop allowing us to tour the breathtaking
yes, it was still on the peg. But not all Sardinian mountains surrounding Garda on Wednesday. It
Motorcycle Sport & Leisure

was here (as if I didn’t already know it) that I
learnt the Italian for hairpin – ‘tornante,’ if you
ever find yourself on the back of a BMW GS
around those parts. Not that the 180-degree
corners bothered the local heroes, who took it all
in their stride, regardless of mode of transport,
engine size or throttle position, the latter having
two modes, full off or full on.
On Thursday, it was time for some serious
mileage northwards, though we did do the
Brenner Pass on A roads. It was a tremendous
experience, and not just because of the natural
scenery. Seeing the motorway, supported high
above us on massive concrete stilts, was
Motorcycle Sport & Leisure
captivating. There was still time for a leisurely
two-hour lunch at Telfs, plus of course more apple
strudel, and by 6pm we were not just in Germany,
but installed in our hotel at Illertissen. Next day,
200 miles of mostly motorway saw us reach
Saarbrucken and our last communal evening. On
Saturday we said goodbye to the group, heading
north to Ijmuiden for our evening ferry back to
Newcastle. It was Sunday night when we finally
rolled up at home, to find a very relieved mother
and a delighted Doberman.
So, how was my first major pillion tour? The big
BMW pampered me. It’s very comfortable on the
back, and felt remarkably sure-footed for its size
ITALY OPENROAD
and weight. I’d go pillion again – it’s more relaxing
than riding, allowing you to sit back and enjoy the
magnificent scenery, although one day I would
like to take my own bike. Either way, we couldn’t
have done without the Autocom and satellite
navigation – it’s great being able to hold a
conversation on the move (no bruised ribs or
hoarse throats) and the navigation black box
avoids arguments over map reading.
I suppose the bottom line about my first long-
distance trip is that I’m dead keen on doing it all
again next year – we’re planning on heading to
Greece. Every pillion should do a big tour at least
once – I’d recommend it to anyone. MSL
107
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REFLECTIONS

Page 112
Proof of the
pudding A classic collection in
the most unusual location.

PLUS…
Page 118
Rubber saddles...
...Velocettes and Indians. Mike Jackson digs in the archive once more.

Page 122
Joey Dunlop MBE OBE
A look back at the life and career of a great man.
REFLECTIONS M&C COLLECTION
Text: Teresa Attwood Photos: Linda Bussey

Proof of the
pudding
Motorcycles are found in the strangest of places, none
stranger than the M&C Collection – housed in the old
Bloomer pudding bakery in Bakewell. Teresa Attwood
samples one of Britain’s classic motorcycling treats.

112 Motorcycle Sport & Leisure

 M&C COLLECTION REFLECTIONS

A
brilliant-blue late January day
welcomes us to the Peak District’s
market town of Bakewell. The bells of
All Saints’ chime midday as we pull
into a hidden archway, gateway to
the M&C Motorcycle Collection.
Despite the chill, Phil greets us warmly.
Throwing open garage doors to reveal a precious
cargo, “Which bikes would you like to see?” he
asks, “I can pull any of them out.” A pause. Then
proudly, “They all work.” He pulls out a 1928
Sunbeam, the gorgeous Doris relaxing in the
passenger seat – we hesitate to ask how long
she’s sat there, her legs excised to fit her into the
sidecar. Not to worry – she shows little sign of
discomfort. Phil brings out coffee to warm our
hands in the wintry air.
“This is a collection of living machines,” he tells
us, eager for us to know that this is no museum, no
taxidermic display of dead things in glass cases. It
doesn’t matter that the machines aren’t in mint
condition, that they aren’t exactly as they were
when they rolled off the production line; better that
they should have a bit of mud on them, a splash of
oil – tell-tale signs that they’ve been out on the road.
The collection began 10 years ago, forged from
a unique chemistry between enthusiasts: Peter
Mather, owner of a set of old bikes sequestered in
a Derbyshire garage; and Phil Crosby, a retired
engineer with a passion for the fine engineering of
British motorcycles. When Phil and his wife
acquired the premises of the old pudding bakery
from Bakewell’s Bloomer family (who gave their
name to the Bloomer loaf), they were left with a
spare room – a natural home for Peter’s bikes.
There was no thought, then, of starting a
collection. Peter shared his enjoyment of acquiring
old motorcycles, and together they found great
satisfaction in restoring them to a working
condition, whether liberated from mould-encrusted

Motorcycle Sport & Leisure 113

REFLECTIONS M&C COLLECTION

114 Motorcycle Sport & Leisure

 M&C COLLECTION REFLECTIONS
tarpaulins, salvaged for a tenner from a scrap
heap, or rescued from smothering love in an
owner’s bedroom.
The M&C Motorcycle Collection opened its
doors to the public seven years ago. During this
time, it’s received many thousands of visitors (Phil
reflects that the bikes probably have greatest
appeal for the over forties, who perhaps
remember some of the early models, or have fond
memories of their own first bikes). They
particularly welcome clubs and groups, for
whom they’ll open specially – if you ask nicely,
they’ll even put on tea and biscuits, or lunch if
you prefer, and if you’re thinking about making
the trip from another continent, they’ll make
every effort to accommodate you on the exact
day you specify.
Motorcycle Sport & Leisure
Phil tops up the Dominator’s engine oil.
Inserting the key (the bike hasn’t been used for
five months), it fires up with a sweet roar. With a
schoolboy grin, he rides down the drive, visibly
proud. He can’t resist offering us a chance to ride
it ourselves: “If you turn towards the grass, you’ll
have a softer landing if you drop it,” he ventures –
such confidence! The photographer wobbles
bravely onto the pristine lawn, right-foot gear-shift
and brakes a little too soft for comfort. “That’s the
biggest smile we’ve seen since you got here!”
beams Peter.
They fling open the unassuming door that marks
the entrance to a veritable Aladdin’s cave of
motorcycling history. Inside is a treasure trove,
living pages of ‘Every Boy’s Motorcycle Annual’
(was there one?). A feast for the eyes, no inch of
115
 REFLECTIONS M&C COLLECTION
wall spare, the room is packed with motorbike
paraphernalia: glinting chrome, leather saddles,
helmets, gloves, beautiful old traffic signs
(including a working traffic light), oil cans, badges,
Dinky models – you name it they have it. And not to
forget George and Mildred, George guarding the
entrance, like Cerberus, Mildred tucked out of
harm’s way by the back door.
Drawing closer to Mildred, we find her
proffering a money-box in aid of Bakewell and
Eyam Community Transport (BECT). BECT is a
registered charity operating wheelchair-
accessible minibuses in the Peak National Park;
Peter and Phil are volunteer drivers. It’s important
to them to put something back, to know that
proceeds of their modest entrance fees will
benefit the community.
You get the distinct impression the collection
has formed not through the want of mere
nostalgia, more about wanting to record something
116
of the development of British motorcycles for
others to share. Their expressions light up as they
relate the idiosyncratic evolution, pointing out
some of the bikes’ more quirky developments: like
the 200cc four-stroke engine within the cast rear
wheel of a 1901 Singer (a very rare specimen, the
third oldest all-British motorcycle known to the
VMCC; or the c1901 Coventry-built Excelsior, with
its 450cc engine mounted on the down fork; and
the 1906 Minerva V-twin side valve with its leather
‘Whittle’ belt-drive – they’re looking forward to
getting this one out for its centenary this year.
Before leaving, we ask about their personal
favourites. Peter has a soft-spot for the 1948
Norton International – as one of the fastest
machines of its day, it was at its peak when he
was a lad and he’d always dreamed of having one.
Phil’s are the 1901 Singer, “because it’s just such
an incredible, amazing bike – engineering art!”
and the 1937 Brough Superior, “The Rolls-Royce of
motorcycles”, because he’s “had some fantastic
holidays on it, touring thousands of miles around
the highlands of Scotland and through magical
places in the Outer Hebrides.”
Listening to them speak, we realise they’ve been
sharing a love story. In an age of rampant
commercialism, it's nice to know that some folk still
contribute selflessly to the community, and are
motivated, not by monetary gain, but by a passion to
breathe life into British motorcycling masterpieces.
The M&C Motorcycle Collection is one of the
Peak District’s top 10 tourist attractions – Phil and
Peter recently received the President’s Award from
the VMC for their contribution to vintage
motorcycles. The collection can be found off
Matlock Street, Bakewell, through the archway by
Wards Shoe Shop. It’s open (admission: £1.50 for
adults, 50p for kids) from 11am-5pm on the following
dates: 29 April-1 May, 27-29 May, 22-24 and 29-31
July, 5-7, 12-14, 19-21 and 26-28 August. MSL
Motorcycle Sport & Leisure
 REFLECTIONS YESTERYEAR
Text & Photos: Mike Jackson
Rubber saddles
O
ur picture of an A-model HRD,
complete with Guinness-quenched
rider, was taken a few years ago at
the Irish Rally, a long-standing event
each August, which runs across 600
miles of glorious back-roads around Kenmare.
The programme is not available so we can’t
name the rider, but the photo is included for no
118
better reason than it’s always fulfilling to see a
quality machine, mid-journey, in sound mechanical
condition. I’ll risk a guess that its capacious tank
bag isn’t stuffed with spares – the bike looks too
well prepared for that.
Although pre-war HRDs were much coveted,
one doesn’t need be an engineer to comment how
complex the ‘externals’ appear to the beholder. We
have to say what an excellent job designer Phil
Irving must have done, when, after the hostilities
were over, Vincent’s much tidier B series range
was revealed to a bike-starved market.
Although phased out in Irving revisions,
take a peep at that saddle. In this layman’s view,
a traditional rubber saddle was a great piece
of design.
Motorcycle Sport & Leisure

Produced mostly, I believe, by Dunlop they
blend with virtually any machine dating from 1935
through to 1950, and were nearly as comfy – if
comfortable is the correct word – as a traditional
Brooks or Lycett, given all the attendant springs,
and the materials that persistently tore.
Between 1954 and 1970, I was lucky to
compete in 500 or so trials events. For 499 of
these, my various bikes were fitted with Dunlop
Trials saddles – a tinier version of the one on the
HRD – a truly faithful accessory, fitted as
standard equipment to every trials bike worthy
of the name.
Motorcycle Sport & Leisure
YESTERYEAR REFLECTIONS
Beaulieu 2005. Leather-clad Graham Rhodes (left) and his father, Ivan, receiving full approval from world champions
Cecil Sandford and Bill Lomas (right).
Dunlop saddles were almost indestructible,
irrespective the misuse received. Saddles do
wear out, of course, but the rate would be much
harder to calculate than for tyres, say, or a chain.
Barring an accident where the top of the bike
came into contact with something sharp, it was
found that a saddle’s shelf life – or cheek life,
perhaps – depended primarily on a rider’s weight
and/or agility.
Having now enthused about the strength
of the humble rubber saddle, however, I was
both surprised and disappointed in 1970,
when, following a posting to Los Angeles for
Norton, I took along a trials bike, only to find
after three months of leaning it against a wall
in the fierce sunshine, that its rubber saddle
began disintegrating.
Our knowledgeable service manager,
Brian Slark, sympathised to the effect: “Hard
luck, Jacko, but you should’ve known to
apply some anti-smog solution, which we
have to use on the rubber bits of any bike
that ends up in LA.” We learn something new
every day!
Velocette lives
Time was when MSL was accused of
concentrating too much on Vincent, MZ, and
Velocette, to the exclusion of machines selling in
far greater volumes. The reason, possibly, was
Brian Thornton photo
that these three marques were often owned
and ridden by a proportionally larger group of
thinking motorcyclists than were the voluminous
brands. If this bold statement causes outrages,
then please check the letters page of a typical
issue of Sport, circa 1965, before asking the
editor where I live!
When it comes to keeping a favourite
brand alive and kicking, few folk work
more diligently than the Rhodes family,
from Derbyshire.
Velocette was 100 years old in 2005, which
resulted in Ivan and Graham Rhodes attending
innumerable functions at venues as diverse as
Dijon, Stafford, and Goodwood, where they and
VOC colleagues rolled out endless examples
of the black and gold, providing several
opportunities to appreciate the supercharged
Roarer, the amazing Model O – which, in 1939,
was arguably a more technically advanced
design than Edward Turner’s Speed Twin – a
cluster of ohc KTTs, and much else besides. At
Motorcycle World’s sunny Saturday session,
two world champions Cecil Sandford and Bill
Lomas, helped further enhance the Velo gathering
prior to going on stage in the adjoining theatre,
that evening, where Allan Robinson MBE
extracted a fine selection of Hall Green
anecdotes. Sadly, many of us will not make
Velo’s 150th anniversary. It’ll have to go some to
surpass 2005…
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 REFLECTIONS YESTERYEAR
Pneus by Kleber; biere by Kronenbourg; this month’s quiz.
Tapping into a 200…
this month’s quiz
While summer approaches with a greater
reluctance than we’ve witnessed for some years
–it’s –3C in the shade as these words are
composed in mid-March – it seems appropriate to
publish a picture from one of the most memorable
of all retro events.
This popular meeting ran for a decade before
switching, equally successfully, to a contemporary
location, slightly nearer the Equator. A bottle of
sparkling nectar awaits whoever 1) recognises the
engine unit, 2) identifies the event, and 3) in the
opinion of the editor, composes the most sparkling
caption. Don’t all rush, for it’s thirsty work! The
winner will be announced in July.
There’s something about an Indian
What a boost for the evocative name of Indian
these past few weeks. It was a sad day, half a
century ago, when the Springfield factory ceased
trading, having been at, or near, the forefront of
120
America’s home industry since 1901. It was
Harley’s toughest track and showroom rival
for many years, in a contest that makes the
post-war aggro between AMC and BSA seem
like a pillow fight!
Early year American machines (see illustration)
should be seriously regarded, for they frequently
led British manufacturers in transmission,
suspension, and reliability matters; indeed, Indian
and co dispensed with belt drive some years
ahead of the European factories.
As well as the ‘V-twins’ Indian went on to
produce rugged singles and fours, many finished
in that memorable livery known as Indian red. It’s
also rumoured that Moto-Guzzi’s V7 series evolved
from an Indian WWII military model – from a
production run of about 1000 – of which an
example was found abandoned in Calabria.
Indian’s biggest peacetime mistake was
to put their craggy V-twins aside, gambling
instead on an ohv vertical twin called Warrior,
an ill-fated endeavour that loosely duplicated Ed
Turner’s Triumphs, but proving troublesome
in service. Today, nonetheless, whenever
we encounter an Indian rider, one cannot fail
to notice the passion of ownership. And it
will endure…
Burt Munro, and that pinch of salt
According to a chum who works as a film critic in
the national media any new film in which bikes
feature prominently is automatically categorised
as “confrontational” by Fleet Street’s hacks.
Clearly their memories of Easy Rider, featuring
Dennis Hopper, Peter Fonda, and Jack Nicholson,
or Marlon Brando’s The Wild One, are taking a
generation or two to fade.
Can we imagine their annoyance, then, when
forced to view The World’s Fastest Indian (WFI)?
The recently released story of Burt Monro’s
incident-packed journey to Bonneville is a film
without any nookie and, aside from two vicious
speed-wobbles, contains no violence. This is why
it didn’t win an Oscar, and why – in their reviews –
the critics were grudgingly surprised. We, of
course, regard it as a very special couple of hours.
Thanks to Anthony Hopkins, who was on screen
Motorcycle Sport & Leisure

Early Indians aren’t quite the WMD they seem!
throughout and gave a masterly performance, this
is a film your non-riding neighbours will also enjoy.
Exiting the cinema they’ll be shaking their heads
and saying they can at last now understand why
we motorcyclists are so obsessed.
Do go, but remember you have an inbuilt
advantage over Joe Public. At the beginning you
see, Joe – who knows all about Harley-Davidson
– hasn’t even heard of Indian, nor knows anything
of the impact of Bonneville Salt Flats upon
motorcycle history in general. When watching
Titanic, of course, everyone was aware how it
ended but, with WFI, we cannot anticipate its
conclusion. Rest assured, it brings tears to
glass eyes.
Nevertheless there are a few anomalies that no
one has yet been able to clarify.
The screenplay purportedly unfolds in the mid-
60s, yet every Yankee automobile depicted in
Monro’s epic journey from LA to Utah dates from
the previous decade. Then, when finally arrived at
Bonneville, we see Bert’s Indian clocking 200-plus
mph on screen, yet in the record books he never
topped the 200 mark over a timed mile. It was still
Motorcycle Sport & Leisure
YESTERYEAR REFLECTIONS
a gigantic achievement on a hand-made bike
dating from the 20s…but why does Hollywood
distort such facts?
And another thing: Rollie Free, who in 1948
famously wore bathing trunks to gain a land
speed record at 150mph on a proto Black Shadow
Vincent, is depicted as a heavily built, overly
loud Salt Flats groupie, whereas in real life he
was the opposite. But these are mere nit-picks –
it’s still the finest two-wheel film since On Any
Sunday. One positive aspect of the publicity
surrounding WFI is the refreshing change
from a constant barrage of spin about
Harley-Davidson!
Long way to the cinema
Your scribe undertook a 450-mile round trip to this
film’s glamorous Manchester premiere. Within the
500-strong red-carpet audience, were, apparently,
an actress from Coronation Street and a celebrity
footballer so, yes, this was undoubtedly a different
sort of evening, and will provide a rollicking tale Sir Anthony Hopkins stars in the best motorcycle film
for another time! MSL since On Any Sunday.
121
 REFLECTIONS LOOKING BACK
Text: David Wright Photos: Mortons Archive
Joey Dunlop MBE OBE
T
alk about any TT meeting from 1976-
2000 and the name Joey is bound to
crop up. It will be just Joey, no need for
a surname, for the little man who hailed
from Ballymoney became one of the
biggest legends in the near 100-year history of the
Isle of Man TT races.
In case there is any doubt about whom we are
talking, it is William Joseph Dunlop who, like his
siblings, was always known by his middle name
and, prior to his death in a racing accident in 2000
at the age of 48, described himself in unassuming
style as, ‘publican and part-time road racer’.
It is for his record-breaking 26 TT wins that Joey
is best known in the world of racing, for while he
competed in many short circuit events, it was his
achievements in the field of pure road racing that
brought him the admiration of so many. Such
admiration was earned by the skill, courage and
sheer unconventional manner in which he went
about his racing and winning.
Starting on the Irish roads in the early 1970s as
a typical hard-up clubman, it was 1976 before
Joey could afford to tackle the Isle of Man TT.
Finishes in 16th and 18th positions gave no
indication that he would return the following year
and win the Schweppes Jubilee Classic Race,
taking the first prize of £1000 from many, more-
experienced riders. Stuttering TT performances
over the next two years were discouraging, but
1980 saw a demonstration of great courage in
adversity, something that Joey endured plenty of
in terms of personal injury, loss of close friends in
122
racing accidents, and the many mechanical
problems that go with the racing game. It
happened in the 1980 Classic TT, where he rode as
a privateer on a two-year-old Yamaha TZ750
against the ‘works’ Hondas of Mick Grant and Ron
Haslam. With TT prize money much enhanced
there was plenty to ride for and Joey was in
determined mood but, part-way into the first lap
the retaining strap of his special eight-gallon
petrol tank broke, forcing him to hold it on with his
knees for the remaining 220 miles of the race. That
was one major handicap, but he still managed to
come in to refuel just in the lead. Then the Irish
privateer had to sit at his pit for an agonising 53
seconds as his crew used a conventional gravity
filler to brim his tank. Meanwhile in came second
placeman Mick Grant, into action went the no-
expense-spared Honda team’s quickfiller, and out
went Mick in 12 seconds flat.
Eventually rejoining the race, Joey began to
claw the seconds back. Not only that, he regained
the lead from experienced multi-TT winner Grant,
and took the flag in first place. It was a fantastic
comeback that he always considered to be one of
his finest and, after it, there was only one thing
that Honda could do – sign him to ride for them.
Getting Joey to sign on the dotted line for 1981
turned into something of a one-off, for although he
rode for Honda for the rest of his career, it was
often without the benefit of a formal contract (his
choice) and, in another unconventional move,
Honda allowed him to have custody of and to
maintain its ‘works’ bikes (again his choice).
The TT was always an important meeting for
Honda, for it was Soichiro Honda who said, “if you
are winning TT races you are selling motorcycles”.
Well, Joey must have sold a lot of bikes for them
because his 26 TT wins included five in the Ultra-
Lightweight 125 class, eight Lightweight 250, three
Senior, two Classics and eight Formula One. The
latter class was the predecessor of World
Superbikes and had its own world championship,
which he won five times, competing in Japan,
Portugal, Germany, Holland, Belgium, Italy and
Ulster to gain his crowns.
Racing on home territory at the Ulster GP and
the North West 200 yielded him many more wins.
Urged on by crowds from north and south who
really appreciated their road racing, Joey crossed
divides in that divided country and became the
People’s Champion.
Never one to seek the limelight, he was a family
man who also thought of others. In the 1990s he
went on several unpublicised solo trips to eastern
Europe in a van loaded with the necessities that
were unobtainable to many people there. Inevitably,
news did leak out about the missions that this man
of superstar status undertook as just an ordinary
Joe among the needy, but he sought no recognition.
Already awarded the MBE, in 1996 he received
an OBE, something about which he looked fairly
happy in the picture we carried on the front cover
of the May edition of that year. But, when he
received his award at Buckingham Palace, how
did Her Majesty address him, was it Mr Dunlop, or
was it just Joey? MSL
Motorcycle Sport & Leisure
 40 • 30 • 20 • 10 REFLECTIONS
Text: David Wright

May 1966
I The Vintage MCC took a bold decision to extend its interest beyond
pre-1931 motorcycles (classified as ‘Vintage’) to include any motorcycle
manufactured at least 25 years ago. It adopted a rolling 25-year rule that
created an annual influx of newly eligible machines and contributed to its
membership climbing from about 3000 in the 60s to 15,000 today.

I Top British Motocrosser Dave Bickers took part in his first ever ice-race in
Czechoslovakia and won. Using a borrowed Speedway-type machine with
spiked tyres, he expressed himself as delighted at being able to corner at
such an angle that the handlebars were touching the ice.

May 1976
I A reader wrote to say that he expected our road-tests to “report on important
details such as how easy it was to adjust the rear chain or to remove the front
wheel.” Now, he might have been prepared to get his hands dirty, but testers..?

I An estimated total of 120,000 fans paid £2 a head to watch the John Player
Transatlantic Trophy Races held over Easter at Mallory Park, Brands Hatch
and Oulton Park. Among the American stars were Kenny Roberts, Gene
Romero, Gary Nixon, Pat Hennen and ‘Man of the Series’ with four wins,
Steve Baker. Phil Read captained the Britain team to victory, supported by
Barry, Sheene, Mick Grant, Dave Croxford, Dave Potter and Steve Parrish.

I Yamaha promoted its RD400DX two-stroke with “It’s new, blue and
moves at 103mph.”

May 1986
I In among Department of Transport safety proposals to be
covered by future legislation was one for anti-lock braking on
motorcycles. It was a topic covered by regular columnist ‘One
Track’ who, while acknowledging that systems for motorcycles
were still in the experimental stage, liked the idea that “anti-lock
braking more than adequately satisfies the first requirement for safe
braking on a motorcycle, which is to keep the damn thing upright.”

I Italian Laverda machines were an acquired taste, but test rides

of the SFC1000 were offered at 12 British dealers with the
encouraging words “Without doubt the best Laverda triple ever
made – insanely fast and dominated by that huge three-cylinder
engine. Pumping out power with an almighty surging force that
makes you want to ride hard…”

May 1996
I Cover picture showed an unusual combination of a gentleman in
morning suit and topper astride a Honda bedecked in RVF stickers.
It was Joey Dunlop MBE, by then a 19-times TT winner, pictured
outside Buckingham Palace having collected an OBE for his
services to racing and charity work.

I Reporting the results of a survey of its members, the BMF told that
83 per cent owned a car, 10 per cent used their bikes for commuting,
25 per cent owned a Honda, 62 per cent rode a bike of 750cc or
above, and just over 50 per cent were in the up-to-40 age group.

Motorcycle Sport & Leisure 123

WHAT’S ON
Classic events
MAY 06
30-1/5 Ariel Motor club Italia,
Italian Ariel Rally.
1 Fleet Lions 24th Classic Bike Rally,
Fleet, Hants. Graham 01252 621283.
1 21st Notts Classic Car/Motorcycle
show inc BMC Day, Thoresby Pk,
near Ollerton, Notts. Andrew
Greenwood 01484-452002/fax 01484
452006/mob 07831 281284.
6 Rufforth Park Autojumble.
01904 738620.
6 Lanark Car/Bike A.J/4x4 spares day.
Mark/Barbara Woodward
tel/fax 01253 407779.
7 12th ‘Classic Car Mart’ Festival of
1000 Classics, Cholmondeley Castle,
near Malpas, Cheshire. Andrew
Greenwood 01484 452002, fax 01484
452006, mob 07831 281284.
7 Italian Bike Day, Ace Café, London.
0208 961 1000.
7 Lanark Car/Bike Autojumble.
Mark Woodward
10 Ace Café, London, Brit Bike Night
with Triumph/RE OC. 0208 961 1000.
12-14 Northern Ireland VMCC, IVVMC
Slieve Na Mon pre-1931 Run.
Details TBA.
13 Southern Classic Bike Show,
Kempton Park Racecourse. EGP
Enterprises, tel/fax 01344 883961.
13 Brooklands M/C Event, Sounds on
Saturday. Contact:
brooklandsmuseum.com
14 2nd Harewood Speed Hillclimb
Classic Car/Bike Show, Harewood
Hillclimb near Leeds, W Yorks.
Andrew Greenwood 01484 452002, fax
01484 452006, mob 07831 281284.
14 Rye Classic Bikejumble, Hamstreet,
Kent. Elk Promotions 01797 344277 or
www.elk-promotions.co.uk
124
17-23 Rudge Enthusiasts Club, World Rudge
Rally at Stow-on-the-Wold.
19 Bike Night/Performance ’n’ fast bikes
special. Ace Café, London.
0208 961 1000.
19-21 Spring Eurojumble, Netley Marsh.
Ticket hotline 01507 529300; stand
booking 01507 529430/1,
mobile 07799 698888.
20 Scorton Giant Auto & Bike Jumble,
North Yorks Events Centre.
01325 261905.
20-21 The Belvoir Steam Festival/Family
Show, M/C section. Bill 01526 834480.
21 Huddersfield Autojumble, Penny
Farthing Fairs, provisional, tel/fax
01773 819154, email: mail@pff-uk.info
24 H&H Classic Auctions,
Syon Park, London.
26-29 Pre-TT classic. 01624 644644.
26-29 The Welsh International
Motorcycle Show.
Plenty of bargains to hunt through at the
Spring Eurojumble, Netley Marsh 19-21.
27-9/6 TT Festival. 01624 644644.
28 The National Classic Bike Clubs’
Show, Stanford Hall, Leics.
www.oilyrag.co.uk
28 Twinshock Scramble Club Scotland,
club scramble, Powmill.
28-29 20th Cheshire Classic
Car/Motorcycle Show,
Capesthorne Hall, near Macclesfield,
Cheshire. Andrew Greenwood
01484 452002, fax 01484 452006,
mob 07831 281284.
29 Ringwood Autojumble, Cobham
Sports & Social Club, Merey,
Wimborne, Dorset. PD Promotions
01202 746733.
29 17th Yorkshire Classic
Car/Motorcycle Show, Ripley Castle,
Harrogate, N Yorks. Andrew
Greenwood 01484 452002, fax 01484
452006, mob 07831 281284.
29 Honda Bike Day, Ace Café, London.
0208 961 1000.
Motorcycle Sport & Leisure
NEXT ISSUE 548 ON SALE 5 MAY

MONTH in
BMW F800/R1200S

16,000 MILES ON
ECO BIKES

HONDA CBF1000

SUZUKI
M800
MARAUDER

130 Motorcycle Sport & Leisure