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OCTOBER 2007 ■ WWW.SUPERBIKE.CO.UK ■ UK £4.00 ■ USA $8.75 ■ CANADA $10.25

NEW NEW KNOW YOUR

BUELL ENGINE?
Exciting new At last! There’s Secrets of air-
BMW shock! a new engine cooled power

¡ GO OUT AND RIDE

BRITAIN’S
October 2007 UK £4.00
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PRINTED IN THE UK

RIDING
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GUIDE TO
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CORNERS

REAL WORLD
SECTION ¡ HEAD-TO-HEAD TEST

30 PAGES OF
EXPERT
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BIKES?
USED TEST ■ NEW VS OLD
■ WORKSHOP ■ RIDING
TECHNIQUE ■ Q&A
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THE BEST BIKE TESTS ■ THE BEST EXPERT ADVICE ■ THE BEST NEW KIT
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PAGE 46
Dead Funny
���������������������������������������������

Former funnymen now pushing up the daisies

The
editor
Editor Deputy Editor
Kenny Pryde Alan Dowds
TOMMY COOPER BENNY HILL
White rabbit...yellow rab- Fastest milkman in the
bit...white rabbit... west? Well not any more
urgghhh...thud
kenny_pryde@ipcmedia.com
020 8726 8444
020 8726 8445 alan_dowds
kenny_pryde @ipcmedia.com
@ipcmedia.com

Features Editor Real World Editor

Simon Roots Jon Pearson
PETER SELLERS BOB MONKHOUSE

“
You can’t fight in Shit on Family Fortunes.
here! Funny in cancer ads.
This is the war room
020 8726 8442 020 8726 8443
simon_roots jon_pearson
@ipcmedia.com @ipcmedia.com
I sat in on The amount
research on of advertising Staff Writer Road Tester
this magazine recently. We got Triumph spends David Bradford Dave Smith
RICHARD PRYOR RONNIE BARKER
groups of bike mag readers – not with us hasn’t changed Best known for
‘Live in Concert’.
Open All Hours?
He’s closed now.
just SuperBike – and asked them over time. The other idea that we Now dead in a box.

what they thought of the revamped always write that the newest bikes
020 8726 8440 020 8726 8419
magazine. I was ‘hiding’ behind are always better doesn’t hold water david_bradford
@ipcmedia.com
a screen in an adjoining room, either? Our regular ‘Old versus new’
eavesdropping, feeling a bit like a hasn’t always come down in support Art Editor Assistant Art Editor
Huw Williams Jayne Toyne
criminal and a bit like a pervert (no of new models and recent launch SPIKE MILLIGAN MIKE REID
He told us he was ill. The big man won’t run, run,
change there then...). test rides on the Z1000, the ZX-10R, run, run, runaround
In truth, the one thing that really Fazer and Yamaha FJR haven’t been 020 8726 8438
anymore.
020 8726 8439
pissed me off was the repeated thrilled by the ‘improvements’ in huw_williams jayne_toyne
@ipcmedia.com @ipcmedia.com
assertion that we newer models either.
were in the pockets I was ‘hiding’ I could go Web Content manager Editorial PA
Gemma Bailey Nuala Fitzgerald
of manufacturers.
Basically, the
behind a screen in on, but I’m sure
you’ve grasped the
ERIC MORECAMBE
Played the right notes, in the
JOHN BELUSHI
Toga! No, shroud.

argument was that an adjoining room, essential point.

wrong order.
020 8726 8204
020 8726 8419
nuala_fitzgerald

eavesdropping,
gemma_bailey@ @ipcmedia.com
we had to say nice We have to make a ipcmedia.com
things about new ‘good’ magazine,
feeling a bit like a
bikes otherwise the
manufacturers would criminal and a bit
a magazine you
can rely on to tell
Suits
Publishing Director
Small Print
Keith Foster An amnesiac walks into a bar...
pull their advertising you the truth and
out of the magazine. like a pervert if we started to lie,
020 8726 8400
keith_foster@ipcmedia.com
SuperBike is produced at Leon House, 233 High St, Croydon, Surrey
CR9 1HZ, part of IPC Country and Leisure Magazines, which is part
Marketing manager
I’m sure there you’d smell it a mile Adrian Vaughan
of the IPC Magazines Group. All enquiries on direct lines above or
switchboard on 020 8726 8000. Fax on 020 8726 8499.
are a few marketing off. At which point 020 8726 8401
adrian_vaughan@ipcmedia.com
General e-mail is on: superbike@ipcmedia.com

men at bike
manufacturers having a chortle over
this one. As is often the case with
conspiracy theories, the facts don’t
support the ‘magazine tests are
– reasonably enough
– you’d probably stop buying us. We
tell you the truth because it’s the
only serious and credible option we
have. Our independence is also your
Keith Fosters PA ...says to the bar man...
Natalie Hicks Call 020 7261 7704 if you have trouble finding us
020 8726 8402
natalie_hicks@ipcmedia.com ‘Do I come here often?”
Sales
Subscribe on the subs page. Full rates are £43.20 for UK and BFPO
surface mail, £53.50 Europe and Ireland air mail or £69.50 Rest
Advertising manager of World for air mail. Send cheques to IPC Media Subscriptions,

corrupt’ story.
In the past year Honda – whose
CBR600RR and Hornet came top in
recent group tests – has had two
pages of advertising in the magazine.
Suzuki, whose GSX-R1000 K7 was
‘guarantee’ that you can trust what
you read inside because, unlike web
‘experts’ and websites, you’ve got
everyone’s direct phone number and
email address if you think we’re out
of order. Plus, you know where we
Steve Jones Freepost CY1061, PO Box 272, Haywards Heath, Sussex, RH16 3FS,
020 8726 8415 or phone 01444 475675. Back issues are on 01733 370800
steve_jones@ipcmedia.com
Boom boom!
Display senior sales executive
Neil Handley Colour repro at CTT, Sutherland House, London E17 6BU, 020 8523
020 8726 8411 6705 Printers, St Ives Andover Ltd, Telford Gate, Westport Way
neil_handley@ipcmedia.com Ind. Est, Andover, Hants, SP10 3SF, 01264 387000, and distributors,
Ad production MarketForce, 5th floor low rise building, Kings Reach Tower,
Clare Payne Stamford St, London SE1 9LS. Tel: 020 7633 3300

”
020 8726 8316
our pick of the 1000cc crop, has live and what clare_payne@ipcmedia.com NEXT ISSUE ON SALE: 26/9/2007
advertised the same amount. we look like... Classified sales manager SuperBike is published by
Sue Bann Focus Network Magazines
When a bike is no good 020 8726 8412 and is copyright ISSN
susan_bann@ipcmedia.com no 0262 8456
– Triumph’s flawed Daytona TT600
Classified sales executive
or 955i – then we’ll say it. When Jay Firmager

50,023
020 8726 84127
Triumph started making great bikes jay_firmager@ipcmedia.com ABC
like the Daytona 675 and Rocket III,
then we’ve said what we thought. Audited sales figure from January - December 2006
Kenny Pryde Editor
 ���������������������������������������������

58
¡ COVER STORY
TWINS
Bikes
THIS MONTH’S
TOWER
If the naked revolution has passed you by then the trick
Ducati S4Rs and exotic KTM Super Duke R should stir
AT A GLANCE your soul. They did ours

■ FIRST LOOK
10 Buell 1125R

■ LAUNCHES/FIRST RIDES
16 BMW HP2 Megamoto
20 Harley-Davidosn 2008 range

■ NEW VS OLD
82 Kawasaki ZX-6R
Features
26 ¡ COVER STORY
�
■ USED BIKE KNEE DOWN BRITAIN
87 Honda CG125 Scuffing the deck with your knee is
about as satisfying as motorcycling
■ LONGTERMERS gets, but where can you do it? Our
guide starts in the Midlands
105 Kawasaki
ZX-6R 42 AIR-FORCE
26
Air-cooled engine may not be KNEE DOWN BRITAIN: Love cornering?
winning MotoGP, but there’s a time
106
We show you the best places in Britain
Suzuki and place for them, as Al explains
GSX-R1000
48 BRANDS INDY GUIDE
100 BMW
K1200R Sport
Leon Haslam has done more
laps here than a cat at its milk
bowl. Learn from the master

107 Honda
CBR600RR
50 PIRELLI SUPERSPORT
‘Win on Sunday, sell on Monday’
doesn’t just work for bikes, it rings
true for tyres too, as JP finds out
111 Suzuki
GSX-R600 64 CYPRUS THRILL
Super-trick bikes belching out huge
horsepower on a Mediterranean
108 Yamaha
YZF-R1
island? Has Al found heaven?

132 DUTCH MASTERS

There’s nowt flat about Holland’s Ten
132 TEN

104
KATE:
Triumph Kate supersport team. Kenny finds Secrets of the
flying Dutchmen
Speed Triple out how they’ve won six WSS crowns

Real World
THE BEST RIDER’S HELP AND ADVICE SECTION
86
Regulars
10 NEWS A Buell with water cooling?
Lamentable security products? Good
times in Germany? Whatever next
30 LETTERS Where would we be
without our dear readers? Two great
pages short in the mag, that’s where
36 STUFF
The relentless spewing of fine
products from Planet Manufacturing
continues. Enjoy
69 CENTREFOLD
SuperBike favourite Mackenzie falls
over at the prospect of a
massive German - the
HP2 Megamoto
78
OIL: What it is, what
it does and what to
look for
74 Q&A Stop banging your head
against a brick wall and write to us
with your woes. We’ll help. Promise
78 OLD VERSUS NEW Kawasaki’s
ZX-6R has long been the nutter’s
favourite weapon. But which one?
83 SECOND-HAND TEST The Honda
CG125 may not flood your cock with
blood, but it’s a handy little tool
86 BEST OF OILS Liquid engineering,
so went the old Castrol ad. And given
its importance, it’s an apt description
90 I AM YOUR Crank. You wouldn’t get
very far without one, so Al explains
the whys, whats and hows
92 BEST OF EVERYTHING
We don’t want you to wear shit, that’s
why we’re happy to recommend this kit
94 SET-UP If you could press the pause
button, what would your suspension
be doing? Bob reveals all
83 USED TEST:
The CG125 – an awesomely powerful
machine (when you were 15)
98 WORKSHOP: Crashed your bike? So did
our editor. Dave shows you where to
begin to pick up the pieces
3 0
PAGES
USED BIKE: Kawasaki’s
supersport ZX-6R
96 LONGTERM STUFF How has our
kit fared during the sodden summer?
98 WORKSHOP Kenny kindly crashed
his bike to help you sort yours
100 STAFF BIKES The busiest month
yet for the fleet. Trackdays, trips
abroad and plenty of fettling
110 RIDING TECHNIQUE Fancy a
break? Go on, you deserve a holiday.
Follow these top touring tips
136 YOUR SPACE
If we think we’ve had a busy month,
then you soon put us to shame
139 FUNNY STUFF
Jokes, gags, funnies.
Call ‘em what you want,
but they’re all good
¡ THE BIG PICTURE
KING KENAN’S FIRST
Pic: Graeme Brown - 2Snap

Christmas came early for Turkey, when Hannspree Ten Kate Honda rider Kenan
Sofuoglu won the world supersport title with three races to spare. Sofuoglu,
the first Turkish rider to win a motorsport world title, is pictured at Monza
where he yet again stuffed the grid to win.
1st LOOK

WATER
SPORTS
Erik Buell finally kicks Harley Davidson motors into touch with a
real motor for his radical new 1,125cc powered sportsbike

W
henever Buell
motorcycles have been
mentioned in the past,
the metaphorical 500lb gorilla sat
on the pillion seat has always been
the engine. For reasons best known
to himself, Erik Buell, the firm’s
founder, stuck with the antiquated
and underpowered, air-cooled
pushrod V-twins that have made
Harley-Davidson such mediocre
performers over the decades.
Sure, dressed in chrome, and
potato-ing down Sunset Boulevard,
or Daytona’s main strip, they make
perfect sense. But crammed into
a ‘sportsbike’ with the steering
geometry of a 250GP racer and
pretensions to performance
greatness, they were hamstrung to
the point of irrelevance.
That’s all set to change with
this new Rotax-built water-
cooled, high-performance
engine crammed into another of
Buell’s trademark, slightly-weird
sportsbike chassis’. Dubbed the
1125R, the new bike has class-
matching claimed dry weight
figures too and promises plenty
of track performance with all that
power.
JP is riding the mighty machine
at Laguna Seca, of all places, just
about the time you’re reading this
so check on www.superbike.co.uk
for his first thoughts. Buy the mag
next month for more insight but in
the meantime, here’s what makes
it tick.

¡ BUELL 1125R
Engine
Type: Liquid cooled, 72° V-twin,
Displacement: 1,125 cc
Bore x Stroke: 103 mm x 67.5 mm
Compression: 12.3:1 The power of a proper sportsbike with that trademark
Carburation: Fuel injection, 61mm
throttle bodies
dash of Buell character could make this a winning formula
Gearbox: Six-speed, belt

Cycle Parts
Chassis: Aluminium twin spar, fuel
in frame
Suspension: (F) 47 mm Showa USD fork,
fully adjustable (R) Showa monoshock,
fully adjustable
Brakes: (F) 375mm rim-mount disc,
eight-piston caliper (R) 240mm disc, dual
piston caliper
Wheels/Tyres: cast aluminium/ Pirelli
Corsa III 120/70 180/55 ZR-17
Seat Height: 775mm
Wheelbase: 1,384 mm
Capacity: 21.2 litres (5.5gal)
Dry Weight: 170 kg (374.8lb)

Contact
0870 9049984
www.buell.com

¡ Swingarm
Cast swingarm thankfully
doesn’t hold the oil
reservoir as on previous
Buell designs. Belt final
drive remains though and
will take even more of a
beating.
¡ Wheels
Cast aluminium rims have
lightweight six-spoke design,
check out the front. OE Tyres
are Pirelli Diablo Corsa III

10 OCTOBER 2007 www.superbike.co.uk

www.superbike.co.uk
 FRONT END NEWS

MR BUELL

ERIK THE
BIKE KING
There aren’t many motorcycling pioneers
left, but Erik Buell is one such man. As a full
time Harley-Davidson employee, Buell took a
British-made Barton engine and made a chassis
for it to take himself racing. That was way back
in 1981, and by 1984 the Buell Motor Company
was formed. The connection with Harley was
made with the purchase of a job lot of old
XR1000 race engines and the rest, as they say,
is history. Harley bought Buell outright in 2003,
but Erik Buell still heads up the engineering
and design aspects of the firm
as ‘chairman and chief
technical officer’ of
Buell Motorcycles.

¡ Brakes ¡ Fuel injection

Front brake has a massive Dual 61mm throttle
375mm disc attached to the bodies have six-hole
wheel rim in trademark injectors. The
Buell fashion, allowing dual-outlet
lighter wheels since exhaust is mounted
brake forces are transmitted under the engine and
through the rim, not the the clever design has no SO WHAT
spokes. Eight-piston brake exhaust butterfly valve MAKES IT TICK?

THE
caliper looks mental but
should work well but

HELICON
aren’t radial mounted
though. Smart rear caliper

BRIEF
is ‘hidden’ behind the
¡ Water cooling
swingarm and bites on a
Radiators are vertically
240mm disc
mounted and have large split

¡ Airbox
scoops to direct air in. Hot air
is vented out underneath and
Dubbed the ‘Helicon’, this trademark-
Large 12 litre box has a behind the rider riddled motor looks like a good ‘un
central ram-air intake
between the fork Specced by Buell the primary rotating
legs, under and built by Rotax, imbalance, and one
the lights ¡ Frame it’s a 72°, 1,125cc to absorb the rocking
Cast frame uses a new V-twin that puts out couple vibration
‘ablation’ casting process across the crankshaft.
146bhp@10,000rpm,
making it tougher and lighter
than conventional casting. and makes a healthy Lubrication is dry-
The design is hollow, and 82lbf ft of torque (a sump, and the clutch
holds 21 litres of fuel, while Ducati 1098 claims has a pneumatic,
¡ Forks
internal channels help direct 160bhp slipper design
47mm USD Showa units,
hot air away from the engine
and out the back of the bike
and 90.4lbf “Specced akin to that
with full adjustment for
spring preload, rebound
ft). The
top-end has by Buell and on the Aprilia
RSV engine.
and compression damping four-valves built by Rotax, The gearbox
per cylinder,
and the
the engine is isreduce stacked to
overall
cam-drive a 72°, 1,125cc length, and
is by a chain V-twin that the output
to the inlet sprocket has a
cam, then by puts out damper built-
gear to the 146bhp.” in, saving
exhaust cam. unsprung
Finger cam weight by
followers moving it from
operate the valves, the rear wheel.
and are adjusted with It’s all pretty clever
shims. Bore and stroke stuff, and looks
¡ Shock is 103x67.5mm. like it could really
Showa unit has a piggyback The 72° angle combine the power
reservoir and is again means the engine of something like an
adjustable for spring uses balancer shafts Aprilia RSV with a dash
preload, rebound and
to reduce vibration. of Buell character.
compression damping. No
separate high/low speed It has no less than Watch this space to
adjustment though three – two to reduce find out more.

www.superbike.co.uk OCTOBER 2007 11

 FRONT END NEWS
This month’s
industry
bitching, back-
stabbing,
general
idiocy and
grateful
thanks...
¡ WRONG. WRONG. WRONG.
Were we deliberately fed a bit of
disinformation last month? We ‘reported’
that Bike had a new editor. Turns out it’s
not Guy Proctor, it’s...laughing boy Steve
Rose, currently helming RiDE. A nation
of freelances, magazine readers and
jaundiced journos waits for earth-
shattering changes. And starts taking
bets on the first five-page story on the
Honda RC30.
¡ I’LL BLOODY SHOW
THEM SLAGS
Simon Warburton, Triumph’s product
development manager, decided to
‘keep it real’ on the launch of the new
Street Triple. Inspired by Triumph’s tame
stunter Kevin Carmichael and a host of
ham-fisted journos popping shit wheelies
on the Street Triple, Warburton decided
to show everyone how to...flip one. With
Carmichael’s words echoing in his ears,
Simon clutched the bike up in first and
quickly got it into second. This worked
for a few passes before the inevitable
happened after six passes and he flipped
it. Now that’s what we call product
management.
“...and here’s
one I flipped
earlier.”
¡ CREDIT WHERE IT’S DUE
We admit that Simon’s a busy boy, but
not that busy to have written the ‘Testing
a new bike’ feature in August and the
‘Who do you think you are’ feature in the
September issue. Mossy did the first one
and Bertie Simmonds did the second.
And didn’t they do well?
¡ THANKS
Thanks this month to the man some call
‘Too Tall Tonge’ but we call Simon; he
knows his spanners. And also to top man
(but shit stuntman) Simon Warburton for
some tech info. Word to our dawg Paul
Stroud from H-D for looking after Simon
in der Big Apple, and chiz to Jerry at
Alpinestars and Miles of Aprilia for being
lunch dates and enduring the editor’s
rantings. Two beers and he’s anyone’s...
12 OCTOBER 2007 www.superbike.co.uk
17%
■ SUPERPOLL
Engine tuning
Q
If you had
£500 (or
local equivalent)
spare to spend
on bike-related
fun, what would
you do with it?
26%
Track time
YOU SPENT
IT ON WHAT?
Imagine, £500 in free money. We asked you to indulge your fantasy on our web poll this month and
you revealed yourselves to be a bling-oriented bunch
Actually that’s unfair.
Most of you wanted to
ride your bikes more and look
good while you were doing it.
Or maybe when you voted for
‘Riding kit’ you meant new
lids, a new back-protector
and some new boots and
gloves. Safe and good-looking
...THE CULTURE SHOW
MotoGP in Camera
£30 Haynes Publishing
The cliché is often true. A picture
is often worth a thousand words
and there are plenty in here that
will leave you speechless. The
good thing about this book is
that it uses images from several
agencies rather than just the one,
so the picture editor has had a
lot more photographs to chose
from. It makes for a book that
does what it says on the spine
– MotoGP in camera. 240 pages,
lots of pictures. £30. Published by
Haynes with words and captions by
everyone’s favourite, King Anorak
Julian Ryder. Book early for
Christmas, so to speak.
Barry
£18.99 Sphere
Yes, it’s another book about Barry
Sheene, this time by paddock
joker Steve Parrish and paddock
commentator Nick Harris. The pair
tell a well told tale, but if you’re
a Sheene nut I’m sure you’ll find
a couple of nuggets within the
text. Best line? When asked by a
nurse if he was allergic to anything
during his terminal illness, Sheene
replied, “Yeah. Fucking cancer.”
6% 21%
Paint job
New riding kit
SUPERPOLL: NEXT MONTH
Q Do you think that new bikes are getting too
powerful? Click and vote at www.superbike.co.uk
at the same time. riding, it seems you fancy
Actually, if you look at more power more than a
the results they could be better handling bike. If it was
interpreted as meaning that a toss-up between spending
you want to ride your more money on engine or chassis
powerful bikes around tracks modifications you lot want
and look good while you did it. more power please!
And, although we don’t And, of course we could
know what bikes you were have guessed, you don’t
GERMANS,
FAWLTY?
Simon (above) attended the
BMW Motorrad Days shindig
in Garmisch-Partenkirchen
in undercover mode to check
it out. In true ‘From Dawn Till
Dusk’ style, the day’s events
pale into comparison to the
evening’s. When the lights go
out, the party really starts with
those crazy Germans showing
the rest of Europe how to par-
tay, Euro dudes. If you thought
BMW’s were boring, then think
again. Well, OK, maybe they are,
but the piss-up makes up for it.
It’s worth a visit if you happen to
be passing.
8%
Bet it on Casey Stoner
15%
Riding holiday
8%
Chassis work
care much for gambling,
because only eight per cent
of you reckoned on doubling
your free money by betting
on Casey Stoner to win the
MotoGP title. In short, it
appears that you’d rather ride
than do anything else – which
is as it should be, is it not?
Book early!
Fancy a bike trip abroad?
Check these out. Some
are next year, but others
are yet to happen. Check
the web.
BMW Motorrad Days
Where? Garmisch-
Partenkirchen, Germany
When? July
Triumph Tridays
Where? Neukirchen, Austria
When? June/July
World Ducati Week
Where? Misano, Italy
When? June/July
Harley-Davidson
European Bike Week
Where? Faaker See, Austria
When? September
KTM Festival
Where? Hungaroring, Hungary
When? September
 FRONT END NEWS
CHAIN
SECURITY ALERT
REACTION
A recent episode of the ITV London’s ‘Gone
in 60 Seconds’ uncovered lamentable levels
of security offered by some bike locks. So are
the products you trust really keeping it safe?
T
he documentary,
which focused on the
problem of bicycle
theft in London, tested a
range of locks and found
most of them woefully
vulnerable in the face
of criminal attack. After
defeating some cheap
cable locks with shocking
ease, the programme more
worryingly undermined
the resilience of some
heavyweight chains.
Each of these locks
BIKING BUSINESS
FINANCIAL TIMES
Some big names in biking have been bought and sold
recently. Good news for us? Or not?
The first buy over to
make headlines was MV
Agusta flogging Husqvarna
to BMW for an undisclosed
sum. As usual, Agusta claims
that the money raised will be
channelled into developing
new products for both MV
- Cagiva. As usual, nothing
will happen. BMW plan to run
Husqvarna along the same
lines as its Mini car brand
– leaving it alone basically.
Clearly BMW likes the idea of
Husqvarna’s sales network
14 OCTOBER 2007 www.superbike.co.uk
into chain testing is being
performed.”
Our advice is still to
buy the biggest, heaviest
and most expensive chain
you can afford, make sure
the padlock matches
its quality, and keep the
Doberman hungry just in
case. Some kind of chain is
always going to be better
than nothing at all, even if
all it does is dissuade the
opportunists. You can watch
the full documentary at
www.itvlocal.co.uk/london/
documentaries
BEAT THE CLOCK
IT TOOK
HOW
LONG?
Under attack from
heavy-duty bolt-
croppers, selected
chains were defeated
within a matter
costs £100 or more, and 1.07m bolt-croppers (the prepared using information of seconds. The
is Sold Secure-approved. same type used in the from the police forces and programme claimed
The Abus lock is graded at programme). So how insurers on the methods that the Abus ‘City
Pedal Cycle Gold can you trust of theft and tools utilised X-Plus’ was cut through
standard, while “A range of locks the approval by criminals. These in eight seconds;
the Kryptonite and tested was found standards, and specifications are constantly Kryptonite’s ‘New York
Fahgettaboutit’ held
Squire products to be woefully how can you monitored and the services
out for a forgettable
are rated to the vulnerable in the choose a lock of a technical consultant
11 seconds; while the
highest Gold level.
face of criminal that will protect are used to assist with, Squire ‘MC4’ lasted a
Compliance with your bike? amongst others, this area mere three seconds.
attack..”
this latter standard SuperBike sought specifically. Subsequent to
supposedly reassurance from the ITV programme, a
denotes that the locks have Sold Secure. more detailed
been tested to withstand “[Sold Secure] test and in depth
a five-minute attack using specifications have been investigation
as well as its younger
customers switching to BMW
in the future. In 2006 BMW
sold 100,000 bikes compared
to Husky’s 12,000.
Also in the news was
Dainese buying Italian
helmet producer AGV from
its current Belgian owners.
Strategically, it makes sense
for Dainese, who now own
every piece of kit worn by
Valentino Rossi, from the
toes of his boots to flies on
his visor tear-offs.
 1st RIDE
BMW HP2 MEGAMOTO

A degenerate form of art or BMW’s “High Performance” answer to a supermoto

bike? Brave rebel or corrupt imposter? JP went to find out
Words: Jon Pearson Pics: Jason Critchell

16 OCTOBER 2007 www.superbike.co.uk


E ntartete Kunst was the
name adopted by the
Nazis to describe modern
art. Modern art as we
know it, that is: all bold
shapes, abstractions and
selfish. The Nazi version
of ‘modern’ art was a
puritanical, traditional
type of thing, perfect Aryan
males standing proud in
a harvest field, pitch fork
in hand and a woman with
babe in arms sitting on the
edge of the hay cart – you
get the picture.
The BMW HP2
Megamoto is degenerate
art. Degenerate art from
BMW HP2 MEGAMOTO
AT A
GLANCE
Engine: 8v, single
high cam, flat twin
Displacement: 1,170cc
Power: 113bhp
Torque: 85lbf ft
Weight: 167kg
BMW’s take on the large capac-
ity supermoto which looks like
a pared-down R1200GS without
the comfortable seat, protec-
tive fairing and heated grips
(amongst other gadgetry).
Rides like a 1200GS which has
been on a crash diet, ditched
the wife and kids and gone on a
bender to Ibiza.
the point of view of most
other BMW motorcycles,
ever. BMW is not averse to
down the coast road: a
competent and massively
versatile bike but a bloody
suspension set-ups, just
high quality Marzocchi
forks and an Ohlins shock.
– torquey, flat power that
will pull a house and
wind itself up to a decent
making a visually exciting heavy thing with over- Standard road tyre sizes, speed in an uninspiring
motorcycle but what it complicated suspension a lightweight steel frame way before tailing-off
rarely achieves is an and braking systems and and the biggest shock earlier than you want.
exciting performing one. not enough power. That’s of all, a version of the BMW has re-worked the
The HP2 is different from how it looked at first famous flat twin motor standard flat twin motor
every BMW I’ve ridden glance. which feels powerful. Wow. to the point where it’s
before because it behaves But if you thought Conventional Beemer- quite exciting to open
‘normally’ and has that, like me, you’d be types will be shaking their the throttle. The tickover
decent performance. It’s wrong and the reasons bearded heads at this bike. seems familiar but the
degenerating everything why are very simple. The exhaust note has changed
I think BMW motorcycles Megamoto has powerful Second wave thanks to an Akrapovic
have come to stand for. brakes which aren’t ABS, On the face of it this pipe and it quickly feels
I was expecting linked or servo-assisted. apparently heavily out- like something else has
something like the BMW It has none of the duo- dated flat-twin engine been hidden inside that
R1200GS as I rolled away lever shenanigans you’ll should behave more large lump of aluminium,
from Brighton and away find on most other BM like a diesel van motor magnesium and steel.
www.superbike.co.uk OCTOBER 2007 17
 FIRST RIDE BMW HP2 MEGAMOTO
Power is strong and
responsive and it keeps
revving and pulling, almost
coming on in a second
wave like a power-band,
around 6,500rpm. We’re
not talking about GSX-
R1000 (or even BMW
in-line four) engine
performance, but you feel
something lively is lurking.
The drawbacks are
few but £12,595 for very
limited availability are
two. A lack of ‘gadgetry’
doesn’t apparently show
much reward for your
money either and those
beardy BM types will be
disappointed by that. But
BMW HP2
MEGAMOTO
WHAT
MAKES
IT TICK?
Know HP?
Basically the High Performance range
was the result of BMW designers
being given a free-reign to build what
they wanted (presumably within some
reason). The brief for the Megamoto
was to make a specific bike for the
large capacity supermoto market. The
HP brand of bikes are deliberately
exclusive (less than 30 ‘motos will hit
the UK dealers and most are already
sold). The emphasis being on quality
not quantity and the price tag reflects
this. Plenty of the HP2 Enduro version
have sold in the UK with the same
price tag. The HP brand is growing
too: HP4 musclebike anyone?
Chassis
It might look similar but the
HP2 Megamoto is 21kgs lighter
(claimed dry weight) than the
1200GS. It is based on the HP2
Enduro’s steel trellis-type design.
Ohlins shock and Marzocchi
forks are re-vamped from the
Enduro, but with less travel.
18 OCTOBER 2007 www.superbike.co.uk
quality components as BMW’s line-up, a gap Megamoto is “exclusive” Specifications
standard don’t come cheap where all the engineering they mean premium. Price: £12,595
and the suspension for skill and expertise should That “less than 30” are NU ins. group: 14 (tbc)
example does seem to be surely have been able to being imported makes Engine
quality rather than making produce something with it very exclusive indeed. Type: Type a/c, 8v, single high cam,
an appearance in name more performance. The But, I quickly felt at home flat twin
alone. HP2 Megamoto is one on the Megamoto, and Displacement: 101x73
BMW makes giant dollop of filler in surprised at finding it Bore x Stroke: 101x73
competent motorcycles, that gap. had power, suspension Compression: 12:1
Carburation: BMS-K electronic fuel
there’s no doubt about and brakes which worked injection, 47mm throttle bodies
that. You want and The verdict? and that made an instant Gearbox: Six-speed, shaft drive
expect that at the very Degenerate Art? Why impression. A couple of Power: 113bhp@7,500rpm (claimed)
least. It should have top not? This bike represents hours later and I was Torque: 85lbf ft@6,000rpm (claimed)
class build-quality and degeneration of the BMW convinced it’s a bike I Cycle Parts
finish, plus you should norm, it’s something could happily live with. Chassis: Steel tubular, trellis type
be treated to first-rate bold and new, despite It’s the type of bike BMW Suspension: (F) 45mm USD Marzocchi
dealer service. Those appearances, and it should be making for fork, fully adjustable (R) Ohlins shock
facts remain fact. But brought a smile to my people who aren’t quite fully adjustable
there’s always been a face. I can’t help think ready for a pot-belly and Brakes: (F) Twin 320mm disc (R) Single
265mm disc
disappointing gap in that when BMW says the slippers (just yet). SB Wheels/Tyres: Cast aluminium, Michelin
Pilot Power (F)120/70-17 (R) 180/55-17
Seat Height: 890-910mm
Wheelbase: 1,615mm
Capacity: 13litres (2.86gals)
Wet Weight: 199kg (438lb)
Contact
BMW Motorrad UK 0870 5050 160
www.bmw.co.uk
Cosmetics
Tank, cockpit and fairing are made partly from
carbon and finished with a high-quality paint
pointing to the overall class of the BMW finish
and helping reflect some value for your twelve
and a half grand.
Engine
Externally the flat-twin motor looks like any
other but with 10bhp more than the HP2
Enduro. The main focus of development
was a more responsive throttle and plenty
of torque in the low and mid-range. It’s
new life in the old twin.
Wheels and tyres
Road-spec is the order of the day with common
or garden Michelin Pilot Power tyres on
regular 120/70, 180/55 wheels with regular,
non-servo-assisted, BMW brakes.
 HP2
Megamoto

For more information call your local dealer

MOTORRAD CENTRAL WEST NORTH OXFORD GARAGE SOUTH LONDON BMW
288, Kirkintilloch Rd, Wolvercote Roundabout, 1, Coulsdon Rd,
Bishopbriggs, Glasgow, Oxford, Caterham,
Scotland, G64 2PT Oxfordshire, OX2 8JP Surrey, CR3 5NE
0141 762 3443 01865 319000 01883 349433
www.motorradcentral.com www.oxfordbmwbikes.co.uk www.southlondonbmw.co.uk

CANNON MOTORCYCLES LTD WILLIAMS MOTORCYCLES WOLLASTON MOTORRAD

The Power Station, 326 Chester Road, Bedford Road,
5d, Enterprise Court, Old Trafford, Northampton,
Lakes Rd, Braintree, Manchester, M16 9EZ Northants, NN1 5SZ
Essex, CM7 3QS 0161 907 0340 01604 625404
01376 324600 www.williamsbikes.co.uk www.wbikes.com
www.cannon-bmw.co.uk
SOUTHPORT SUPERBIKES CLARKS MOTORCYCLES
C.W MOTORCYCLES 86-92 Eastbank Street, 472, Lickey Rd,
Unit 11, Southport, Rednal, Birmingham,
Great Western Industrial Centre, Merseyside, PR8 1EF West Midlands, B45 8UU
Dorchester, Dorset, DT1 1RD 01704 536 192 0121 453 3117
01305 269370 www.southportsuperbikes.co.uk www.clarksbmwbikes.co.uk
www.cwmotorcycles.co.uk
JOHN CLARKE TAYSIDE OCEAN PLYMOUTH
COOPER TUNBRIDGE WELLS BMW Rutherford Rd, St. Modwen House,
501-516, Dryburgh Ind Est, Longbridge Road,
Longfield Rd, Tunbridge Wells, Dundee Marsh Mills, Plymouth,
Kent, TN2 3UE Angus, DD2 3XH Devon, PL6 8LD
0845 1243155 01382 815993 Tel: 01752 202 828
www.cooperbmwbikes.co.uk www.john-clark.co.uk www.oceanbmwbikes.co.uk

BAHNSTORMER CHARLES HURST BMW MOTORRAD CALTERDON LTD

Gosport Rd, 547 Antrim Road, Harbour Rd,
Lower Farringdon, Alton, Newtownabbey, Inverness,
Hampshire, GU34 3DJ County Antrim, BT36 4RF Scotland, IV1 1UA
01420 587007 02890 848466 01463 236566
www.bahnstormer.co.uk www.charleshurstgroup.co.uk www.calterdonbmw.co.uk

This is an advertisment and does not feature the full official UK BMW dealer list
1st RIDE 2008 HARLEY-DAVIDSONS

BIGSAUCE
WITH
APPLE
It’s easy to dismiss Harley-Davidson
motorcycles as an American irrelevance,
but as Simon finds out in the States,
they do offer a different type of thrill
Words: Simon Roots
Pics: Double Red

I
n a dynamic sense, Americans are truly crap at building
vehicles. Their outmoded trains are weary and unprofitable,
their cars unnecessarily bloated and cumbersome
while their motorcycles are crudely unsophisticated and
lacklustre in performance terms.
But in an emotional sense there are few finer machines than
the ones proudly stamped with ‘Made in the USA’ on them. Train
rides through the Rockies, Mustangs motoring down Route 66
and Harleys thundering from gas station to gas station are all
clichéd experiences, but clichés exist for a reason.
The translation of these experiences into English loses some
of the ingrained emotion, as these machines become pale
pastiches of the real deal in a British environment, but there’s
an undeniable aura, around Harley-Davidson especially, that
keeps their manufacturing plants busy churning out nearly
350,000 machines a year.
Now 105 years old, Harley-Davidson is in rude health,
growing year-on-year for the last two decades. To celebrate,
the Milwaukee firm launched three new 2008 models in
New York and invited SuperBike to ride them to its Softail

20 OCTOBER 2007 www.superbike.co.uk

production facility in York, Pennsylvania. part of the firm’s 50-year-old Sportster range and occupies Where better to launch
Ever the cynic, I left Heathrow with my dynamic head on, the more affordable end of Harley’s range at £6,695. The a trio of Harleys
ready to eschew the romantic notion that Harleys in the Big Fat Bob, one of H-D’s Dyna machines, tops the ten grand than Fort Hamilton,
Apple would seduce the soft-hearted. After all, what could an mark and looks far more substantial to reflect European Brooklyn, for it
ancient V-twin motor housed in a rickety old frame offer me tastes better while the new Softail Rocker series (the Rocker was here that the
in a world of high-tech and über-powerful sportsbikes other Classic incorporates an ingenious pillion seat that is neatly Americans launched
an attack on British
than undisputable evidence of a premature midlife crisis? hidden when not in use) looks like a slice of pure Americana ships in 1776. Whether
A presentation the night before had enthusiastically that looks as if it’s come straight off the set of a modern these bikes would do
introduced the three bikes, helping to differentiate the three remake of Easy Rider. the same to Simon was
lumps of metal in my mind. The bare, but brutal, Nightster is The next morning, idyllic Central Park awoke to the sound another question

www.superbike.co.uk OCTOBER 2007 21

 FIRST RIDE 2008 Harley-Davidsons

Harley-Davidson Fat Bob

ENGINE: Air-cooled, twin-cam 1,584cc 45° V-twin POWER: n/a TORQUE: 91lbf ft@3,125rpm PRICE: £10,525

ENGINE EXHAUST SUSPENSION

Those 96 cubes splat out a whole Massively long, chrome Chunky 49mm Showa forks look
heap of torque, from way down in the 2-1-2 ‘Tommy Gun’ exhausts strong enough to use as scaffolding.
rev range too (although there’s no belch out that Harley tune The rear suspension is enclosed in
rev counter). The Fat Bob uses the all day. There’s nothing chrome covers, just like on the GSX-
96B motor that includes an internal quite like it R1000. Hang about...
balancer shaft to make the ride as
smooth as (rough-ish) silk
WHEELS/TYRES
The weedy 160 rear tyre gives
CHASSIS the Fat Bob a slim feel and
Forget any makes it an agile machine
notion of through town
aluminium twin-
spar technology
reaching H-D EQUIPMENT
just yet. A simple You get self-
steel chassis is cancelling
good enough for indicators which
cruisin’ and rubber are good in some
engine mounts situations, bad
help soothe the in others. Cruise
‘Parkinsons’ motor control is a crude
thumb screw

of thunder. Barking into life, the Fat Bob’s exhaust tone

One Fat Bob and one fat added to the melting pot of sights, smells and sounds,
knacker in beautiful, fatty announcing itself proudly to the city of 8 million souls. Using
harmony. Or something the stock motor of the Dyna range, the 1,584cc (96 cubes in
Americanese) block snarls menace from its ‘Tommy Gun’
exhausts, and as soon as you slump into the sofa-like seat
and lift your feet forward onto the pegs you can tell that the
ride ahead will be special.
And so it was. I could have ridden from Central Park, down
Broadway and across the Brooklyn
“The Fat Bridge on a C90 and still enjoyed
it, but on the Fat Bob it became a
Bob roars classic journey. With effortless grunt
available from barely idle, the Fat
between Bob could charge back and forth
20mph within the confines of New York’s
early morning traffic. With no filtering
and over allowed in the city (and most of
the country), the Fat Bob couldn’t
100mph display its easy handling, but this was
with definitely a machine that I could do
business with.
ease.” Away from the city, and heading to
the Amish heartland of Pennsylvania,
the Fat Bob again impressed, being
the most pleasurable of the three new machines to cover
the miles. With six gears, a recent innovation for Harley, the
Fat Bob roars between 20mph and over 100mph with ease,
and takes corners in a relaxed style, totally in keeping with
its posturing. The brakes, even aided by braided hoses (but

Roots doing his best CHiPs

impression on a 2008 H-D CVO
(Custom Vehicle Operations)
Screamin’ Eagle Road King

22 OCTOBER 2007 www.superbike.co.uk

hindered by the long fork
angle), are the shiest
element of the machine.
They slow the Fat Bob
gracefully, but there are
times when you’d want
the reassurance of more
braking power.
Jumping between
each machine over
the two days of the
launch soon found
favourites, the Fat
Bob being mine, but
professionalism ensured
that the Nightster
got its fair share of Laughing like a loon may not be
attention. Damned the right image, but sometimes
professionalism... you can’t help but smile
From certain angles,
the Nightster looks great, a tidy, retro image of a pared-
down Harley with neat little touches, like the turn signals
that incorporate brake lights, the sparkling spokes and the
uncluttered 1,200cc motor looking every inch the traditional
Harley lump. But this look is not all-pervading, and from the
front and rear, the width of your wallet represents the width
of the bike.
While the Fat Bob encases you in pure Harley heritage,

Harley-Davidson
Nightster
ENGINE: Air-cooled 1,200cc 45° V-twin POWER: n/a
TORQUE: 72lbf ft@3,200rpm PRICE: £6,695 (two tone £6,995)

SIGNALS ENGINE CHASSIS

Indicators to Using the 1,200cc Harley took us to
me and you, XL Evolution engine, its York factory and
Harley-Davidson blessed with fuel- showed us state-of-
uses a new injection from the the-art technology
turn-signal/rear 2007 range onwards, making antique-
light LED system the Nightster is design frames. It
to eliminate the underpowered would be irony, except
rear light from compared to the the Americans don’t
messing up the bigger bore bikes. do this
bike’s clear lines. It only has five gears
The reg plate will too
do that now

SUSPENSION BRAKES ERGONOMICS

H-D gave the Someone forgot to More sit-up-and-
Nightster more put on the other beg than lay back
rear travel from the disc and caliper. As and relax, the
twin-shocks for the such, the braking Nightster is a
European market. power from the traditional machine
Retro gaitered dual-caliper system that should appeal
forks complement is more shite-ster widely. A low seat is
the bike’s looks, than Nightster. This good for shorties,
and, I guess, its is not a machine to but there’s only a
performance practice stoppies on solo seat

www.superbike.co.uk OCTOBER 2007 23

 FIRST RIDE 2008 Harley-Davidsons

you sit on the Nightster and everything feels just a little
inconsequential. The riding position feels not dissimilar to
sitting on the throne; feet flat on the floor, arse perched
rearwards, squinting ahead. It’s a hard seat too, meaning
miles are more punishing to the body than the machine.
The 1,200cc Evolution motor feels weedy, and with only
five gears you sense that there’s too little going on. But
heading out of our night’s stop in hallowed college town
Princeton, you realise that there’s enough poke in this pig
to make wearing an open face helmet an uncomfortable
experience. With eyes streaming, it heads towards 100mph,
unnecessarily given the context of the machine, but at least
it proves its point – although not for long as its 12.5 litre fuel
tank drains far too easily.
The Nightster’s ability through the turns is as limited as
the Fat Boy’s. There’s more ground clearance, but with only
one front disc, stopping power is curtailed even further to
the point where you’ll have to reclassify what an emergency
is when stopping.
Consequently I was relieved to swap from the Nightster

Harley-Davidson Rocker and Rocker C

ENGINE: Air-cooled, twin-cam 1,584cc 45° V-twin POWER: n/a TORQUE: 86lbf ft@3,200rpm PRICE: £12,755 (£14,255 for the Rocker C)

ENGINE EQUIPMENT CLOCKS CHASSIS

It’s that huge slice The Rocker C offers a What time is it? Midlife crisis Is there a finer feeling
of rumbling torque neat pillion seat that time, that’s what. Should be than riding feet first
again, this time with stores under the seat a good laugh though down Broadway? The
just about everything when not in use simple chassis offers
chromed on it (in massive chunks of style
Rocker C guise). It but performance hasn’t
purrs away until you been sacrificed as you
wind the throttle open might think
when it starts to bark

SUSPENSION WHEELS/TYRES
Harley’s Softail The 19-inch front
series ape the tyre is waif-like
original hardtail compared to
choppers, but the massive
in a neat trick 240-section
of design they rear rubber
hide the rear that looks
suspension under great under
the seat ensuring the tyre hugging
comfort Easy Riders rear fender
never had

24 OCTOBER 2007 www.superbike.co.uk

 Barry Gibb loved the CVO Screamin’
Eagle Softail Springer

to its brethren, and while in performance and comfort

terms the Fat Bob was first choice, the Rocker was the
bike I wanted to be seen on. Custom bikes have been so
off my radar that I thought that West Coast Choppers was
a knife shop in Aberystwyth, but boy has that changed
with the advent of the Rocker. From its massive 240-
section rear tyre to its 32.5° rake angled Showa forks, the
Rocker, especially in the chromed and jet blue guise of
the Classic, is beautiful.
The innovation of the Rocker is the rear fender that
is mounted to the swingarm and moves with it just an
inch above the fat rear tyre. Clean lines sandwich in the
smooth running 1,584cc motor meaning that
style and substance go hand in hand and
to see the rear of the Rocker is a lesson in
“Buy a
jealousy, especially if you’re stuck on the
Nightster.
Rocker
In a straight line, the Rocker is and you’ll
remarkably stable given its extreme
geometry, massive wheelbase and skinny need an
front tyre, although it’s not the most
comfortable machine you’ll ever ride. The ASBO to
hidden rear shock does a decent enough job,
but New York’s roads aren’t the greatest and
be kept off
hidden potholes had jarring repercussions.
So long as you measure your speed
the King’s
carefully, cornering is compliant too. Road.”
Braking is the Rocker’s weak point, but
you’ll be too busy gazing at yourself in either
the mirrors or the chrome to worry about that too much.
So you can probably tell by now that I was seduced,
certainly by the Rocker and the Fat Bob. One unique city,
an iconic two days riding and three rumbling giants was
enough for me believe that there is a time and a place
for these mighty machines. As ever, whether that time
and place includes a wet Wednesday in West Wittering
is a different question. The bike best equipped to make
the leap across the pond is the Fat Bob with its burly
looks and bristling torque. The Rocker and the Nightster
fall at opposite ends of the price spectrum and perform
accordingly. Buy a Nightster and you’ll be forever
dreaming of bikes further up the range. Buy a Rocker and
you’ll need an ASBO to be kept off the King’s Road. SB

www.superbike.co.uk OCTOBER 2007 25

 KNEE-DOWN BRITAIN
THE BEST
OF BRITISH
ROADS SCOTLAND
In a new series,
SuperBike guides
you to the best
riding locations
in the land

NORTHERN
IRELAND THE
NORTH

THE
MIDLANDS

WALES

THE
SOUTH
EAST
THE
SOUTH
WEST

THE GREAT BRITISH KNEE-DOWN EXPERIENCE

THREE THINGS YOU NEED
1 A BIKE
Almost any bike will
do. Yes, you can get your
massive angles of lean
before you deck out, so
sling a cheek and half of
you hang your body off
far enough. But slower,
constant radius turns
knee down on a scooter a buttock into the corner, are the easiest to learn
if you try hard enough. look where you want to the not-so gentle art. For
So we don’t want to go and angle your knee this, read roundabouts.
hear any excuses in this just like they do on the They’re great to learn on
department. Sporty bikes telly. as you can control your
are dynamically the best body position, throttle
for this pastime due to
their devoted chassis and
compliant suspension,
3 A CORNER
Almost any corner
can turn into kneedown
and steering inputs
relatively easily. As you
develop the skill other
but from an ergonomic nirvana if you’re corners open themselves
sense, sit up and beg prepared to attack it up to you, but don’t bite
bikes can be better with enough speed and off more than your slider
because the knee is can chew.
physically closer
to the ground.
Tyres, likewise,
are key. Make
sure they are in
good nick and
properly inflated
and get them
warm before any
attempts.

2 A KNEE
Obviously, but
body positioning is
vital to touch terra firma.
Positioning your body
like you’re doing your
CBT is going to require

26 OCTOBER 2007 www.superbike.co.uk

 PART 1: THE MIDLANDS

Britain, Britain, Britain. There’s some good stuff in it you know. Including some of the best
riding roads in the world – if you know where to look. This month we’re in the Midlands
Words: Simon Roots Pics: Jason Critchell/John Noble/Jeremy Clifton Gould

The roads around Banbury near Oxford

offer spectacular riding when they’re not
underwater. Or blocked by burning pyres
of foot-and-mouth infested cows

T
hank god the Romans got
bored of Britain when they
did. Their straight-as-a-die
road building regime was great
for the expansion of the empire,
facilitating trade and moving
legions about quickly, but when
it comes to 21st century thrill-
seeking they’re a million miles
away from motorcycling fun.
Bikes are born to turn, and
with the growth of the British road
system, factoring into account
such trifling matters as land rights
and natural obstacles, the humble
corner was invented by Henry VIII
in 1532.
Since the birth of the bike,
we’ve been taking advantage of
this wonderful civil engineering
innovation ever since. The next
big step was made by another
king, this time King Kenny
Roberts. Roberts developed a
riding technique he’d seen Jaarno
Saarinen employ and, duct-taping
pieces of old visor and crushed
beer cans to his knees, Roberts
used his ‘dragging knee’ to support
himself through a corner. As bikes’
chassis and tyres have got better,
this godly act was taken up by us
mere mortal masses as kneedown
mania swept the country.
So in honour of 30 years of
kneedowns, SuperBike catalogues
the best roads in the land for this
wonderful experience. We kick
off our knee scraping tour of the
country in the heart of Britain, the
Midlands. It’s a really busy part of
the world traffic-wise, and with
no major hills, roads don’t have
big elevation changes following
extreme contours as they do in
other parts of the land. But don’t
dismiss the region: there’s still a
hoot to be had.

www.superbike.co.uk OCTOBER 2007 27

 KNEE-DOWN BRITAIN THE MIDLANDS
14

10 12 3 6
13
11 8
9
4
5
2
15
7
1

Best roads Roundabouts

1Fish Hill, Broadway
A44
It may be a 30mph zone, but it’s not 6 Orton roundabout
Peterborough
in a built up area so you work out Where our EMAP friends do pics if they
the implications. Two lanes on the can’t be arsed going far from their local
way up mean some great arcing office. It’s a big, sweeping, quiet-ish
angles are available across both roundabout with a decent surface, a
lanes, while if you head downhill junction-free end, and an easy 60-70mph
you get some cracking views cornering pace. But beware, the coppers
of Broadway and the Malverns know this too and won’t hesitate in
behind. throwing the book at you. Come off the
A1 at the A605 junction, and it’s the first

2A423
Banbury
In the heart of the UK’s
roundabout above the dual carriageway
heading into Peterborough. While here,
head back the other way towards Oundle
motorsports land (Team KR are (watching for cameras), then take the
based at Banbury), the A423 could A427 to Corby for a short seven miles of
be a proving ground for the regions awesome bends.
efforts. It’s fast, really fast at
points and there’s plenty to catch
you out. Kneedown opportunities
are few and far between, so keep
7Milton Keynes
Mythical metropolis of myriad
round junctions, Milton Keynes is a bit
your head tucked under the screen more quantity than quality in terms
and pick your lines carefully. of roundabouts. But the roads
boast a great blend of wide

3B6047
Market Harborough to
Melton Mowbray
dual carriageways, and fast
roundabouts. Drop the missus
off at Ikea, then go play.
One of the roads we use regularly
for road tests and photoshoots,
this road is dubbed ‘the Midlands
TT’, and it does indeed bear some
resemblance to the Manx course.
An amazing mix of corners,

28 OCTOBER 2007 www.superbike.co.uk

 Yup, it’s the A5004
from Buxton to
Whaley Bridge.
Technically, a
tad north of the
Midlands, but it is a
good pic...

Track action from Donington - where you

might just see some proper quick guys

Triumphs are born in Hinkley

and it’s well worth a visit

Sliproad Cars practice in the morning,

bikes in the afternoon. Entrance

This pic and below. The B6047 near

heaven is free, the roads around Mallory
are pretty good, and the café’s

8 M69/M6 junction
Market Harborough offers challenging
and exciting roads It may join two motorways,
but the slip road between the
M69 (south) to the M6 (east) is
a belter. It’s got a long, wide
radius, so if you catch it right you
can get you knee on the deck for
a good few seconds.
open too. Call 01455 842931
13Rockingham
Newly-built US Speedway-
style venue with massive banked
bowl and a slightly uninspiring
layout. Flat and car-biased,
but well worth a cheap evening
trackday. Call 01536 500500

9A14/A1(M) junction
Notable for the incredible
stretch of super-wide A1(M) it
leads onto as much as anything.
Incredibly fast.
Stop here
14 Donington
Home of the British
MotoGP, and one of the best UK
circuits to ride. Facilities have
been improved, but are still a bit
old-school. Call 01332 810 048

with some fast straights and
elevation changes thrown in, it’s
a challenging road, so take your
time first time down it. The local
cops use it for training runs too, so
and A1(M) in the process. You’re
lucky if you live near this road.
But this is a road that has claimed
many a journo scalp, so take heed.
Do as we say, not as we do!
10Triumph Factory
Pop in for a tour – although
you’ll need to arrange this in
15 Silverstone
Big, fast and a little
featureless, the UK F1 track has
advance with either the factory or very good facilities. Definitely one
a Triumph dealer. It’s well worth to tick off. Call: 08704 588 200 SB
it, mind. Call 01455 251700.
11The National
Motorcycle Museum
From classic bikes to the NEXT MONTH

you’ve been warned. While you’re
in the area, also check the B664
from Harborough to Uppingham,
saving a big wheelie for the super-
posh girls’ school at the end...
HIT THE
Norton Nemesis and more, the
5 B4204
Clifton upon Teme
There are loads of good roads to
museum is a great way relive
the kneedown past. Call 01675
443311 NORTH
the west of Birmingham, heading Tell us your favourite knee-
towards Wales, so you’re not
Race tracks down roads. Email suggestions

4B660
Bedford to the Fens
A great stretch of road that starts
off well towards Kimbolton and
then gets better as you head into
Cambridgeshire, crossing the A14
short of great circular routes.
We’ve picked these bends that
would make a great climax
on a triangular route between
Worcester and Kidderminster. Look
out for the farmers, mind.
12Mallory Park
Every Wednesday racers
pitch up at Mallory Park and have
a shake down session before
they do it for real at the weekend.
to superbike_letters@ipcmedia.
com. Or click on www.
superbike.co.uk/forums and
go to the ‘Rides and Roads’
section.

www.superbike.co.uk OCTOBER 2007 29

 ¡ CONTACTPATCH READERS’ LETTERS
Write to: Readers’ Letters, SuperBike Magazine, IPC
Media, Leon House, 233 High Street, Croydon, Surrey
CR9 1HZ E-mail: superbike_letters@ipcmedia.com

Letter
OF THE MONTH Careful, you could be preventing
a car mounting the island and
Letter Of The Month wins an parking next to the pillar there
HJC solid carbon lid worth £275

Broken tail ¡ Great train

(parking)
day to find a parking
ticket on the seat.
erected at the
station entrance,

(unit and bone)

robbery To my amazement, which states that all discriminate against
I have chosen to every bike had a motorcycles must everyone who
remain anonymous, parking pay the rides a motorcycle
“I’ll buy my £55
Check out the damage to my ‘07 Hornet caused by as this could affect ticket on usual tariff. and wants to
my first attempt at a wheelie. I followed all the usual my job. I commute the seat.
ticket and display Of course, catch a train from
procedures – except landing on the front wheel. Instead, to Birmingham Of course, it in a prominent we argued Birmingham.
I decided to land on my ass, chipping my tailbone and New Street station I joined position, maybe that there’s To add insult to
uglifying my beautiful machine. every day and have the queue right in the nowhere on injury, New Street
Now, insurance in Ireland is ridiculous, my third-party been doing so for of bikers middle of my a bike station has recently
premium is €1,850 (£1,237) and I’m 28 – so this is all years now. I always asking the seat. It will be to display been in the news
coming out of my own pocket. Yours painfully, park my bike on the attendant safe there. When a ticket. as being the most
Patrick O’Shea (non-sitting Irish biker) carpark’s central what the it gets stolen, I’ll What expensive place to
reservation, along tickets were pay again – £110 on earth is park – at £55 a day.
Ouch. Remember the with all the other all about. going on? So I’ll buy my £55
per day. Nice
title of Rossi’s book? bikes, as there is He said We hear ticket and display
“What if I had never not a dedicated that it was
incentive!” news about it in a prominent
tried?” Well in your case motorcycle bay. nothing to global position, maybe
you’d still have a bike if This area does do with him as he warming and right in the middle
you’d never tried so what not interfere with was only doing as how people must of my seat. It will be
the fuck does he know? road users and the management start to use public safe there. When it
is not used by had instructed. transport. So gets stolen, I’ll pay
pedestrians. He then directed what shall we again – £110 per
I came back to us to a shiny new do to encourage day. Nice incentive!
my bike the other sign that had been this? I know, let’s Anon

¡ Watch your backs

What a great summer I’m
having. On my way home
from work, I stopped at a
red light and, just as my
foot hit the floor, I heard the
sound of tyres screaming.
Next thing I know, I’m in
the air, watching my poor
¡ Two of a kind? little TL1000S bouncing
Is it me, or does Dani down the road. Next, I have
Pedrosa look remarkably a doctor telling me I have a
like Butthead, from broken back – never good
Beavis and Butthead? news, but what you going which involved lots of pain, smashed into the back of
I bet you’ve never seen to do? Keep smiling, that’s but it’s a step closer to me, let’s just say we’ll be
them in the same room. just me – I’ll get over it. I being back on the bike. having words!
Ian Conspicuous took my first steps today, As for the car driver who Kris, email

30 OCTOBER 2007 www.superbike.co.uk

FROM THE

FORUM S
Shoot
your
y
missus

¡ Join the best debates from

the biking world on our forum
at www.superbike.co.uk.
Check out this recent thread:
Was James
Toseland
right to sign
for Tech3 Yamaha
in MotoGP?
Oh dear, another good British
rider about to crash and
burn their career in Moto ‘for
foreign riders only’ GP I fear.
¡ Up the creek
without a... front end
My son and I are from
Triumph and we both ride
Triumphs – an ‘01 TT600
and an ‘02 Daytona 955i
– which turn plenty of
heads. A year ago, my son
(17 at the time) hit some
loose gravel in an S-curve
and lost his TT into a creek.
Fortunately, the creek had
955i front fork assembly
cheap on eBay and decided
to give it a try (the whole
front end cost the price
of one fork tube from a
dealer). I employed a local
machine shop to remove
the triple-tree shaft from
the TT and machined it
into the 955 triple-tree.
Everything else fitted OK.
I’m still repairing body

WIN
FastBikerBoy no water running and the parts with fibreglass

As already posted, BIG
mistake, to the point
of foolishness.
mrbiggles
It could be a smart move.
Nobody is denying that
Toseland is a smart cookie.
makka
I’d like to think he’d not make
a massive career move like
this based on what MIGHT
happen at Tech3. Would he?
xxrider
I reckon JT knows something
else is on the table as he
would not have signed for
Tech3/Dunlop on the strength
of their recent performance.
stuboy99
If James Toseland is the best
we have, I think we need
to look long and hard as a
nation to see what we can
do to bring on the younger
talent. I think we need to
start with a proper 125 and
250 national championship
rather than rely so much on
novelty classes to bring the
youngsters on.
chappers
OTHER HOT TOPICS:
Dodgy drivers on mobile
phones, track day dates
www.superbike.co.uk
soft sand bed made a good
landing spot.
The boy was not hurt,
even though he got his bell
rung, and the TT survived
with bent forks and some
body damage. I researched
the usual sources for
parts (eBay, salvage yards,
dealers) but couldn’t find a
source that fit my budget.
So I dreamed up a neat
idea – I found a Daytona
¡ You know it makes
sense
Recently, a man died in
a bike accident on the
outskirts of
our village.
Today, while
on the bike, I
came across
a long line of
stationary traffic.
Nothing unusual,
I thought, but
unfortunately
at the front
was a police
car picking the
remains of a bike
from a hedge. I
don’t know if the rider was
OK, but his bike was totalled
– I couldn’t even tell what it
was, and I can usually tell
what a bike is from a mile
off. His riding buddy didn’t
look too happy, either.
Yeah, so what, you ask?
Well, I’ve recently passed a
and glue, but the bike is
rideable.
The TT has always been
a good rider; its handling
and suspension are great,
but with the 955 front-
end it seems even more
nimble! It’s lost some of the
upright posture that was so
comfortable for long rides,
but the new front doesn’t
feel too aggressive.
Tim Hart, Kentucky
lot of bikers wearing kit that
would have the protective
qualities of a pair
of tights:
the man
on a Pan
wearing no
gloves, thin
slacks and
loafers (no
socks); the
young lad on
the GSX-R
wearing
jeans and
trainers, and
another bloke
on a GSX-R wearing
jeans and Doc Martens.
Do us a favour, lads,
don some proper gear to
avoid having your sorry
arse scraped off the road.
For the sake of an extra 30
seconds getting changed,
it may save you years of
rehab, or even your life.
Gaz, Kent
£50
THE
TURN E INTO
WIF D
HAR SH
CA
The original email
that came with these
got accidently deleted
(well it’s not the words
we were interested in
quite frankly). We think
they’re from someone
called John in Hull who
is now going to have to
supply a load more to
prove it’s his missus
and bag the nifty
Reckon you’re the next Helmut Newton?
Married to the next Kate Moss? Send us
your pics of the other half and if we print
‘em, we’ll send you a crisp £50
Send to: SuperWives, SuperBike Magazine,
IPC Media, Leon House, 233 High Street,
Croydon, Surrey CR9 1HZ
E-mail: superbike_pictures@ipcmedia.com
TXT: Attach your pic and text SUPERBIKE followed by a
space and your message to 0771 388 8008
(MMS cost 50p plus standard network charge).
SP: Eckoh UK (Ltd) Herts HP3 9HN

www.superbike.co.uk OCTOBER 2007 31

 ¡ CONTACTPATCH READERS’ LETTERS
¡ Spirit of ‘66
Thought you might like this
Trevor Bedwell, email
Well let’s see, you’ve turned up at
the new Wemb-er-ley on a 3 Lions
adorned bike, in matching kit, and
sullied the good name of Bobby Moore
by doing a fat burn out in front of his
statue. Like it? WE LOVE IT, get in
there my son, back of the net!
From schmooze to smash
I just thought I’d share these pics I
took in the Barcelona GP paddock
– and the damage to my lid and
my little Trumpet done on the way
home. Ouch. Not to mention the six
fractured ribs and perforated lung
– now that’s the real ouch.
What can I say about a day
at the MotoGP paddock? It’s like
nothing else you can imagine. I
spent a whole month anticipating
that elusive paddock pass. Then it
arrives and it’s real, a plain white
envelope from Dorna, which is like
winning the fucking lottery.
Who did I get to see? Everybody.
Will you truly get to meet Valentino
Rossi? Yes. Is Colin Edwards
really cool? Most definitely. Can
you actually talk to the mechanics
about tyres? Yes. Does Dani
Pedrosa know what a pen is? No.
32 OCTOBER 2007 www.superbike.co.uk
¡ Porsche schporsche
As a car driver and enthusiast for the past
13 years, I’ve always been involved in the
odd heated debate about bikes versus cars
– without ever having any experience riding
a motorbike. I was about to buy a (used)
Porsche 911 Turbo for about £50k, as I
always wanted one before my 30th birthday.
Then a mate persuaded me to have a
go on the back of his Fireblade. Although I
was hanging on for dear life, the experience
totally blew me away. The result? I phoned
to cancel the 911 order the following day.
Having already passed my CBT, since
that hair-raising Fireblade experience, I’m
looking to pass my Direct Access and get
myself onto a Bandit 650 before the end
of this summer. As for the £50k I saved
– with a bit of experience under my belt
next year, that GSX-R750 is going to be
mightily tempting.
Keith Chan, Livingston
Well, there you go, Keith. And if you stuff all
that cash down your pants, it may even look
as though you didn’t need a surrogate penis
extension like a Porsche anyway.
Is he a little prick? Yes. Is
there a chance of pulling off
your own MotoGP highside
on the way home? That’s a
‘Roger, Houston we have
a problem’. But let’s be
clear on this, if you ever
get the chance to go to the
MotoGP paddock, it’s a
must... Even if it means
doing hospital time.
Shaun Beevor
Didn’t they tell you about the
necessity of traction control?
Bastards! And as for Dani, well,
we rather suspect he was a bit
hyper, what with Catalunya being
his home GP and his bike not
working the way he wanted, and him
resembling Butthead out of Beavis
and Butthead and all.
 out braking.
the law.
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 STUFF NEW PRODUCTS
¡ SUPER
DAINESE RICHA
AXIAL RACE GP TOP RACE
BOOTS GLOVES
You wouldn’t really want to be These are Richa’s top-of-the-range
in Rossi’s shoes this year racing gloves, restyled for this year.
– chasing a flawlessly At only £80 a pair, they’re good
ridden, faster bike on value – they look as though they
superior tyres – but should cost more. There is plenty
you might still of tough PU protection,
want to wear his covering the knuckles and
boots. And here cuffs. The knuckles are also
they are. The Axial vented to prevent sweaty mitts,
Race has internal and there are elastic panels
protection, made from in all the right areas to allow
carbon and Kevlar, plenty of brake- and clutch-
that wraps around the grabbing finger movement. Kevlar
entire foot and is designed reinforcements bolster the leather’s
to prevent the ankle from abrasion-resistance at the critical
twisting. The upper part areas.
of the boot is made from
textile material, making it £79.99
easier to wear leathers over 01425 273344
the top, Rossi-style. A single www.nevism.co.uk
rear zip makes them easy to put
on and remove.

£219.99
01438 317038
www.dainese.com

DAINESE
SEAMLESS
UNDERSUIT
A leather suit is only as comfortable
as what you wear underneath it. And
it doesn’t get much comfier than
this, Dainese’s brand-new Seamless
Undersuit. It’s designed to fit closely
to the skin, as demonstrated here,
positively clinging to Liz’s
fine figure (oh, to be that
suit). It’s breathable,
quick-drying and
available in one- and two-
piece versions. Wearing
an undersuit also means
you don’t have to wrestle
with your leathers to get
‘em off.

£39.99 (shirt)
£29.99 (pants)
01438 317038

PAZZO www.dainese.com

BRAKE &
CLUTCH LEVERS
Pazzo sounds similar to Neil’s school nickname, so he ordered these levers for his
ZX-6R long-termer. They are used by several superbike teams, whose riders no doubt
appreciate the handy adjusters with which you can alter span while on the move. So
if your brakes begin to fade on a hot track session, you can easily make amends and
keep up the pace. Pazzo levers are available in standard or ‘shorty’ (1.25ins shorter)
lengths. The shorter option is less likely to snap off in a crash.

£129 0870 803 1863 www.speedycom.co.uk

36 OCTOBER 2007 www.superbike.co.uk

 LITTLE
CLIP- ONS
STUFF
BAR’S THE STAR
Get a handle on better steering by replacing standard bars with clip-ons

What do they do? What to look for

Clip-on handlebars are the point of contact between your
hands and the front wheel of your bike. They give you steering
leverage, accommodate your levers and throttle, and affect
the position of your arms while riding. Hence, there are
performance and comfort implications to consider.
Why do I need them?
The truth is, you don’t. As with many bolt-on parts, this isn’t
strictly a question of necessity. Standard handlebars are
usually set up in a pretty satisfactory position for decent
steering leverage and comfort. Nonetheless, clip-ons offer
some practical advantages for fast track riding and racing.
They allow a fuller range of adjustment, so you can set up the
width and height of your bars to suit your own preferences
and physical dimensions. They are usually lighter and
cheaper to replace than standard bars. Most importantly,
they make your bike look more racy.
Clip-ons are, relatively speaking, quite straightforward
pieces of kit. They consist of alloy tubes, stoppered with
nylon caps, with clamps to bolt them onto the forks. The
R&G
overall weight will depend on the type of metal used. Make CRASH BUNGS
sure they are well engineered and that force is spread evenly If you’re going to throw your bike
across the clamps when tightened up. You’ll want a high- down the road, you might as well
quality finish that looks good, too. fit some crash bungs. All going to
plan, they’ll bear the brunt and
save the pricey bits of your bike.
R&G makes protectors for almost
all sportsbikes. They are mounted
on high-tensile steel bolts.
From £55 0870 2206 380
www.rg-racing.com

PP TUNING
QUICK-RELEASE
FILLER CAP
Czech company PP Tuning makes
trick racing components and
sponsors the Stiggy Motorsport
Honda World Supersport team. This
quick-release filler cap is fitted to
JP’s GSX-R1000 long-termer, as he’s
a very impatient man, particularly at
fuel stations. It’s light, smartly made
and exudes racing kudos.
£70 01522 697007
www.ermaxuk.co.uk

PP TUNING
CLIP-ONS
These clip-ons from PP Tuning are destined for
JP’s GSX-R1000. Once fitted, he’ll have 28mm-
higher bars, which should subtly improve his
control – rather than turn the Gixxer into a
custom chopper. The 50mm-diameter tubes are
CNC-machined from solid billet aluminium, and
set up at a 10º angle. Just a few more parts and
we reckon Max Biaggi will be phoning JP to beg
to have a go.
£120
01522 697007 www.ermaxuk.co.uk
BREMBO
SINTERED PADS
Brembo’s sintered pads are
made from a mixture of metallic
materials, lubricants and abrasives.
They are formulated to perform in
all conditions on road and track.
The compound offers a compromise
between all-out friction and decent
wear rate. Available for almost all
sportsbikes, including ‘07 models.
£26.52 (pair) 01373 464252
www.biketorqueracing.co.uk

www.superbike.co.uk OCTOBER 2007 37

Four seasons in one
Titanium Xtreme Sport Jacket FTW244
The Titanium Xtreme Sport is a revolution in all-season riding, containing
two separate removable linings – one waterproof, the other windproof.
With the durable outer jacket they can be worn together or mixed and
matched in four ways to suit the riding conditions. Whatever the
weather, the Titanium Xtreme Sport has the right combination for you!
Sizes: Men S-XXXL Women XS-M
Jacket: £139.99

www.frank-thomas.co.uk | Tel: 01933 410272


KBC
VR2 HELMET
RENTHAL
CHAIN &
SPROCKETS
This is Renthal’s R4 SRS chain,
which it claims offers important
advantages over other chains.
‘SRS’ stands for ‘Self Regulating
Seal’ - a new technology developed
to extend chain life. They claim
the SRS ring is pre-loaded to hold
a tighter seal against the side
plates and thus retain lubricant
more effectively. The R4 SRS is
made for high-output road bikes
and features alloy plates and pins,
solid bushings and rollers and
shot-peened plates, with gold side
plates. The sprockets are made
from toughened alloy that Renthal
says is a third lighter than steel.
From £80 01522 791369
www.bandcexpress.co.uk
www.superbike.co.uk OCTOBER 2007
¡ SUPER
STUFF NEW PRODUCTS
This stealthy matt-black
design is a limited-edition
version of KBC’s top-order
VR2 helmet. We reckon it’d
go great with a dark visor and
some plain black leathers for
that fast-fugitive look. The
VR2 is designed for slippery
aerodynamics at high speed.
Its ‘Tri-Comp’ composite
shell is a mix of carbon,
Kevlar and fibreglass. All the
features you’d rightly expect
are present: full ventilation,
removable lining and quick-
release visor. If you want
something more colourful,
there are plenty of louder
designs. Undercover lunacy
has just got a little more
affordable, too, as the VR2
Stealth costs a mere...
£179.99 08702 416955
www.kbchelmets.co.uk
39
 STUFF SPECIALIST CLEANERS
¡ SUPER

S DOC 100 MUC-OFF SILKOLENE MOTOREX ROCK OIL MOTOREX

POWER GEL CHAIN CLEANER CHAIN CLEANER BRAKE CLEAN WHEEL KLEEN HELMET CARE
This is a new bike There’s no point If you keep your chain If you’re cleaning your You can’t fault the If there’s one piece of
cleaner that contains whatsoever spraying clean and lubed, it’ll brakes, you can’t be wheel as an invention, biking kit that needs
active degreasers fresh chain lube on move freely and won’t too careful, in that but it is bloody hard regular cleaning, it’s
reportedly powerful a grimey chain, as sap power. So, not you don’t want to use to keep them clean. the inside of your lid.
enough to remove the good stuff won’t only will your bike look anything that leaves Using this potion, The lining gets manky
baked-on insects be able to get where smarter, but you’ll go a slippery residue. helps, though. It’s a from your sweaty
and chain lube. It’s it needs to. Paraffin faster too. Silkolene’s Motorex’s ‘Brake non-toxic formula that head and oily hair,
non-corrosive and makes an effective chain cleaner makes Clean’ breaks down professes to remove and begins to pong
helps protect sensitive chain cleaner, but an light work of removing grease and removes brake dust, road grime – especially when wet.
surfaces. Instructions aerosol like this one is old lube - spray it on, brake grime without and grease. Spray So keep it fresh with a
for use are spray on, easier to apply. Spray let it soak in, then use leaving anything it on, let it foam-up, foam cleaner like this.
leave for five minutes, on and wipe off, then a brush and/or cloth to behind. It won’t harm agitate with a brush It cleans, deodorises
then rinse off. Viola. re-lube. remove all the crud. finished surfaces. and then rinse off. and removes grime.
Uses: All purpose Uses: All chains Uses: All chains Uses: Brakes & clutch Uses: Wheels Uses: Helmets
Price: £12.99 Price: £5.49 Price: £6.99 Price: £6.49 Price: £4.99 Price: £4.99
Contact: 01256 704909 Contact: 01202 307790 Contact: 08701 200400 Contact: 08704 282272 Contact: 01925 636191 Contact: 08704 282272
www.motohaus.com www.muc-off.com www.silkolene.com www.bickersplc.com www.rockoil.co.uk www.bickersplc.com

CLEAN
PAIR OF JML
DOKTOR POWER
This all-purpose, non-
WURTH
ALUMINIUM POLISH
There are bikers who
COMMA
MANISTA
OK, your bike’s clean

WHEELS
toxic cleaner from
Doktor Power comes
in the form of a paste.
You simply smear it
on with the supplied
sponge and then wipe
off with more water.
According to the label,
With the number of specialist cleaning products on it’ll clean anything,
the market these days, you’ve got no excuse to go from your bike to the
kitchen sink... better
out with either your bike or your kit looking less inform the missus, eh?
than immaculate. We abhor menial chores, but our Uses: All-purpose
Price: £4.99
overworked valets say these products make their lives Contact: 020 7691 3800
less miserable www.jmldirect.com
like riding and those
who like cleaning. For
the latter, many hours
are absorbed buffing
bare metal using
products like this.
This is a creamy paste
that removes rust and
restores aluminium to
its original sheen. Best
of all, it comes in a
nostalgic syrup tin.
Uses: Aluminium parts
Price: £5.49
Contact: 08705 987841
www.wurth.co.uk
but what about you?
Look at the state of
those hands! Manista
dissolves ground-
in dirt and oil, and
leaves your hands
smelling pleasantly
lemony. It contains
gritty particles to help
loosen grime, and
contains lanolin to
prevent chapping.
Uses: Human hands
Price: £4.49
Contact: 01474 564311
www.commaoil.com

40 OCTOBER 2007 www.superbike.co.uk

 AIR
FORCE
It’s the most basic form of engine cooling – but loads of bikes still
use it, from BMW’s new Megamoto HP2 to Harley’s custom cruisers
and Triumph’s classic range. Al checks out air-cooled motors
Words: Alan Dowds

H
eat. It’s both the friend and
the enemy of every engine
designer. It’s a friend,
because it’s the actual thing
that makes an internal
combustion engine work. Burning fuel
heats up the gasses in the combustion
chamber, which then expand and push
the piston down the bore. That motion
is then turned into rotary movement,
then into wheelies, and sub minute
laps of Brands Indy.
But it’s also an enemy, in that
uncontrolled heat can quickly turn
high-quality engine components
into warped slag. Even super-strong
steel parts can be wrecked by excess
heat. All parts expand as they get hot,
making accurate clearances between
moving parts harder to achieve.
Friction increases, pistons seize in
bores, and valves crack and snap.
Engines are inherently inefficient
– not all of the thermal energy
released by the burning fuel is
transformed into kinetic energy. As
well as pushing the piston down the
bore, the hot, expanding gasses also
heat up every part of the engine they
touch – the combustion chamber,
exhaust port, valves, piston,
cylinder wall and inner thigh.
And if those parts are to stay
within a temperature range
at which they retain their
strength and shape enough
to allow the engine to run,
that excess heat has to be
removed.
Fin-tastic
All engines need a way of
jettisoning heat then. And
the first method widely used
was air-cooling. In fact, every
engine (apart from those in ships)
is air cooled, in the sense that air
flowing over the engine’s cooling
system is used to carry heat away.
On liquid-cooled engines, most of the
heat is first transported from the engine
to a finned radiator by water, then the

BMW BOXER TWIN

Like other firms – Triumph’s triples, Ducati’s V-twins – BMW’s flat-twin Boxer layout is as
much about heritage as practicality
The firm’s earliest designs used this
configuration, dating back to the R32
of 1923. The Boxer twin has its two
cylinders arranged opposing each
other, sticking out from either side of
the crankcase. This design is perfect
for air-cooling: the hottest
parts of the motor, the
cylinders and cylinder
heads, are stuck way out
in the breeze, and get
a full, uninterrupted blast of
cooling air.
Even the latest, high-tech,
high-output Boxer engines are
still air-cooled. The unit on
the HP2 Megamoto puts out
around 113bhp – not amazing
for a 1,170cc twin, but enough
for sparky performance.

42 OCTOBER 2007 www.superbike.co.uk

“Generally, an air-cooled engine has
a design where the only method of
cooling is by air passing over the
outside surfaces of the engine.”

airflow past the radiator removes most

of the heat (some is still carried away
directly by airflow over the outside of the
engine). Water is good at this job because
it has a very high specific heat capacity
– it can absorb and hold a lot of heat
energy.
But generally, an air-cooled engine
has a design where the only method of
cooling is by air passing over the outside
surfaces of the engine. Engines are
usually made of aluminium and steel,
and these are good materials in that
they can quickly conduct heat away from
a hot area, and transfer it to passing
air. The cooling effect is improved by
increasing the amount of surface area on
a component. It’s the same effect as
pouring your hot tea into the saucer
to cool it down quickly. The easiest

www.superbike.co.uk OCTOBER 2007 43

 STATE OF THE ART AIR COOLED ENGINES

way of increasing the surface area reducing friction and increasing

on an engine is to incorporate lots
of finning on the outside of the
cylinder block and head. Properly
engineered, these fins carry
heat away from the combustion
chamber area, passing it to the
airflow over the engine.
There’s a problem with using
air to cool a high-power engine
though, as Simon Warburton,
Triumph’s product development
manager says. “The more power
you make the more heat you have
to get away from the engine, and air
is not as good at getting heat away
from an engine as water is. Water
has a specific heat capacity about
four times as high as air, so it’s much
better at cooling. Water cooling also
helps keep the distribution of heat
in the engine more even, since the
coolant circulates all around the
combustion chamber.”
Staying within a narrower range
of operating temperature in turn
allows finer tolerances on parts
like the pistons and cylinders,
power. On the other hand, it can
add weight, complexity, and a
source of unreliability. Anyone
who’s been stuck at the side of the
road with a holed radiator or burst
hose can testify to this.
Air-cooled engines also suffer
in terms of practicalities like
emissions and noise compliance.
Warburton explains, “An air-cooled
engine doesn’t warm up as quickly,
which makes emissions tests
harder...an engine that’s not fully
warmed up doesn’t run as clean.
Water cooling will usually control the
running temperature of an engine
between about 80°C and 110°C
due to the thermostat and the fan.
On an air-cooled engine, running
temperature varies much more,
making the job of making sure it
runs correctly over a wide range of
climatic conditions more difficult.
Air-cooled engines also tend to be
noisier simply because you haven’t
got the jacket of water around the
cylinder head and block” SB

Harley-Davidson
Harley’s only ever really made one water-cooled engine. So it
has to be all fins and no rads for the Milwaukee massive

No-one does ‘heritage’ better than H-D, and that means

air-cooled engines. Indeed, when the firm released the
water-cooled V-Rod back in 2001, the fans’ reaction was like
punks hearing about the Sex Pistols signing to EMI. But to
be honest, when your engines are making as little outright
power as Harley’s, you may as well save cash on rubber
hoses and radiator caps. Under 100bhp from a 1,584cc
engine is pretty lame, and even with clean, lean-burn
engines and catalysts raising the temperatures, simple
air-cooling fins are still up to keeping the big twins cool.
Even on a gentle tootle through Death Valley.

44 OCTOBER 2007 www.superbike.co.uk

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 LEON HASLAM’S GUIDE TO

BRANDS
HATCH
Autumn is coming but you can still rely on Kent to supply decent weather for a
trackday. Here are Leon’s tips for speedy progress around Brands Indy
INDY
CIRCUIT

Words: Kenny Pryde Pics: Graeme Brown

L
eon Haslam has mixed views about the Kent circuit.
As a WSB rider, he won a British superbike race here
as a wildcard in 2004, but saw his title bid snuffed
02
when the final race of last year was red-flagged. As usual,
bear in mind Leon’s on a factory Airwaves Ducati F07 and
the best Dunlop slicks money can buy. And Öhlins, and...

1
PADDOCK HILL and try to hold it under a here. It’s kind of tricky left. Get on the throttle a bit,
BEND big bump. Try to use a lot because there are various but fight to keep the bike
If there’s a more of rolling speed around the lines into the bend. The fast over to the right for the drive
stomach churning corner rumble rather than the gas. one is from the outside line down the hill.
in the UK, we’d like to hear You’ve got to be quite gentle of the track, missing out

about it. Fast, downhill,
slightly off-camber at the
apex all wrapped up in a
fast, blind entry. It’s a thrill,
whether you get it right or
wrong.
Leon Reckons: This is
one corner where you can
use the guide line coming
on the throttle on the way out
because the track falls away.
Also, at the bottom of the hill
be careful of the alloy that
the cars leave when their
suspension compresses and
coats the track in metal – it
can be really slippy.
the first part of the bend,
apexing late and pulling the
bike round the second half
of the corner. But this means
you get people coming up the
inside of you on the way in
though.
Once you are on the kerb,
hold it as tight as you can,
3
GRAHAM HILL
BEND
A fast downhill left
– and your tyre doesn’t
get a lot of left-hand
warmth in it, so watch
it. You need to get good
drive to take you along
the short straight of

out of pit lane. There’s a
yellow line to look out for
– you’re flat out in fifth on
the superbike – and when
you see the pitlane line,
that’s your braking marker.
As soon as you see the top
of the rumble strip, tip it in,
get your knee over the kerb
2
DRUIDS BEND
Another overtaking-
on-the-brakes hot
spot on the way in with
lots of high-side potential
on the way out. It seems
straightforward enough...
Leon Reckons: Use the
bridge as a braking marker
especially on the second
half, because you need to be
pointing down the hill and
on the right hand side of the
track, not drifting out to the
left on the exit. So, again, rail
around the kerb on as much
throttle as you can without it
pushing the bike out to the
Surtees.
Leon Reckons: You
can use the join in the
tarmac on the way down
the hill as a braking
marker. But be careful, if
you are hard on the gas
on the way down, the front
end is light and if you brake

Keeping it tight on
the exit of Druids

01
Getting ready to
stand it up and
The pack charge into Paddock Hill bend gassing hard out
of Graham Hill

48 OCTOBER 2007 www.superbike.co.uk

really hard you can wash out
the front.
The apex of the corner is
banked – it’s like a Wall of
Death. But it can be slippy,
so use the camber to get
the bike turned, but try to
short-shift and pick it up
before you get really hard on
the gas.
4
SURTEES
A bit bumpy and an
easy place to get
wrong, either in terms of
where you tip on or where
you apex. Needless to say
you can go a lot quicker
than you think.
Leon Reckons: This
isn’t really a heavy braking
corner entry zone. As
you come along the short
straight, just try to skim
the brakes and straight
line the first part of
You’ve survived
Surtess, only
Clearways to get
through...
03
5
CLEARWAYS
OK, so we’re
cheating a little
here, since this corner
flows from Clearways,
but it needs, and
deserves, special
this ‘chicane’, and use the
white line to drive straight.
It’s uphill too, so you scrub
off a lot of speed anyway.
But then it flattens out
and you can pick up speed
again, so watch out for
that. To be honest, it’s a
really tricky corner with
a lot of lines into it. If you
look though, one part of the
kerbing sticks out a little bit
more than the rest – that’s
the apex I use. Once you are
there, get back on the gas
as much as you can, but you
have to be careful because
the track falls away and you
can spin the rear.
...and if you get the exit of
Clearways right you should have
Brands Hatch cracked
attention. As you will
no doubt guess, it is
extremely important to
get this right because
you need to get good exit
drive for the start-finish
straight.
SO WHAT SORT OF TIMES ARE
YOU DOING?
As usual, to help you keep things in perspective and shoot down the bullshitters,
here’s a selection of recent lap times to compare with what you and your mates are
doing. The one with the highest embarrassment factor is the Virgin Media R6 lap
time. That’s the one set on a stock Yamaha R6 with a Micron pipe and Dunlop Qualifier
tyres. The lap times were from a cool weekend in March 2006 as well...
¡ R6 CUP: Matthew Whitman (Yamaha R6) 50.670
¡1,000CC SUPERSTOCK: Craig Fitzpatrick (Yamaha R1) 48.311
¡ SUPERBIKE: Gregorio Lavilla (Airwaves Ducati) 45.533
¡ SUPERSPORT: Stuart Easton (Ducati 749R) 47.168
04
05
FANCY A GO?
It’s our final track day of the year at
our local track. We’ll have Tommy
Hill of the Virgin Media team along
to show us all the way around,
so if you want to ask the fast lad
a few questions and get on track
with him, you know where to go.
Call MSV on 0870 850 5013 and tell
them you need a place for you and
a mate on 18 September. Check
our website www.superbike.
co.uk for more information
nearer the date too.
Leon Reckons: Once rather than at the crowd that – then full gas. It’s
you are at the apex, on the outside. really important to get
start getting on the gas On the way out of the good drive out of there
again but try to get the corner there’s a dip in because braking into
bike turned as much as the track which unsettles Paddock is the best
possible so that you’re the bike, so watch the overtaking area on the
pointing down the track throttle till you’re passed Indy.
www.superbike.co.uk OCTOBER 2007 49
 STIGGY MOTORSPORT
Honda CBR600RR
Robin Harms (left) has been knocking on
the door of the front runners this season
on a Honda Europe supported CBR600RR.
He was heading for a good second place
at Brno until Yamaha Germany rider Broc
Parkes T-boned him on the penultimate
corner...

50 OCTOBER 2007 www.superbike.co.uk

 DIABLO
PIRELLI & WORLD SUPERSPORT
GENERATION
Fancy a test of the next generation Pirelli SuperCorsa tyres on the current generation
world supersport race bikes? Our man JP stuck his hand up quickest
Words: Jon Pearson Pics: Pirelli & Graeme Brown (racing pics)
PIONEER HOEGEE
Suzuki GSX-R600
Vesa Kallio is of the flying Finns currently
racing at world level, his brother Mika
is a front-runner in the MotoGP 250cc
championship with KTM. Alas, the Hoegee
Suzuki is a less competitive package in
world supersport than it is in British
supersport, so the Finn isn’t flying that
high this season
F
aster, easier and more
consistent”. That’s a good start
for a tyre if you ask me. On the
track that’s even better, no? I want to be
faster, I want to ride faster more easily
and I want to do it every lap. On paper
then, the next generation of Pirelli
Diablo Supercorsa is the kind of tyre
everyone needs – not just these world
supersport racer types.
It took me about three corners of
the Vallelunga track to come to that
conclusion. The aim of this glorious day
under the Roman sun was to try the
next generation of Diablo Supercorsa on
a handful of the bikes which have been
developing them – world supersport
machines no less. These are the tyres
supersport (and superstock) racers
are gunning around on right now. That
means, in a few short month’s time,
they’ll have filtered through to the
production line and be on the shelf for
us to buy and ride next.
Singled out for treatment
Single make tyre rule still a bad thing
you say? Not from where I’m sitting
(currently on a GSX-R road bike as it
goes). The involvement of Pirelli in the
world supersport paddock is clearly
paying off in terms of development.
VALLELUNGA
WHERE
THE HELL
IS THAT?
Race tyres are constantly evolving
and with so much data and feedback
returning to the R&D department in
Milan since Pirelli’s involvement began,
we are now seeing significant results
in the tyres we can buy and fit to our
bikes. The world of racing is a long way
removed from you and I on a trackday,
and these magnificent bikes are a long Vallelunga
way removed from standard 600cc
Rome
sports bikes. But the needs of the
people who sit in the seat are pretty
much the same. We want more grip,
more longevity and we want to feel
happier riding faster just like the racers
in the WSS paddock.
The requirements of the whole race
paddock are worth bearing in mind
too because it’s not as single-minded The soon to be
as you might imagine. Supersport World Superbike
and superstock grids around the circuit is near a
world (domestic championship teams small place called
contribute as well as the world Campagnano di
championship ones) feature every major Roma, just north of
sports bike. Add in the variety of tracks, Rome. September
30 sees the
from the flat-as-you-like Qatar at world superbike circus
level to Knockhill here in the UK, plus hit town for the
the mixture of riders (next time you see first time and with
a race have a look how different some it a shedload of
of their physiques and riding styles are) Max Biaggi fans.
and you have a range of information Autodromo di
rather closer to that of your average Vallelunga is the
track day than you might first imagine. diminutive Suzuki
rider’s home circuit
and, legend has it,
Change - the only constant the site of his first
The new Diablo Supercorsa then has a race.
host of changes aimed at satisfying all From a rider’s
of us. The drawing board for the new point of view the 2.6
Supercorsa listed improving corner mile (4.1km) circuit
entry, mid-corner and corner exit. To is a real mixture
achieve that, one of the main tricks with virtually
every type of bend
in the new tyre’s book is increasing thrown in there.
the size of the contact patch. Not by Plus a couple you
making it fatter, as you’d expect, but by won’t have tried
stretching it so you have a longer area before like the
of rubber on the track, particularly at two banked, yes
full lean. Try to imagine a longer ellipse banked, corners
rather than a fatter, more rounded which punctuate
patch. The improved contact area works the first half of the
lap. The second
with what is still a pretty neutral profile half gets much
to keep things stable and make steering more complex. It
from upright to full-lean, smoother should produce
and more progressive. some great racing.
www.superbike.co.uk OCTOBER 2007 51
 FEATURE PIRELLI SUPERSPORT

LORENZO BY LORENZINI
Yamaha YZF-R6
Regular rider Massimo Roccioli (above) is just off the
pace of the front group and, after Yamaha Germany’s
bikes, this is the best Yamaha R6 on the grid

ALTHEA
Honda
CBR600RR
Katsuaki Fujiwara (right)
is one of the most
experienced supersport
riders in the paddock and
has won and been on the
podium on Suzukis and
Hondas at world level,
with six wins in seven
years. The Italian-based
Althea team is supported
by Honda Europe

The important part of that contact patch
at full lean is the very edge of the tyre.
It’s the part doing most of the work.
Imagine slicing through the middle of
a cup cake – the thin layer of icing on
top of that slice is like the important
part of the tyre contact patch. Pirelli
has worked on increasing that thin area
– by adding more icing on the cake you
might say.
The increased contact patch also
allows a softer compound which helps
give you more confidence in all the right
areas – braking, turning-in, mid-corner
and on the gas getting out again. Both
front and rear tyre profiles are narrower
as well (by just short of 2mm each
side) making steering, even on these
super-nimble WSS bikes, swift but still
not too quick. This list of requirements
is a simple one, but it’s what racers and
trackday goers always need more of.
So what’s the verdict?
The actual testing of the race bikes was
short lived, just four laps of four bikes,
but I did get to spend the rest of the
day blatting round Vallelunga on stock
supersport 600s. In truth that was more
useful because it meant there was more
time for me to find out how the tyres
will work on a road bike. It also gave
a very good impression of how good
the tyre translated from these firmly-
sprung race bikes. It showed quite
clearly that what seems to work on a
Ten Kate CBR600RR race bike works
just as well on a stock CBR.
I’ve been riding around on a range
of sticky track rubber form other
manufacturers so far this year. Even
taking into account the different
weather conditions (track temperature
at Vallelunga touched 60 degrees during
this test), the Pirellis felt like a distinct
improvement over the rubber I’ve been
pushing around UK tracks. Bring ‘em
over here I say. SB

52 OCTOBER 2007 www.superbike.co.uk

>FASTEST EVER TT LAP...

pic courtesy of www.doublered.co.uk.

130.35 MPH

...TRUST SHOEI
“I set the TT lap record in June 07 with an average speed
of 130.35 mph, including coming in for a pitstop. At
speeds like that you need to keep a pretty cool head, and
that’s why I choose Shoei X-Spirit . Brilliant aerodynamics,
great ventilation and all the comfort you need. No X-SPIRIT
buffeting, no vibration, no shaking. All that and they’re as
light as a feather. Best I’ve ever worn.”
John McGuinness 13 TT Wins

For your nearest dealer visit feridax.com

 TWINS
DUCATI S4RS VS KTM SUPER DUKE R

TOWER
B
THE
IG
TEST ALL
DO-IT- S
TWIN
Naked sports bikes are generally softer, more user-friendly, right? Wrong. Not
if you’re Ducati or KTM and you bolt your best engine inside a great chassis.
SuperBike checks out the cream of the twin cylinder crop
Words: Jonathan Pearson Pics: John Noble

T
here’s something
about European bike
manufacturers and
their naked sports bikes.
They really are different to
their Japanese counter-
parts. It’s something to
do with selling fewer and
seeing them on the roads
less often. They have soul,
character and they are
bolder in the way they
look, sound and ride. How
many times do you think
a perfect stranger goes
over and starts talking to
your average Suzuki Bandit
owner? I bet it’s nowhere
near the amount of times
random strangers come
over to your S4RS or Super
Duke R riders.
It takes a certain amount
of bravery for Ducati and
KTM to produce bikes
like this because there’s
a chance the majority of
people would rather play it
safe and go for a less inter-
esting but apparently safer
option. That bikes like the
S4RS and Super Duke R
exist is inspired and more
importantly puts two
fingers up to the car driv-
ing, ‘Oooh aren’t motorbikes
dangerous?’ brigade. Yes,
bikes are more dangerous
but we all know that. They
are also an infinitely more
enjoyable, more fulfilling
mode of transport because
you’re in touch with the
road, the weather and your
environment. True, they do
rather encourage hooligan
behaviour, hell, you can’t
not wheelie them, and they

It’s not all straight

roads around snetterton
you know, there are
corners to enjoy too

54 OCTOBER 2007 www.superbike.co.uk

look just like a ‘proper which is exactly how it
motorbike’ should, should be, thanks very
engine on show, strik- much. None of this old
ing angles, shiny bits, air-cooled donor engine
aggression and then nonsense you get with
there’s the noise... other Ducati models.
I’m getting carried No, if this bike is going
away but you get my to look like it does then
point. The Ducati S4RS it needs the power plant
and KTM Super Duke to back the looks up.
R are both bikes which KTM’s Super Duke
make you behave like has been around for a
an idiot and let you couple of years now and
get away with it. They represents the Austrian
look good wherever firm’s first proper road
you are, with engine bike. What a fine way
performance developed to start. The Super
for the track, they have Duke was an instant
the muscle to deliver a hit with all those who
heavy punch. rode it including us at
The Ducati S4 Mon- SuperBike. The new R
ster has been around model is fresh out the
most of this millennium box and almost slipped
with the S4RS popping under the new bikes
up last year. In the for 2007 radar. At £500
grand tradition of RS more than the standard
models (think Ford Es- model you can have it
cort) it’s the pimped-up in any colour you like
version with a box fresh so long as it’s black
paint job, souped-up and for that extra dosh
suspension, brakes you get, like the Ducati,
and couple of engine more power allied
tweaks. The engine to better brakes and
tweaks are more like suspension. You can
a complete transplant forget about carrying
as it happens, with the pillions because the R’s
999 Testastretta motor tail unit is strictly rider
pumping strongly at room only. Want
its heart. In a nutshell to know what
that means more they’re like?
revs and more power, Read on.

www.superbike.co.uk OCTOBER 2007 55

 THE BIG TEST DO IT ALL TWINS
What you’ve paid for is all
out on show on the KTM.
And very tidy it looks too
¡ KTM
Super Duke R
More aggressively styled than the already aggressive-looking stock bike,
the Duke R is the Stealth Bomber of the bike market
A “The angular
Stealth Bomber,
that’s what this
bike reminds me of,
only in reality you’ll find it
slightly less stealthy in it’s
approach – you’ll hear it
coming a mile away with
those extraordinarily-
shaped pipes barking
990 cubes at the world.
That tell-tale orangeness
is curiously lacking on
the Super Duke R with
only the powder-coated
frame and shock spring
concessions to the usual
KTM corporate hues.
The angular styling
tells you a lot about
56 OCTOBER 2007 www.superbike.co.uk
how this bike handles grippy rubber and supple hooning around Tokyo
too. It’s sharp, hard and suspension under you, then get on the web and
purposeful. For many the
high-ish seat will hit you
imagine being able to grab
any line you want and feel styling reflects have a look. The clip tells
you everything you need
hard, too hard at first,
certainly it’s not a very
confident about it. This
style of bike has higher the bike’s to know about the Super
Duke and plenty about
practical bike. What you
lose out with comfort you
bars and a confidence-
inspiring riding position handling. KTM as a manufacturer.
That the Austrian firm is
make up for with accuracy
and speed through
which helps you more
feel for the tyre grip than It’s sharp, encouraging us to behave
like this on its bike is, well,
corners which is a happy
trade off with this kind
you’ll find on most bikes.
With more options and hard and encouraging. KTM recently
had complaints about the
of bike. You’ve got more
ground clearance than the
more confidence under
you the Duke R plays into purposeful.” irresponsible attitude of
its advertising campaigns.
Ducati for a start, which your hands, literally. That, in my opinion, is
gives you more options for If you haven’t logged exactly why you should buy
speed and line in corners. on to the KTM SuperDuke a bike like this.
At first glance that might website and witnessed The engine is a stonker
not seem much but, with the mpeg of some loon with the character, torque
 ¡ KTM Super Duke R Technical
●

¡ Frame ¡ Engine ¡ Brakes

The chromium
molybdenum tubular
trellis frame follows
suit with the more
established Ducati steel
trellis set-up. This design
weighs 9kg yet ensures
stability, strength and
control from different
direction (than a
conventional aluminium
perimeter frame).
like the WP shock are
fully adjustable. Shock
The 990 LC8 motor is Brembo radial caliper has high and low
a reliable lump with with a radial master speed compression
plenty of extreme cylinder on 320mm front damping adjustment.
development history discs means you have WP adjustable steering
(like Dakar rallies). superbike-spec stoppers damper is standard.
The R gets different but with a touch more
cams and, along with feel than the Ducati’s ¡ Wheels/tyres
the 2007 stock motor, similarly-specced ones. Pirelli Diablo 3 tyres
an evolved head to Floating rear disc is a were fitted here but OE-
improve combustion. regulatory 240mm. spec is Dunlop Qualifier
New fuel mapping adds RR. Both suit the bike’s
more power and less ¡ Suspension sportier intentions
emissions. A slipper 48mm upside down but maintain neutral
clutch is standard and WP forks are titanium road manners. Carbon
does a good job. nitride coated and, wheels are optional.

A high seat means it’s a long way

to knee-down, but the chassis and
tyres are up to the task

and speed of the S4RS but
it’s just possible you might
find it a little disappointing
outside of this context.
1,000cc sportsbikes
leave it for dead down a
straight and those dyno
figures are sadly below
the 120-odd bhp we were
expecting from this R
model. In truth side by
side it is hard to notice
the difference between
them both, certainly you
wouldn’t know it was
giving away nearly 15bhp
to the S4RS. Torque figures
are very evenly matched
though which helps keep
them level pegging out the
turns and slightly better
standard gearing never
really lets the Ducati pull
away.
I’m starving here
Of the few things which
let the Duke R down, a
fuel starvation problem is
perhaps the most annoying
and is occasionally risky.
Unless you set out on a
long track session with
a full tank you run the
risk of running low. So
far, so normal. What’s
not normal is that heavy
braking causes a surge
of fuel forwards in the
KTM’s tank which can
leave nothing but air being
pumped through to the
injectors. You don’t need
me to tell you that ain’t no
good when you get on the
gas mid-corner. Whether
it’s the positioning of the
fuel pump or the shape
of the tank I don’t know,
but no response from the
throttle in a slow corner
like a hairpin can have
you falling in on yourself
until the fuel sloshes back
and the engine picks up.
Keep it brimmed and you’ll
never notice it but I can’t
remember having to worry
about this on any other
bike.
Other than that there’s
no getting away from
the fact you’re not going
touring in the Alps on this
bike. You’ll have a brilliant
time while you’re there
if you do brave it, but the
near cosmetic function
of the seat pad is next
to useless as any sort of
cushion for your arse on a
long journey. On the road
this accentuates the harsh
suspension and can have
you bouncing off bumps.
After a while that can go
either way: you’ll enjoy it
and start to revel in the
extra liveliness it brings
to a ride, or you’ll get
annoyed by it and start to
wish you’d spent £500 less
on the standard model
with its fatter seat pad.
Personally I’d happily put
up with it for the cool looks
and minimalist, purposeful
design you get with the R
model.

www.superbike.co.uk OCTOBER 2007 57

 THE BIG TEST DO-IT-ALL-TWINS

¡ DUCATI

S4RS
A sportsbike engine in a naked chassis with
all the quality components you can eat. A
wedding cake of a bike, dressed in the bridal
gown but with the wicked intent of a best man
on the pull

W
here the KTM’s
angular styling
reveals a hard and
aggressive bike, the S4RS’s
stylish, more sensuous
bodywork seems more
feminine. I’ll come right
out and say it – in the same
way as I’m not sure a ‘real’
man can sit comfortably
inside a yellow, convertible
Renault Megane – the
S4RS is far from a symbol
of masculinity, especially
alongside this KTM.
Study it more closely
(and objectively) and few
bikes look as complex as
the Monster. As Simon
points out, it looks about
as tidy as a scarecrow
convention. It displays
its function firmly on its
sleeve like the Lloyds
building in London or the
Pompidou centre in Paris.
Those buildings are rightly
held as works of modern
art and it’s possible you
could plonk this bike on a
plinth in the V&A Museum
for the same reasons. To
the mechanically-minded
eye the S4RS’s function is
clear, it shouts motorcycle
from every corner and
curve – there’s the oil-
cooler, there’s the cam belt
cover, there’s the longest
wiring loom on two wheels.
Revvin’ lazy
But enough of the
pontificating. Get on it and
the differences between
the KTM and the Ducati are
strong. It’s softer, smaller
and longer. You stretch out
your arms further, sit lower
and, until we’d adjusted
the shocking suspension
settings it arrived with, the
ride was far too soft. The
combined effect of that, and
a lazier-sounding motor,
can quickly and easily fool
you into thinking you’re not
actually travelling very fast.
Do not let that deceive you.
It’s just as well this bike
does have radial-mounted,
superbike-spec Brembo
brakes because you need
them – the 999 Testastretta
engine ensures this bike
is fast.
That 999 motor is
widely considered to be
a quieter and less revvy
twin cylinder lump than its
rivals. However, allied to
its taller gearing, you can
be lulled into a ‘slower’
sense of reality than with
the KTM. Trust me, the
reality is that the S4RS can
shift plenty fast enough.
The speed comes at you in
suddenly, as in when you
catch up with a caravan, or
whisk into your favourite
bends. Suddenly your
actual velocity hits you
between the eyes like the
biggest, fattest, juiciest

58 OCTOBER 2007 www.superbike.co.uk

 ¡ Ducati S4RS Technical
●

The wide bars and lowish seat height on

the Ducati make it a joy to muscle into
bends. You can’t not have fun

¡ Engine ¡ Brakes than other Monster adjustable suspension

models (with less with bags of adjustment.
Essentially stolen from Brembo radial caliper powerful engines). The Rear ride height can be
the stock 999, this is with a radial master red, steel tubular trellis adjusted too – and it
the Testastretta motor. cylinder on a 320mm frame is trademark needs to be for better
It’s not the tidiest disc means you have Ducati though and track performance.
designed collection superbike-spec stoppers if MotoGP’s Casey
of casings, pipes and and no mistake. These Stoner is anything to ¡ Wheels/tyres
covers but you will not beauties work. Almost go by, possibly the best Michelin Pilot Power
care about that when too well for the road chassis type. tyres are road biased
you’re aboard. Some tyre and soft standard but suit the Monster’s
say this adds character. suspension set-up. Not ¡ Suspension handling perfectly well,
50mm throttle bodies, lacking performance. Titanium nitride coated even on the track. The
12-hole injectors, fork stanchions sit lighter (than standard
revised airbox and cam
timing are concessions ¡ Frame upside down in these Monster) matching
gold forks. Ohlins white cast aluminium
from the 999 and to the Stronger tubing gives supply specially-tailored wheels carry classy
environment. the S4RS more rigidity front and rear, fully Marchesini labels.

bee exploding knock down a

on your visor. “The super- gear and wind
Plenty torque and
On the road the the throttle
lower and flatter strong open.
power allied to world-
class brakes make
chassis can At the
help. Fast and Brembo other end of
this sort of behavior...
inevitable!
smooth A-roads the speed
are a breeze brakes can equation the
and you have to super-strong
try hard not to feel too Brembo brakes
ride quickly. It can feel too The lower seat height, Coram the Ducati feels the Ducati S4RS though
loves waltzing fierce at fierce at times, spread-eagle wide bars like it’s pushing the front is a sudden feeling of old
along and with especially if and flatter stance of the tyre and struggling to age. After sipping our way
the lazy speed times.” you’re feeling chassis makes it harder to keep a tight line. Unless through yet another cup of
of the torquey nervous on feel for grip at the front, you’re having a minor tea, Simon and I decided a
Testastretta a damp road certainly in comparison to panic on the brakes, the complete re-design might
motor you can happily in town. Like all things the KTM, and this points Michelin Pilot Power be the answer. My first
enjoy life inside your own powerful on a bike you to a general problem tyres are well up to the instinct is to say Ducati
little bubble of easy speed, get used to it, but jumping with its standard set-up. job of holding onto the needs to stop bolting shit
probably more than you off one bike to the other Coram curve at Snetterton tarmac, either on track or on and revamping the
would on a faired sports on this test showed the is a good corner to think more importantly on the existing Monster. But the
bike. That’s not to say it Ducati’s front brake lever about handling on. It’s road, but the truth is the truth of the matter is an
doesn’t remain responsive was far more sensitive for fast and long so you have KTM copes with Coram’s all-new Monster might be
and sharper than other no increase in stopping plenty of time to consider demands far easier. better, one powered by the
Monster models if you power. what’s happening. Around The chief criticism of new 1098 engine ideally.

www.superbike.co.uk OCTOBER 2007 59

 THE BIG TEST DO-IT-ALL-TWINS

¡ KTM 990 SUPER DUKE R ¡ DUCATI S4RS

Price: £8,995 Nu Ins group: 15 Price: £9,495 Nu Ins group: 15
Contact: KTM UK 01280 709500 Contact: Ducati UK 0845 1222996

DYNO PERFORMANCE DYNO PERFORMANCE

140 140 140 140
Max Power: 123.1bhp@10,250rpm
120 120 120 Max Torque: 68.8lbf ft@7,750rpm 120

100 100 100 100

Power (bhp)

Torque (ft-lbs)
80 80 80 80

60 60 60 60
Dyno: RJS Superbikes 01455 841156

Dyno: RJS Superbikes 01455 841156

40 40 40 40
Max Power: 108.7bhp@9,600rpm
20 Max Torque: 67.7lbf ft@7,450rpm 20 20 20

RPM x 1000
0 0 RPM x 1000
0
2 3 4 5 6 7 8 9 10 11 2 3 4 5 6 7 8 9 10 11

DYNO DYNO
Strangely lacking in the horses department, which was a little This is more like it. You can see the Testastretta 998cc
disappointing to find when the bike rolled off the dyno at RJS. The motor is barking up a bigger tree. It’s more lumpy, with
thing is you don’t really notice it for most of the time alongside the dips around seven and eight thou, but ultimately if you
Ducati, particularly on the road where the very evenly matched can afford this bike, you can afford the Power Commander
torque figures keep them level pegging. Still, 108bhp is a long way installation to sort that out. The initial torque flattens out
short of the 120-odd we were expecting. earlier than the KTM but remains characteristically strong.
■ ENGINE ■ ENGINE
Type: l/c, 8v, DOHC 75° V-twin Displacement: 999cc Bore x Type: l/c, 8v DOHC Desmo 90° V-twin Displacement: 998cc
Stroke: 101 x 62.4mm Compression: 11.5:1 Carburation: Bore x Stroke: 100.0 x 63.5mm Compression: 11.4:1
Electronic fuel injection, 50mm throttle bodies Carburation: Electronic fuel injection, 50mm throttle bodies
Gearbox: Six-speed Power: 108.7bhp@9,600rpm Gearbox: Six-speed Power: 123.1bhp@10,250rpm Torque:
Torque: 67.7lbf ft@7,450rpm 68.8lbf ft@7,750rpm
■ CYCLE PARTS ■ CYCLE PARTS
Chassis: Chromium-molybdenum trellis Suspension: (F) Chassis: steel tube trellis Suspension: (F) 43mm USD Ohlins
48mm USD WP forks, fully adj. (R) WP mono shock fully adj. forks, fully adj. (R) Ohlins mono shock fully adj. Brakes: (F)
Brakes: (F) twin 320mm discs, four-piston Brembo calipers twin 320mm discs, four-piston Brembo calipers (R) single
(R) single 240mm disc, twin-piston Brembo caliper 245mm disc, twin-piston Brembo caliper Wheels/tyres: Cast
Wheels/tyres: Cast aluminium / Pirelli Diablo Corsa (F) aluminium / Michelin Pilot Power (F) 120/70-17 (R) 180/55-17
120/70-17 (R) 180/55-17 Seat height: 865mm Seat height: 800mm Wheelbase: 1,440mm Capacity: 14 litres
Wheelbase: 1,450mm Capacity: 18.5 litres (4.89gals) (3.1 gals) Dry weight: 177kg (390lbs)
Dry weight: 186kg (410lbs)

¡
*
990 RATINGS*
Ratings apply to this test only
¡
*
S4RS RATINGS*
Ratings apply to this test only

ENGINE: 8/10 OVERALL ENGINE: 8/10 OVERALL

CHASSIS: 9/10
USABILITY: 7/10
8/10 CHASSIS: 7/10
USABILITY: 7/10
7/10
+ Engine, agility,
looks - Harsh for everyday riding,
fuel starvation problem
+ Engine, character,
looks - Track handling, slightly
‘distant’ riding position

60 OCTOBER 2007 www.superbike.co.uk

 SECOND OPINION SIMON ROOTS
weight. Thanks to its
utterly uncompromising
chassis, the Super
Duke R is Friday-night-
aggressive but pinpoint
accurate, composed
firing out of a turn and
capable of riding round
the outside of almost

1
anything on track. It’s
KTM SUPER stupidly good fun on the
DUKE R right roads too, but the
I’m not really a rewards dry up as soon
material person, but on as any route straightens.
my desert island I would Downsides are the fuel “In a straight
now add a KTM Super
Duke R to a list that
starvation when the
tank starts to dry and a line it’s more
also contains the entire
back catalogue of the
speed wobble that gives
a good impression of
than a match
Super Furry Animals, what Parkinson’s would for the KTM
the complete works of
Gabriel Garcia Marquez
be like. A softer seat
would be nice to stop the and has the
and a Kelly Brook
blow-up doll. I suppose
old Farmer Giles setting
in too.
edge out of a
now I’ll need a Tarmac- The £500 premium turn too.”
making machine and a over the standard model
petrol station too. is a price worth paying,

2
It may not be the especially for the mean
most powerful machine black look set against DUCATI from a statement such stroke of the Ducati. Monster’s history dates
in the world, almost the citrus frame and MONSTER as that. The evolution Ohlins equipment back to the Jurassic
underwhelming on shock. And as a piece S4RS of the Monster range
has reached its zenith,
is flaunted on the
Ducati like it’s some
period and the motor
is one of the messiest
the dyno, but this is of design work it looks The Ducati S4Rs is
one middleweight that nearly two decades everything the KTM and as such the S4Rs is sort of catwalk model, things you’ll see this
isn’t afraid to step up ahead of the Ducati. The isn’t. But this isn’t the everything you’d expect but, it seems, more side of a scarecrow
and punch above its future’s bright... kicking that you’d expect it to be. Pretty, powerful for show than go as convention. The riding
and full of panache. the stock settings position is all wrong
Using the 999’s are too soft. Chewed too. The seat is too low,
Testastretta motor, the preload adjusters on the pegs too high and
meaty Monster is both this 6,000 mile model too short (but still low
flexible and powerful. are evidence the entire enough to drag), the
In a straight line it is motorcycle magazine bars too wide and too
more than a match for industry has been busy far away to generate the
the KTM and has the trying to stiffen it up. front-end feel the KTM
edge thrusting out of a The radial Brembo has. At least the seat
turn too. This difference brakes are some of is soft.
is heightened on the the most powerful I’ve If I wanted a Monster,
road too, although I’d ever experienced, with I’d settle for one of the
still prefer to keep the the soft forks forcing air-cooled versions
KTM on the boil over the the front Michelin Pilot and wait while Ducati
relaxed lazier Power to squeal with develops a tasty new
disapproval with the generation of naked
power of a finger. machines using the 1098
But it’s the looks and motor – the Bolognese
the ergonomics that let have always been good
the Ducati down. The with their sauces.

“This
middleweight
isn’t afraid to
step up and
punch above
its weight.”

SB

www.superbike.co.uk OCTOBER 2007 61

 THE BIG TEST DO-IT-ALL-TWINS
Where we went
Like last month’s middle-weight
naked bike test we bolted this rather
more racy test on the back of the SuperBike
trackday at Snetterton and then promptly
set about blowing them slow old mid-
62 OCTOBER 2007 www.superbike.co.uk
dle weight lardy lumps into the weeds.
Snetterton was a must for this R-spec pair
which have bags of track potential with
sports bike engines, brakes and suspension.
And they didn’t let us down proving them-
selves the nimblest of tools on the mixed
Norfolk track’s corners and only really
letting up to the litre sportsbikes down the
longest straight in the UK.
From there we packed up and shipped out
 And the
winner is...
Ultimately a 1,000cc, in-line four sportsbike
should leave you for dead down the long
straight at Snetterton but you do feel like that
these twins can boss them in the corners

Y
our riding S4RS to a degree on bike had also suffered
position stands the right road where badly at the hands
in your favour it is a tad more stable of another magazine
and the narrowness of on high speed bumpy whose irrelevant test
the engines’ build and A- and B-roads. But regime extends to
the slender chassis’ overall I’m happy to thoroughly ‘ringing-
proportions gives you put up with slightly out every press bike.
much greater agility less stability for the Even so back here in
than a stock litre sake of hitting every the Real World (TM)
sports bike ever can. and any apex I want to. the Monster model
It’s true that other line could do with a
bikes offer agility A girl’s bike? redesign or it’s going
and they might be far If this test taught to be left behind.
cheaper. But if you me anything it is
can afford to spend that sometimes Better all round
more you’d be hard your opinion about Maybe the KTM should
pushed to find more a bike can change be more expensive
characterful sports or be swayed by than it is. Near
bike than these two. circumstances. identical performance,
It’s difficult to pin- The Ducati S4RS equal chassis and
point too many ways had always struck components on both
in which one of these me as something bikes make it just
two bikes is better a bit special before as exclusive as the
than the other. The now. Sleek, smart, apparently more
Ducati plonks along pretty, stylish and exotic Ducati but you
with slightly better purposeful. By the end wonder how KTM did
comfort, a smoother of the first morning of it for a mere £500
throttle and engine this test I’d completely more than standard.
response but it feels switched to thinking (Maybe the standard
heavier and less eager it was a girl’s bike, bike is overpriced?
to crack on with it. a tart’s handbag of –Ed) KTM has built a
The KTM on the other a thing for poncy bike which is just as
hand edges away with Italians (or fake exclusive, handles
more purposeful front Italian wannabes). better on the track
end-biased set up. I’m sorry to say that and is more exciting
That helps the put me off it. This on the road. SB

to Cambridgeshire and specifically the B660.

It’s a favourite haunt for us, for John the
photographer and JP’s old stomping ground
(even if his old DT125R isn’t quite in the same
league as this pair).

www.superbike.co.uk OCTOBER 2007 63

 CYPRUS
THRILL
Cyprus is the third-largest island in the Mediterannean, but
it’s got the best custom sportbike scene this side of Daytona
Words & pics: Alan Dowds
Y
ou never know what you’re go-
ing to get when you pick up the
phone in this office. A complaining
mother who bought her eight-year-old
SuperBike in Asda, without realising
its ‘adult’ aspects. Someone wanting
the ideal tyres/suspension/endcan for
their CBR. A PR man complaining about
some story from last month. A PR man
inviting you to ride the world champion’s
MotoGP bike...
So I was only mildly surprised to
answer the phone one day and end up
invited to judge a custom bike show in
Limassol, Cyprus. The organiser reck-
oned the locals were so competitive,
they’d never settle for anyone from the
island deciding whose chrome was best
and whose turbo install the neatest.
A couple of months later, and I’m
sweltering in the 45-degree-C heat of
64 OCTOBER 2007 www.superbike.co.uk
an eastern-Med June weekend, and I’m
frankly amazed by the bikes on show.
This wasn’t the provincial bolt-on,
anodised tat-show I’d feared – these
guys are all deadly serious about
modding their bikes. And they’ve got
the imagination, the vision, and – most
importantly – the cash, to produce some
awesome machinery. From an utterly
immaculate chromed Suzuki Hayabusa
direct from the USA, to a neat classic
Honda CBX1000 with Hayabusa run-
ning gear and nitrous jets feeding each
of its six cylinders, the cream of the
Cyprus custom crop belied the island’s
700,000 population. Indeed, if you had a
custom bike show in Birmingham (pop.
970,000), I’d be amazed if you found the
breadth and depth of modifying work
on show here. Here’s the best of the
bunch...
YIANNIS IOANNOU’S
SUZUKI HAYABUSA
It’s easy to see how the Cyprus guys are competing with the US customised bike scene – they’re buying the
bikes and bits from there
This Suzuki Hayabusa was originally
built by Lee’s Performance Center
in North Carolina, and its firefighter
owner spent a heap of cash
– around $40,000. The most striking
thing is the chromed bodywork
– yep, that’s proper lustrous chrome
plate, which is no easy task to carry
out on plastic. First, the panels
are copper-plated to give a sound
surface for the chrome to take, then
the chrome is electro-deposited in a
huge, deep-vacuum chamber.
It’s a tricky process, and takes a
massive infrastructure investment,
so it can only be done in the US.
The resulting panels are shiny, very
heavy, and don’t bend anymore,
making re-assembly a pain. It’s
well worth it though, and the
painted flames over the top set the
finish off nicely.
The owner – 28-year-old IT
engineer Yiannis Ioannou – has
kept it in mint condition, and the
flawless finish made it top of the
custom tree in Limassol.

The motor has a 1,397cc big-bore package, with serious

head and cam work, big valves, and a 225bhp rear tyre
output. That’s before the nitrous system adds a 100bhp dollop
of crazy bhp. A Muzzy race pipe and Dynojet Power Commander
round off the fine tuning on a neat, powerful set-up.

The rear swingarm is an adjustable Adams part that

allows between three and nine inches of extra wheelbase,
The incredible connected to a remote control air-adjustable strut that lets you
Rimmax Dynasty slam the bike down for low-riding duties, then lift it back up to
wheels have real, ride on the bumpy back roads of Limassol
Pimp-My-Ride-style
spinning centre
sections. And there’s
only one front brake
disc to show off the
spinners to the max...

Every
shiny part,
including the
frame and
swingarm is
chromed, not
polished

www.superbike.co.uk OCTOBER 2007 65

 FEATURE EUROPEAN CUSTOMS

CONNARIS ANDONIS’
SUZUKI GSX100 KATANA
If the chromed Hayabusa is a pure US import, then this bike is totally home-grown.
At first, you’re not too sure what
you’re looking at here – from a
distance it looks like a weird,
stretched Suzuki GSX1100 Katana
with a dull black paint job. Then
you get a little closer and notice
the water-cooled motor, USD front
forks and fat back tyre. Closer still, and
you see the nitrous bottle. Finally, the
enormous MC Express turbo poking out
under the front of the engine... This bike
belongs to a big bloke called Connaris
‘Tony’ Andonis, who has a mild air of
menace about him, He also owns the
neat CBX1000 seen here, and while he’s
a little reticent about his day job, it’s
safe to say he’s not a man to be messed
with. Neither is his bike. The Katana
look is pure classic, but it’s fair to say
that little more than the nosecone has
remained standard. The end product
is a fantastic blend of modern high-
performance engineering with a dash of
retro style that’s as cool as it is unique.

The frame is essentially Inside sits a Hayabusa motor, with the aforementioned turbo The front forks
a handmade steel tube kit forcing air and fuel in, and kicking 500bhp out the back. and yokes are
item, built on the island You don’t get that sort of power without some serious engineering from a Hayabusa,
by Pantelis Ioannou of though, and the motor is crammed with drag race parts, from as is the audacious
Limassol firm Motormania 84mm low-compression JE pistons to the APE 6.25mm stroker stretched swingarm,
Racing. It looks like stock, crank, Kent cams, APE cam sprockets, cylinder studs, and a multi- again, welded up
but a closer glance reveals stage lockup clutch to look surprisingly
specially-shaped front ‘factory’ by
cradle downtubes that Motormania
bend around the turbo
install. There are pics of the
frame being made on the
Motormania website – it’s
well worth a look

The electrics feature a Turbosmart
six-stage boost controller, a Power
Commander, and an external ECU
controlling an additional set of 65bhp
Bosch injectors
A water-cooled charge-cooler sits under the ‘fuel tank’ to
chill the hot, pressurised air coming from the turbo, and
the tail unit is actually from a Honda NSR250. Brake discs are
by Moto Master, and a Hyperpro steering damper finishes off
the chassis spec

CONNARIS ANDONIS’
HONDA CBX1000
One of the (many) benefits of the Cyprus climate is that the sort of rust, corrosion and general decay
associated with Blighty’s rain and salt-soaked roads just doesn’t occur
And as a result, old bikes stay in
decent nick for much longer. Which
goes some way to explaining this
neat Honda CBX1000. Older viewers
will need no introduction to Honda’s
inline-six superbike of the 1970s,
but for children of the 1990s, it
was a straight-six litre lump, hung
off a steel backbone frame with
1970s-spec running gear. This
one belonged to an elderly Cypriot
gentleman until it fell into the hands
of the island’s tuning community,
whereupon it received a healthy,
tastefully-executed makeover.
The frame has been modified
with a custom subframe, while
a Hayabusa fork and modded The engine is filled with high-compression Wiseco big-bore
Hayabusa swingarm adorn either pistons that bring capacity up to 1,147cc. A Dyna ignition kit lights
end. They also hold a set of the fires, and a Kerker 6-2 race pipe lets the smoke out. There’s also
gorgeous Performance Machine a natty NOS six-jet nitrous oxide kit to add a little extra zest
wheels all the way from the US.

66 OCTOBER 2007 www.superbike.co.uk

 PANTELIS IOANNOU’S
SUZUKI HAYABUSA
Even in the rarified world of the modified sportbike scene, this yellow Hayabusa is a standout machine
But at first it looks a little bit simple chrome decals, it slips under fairing, and you realise you’re looking
straightforward – almost ‘ordinary’, your custom radar a little. But then at another top-notch Cyprus custom.
compared with some more garish you spot the stretched swingarm, the Under the plain-but immaculate,
offerings. With its modified GSX- Ohlins forks, and a whacking great no-nonsense bodywork is a serious
R1000 fairing, plain yellow paint and turbo exit pipe sticking out of the piece of drag race engineering.

This bike is owned by

Pantelis Ioannou, the
owner of Motormania
Racing, and he’s
the man behind the
Honda CBX1000 and
the Suzuki Katana/
Hayabusa hybrid also
The chassis ticks
featured here. His
all the right boxes
shop is small, but
too. The lengthened
crammed with turbo
swingarm is another of
kits, bespoke frames
Motormania’s creations Ohlins supplies
and swingarms and
modded bodywork. the superbike
Well worth a visit front fork and rear
should you find shock, as well as a
yourself on a Cyprus steering damper
package holiday this
year...

The Hayabusa engine is a similar spec to the Katana opposite,

with a MCXpress 550 turbo kit, the 84mm JE pistons and the APE
internals. But the APE crank retains the stock stroke, so capacity is A set of Braking
1,397cc rather than the 1,535cc of the other engine. Power is slightly Wave discs
less as a consequence, but at these levels, the skill of the rider and and an AP master
the rideability of the chassis makes outright power almost secondary cylinder sharpen
in terms of drag racing performance. Having said that, the 22k-gold- up the stock brake
plated engine cases are probably worth a few tenths at any strip... setup.

MARIOS MAVROMATIS
SUZUKI
HAYABUSA
Cyprus may be one of antiquity’s
cradles of civilisation, but it’s fair to say
that modern Cyprus has its share of
mild, unreconstructed male chauvinism
How else to explain the presence of this
rather lewd, airbrushed Hayabusa. Despite
the gauche, ‘Aliens-meets-bad-tattoo-artist’
Thanks to George subject matter, the paint has been very well
Christoforou of executed, and has a suitably lustrous finish.
Motomarket for trans- Lurking underneath the paint lives a fairly
lating and great coffee.
conventional customised Suzuki Hayabusa
Cheers also to Men
Panteli and Aristos with an enormous, JMC six-inch-over
Sokradous for showing stretched swingarm, Performance Machine
Al round the Limassol forged wheels and 240-section rear tyre
custom scene. modification.

www.superbike.co.uk OCTOBER 2007 67

 ,
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Wears the tyres?
Q I need some advice
regarding tyres. I have a 99
Triumph Sprint ST which I am
using to commute 150 miles
a day on. I am currently using
Bridgestone BT020s front and
rear. I am getting good mileage
out of the front but only around
6-8000 out of the rear due to
major squaring off. Is this the
right sort of mileage to expect
when commuting or is there
likely to be something in my
riding style which is causing the
problem? My local bike shop
is a Triumph main dealer and
exponent of the Bridgestone
tyre but is there another
tyre which would be
better for the amount
of mileage I am
doing (a friend has
suggested the
Metzeler Z4)?
Greg Crittall,
email
The Bridgestone BT 020 is an
old tyre and has been recently
superceded by the BT021 which
would probably give slightly
better mileage. We’ve found the
Metzeler Z6 Roadtec to be one
of the more long lived sports
touring tyres and much better
than the outdated Z4 so you
could try that or the BT021 next.
Hopefully either would last for
few more miles and both will
grip as well or better than the
020s too. The only other option
is being more gentle with the
throttle – but there’s not much
fun in that.
ASK AN
EXPERT
¡ THE EXPERT Peak is an independent mobile security firm that specializes in
the supply and installation of products that can keep your bike safe.
Contact: 0116 2718384
Alarming
I need to get an alarm fitted to
my new 2007 R1. My insurance
company won’t cover me
without one. There are loads to
choose from, which would you
recommend?
Joe Green, Downham Market
Your bike already has a built
in immobilizer which is a
good starting point. It’s
Each month we get a different
biking expert to answer your
questions. This month it’s
Ben Sharpe, boss of Peak
Motorcycle Security
Datatool’s also good but it has
extra features like different
sirens and flash rates you can
choose from – some people like
them but in my opinion they’re
unnecessary.
Structure
I bought a Abus chain to lock my
GSX-R600 up with. The problem
is I can’t thread it around the
frame – there’s just not enough

A To be honest,
that’s not a
bad mileage for
approved by the industry
recognized body, Thatcham,
and being an immobilizer
space. What’s the best place
to lock it through? The obvious
one is the front wheel but a thief
a sports touring. gets their category could unbolt it and
The Sprint ST’s 2 (Cat 2) seal of “Don’t let nick the rest of the
a torquey bike approval. You the padlock bike.
and not exactly can get a cat 2 to sit on the Jack Tandy, Ipswich
featherweight so 1 upgrade. This
it won’t give the adds an alarm and
ground, it’s It’s the same with
tyre an easy ride. would take your bike much easier loads of modern
to Thatcham category to bust sports bikes – they’re
Longevity - the mark 1 – their highest open.” so compact you can’t
of the Metzeler Z6 level for bikes with loop a chain around
approved alarms and the frame. I find the
immobilizers. next best place is often
Oil’s well that ends well There’s two
system’s I’d
through the rear wheel
but also the swing

Q I’ve got a Suzuki

TL1000S. It’s a
brilliant bike with
full. Surely that’s
wrong? I fill mine to
the upper mark.
the window (with
the bike level and
upright). Overfilling
recommend,
both of
which
arm.
Some
swing
loads of torque and Joe Fox, email a little shouldn’t do plug arms
doesn’t deserve the any great harm but into your have
bad reputation it’s
got. Mine uses a
little oil so I check
A On the earliest
TLs, the sight
glass is in the wrong
the engine won’t
run at its best and
some excess oil may
Yamaha’s
existing wiring which
means they’ll be more reliable
bracing you
can go through or
on some you can go
it and top it up place. If yours is get blown out of than those where you have down next to the shock.
regularly. I read on a 1997 or 1998 breathers or into the to cut and splice. There’s the Try and get it through the
the internet if you bike, fill the oil airbox. Meta 375T V2-1 (£269 installed) suspension linkages too. If
can see the oil in the until it’s just visible and Datatool’s S4 Green (£289 there’s any slack chain wrap
sight glass, it’s too in the bottom of installed). Of the two, I’d go for it round itself before putting
the Meta. It’s well proven and the padlock on – if you let the
reliable and easy to use with padlock sit on the ground it’s
a single button remote. The much easier to bust open.

¡ NEXT MONTH
ASK AN OIL EXPERT
Have you got a question for our next expert, John Rowland, of
Fuchs Lubricants? He’s their automotive development chemist
and what he doesn’t know about oil, brake fluid and the other
liquids you put in your bike isn’t worth knowing. If so, please
email us at the above address

www.superbike.co.uk OCTOBER 2007

 REAL WORLD Q&A

Dealers – they’ve got the bikes,

FROM THE Hi finance but can they do the finance

FORUM Q I’ve seen a bike I want to buy

and want to get it on finance.
The shop selling it has offered me
a loan at 9.3%. Is this good value
and is there anywhere I can go to
get a cheaper one?
Mason Langford, Thetford

A The chances are you can

Got a technical or other biking
problem? There’s plenty of
clued-up petrolheads online
at our forum www.superbike.
co.uk you can discuss it with.
Check out this recent thread:
beat a dealer’s finance rate.
Currently the best unsecured
personal loan we know of is
Moneyback (0845 300 4166)
offering 6.8% if you borrow
£3000 or more. For the best, dealer and asking if they can you a pretty uncompetitive rate in
latest rates check out www. match it. They get commission the hope you’re so keen to get the
moneysavingexpert.com. It’s from selling finance and they have bike you simply accept it so check
worth finding the best loan you a degree of flexibility. Chances are you can’t do better elsewhere
can and going back to your bike they’ll try it on at first and offer before you sign. SB

Shrubbery
Weak Busa
brakes
Hi all. I’ve been offered a
Busa but keep on hearing
that the front brakes are
a bit weak, so apart from
braided hose and HH sintered
pads, what other mods are
recommended?
Chappers
Lop off 30 kilos, shorten
the wheelbase, sharpen the
steering and suspension,
you should be good to go. On
a serious note those mods
should sort most brakes and
at the end of the day you are
hauling up a hell of a lump
of metal.
Speedo mate
Q I have a buddy who has
replaced his speedo drive
magnet five times in the 45,000
he bought new. Is this normal or
is there something he can do to
prevent it breaking? The bike’s a
nearest Triumph dealership is 900
kms from where we live so he does
almost all his maintenance himself.
kilometres he has on the Triumph 2002 Triumph Daytona 955i. The Roy Sweet, British Columbia
“In the UK you can’t
just buy the magnet
A We don’t know of
any problem like
this with your bike (and
to be lined up perfectly
before tightening up.
Also is he just replacing
magnet, we’d suggest
replacing the whole
unit – it might be bent
you have to buy the neither do our friendly the magnet? In the UK or there could be bits
Triumph dealers). We you can’t just buy the of old fractured magnet
whole drive unit. ” do know installing the magnet you have to buy in there which could
speedo drive is tricky the whole drive unit. If cause a new one to
and everything needs he is just replacing the disintegrate.

Xxrider
Don’t forget to check the
subframe! Seriously, ANY
weight loss on a ‘Busa is a
good thing. If you’ve got the
budget, lightweight wheels
(OZ, Marchesini, etc) seem
to be a popular mod with the
owners I’ve come across. I’ve
also seen a couple with radial
master cylinders. They handle SB

OK for such a big lump, but

they ain’t no lightweight,
flickable race-rep!

Tim1300R
I have an 03 ‘busa Goodridge
lines and Brembo disc’s
with Brembo pads does the
trick. Your standard rotors
will warp with HH pads. If
you want to go really mad
get Crescent to fit the GP
race master cylinder as well
(£260) the internal bore size
is larger. Bit of a classic, the
2002 Daytona 955i
www.superbike.co.uk

76 OCTOBER 2007 www.superbike.co.uk

For your nearest retailer call 01933 350410 or log on to www.lintekparts.com
 REALWORLD OLD VS NEW
¡ 2006 ¡ 2007
Kawasaki ZX-6R Kawasaki ZX-6R
£4,499 £7,190

¡ KAWASAKI

ZX-6R
Kawasaki’s 36cc trump card in the middleweight class is missing from the
pack for 2007. So is the new 599cc version the ace up Kawasaki’s sleeve?
Or have we been dealt a dud hand?
Words: Rob Hoyles Pics: John Noble

A
t first glance there’s already won. that can only come from

ZX-6R HISTORY little to separate

the two bikes
aesthetically. There are
Introduced to wide acclaim in 1995, the ZX-6R was
ahead of its time. The first Japanese 600 to use an some nice touches on the
aluminium frame, the ZX-6R was both light and fast. new bike though – many
The competition soon caught up though, and in the late of the plastic fascias and
nineties, the Kawasaki was pretty much demoted to trims have been tidied up
sports tourer and it looks like plenty
On paper the new model
simply doesn’t stack up
but as is so often the case,
on the road things can
turn around pretty quickly.
Midrange Poke
Swapping from bike to
a Kawasaki airbox lets
you know exactly what
make of bike you’re
riding. It’s a machine
all about commitment,
about getting those gear
changes perfect and
keeping that motor singing

¡ 2002 saw the first 636cc

model, swiftly followed
the next year by a far more
aggressive model, leaning
more towards the race track as
Kawasaki moved back towards
the original hardcore image
that was always intended for
it’s Ninja range of machines.
The 2003 model was a sharp
handling but flighty, almost
angry machine and, while it
attracted the attention of track
day riders and had racers
hankering after the limited
edition, homologated for race
use 599cc ZX-6RR, those
looking for an everyday
machine started to look
elsewhere. Kawasaki
needed a middle ground that
came in the more rounded
shape of the 2005 model. With
its Honda-esque underseat
pipe, improved slipper clutch
and revised handling, the new
machine worked brilliantly on
the track, while making life
easier for those seeking a real
world middleweight road bike.
The extra capacity made
it more than a match for the
competition, with decent
midrange performance as well
as that trademark searing
Kawasaki top end. For 2007,
Kawasaki has ditched its
capacity advantage in a bid
to woo back the racers.
But how does that
affect us on the
road?
The surprisingly
useful 2002 model
was the last
of the do-it-all
supersport bikes
of thought has gone into
subtle changes that make
bike, the lack of midrange
poke from the new bike
from the nine grand mark
up.
the whole thing a little is instantly apparent, As you flick through the
easier on the eye. But the as is what seems a box, staring back at you
basic layout is the same: ludicrously long first like a giant eye is an easy-
underseat pipe; central gear. The ’07 machine to-read, white-faced dial
ram air intake; neatly feels like a race bike in that replaces the irritating
built-in front indicators; so many ways; it turns in LCD tachometer of the old
but there’s something faster than the old bike; bike. The needle swings
missing from the new the new Nissin brakes round the higher numbers
machine – that little 636 feel more responsive with quite some ferocity as
sticker. and ultimately sharper the bike surges forward in
While some capacity hauling down from high a burst of revs and noise.
has been taken away speeds while the focussed But it’s all just a bit
from the new bike, character of the motor too much like hard work
something else has been begs for a thrashing compared to the 636.
added. Unfortunately that as that inimitable howl Yes, the rev-counter
something is an extra
3kg of mass, perhaps
thanks to the increasingly
stringent emissions
laws forcing the bike to
wear a massive catalytic
converter.
If standing around
looking at the two bikes
and reading spec sheets
decided the test, then the
older bike would have

78 OCTOBER 2007 www.superbike.co.uk

“”
While these two
bikes look and
feel very similar at a
standstill, the riding
experience is very
different.

www.superbike.co.uk OCTOBER 2007 79

 REAL WO
W RLD OLD VS NEW
WHAT TO LOOK OUT FOR

2006 Kawasaki ZX-6R

Kawasaki has a well-earned reputation for bulletproof motors and the ZX-6R is no different
We phoned ten doesn’t fit into any that has evolved so you’re exhaust, make sure that a starting point for your
¡

dealers to get their
views on the bike and
the answers were pretty
conclusive: that the
ZX-6R suffers few if any
faults and is a seriously
robust piece of kit.
But that’s not to say that
there aren’t any nails
around. While Kawasaki’s
build quality is improving,
the finish won’t stand up
to a hard winter as well as
say a Honda, so you’ll still
need to look deep beneath
the skin for any corrosion
issues.
Something that the
636cc version has got
going for it is that it
of the race classes
so it’s highly unlikely
that you’ll stumble
across a well-thrashed
race bike dressed up
in immaculate road
clothes. Nevertheless,
the 636 makes for an
awesome track bike, so
be suspicious of things
like carbon frame covers,
stickers and suchlike that
might be hiding any track
damage.
Engine and gearbox
Kawasaki motors give
little trouble in standard
trim. The 636cc motor
is a well-developed unit
unlikely to suffer any
problems, so long as the
bike has been looked
after and comes with
a service history. Valve
clearances can be an
issue and in most cases
will need completely
re-shimming at 12,000
miles though many
Kawasaki specialists
and tuning shops
recommend that the first
check is carried out at
8,000 miles as the initial
bedding in of the valves
can cause the clearance
to close up leading to
poor performance. If the
bike has an aftermarket
the fuelling has been
adjusted to suit with
a Power Commander.
Without this the motor
can run lean causing top
end failure.
Chassis
Again, there’s little to
worry about with the
excellent chassis. Be
on the lookout for bikes
badly set-up by track
day heroes though – the
geometry of the bike is
near perfect in stock trim
with only the minimal of
adjustment needed. If in
any doubt, put the bike
back to stock settings as
own set-up. Changing the
rear spring to suit your
weight reaps massive
rewards on the ZX-6R and
needn’t cost the earth.
ZX-6R owners tend
to enjoy modding their
bikes, but beware of tat.
The most worthy mod
for the ZX-6R is a good
quality steering damper
and while you’re at the
front of the bike, check
the steering head for any
signs of play or wear. In
the right hands the 636
is a great wheelie bike,
in the wrong hands a
licence to sell headrace
bearings.

¡ 2006 KAWASAKI ZX-6R ¡ 2007 KAWASAKI ZX-6R

Price: £4,499 Nu Ins group: 15 Price: £7,190 Nu Ins group: 15
Contact: DK Motorcycles: 01782 861100 www.dkmotorcycles.co.uk Contact: DK Motorcycles: 01782 861100 www.dkmotorcycles.co.uk
Kawasaki Motors UK: 01628 856600 www.kawasaki.co.uk Kawasaki Motors UK: 01628 856600 www.kawasaki.co.uk

■ ENGINE
Type: l/c, 16v, 4-cylinder, in-line DOHC Displacement:
636cc Bore x Stroke: 68 x 43.8mm Compression:
12.9:1 Carburation: Keihin electronic fuel injection,
38mm throttle bodies Gearbox: Six-speed, chain
Power: 110bhp @ 13,800rpm (tested) Torque: 43.5lb ft
@ 11,700rpm (tested)
■ CYCLE PARTS
Chassis: Pressed aluminium beam perimeter
Suspension: (F) 41mm fully adjustable USD fork (R)
Fully adjustable monoshock Brakes: (F) Twin 300mm
petal discs, four-piston radial Nissin calipers (R)
220mm disc, single-piston Tokico caliper Wheels/
Tyres: Cast Aluminium/ Bridgestone BT-014, (F) 120/70
17, (R) 180/55 17 Rake/Trail: 25°/106mm Wheelbase:
1,390mm Fuel Capacity: 17 litres (3.7gal) Dry Weight:
164kg (362lb)
Look hard enough and you’ll
see the subtle changes
like less room (despite the
aftermarket screen)
■ ENGINE
Type: l/c, 16v, 4-cylinder, in-line DOHC Displacement:
599cc Bore x Stroke: 67 x 42.5mm Compression:
13.3:1 Carburation: Keihin electronic fuel injection,
38mm throttle bodies Gearbox: Six-speed, chain
Power: 123bhp @ 14,000rpm (claimed) Torque: 48.4lb
ft @ 11,700rpm (claimed)
...and the centrally-located
■ CYCLE PARTS ignition lock. White rev-counter
is easier to spot but speedo
Chassis: Pressed aluminium beam perimeter can get hidden behind brake
Suspension: (F) 41mm fully adjustable USD fork (R) fluid reservoir
Fully adjustable monoshock Brakes: (F) Twin 300mm
petal discs, four-piston radial Nissin calipers (R)
210mm disc, single-piston Tokico caliper Wheels/
Tyres: Cast Aluminium/ Bridgestone BT-015, (F) 120/70
17, (R) 180/55 17 Rake/Trail: 25°/110mm
Wheelbase: 1,405mm Fuel Capacity: 17 litres (3.7gal)
Dry Weight: 167kg (367lb)

¡
*
2006 ZX-6R RATINGS*
Ratings Apply to this test only
¡
*
2007 ZX-6R RATINGS*
Ratings Apply to this test only

ENGINE: 9/10 OVERALL ENGINE: 8/10 OVERALL

CHASSIS: 8/10
USABILITY: 8/10
8/10 CHASSIS: 9/10
USABILITY: 8/10
8/10
+ Great on the road,
strong engine - Slightly awkward
riding position + Sleeker looks and
more track focus - Misses the 636
motor and gearing

80 OCTOBER 2007 www.superbike.co.uk

 This view shows you
how the fairings have
changed between models
(and that Rob is better at
wheelies than Dave)
is a bit crap and difficult
to read, but it matters not
as it’s nowhere near as
crucial to be spot on with
the revs on this bike.
The commitment
needed to make rapid
progress on the new
bike is replaced with just
enough torque to forgive
those with a slightly lazy
left foot. The handling
is good for the road too.
Kawasaki’s compromise
with the suspension set-up
between track prowess
and road neutrality isn’t
too far off the mark,
though lighter riders
might want to back off the
preload and compression
a touch as it can get a bit
lively on bumpier B-roads.
The brakes work well if not
quite with the same feel,
finesse or overall stopping
power of the newer
machine’s superb Nissin
set-up but to be honest,
at anything other than full
tilt, there’s really not very
much in it and let’s face it
– if the difference is only
notable at race pace you
wouldn’t be buying a 636
anyway.
Real world riders don’t
just use their bikes on
racetracks and empty
roads though. Day to day
commuting has to be
factored in, as does the
occasional pillion ride. The
excessively tall first gear of
the new bike may make life
easier for the racer to get
the gearing spot-on for the
hairpin he’s been trying
to nail, but the knock on
effect is a first gear that’s
a complete pain in the arse
in town, particularly with a
lack of bottom end torque
that means you have to slip
the clutch and make a lot
of noise to go anywhere.
Which is not only annoying,
it makes you feel a bit of a
tit, too.
The Final Analysis
While these two bikes
look and feel very
similar at a standstill,
the riding experience is
very different. The new
machine is no doubt
an improvement for
www.superbike.co.uk OCTOBER 2007
the racetrack. The only
problem is that where
Kawasaki has gained in
terms of race potential,
they’ve most definitely
lost out in real world
usability. As seems to be
becoming the norm with
modern 600s, earlier
models are fast becoming
the best option for the
road. That’s why I’d save
myself a cool two grand
and buy the mint 636 – it’s
still very much the ace
in an increasingly peaky
six-pack. SB
81
REAL WORLD USED BIKE TEST

Mossy, worried about the back end

stepping out as the chassis struggles
to cope with the power

¡ HONDA ¡ 2006
1,103 miles

CG125
£1,550

Everyone’s biking life has to start somewhere, and if you’re

after an easy and economical beginning, then Honda’s CG125
is as good a start point as any
Words: Chris Moss Pics: Jeremy Clifton-Gould

M ake no mistake, The bike we tested was torque and flexibility from

this very basic,
single-cylinder commuter
is rather short when
it comes to visceral
excitement. But the
Honda CG125’s bullet-
proof reliability has made
it a hit with new riders
and anyone who simply
wants to get where they’re
going without spending
too much, or having to use
too much effort. And it’s
a great bike to consider
buying used thanks to
its very low cost – which
allows you to spend your
money on something
more substantial once
you’ve got rid of your L
plates.
CG125 HISTORY
the latest version, and the single cylinder motor.
was in superb condition You have to cane it hard
thanks to its low mileage to get any sort of decent It’s not going to win many prizes for power or
and age. It was an pace from it, but as long looks – but it has a bomb-proof reputation
excellent example of the as you stick to the right
breed to show just what sort of roads then you’ll The GC125 has that it’s become world
the Honda is capable of. be satisfied enough. It’s been around since famous for from the
And that’s a lot. Well, as only when you venture the 1975 and hasn’t start. Over ten million of
long as you don’t get too out of town, onto faster changed much at all them have been made.
adventurous or ambitious roads and motorways that during that time. Apart The CG only received
with it. you’ll seriously want for from very minor tweaks its first and only update
With only 11bhp on tap, more. I tried it, and got over the years, to in 2004 with ‘sharper’
the CG unsurprisingly very frustrated by having to components like brakes styling, a hydraulic front
will only provide modest slipstream anything in front and the number of brake, larger fuel tank and
performance. But it will to stay in touch. gears, it’s remained the tweaks to cope with new
beat most average cars On those sorts of routes dependable old faithful emissions regulations.
away from the lights and, the little Honda is out
in town at least, compete of its depth and it’s not
with their general unusual for it to start the whole world up your anyone new to the game.
performance. Acceleration holding up the traffic. pipe can be an unpleasant You can of course give
is reasonable with good Having what seems like experience, particularly for it a go, and thanks to its

www.superbike.co.uk OCTOBER 2007 83

REAL WORLD USED BIKE TEST
WHAT TO LOOK OUT FOR
Honda GC125
One of the oldest models in the book, CG125
is still going strong and still popular
OK, so it’s not everyone’s cup of tea and there can’t be
many people who would actually lust after one, but they
do have their uses, as learner bikes for the kids and as
winter hacks So, with that in mind, you should check out
the following.
CG125s are one of
the most robust and
economical bikes on the
market. They’ll take some
pretty serious abuse
and still survive well.
Examples with over 60,000
miles on the clock are not
uncommon.
The CG has been
bought by all sorts.
Learners, commuters and
training schools buy the
majority of them, and their
idea of maintenance and
care can vary massively.
The Honda is a very tough
bike, but look carefully for
signs of general abuse.
There’s enough on the
market to be fussy.
Look for evidence of
good general care.
Checking to see if the chain
is well lubed or the engine
oil’s at the right level are
good places to start.
Many CGs have hit
the deck due to their
owners’ inexperience. Just
make sure the damage
is light and restricted to
levers and bar ends rather
than more serious stuff like
frame and forks.
The finish is generally
strong and the general
condition of the bike serves
as an indicator of the life
it’s led. You could expect the
Brazilian-built versions to be
less durable.
Check the service history
of the bike. It’s very
easy to work on but home
servicing still needs a bit
of skill and experience to
be done well. Valves should
be checked at every single
service. Make sure this has
been done.
Flat spots from a closed
throttle indicate a dirty
carburator.
The battery is very small
and can easily flatten
with additional equipment
like extra lights and alarms.
Fitting a screen will
improve comfort at
prolonged higher speeds.
The little Honda is a
favourite with women
thanks to its very light weight
and compact dimensions.
It’s the cheapest to
insure of all Honda 125s
Throttle on the stop: “I was flat-out
everywhere” said Moss, honestly
general comfort
and less than windy
top speed (about 65mph
flat out) you can hope to
cover a fair bit of ground
in one hit - especially
if you’re young and
adventurous.
The way the Honda
rides will suit all-comers
too. It’s a very easy
bike to handle, and
only seeming to weigh
as much as a heavy
pushbike, it needs very
little persuasion to
deal with any direction
changing. Whizzing
through congested and
slow moving traffic is
a real forte of the CG,
and not much can stall
its progress. Out on
more open roads it still
handles things well,
though it’s only on some
of the tighter and twister
roads that you’ll feel like
the Honda is actually
cornering. On faster,
open routes, the roads
always feel straight due
to the bike’s low speed.
But push it hard along
a narrow and twisting
back road and you can
still have a bit of a laugh.
Though when you do
that you’ll discover that
the suspension seems
devoid of any damping
oil, and the brakes feel
as though they might
have some of it on their
friction surfaces. To be
fair, that’s a bit harsh,
and for what the CG
¡ Experts
Pidcocks, Nottingham
01159 692200
Fowlers of Bristol
0117 977 0466
Kent Motorcycles
01227 832601
¡ Servicing costs
Every 2500miles/6months =
£65-70
¡ Specs
Engine AC OHV 2v single-cylinder
Claimed Power 11bhp @ 9,000rpm
Torque 7.2lb/ft @ 7,000rpm
Weight 114kgs Suspension (F)
31mm unadjustable forks (R)
twin shocks, adjustable preload
Brakes (F) 1 x 240mm disc,
single-piston caliper (R) 130mm
drum Fuel Capacity 13.5 litres
(3 gals)
¡ Typical values
YEAR REG PRICE
2004 53 £590-1325
has been designed for,
2004 04 £610-1350
both the brakes and
suspension are more 2004 54 £630-1395
than adequate. If you’re 2005 54 £680-1475
only riding around town 2005 05 £700-1495
or a city you’ll notice, 2005 55 £720-1525
and care about, this even 2006 55 £760-1625
less. 2006 06 £760-1650
Most of the 125’s real
strong points will take ** The CG has been around for
a bit longer to make over 30 years now and earlier
themselves apparent models can be had for as little
and come in the form of as £100
economy and reliability.
Most journeys will return
between 60-80mpg, with
even more on offer if
you’re steadier with the
throttle and revs. Tyre
and brake pad/shoe life
will almost be as long
as your own. And the Thanks to: Gabi Somerville for
history of the bike (it’s the loan of the 2006, 1000-mile,
over 30 years-old now) CG125-4 we tested.
shows that joining the
AA is a waste of money.
It’s a perfect choice
Dealer view
if you want to get onto Russell
the biking ladder, and Pidcocks knows the value
though its low-rung of the CG125
status won’t please all it
Russell of Pidcocks in
will provide a great start
Nottingham is keen to sing the
to the climb upwards. praises of the Honda CG125.
And it’ll give you some “They are absolutely brilliant
good experience that’ll little bikes that never seem
cost bugger all and be to go wrong. New bikers and
as straightforward and commuters love them and they’re
fuss-free as it gets. very popular with training
On top of that, you’ll schools too. They are tough
only lose a little in cookies and are very cheap
to run. We’ve never really
depreciation when the
had any trouble with them
time comes to move at all. They seem to be able
on. If you’ve got a short to deal with any sort of abuse
winter commute and and still survive. Maintain
can’t face a scooter, them properly, which is dead
well, this might be the easy, and they’ll last forever.
answer. SB They’re mint little things.”
www.superbike.co.uk OCTOBER 2007 85
 REAL WORLD THE BEST LUBES

Few people know more about oil than chemist

John ‘JR’ Rowland. SuperBike spoke to the oracle
of the oils for a lesson in lubrication

86 OCTOBER 2007 www.superbike.co.uk

¡ ELF
The four-stroke options from Elf ¡ Q8 OILS
include the fully synthetic Sport The Q8 Oils line-up
4 Compione 10W60, Moto 4 XT consists of the fully
Tech 10W50, the semi-synthetic synthetic Moto SBK
Moto 4 HP Eco, and the mineral Racing 10W50, the
Moto 4 DX Ratio 20W50. semi-synthetic Moto
Contact: 01933 350410 SBK 10W40, and
www.lintekparts.com the mineral Moto
GT 10W40.
Contact:
0113 235
0555

¡ MOTUL
¡ SILKOLENE
Silkolene’s vast range comprises
the fully synthetic Pro 4 Plus,
grades 5W40 and 10W50; the Pro
4, grades 10W40 and 15W50; the
Comp 4, grades 10W40, 15W50 and
20W50; and the semi-synthetic
Super 4, grades 10W40 and 20W50.
Contact: 08701 200400
www.silkolene.com
Motul’s Factory line includes
the fully synthetic 300V oil,
grades 5W30, 5W40, 10W40
and 15W50. The 4T range
includes the fully synthetic
7100, grades 10W40 and
20W50; the Technosythese
5100, grades 10W30,
10W40, 10W50 and 15W50;
HC-Tech 5000 10W40; and
the 3000 20W50 mineral.
Contact:
01773 864420
www.motul.fr

What is oil? ? WHAT’S THAT THEN

Simply put, oil is a chemical compound that is in a liquid state at
ambient temperatures and will not mix with water. It is derived from
crude oil, also called petroleum, which is the product of ancient organic
material that has been subjected to heat and pressure within the Earth’s
crust. In short then, oil is melted dinosaurs
How is it processed?
Contrary to popular belief, crude oil
is very thin. It is distilled (by heating)
into light, intermediate and heavy
fractions. The lighter fractions
(usually about 90 per cent) are
converted into petrol and diesel. The
heavier oils are refined to form clear,
bright amber oils, some of which are
used to blend engine oils.
Viscosity
In layman’s terms, viscosity refers
to a liquid’s resistance to flow – its
thickness or stickiness. In terms of
function, viscosity determines an
oil’s film-forming ability – its capacity
to create a protective film between
moving metal surfaces. The critical
complication is that viscosity is
affected by temperature – oil thickens
when cooled and thins when heated.
SAE rating
Nothing at all to do with self-
addressed envelopes, ‘SAE’ refers to
the Society of Automotive Engineers,
which established a numerical code
to rate the viscosity of multi-grade
motor oils. These are oils designed
to cope with seasonal ranges
of temperature. Manufacturers
recommend the appropriate viscosity
to suit the climate of the area in
which the vehicle is going to be used.
For example, 10W40 is generally
considered the optimum grade to
perform at all British temperatures.
The first number, suffixed by a ‘W’
(winter), indicates that the oil can be
pumped from cold within specified
limits, e.g. a 10W oil must pass a cold
viscosity test at -25ºC. The lower this
number, the colder the temperatures
at which the oil can be used.
The second number refers to the
oil’s viscosity at 100ºC (approximated
to the viscosity of a mono-grade oil at
the same temperature). The higher
this number, the higher the viscosity.
JR says, “There’s no point using
power and fuel-wasting thick oils in cool
climates. A 10W40 or thinner is perfectly
OK unless you’re riding an air-cooled
classic with wide clearances and a slow
oil pump. In modern engines, thicker
oils are only necessary when running at
very high temperatures.”
How does oil do its job?
We all know that oil keeps metal parts
moving by making them slippery, but
how? The first way is by preventing
metal components from making
contact with each other. A plain
bearing spinning at high speed, for
instance, ‘floats’ on a relatively thick
film of oil, so there is no metal-to-
metal contact. The high velocity
drives a wedge of oil between the
FROM MINERAL TO SYNTHETIC
In years long since passed, engines were filled with refined mineral
oils ‘straight’, i.e. with nothing added. But times have changed
T hese early mineral oils
deteriorated rapidly, leading
to black sludge, corrosion and,
before long, a knackered motor.
In the Fifties, oil companies
began to add detergents and
antioxidant chemicals to
increase cleanliness and slow
down oil degradation.
Later, manufacturers
discovered how to tackle the
problem of cold starting by
creating multi-grade oils
(more about these below).
This involved adding polymers,
which unwind and reduce the
rate at which oil loses viscosity
(gets thinner) when heated.
There is no chalk-and-
cheese difference between
mineral and synthetic oils.
Synthetic oils are usually
mineral oils that have been
enhanced by means of chemical
processes. Nowadays, there’s
a wide array of synthetic
compounds, used in various
quantities to give oil the
desired performance and wear
characteristics.
Semi- or fully synthetic?
There are many different
types of synthetic oil – it isn’t
a singular generic substance.
The most basic type is really
a special form of mineral oil,
only ‘synthetic’ inasmuch
as it’s subject to a relatively
inexpensive chemical process
called hydrocracking.
Semi-synthetic oils contain
a proportion of synthetic
(processed) mineral oil, from a
few per cent to 30 per cent.
Using fairly simple chemical
compounds, mineral oil can
be used to make molecules
with desirable characteristics
such as temperature and
evaporation resistance. These
are true synthetics. The two key
synthetics in engine oils are
PAOs (poly alpha olefins), which
act as compound-carriers, and
esters, which are like PAOs
but with the added functions
of lubrication and metal-
protection. Most oils sold as
‘fully synthetic’ are not, in fact,
made entirely from synthesised
compounds. 100 per cent (‘fully’
in the true sense) synthetic oils
are actually quite rare because
they are very expensive to
make.
Very few motorcycles require
fully synthetic oil. A high-quality
semi-synthetic easily meets
the demands of a sportsbike
engine under normal operating
conditions. So what’s the best
oil for your bike?
JR says, “I’d go for a shear-
stable ester semi-synthetic,
SAE 10W40 or 10W30. The
‘shear-stable’ part means it
contains a decent-quality multi-
grade polymer, which is more
important than an unspecified
‘synthetic’ claim. In fact, a
shear-stable mineral oil is a
better choice than a ‘synthetic’ of
dubious stability.”

www.superbike.co.uk OCTOBER 2007 87

REAL WORLD OILS

¡ ROCK OIL ¡ CASTROL

Whether you’re racing an RC211V or
All bases are covered by Rock,
continent-crossing on a R1200GS, Castrol
with its fully synthetic Synthesis
has a nectar to keep your motor spinning
XRP 5W30; Synthesis 4 Racing
freely. The range includes the fully synthetic
15W50; the semi-synthetic
Power 1 Racing, grades 10W40
Sigma 15W50; and all-purpose
and 10W30; the semi-synthetic
Guardian 10W40.
Power 1 GPS, grades 10W40
Contact: 01925 636191 and 10W30; the Act-evo X-tra
www.rockoil.co.uk 10W40; Act-evo GP, grades
10W40 and 20W50.
Contact: 01793 512712
www.castrol.com

¡ SHELL
ADVANCE
Whatever your engine’s
¡ PUTOLINE tipple, Shell has it. The
range is headed by the
The Putoline range includes fully synthetic Ultra 4
the fully synthetic Syntec 4+, (pictured), grades 10W40
grades 10W40, 15W50 and and 15W50; backed up by
5W50; the Syntec 4, grades the semi-synthetic VSX4,
10W40, 15W50 and 20W50; the grades 10W40, 15W50
semi-synthetic Sport 4, grades and 20W40; the premium
10W40, 15W50 and 20W50; the mineral SX4, grades
Formula V-Twin 20W50; the 10W40, 15W40, 15W50 and
Force 4, grades 10W40 and 20W50; and the standard
15W50; and the DX4, grades mineral S4, grades 10W40,
10W40 and 20W50. 15W40, 20W40 and 20W50.
TOP TIP Contact: +31 040 2622725 Contact: 0161 428 5449
Winter www.putoline.com www.shell.com

Wisdom two surfaces, and the oil film standard set up by the ‘big four’ Topping up
If you leave old oil
in your bike over supports the load. At lower engine manufacturers. You should look If you have to top up your bike’s oil, it’s
winter, the fuel speeds, however, there is inevitably for the MA or MA2 suffixes, which sensible to use the same type of oil
and water that it some contact between the bearing indicate the oil has undergone for the sake of consistency. However,
inevitably contains shells and crankpins. This is where clutch-slip and shear-stability it’s very unlikely to cause any harm
will corrode the oil must do its more sophisticated tests. Beware of oils whose labels if you use a different brand or grade
motor from the lubricating work. Special compounds bear slippery (arf!) language such – provided you don’t use oil of lesser
inside. So, drain out
in the oil react with metal at high as “meets the requirements of...” quality.
the old stuff, fill it
with fresh (a cheap pressure and temperature to or “recommended”, which may be
mineral type will provide a very thin protective film meaningless. Generally speaking, Performance-enhancers
suffice) and run the which prevents micro-welds where you get what you pay for, and you There are many oil additives on
bike to circulate. metal surfaces come into contact. won’t go far wrong choosing one of the market which claim to offer
Then, when spring Detergents and antioxidant chemicals the big, well-known brands. improved performance. But do they
comes, drain it added to oil often double as anti-wear work? The simple answer is no. Oil
again and re-fill agents. Finally, some synthetic oils Time for a change? manufacturers put vast amounts of
with your chosen
contain esters, which are attracted to It is sensible to change your bike’s money and research into divining
semi-synthetic or
synthetic. Your bike metal by electrostatic forces and cling oil according to the frequency optimum lubrication; if magical
will thank you. on even when surfaces are forced into prescribed by the user’s manual, additives existed, they’d be using
contact. not least to uphold the warranty. them already. Some additives actually
Warming up The condition of your bike’s oil is contain substances, such as chlorine-
Oil has to be warm, Quality controls affected by how you ride. The worst based chemicals, that corrode
and preferably How do you choose a high-quality riding pattern as far as your oil is engine internals. Similarly, additives
hot, to do its job oil? There are two main quality- concerned is to do slow, short runs. containing PTFE do very little except
properly. So it’s
control standards – API (American Under these conditions, engine oil clog the oil filter.
well worth taking it
easy for a couple of Petroleum Institute) and JASO (Japan gets contaminated by fuel and water,
miles before letting Automobile Standards Organisation). which causes corrosion – ring and More power?
rip, particularly Both standards use letter suffixes to bore wear and gear-tooth pitting. The power output of a high-
in cold weather. indicate quality, e.g. API SL or API It’s crucial to change the oil at least performance engine may be increased
This is because SH. With API, the ‘S’ simply stands annually. The best riding pattern for by using special low-viscosity oil. This
cold gets thinner for ‘spark-ignited’ (petrol engines) your oil is long, fairly fast runs, which is because up to six per cent of output
as it warms up. Oil while the second letter designates burn off any contaminates. is lost due to oil drag – stickiness
that’s too thick is
quality – from the long-obsolete A, The type of oil that will last longest between moving components. The
basically too ‘fat’
to fit between the B, and C (lowest quality) to H, J, and is shear-stable, genuine 100 per cent thinner the oil, the less drag. That
metal surfaces M (the highest, latest standards). synthetic. Even so, this premium- said, thinner oils must have the
that its meant to be These are car-based standards but quality oil is probably only worth the requisite properties to ensure wear
keeping apart, plus nonetheless provide a good basic extra cash for those riding very long and friction are kept low, and must
it can’t be pumped guide. distances and wanting extended be ‘tough’ enough to retain these
quickly enough. JASO is a motorcycle-specific drain periods. properties over time. SB

88 OCTOBER 2007 www.superbike.co.uk

 REALWORLD I AM YOUR...
I f there’s one part of your engine that
could be described as the heart of the
matter, then I am surely it. I’m the big-
gest, strongest, toughest part, and I take
the linear motion of the pistons, sent
flying down their bores by exploding
fuel, and turn that into smooth, usable,
rotating force.
Bearing up?
I’m normally to be found clamped
securely between the two crankcase
halves, held in a set of main bearings.
Offset from my centreline, I have other
bearing surfaces, and the pistons are
attached to these by connecting rods.
These are called ‘big-end’ bearings,
since, easily enough, they have the big
end of the connecting rod attached to
them. On an inline-four like this ZX-10R
crank, the big end bearings are set in
two pairs, 180° apart, so when the two
centre pistons are at the top of their
stroke, the two outer pistons are at
the bottom. The distance between the
big-end and the main bearings is equal
to the stroke of the engine, as this is
how far the piston travels up and down
the bore. As the fuel mixture burns in
the combustion chamber, it pushes the
piston down, the con-rod pushes onto
the big end like a cyclist’s leg pushing
on a pedal, and I get spun around.
Silk and steel
I’ve got a tough job to do, so I’m made
of tough material. Almost always steel
nowadays, although there have been
iron and titanium cranks. A one-piece
crank, like most modern four-stroke
designs, is usually a steel forging. A
hot lump of tough steel alloy is formed
under pressure into the rough outline

CRANKSHAFT
of the shaft. Then the bearing surfaces,
and any gear teeth are machined in, as
well as drillings to carry oil, and any
threaded holes for bolt-on components.
Then I’m hardened by heat and chemi-
cals, and finally my bearing surfaces are
It’s a crank call this month as we go to the heart of a bike’s engine and discover what a polished shiny-smooth. Bearing shells
crankshaft is and what it does in your machine are carefully selected to give the proper
clearance (this is needed to hold a liquid
Words: Alan Dowds bed of oil correctly) on the main bearing
and crankpin bearing surfaces, these
shells are inserted into the con-rods
and the crankcases, and the heart of
the engine is assembled. All the other
players in the engine can then be bolted
on around us...

Bearing surface Oil drillings Drive gears Accessory drives

Hard, polished surface that
runs on a bed of high-pressure
oil. Matched to a properly-
chosen (normally white metal)
bearing shell, at the correct
clearance, it gives a strong
bearing that lasts well and is
fairly low-friction.
The crank has holes drilled in it, to
allow the high pressure oil from the
engine’s oil pump to travel to all the
bearing surfaces.
Primary drive gears take the power
from the crank and transfer it to the
clutch outer basket, sometimes via an
intermediate shaft. There’s also generally
a camchain drive, or cam gear drive.
On the ends of the crank, you’ll
generally find a generator rotor to make
electricity, and a cam position sensor
for the engine ECU or ignition unit. Older
bikes had points mounted here.

BUILT-UP CRANKS
Some, mostly older, designs
use a built-up crankshaft. This
simply means the bearing pins and
counterweights are made from separate
pieces of metal, then joined together to
form one component. They’re generally
pressed together under high pressure
from a hydraulic press. They’re cheap,
simple, and they also allow single-piece
conrods to be used. They generally use
roller and ball bearings instead of plain
bearings, and can operate without perfect
lubrication – so are ideal for two-stroke
engines.

90 OCTOBER 2007 www.superbike.co.uk

 REAL WORLD BEST ON TEST
USED STUFF: BEST BUYS
We’re continually testing all kinds of kit, all year round, in all weathers. So, naturally, we find out
what works and what doesn’t. These are some of our favourite pieces of gear from the past couple
of years’ Used Stuff reports – kit that’s kept us warm, dry and, most importantly, safe.
Arlen Ness Titanium
Cost: £899.99
¡ Textile jackets
So far, all I can find to moan about is finer piece of ale-supping vesture.”
Contact: 01773 864420 the chin curtain, which got in the way. (June 2007)
JP says: “A proper, It’s also absurdly light.” (July 2007) Rating: 92%
riding-kit-testing Rating: 96% Weise Voyager
‘big one’ at well Cost: £129.99
Shark RSR 2 Contact: 0800 369537 Dainese Trax
over 100mph.
Cost: £359.99 JP says: “It’s certainly waterproof. Cost: £229.99
That’s what I’ve
Contact: 01425 273344 I’ve worn it in winter and summer, all Contact: 01438 317038
conveniently
JP says: “I still find the Shark lid has to reasonable effect… the pockets Dave says:“Teamed up
done for you. I walked
the best overall quality and fit for my are a problem because they’re too far with jeans, the Trax has
away literally scott-free,
head. It has excellent aerodynamics, around, near by kidneys.” been my number-one
without a blemish on me.
good sound insulation and it’s also (August 2007) choice for short
The titanium patches did
¡ their job of helping me slide among the lightest on the market.” Rating: 97% summer trips. It
may look like a
Leather rather than grip and flip.” (December 2005)
(December 2006) Rating: 95% Wolf ¾ fashion garment

suits Cost: £169.99 but this jacket is

Rating: 97%
AGV Ti-Tech Contact: 01773 864420 properly protective too.”
RS Taichi GP-Max Cost: £379.99 Simon says: “It’s comfortable, snug (August 2006)
race suit Contact: 01773 864420 and steadfastly waterproof. It’s Rating: 92%
Cost: £1,200 Simon says: “Throughout the winter, it’s stopped the shivering thanks in part
Contact: 01202 820170 rarely misted up, and when it gets warmer to a thermal lining and Cordura outer Alpinestars
Kenny says: “What the ventilation system works well too. It’s shell. Stonking value.” (July 2007) Stunt
happens when you quiet and pretty comfortable, though not Rating: 97% Cost: £279.99
crash at 60mph? quite as cosseting as my Arai.” (July 2005) Contact: 0039 04235286
Your RS Taichi suit is Rating: 91% Frank Thomas Simon says: “I took one look at it and had
barely marked. The Full Force Aqua to have it. It did the business when I had a
suit survived a hell of a Cost: £99.99 high-speed get-off in Spain. A slight graze
lot better than the bike. Contact: 01933 410272 to the leather was all the jacket suffered.”
Repair bill for the suit?
Zero.” (September 2007)
¡ Boots Dave says:“Still keeps out every drop of
water, fits perfectly and has kept
(March 2006)
Rating: 87%
Rating: 9/10 me warm on the coldest days.
XPD XP5R I have two minor complaints:
Texport
Mugello
Cost: £179.99
Contact: 01536 526460
the cuffs aren’t waterproof,
and there’s only a short
¡ Gloves
Kenny says: “These are
Cost: £679.99 connecting zip.” Held Phantom
an out-and-out track boot
Contact: 01782 569800 with a stuff sole and a
(February 2007) Cost: £130.40
Al says: “I was wearing this suit when I Rating: 88% Contact: 01283 820508
snug fit. For my money,
came off at Brands, and it gave its life that these are the best JP says: “They hit the deck and went
I might live. The crash was pretty fast – I Spidi H2Out S5 down the road, with me inside, at roughly
compromise between a
bounced down the hill for a fair old while. Cost: £309.99 100mph. I got away with the crash scot-
clodhopping heavy boot
All the abrasion and minor impacts were Contact: 01536 526460 free – no marks or bruising on
and something that’s too
absorbed and dealt with by the suit.” Al says: “It’s very warm my hands at all. Quality kit.”
light and flexy.”
(January 2006) – the inner liner is thick (January 2007)
(October 2005)
Rating: 94% and toasty. It’s not leaked Rating: 95%
Rating: 90% anywhere. Take the lining out
and it’s cool enough for warm
Wolf Kangaroo Sport
¡ Helmets Daytona Security Evo II
days. Not cheap but recommended
nonetheless.”
Cost: £99
Contact: 01773 864420
(October 2005)
Arai RX7 Corsair Cost: £599 Rating: 87%
Simon says: “These
Cost: £450 Contact: 01425 620580 waif-like gloves offer
Contact: 01782 569800 Dave The Goat says: “Four days after tremendous feel
Alpinestars Air Flo and decent
Harriet says: “I crashed and landed on they arrived, I was practising some over-
Cost: £139.95 protection. At
my head, and I suffered zero concussion the-handlebars gymnastics at Silverstone.
Contact: 0039 0423 5286
– honest. My head’s definitely an Arai shape, Without their carbon/aramid inners, I’d hate £99, they’re
Kenny says: “I feel safer in the heat
and I trust it to the most expensive of the to think how much worse things could have great value,
wearing this than some protection-free
bunch. And I like the Arai’s top spec.” turned out.” (October 2006) too, wearing well
casual wear. In short, a good fit, well cut,
July 2007) Rating: 99% with the added security of armour – as
after six months.”
Rating: 97% cool as you’re going to get.”
(June 2007)
Alpinestars GPS 3 Rating: 93%
Suomy Extreme Power Cost: £119.95
(July 2006)
Cost: £399 Rating: 85%
Contact: 0039 0423 5286 Berik Kangaroo
¡ Leather jackets
Contact: 01933 410272 Dave says: “They have stood up superbly to Cost: £126
Jayne says: “I think it’s the most thousands of miles of abuse. They’ve Contact: 01773 864420
comfortable helmet I currently performed flawlessly… warm, JP says: “They look great
use, although it’s also the and have never let in a drop of Alpinestars 7-2 and they feel safe as houses.
loudest. The virtually perfect water.” (June 2006) Cost: £279.99 The hard armour and Keprotec
fit, washable liner and Rating: 95% Contact: 0039 0423 5286 padding across the knuckles fits
flashy paint-job get full Al says: “It ticks several boxes – it looks comfortably without any pressure points.”
marks, but the fiddly Puma Hypersport 1000 good, is made from 1.2-1.4mm leather, and (March 2006)
visor change gets Cost: £249.99 has CE armour. Slip it on with some designer Rating: 91%
sent to the back of the Contact: 01773 864420 jeans for a gastro-pub-friendly ensemble.”
class.” Simon says: “They’re (June 2007)
Rating: 90% comfortable, I’ll give them that. Rating: 92% Spidi 3 Composite
You really can spend all day in Cost: £99.99
HJC HQ-1 Carbon them. There’s enough protection to Richa Thor Contact: 01536 526460
Cost: £249.99 make them pretty crash-proof. I escaped an Cost: £229.99 Kenny says: “They’ve got great feel. I can
Contact: 01993 862300 80-odd-mph crash and can still do the tango. Contact: 01425 273344 type with these on! Marco Melandri races
Kenny says: “Overall, the shape and feel work But do they wear well? Not particularly.” Dave says: “A casual jacket designed to with the same design because he likes the
well for my Shoei-shaped skull. The removable (May 2007) look the part. The style is bang-on and, even feel too.” (November 2005)
padding hasn’t compressed too much either. Rating: 88% better, it looks expensive. I’ve never owned a Rating: 91%

92 OCTOBER 2007 www.superbike.co.uk

 The Weise Sophie jacket.
For women who want to
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 REAL WORLD SUSPENSION SET-UP
Every month suspension
guru Bob Gray sorts out
your set-up woes
Q I’m thinking about buying a
replacement rear shock for my bike
in the next few months. Is there actually
any difference between a stepped preload
adjuster and threaded collars; and do I
need a hydraulic preload adjuster?
Adam Courtney, email.
A The answer to the first
part of your question
is – adjustability. With
a stepped preload
adjuster, found on
many OE shocks, you
have around 7-10 different
positions to set the preload. This
is normally done with a C-spanner in
the bike’s toolkit. However, they are
tricky to use you will end up skinning
your knuckles!
Depending on which way you turn
the collar you increase or decrease
the preload by the height of the step.
Threaded collars (there are
normally two that lock together
to stop them moving), have the
advantage of being highly adjustable.
They’re normally on a 1.5mm pitch
thread, so one full rotation of the collar
changes the preload by 1.5mm. Half a
turn makes 0.75mm difference and so on.
The problem with both methods is
access. There aren’t many bikes where
you can easily and accurately adjust
the preload and this is where hydraulic
adjusters come in. You’ll see either a
remote unit or one on the shock body
with an adjuster knob. When you turn the
adjuster you change the preload. Normally,
one full turn of the adjuster changes the
preload by 0.5mm and can add around
10-12mm.
If the spring is fitted when the hydraulic
adjuster is at the half-way point, you can
add or remove 5-6mm of preload quickly
and accurately. It doesn’t matter which
method you use, and simply comes down
to preference. Once you’ve accurately set
the preload and are happy with it, you
shouldn’t need to adjust it much unless
you make major changes to the bike.
94 OCTOBER 2007 www.superbike.co.uk
FOCUS ON
CORNERING
SUSPENSION
In previous months we’ve been reminding ourselves that no matter
how in-depth we get, it’s vital to go back and check the basics every
now and then. This month Bob returns to more in-depth scenarios
Words: Bob Gray Pics: Graeme Brown
T
wo months ago you may
remember we talked
about what the bike
does under extreme braking
conditions, and we promised to
look at the rear suspension, so
here it is.
To do this we need to turn our
attention to our favourite things,
corners. But what is a corner?
If you’re anything like me you’ve
probably pictured a 90° bend,
which isn’t a bad place to start.
It’s important to pin down what
the bike is doing at different
stages of a corner so we can
make meaningful changes to
our suspension set-up.
One way is to redefine your
idea of apexes. If we drew
some corners you can easily
mark the apex with an ‘X’.
But what if I took a different
line through a corner?
Where would the apex be
then? Who’s apex is the
real one? From that, we
can say corners don’t
have apexes, lines do. 20
different lines around
the same corner will
generate 20 different
apexes. In short, the
apex of a corner is
intrinsically linked to
you and the bike - not
a certain point on the
inside of the corner.
Throttle point
Perhaps even more useful
than that, the apex of a line
tends to be linked to throttle
position. More specifically,
the point around the first isn’t enough to accelerate the even? Was it stable? Was there
one per cent throttle opening. bike meaningfully—so there’s enough grip? There are loads
When looking at data, this no extra load on the rear either. of questions we could ask here,
means you can identify apexes The only forces we find acting but let’s assume for a minute
extremely easily, and with good on the suspension, other than that you felt the front was a bit
consistency. bumps, are those generated ‘tucky’—what might cause that?
The reason this moment in through lean—and that tells
time is useful in defining ‘our’ us a lot about how the bike is Rule of thumb
corner is that it’s fairly free balanced and what it feels like. Because we’re off the bike
from other forces like braking So, imagine your favourite and everything is frozen, we
and acceleration. If you’re just corner and picture yourself can actually have a look at
getting on the throttle you’re right at the apex (just about the suspension travel. And we
very unlikely to still be braking, to open the throttle). Now might measure the forks to find
so there should be no extra load freeze everything and get off they’re compressed 80mm. Now
on the forks. Equally, that first the bike. How was it handling? let’s measure the rear travel (at
one per cent throttle opening Did the weight distribution feel the shock, not the wheel), which
 JARGONBUSTER!
IT’S ONLY
WORDS
Don’t know your preload
from your rising
rate? Us neither.
These extracts
from the A-Z
of suspension
should help

THE APEX: WHAT’S GOING ON?
Take 20 different riders and you’ll get 20 different
lines (and apexes) through any corner. To define
your corner apex note the point at which you
are opening the throttle by one per cent. Your
bike should be free from braking forces and
any meaningful acceleration at this point so
suspension has no extra load other than that
generated through lean (and bumps). You can
therefore learn a lot about how well your bike
suspension is balanced at the apex of a corner.
COMPRESSION DAMPING
(eg 11 clicks out)
A circuit used to control damping force during
low-velocity compression movement. Basically, oil is
displaced through a hole as the unit compresses. The
adjuster looks like a tapered needle that is screwed in and
out of the hole. The further into the hole (ie 0 clicks out),
the harder it is for oil to pass, and the greater the damping
force for a given velocity. Note: it is of vital importance to
understand the difference between travel and velocity when
talking about damping.
PRELOAD
(eg 10mm)
The difference between a spring’s free length, and its fitted
length when the control unit is fully extended. If you were to
pack a spring into a box that wasn’t quite long enough, you
would be preloading the spring. Preload is used to adjust
how much travel is used when a control unit is placed
under a certain load. Preload does not alter the stiffness of
a spring – although it will give you the impression that the
spring is stiffer.

REBOUND DAMPING
(eg 14 clicks out)
Same as compression damping, but applies when the control
unit is extending. As a rule of thumb, you should normally
have less rebound damping than compression.

SPRING RATE
(eg 10kg/mm -10kg per millimetre)
Indicates how stiff the spring is. Spring rates are normally
described in a way that indicates how much force is required to
compress them by a given amount. The same additional force
will compress the spring by that amount regardless of how
much it is already compressed.

HIGH/LOW-SPEED DAMPING
[1] A secondary adjuster available on some shocks
and forks. Allows the user to adjust the damping force of
the main stack.
[2] The main damping inside the control unit. This controls
the damping once the low-speed circuit has choked. It is
normally adjusted with shims that deflect as oil pushes
past them. It can be adjusted, but requires the control unit
to be disassembled.

turns out to be 14mm. It won’t
be immediately obvious – but
that’s not enough.
When measuring balance,
there’s a rule of thumb that
seems to work for most bikes,
which is a ratio of around 2:1.
To use this, you double the rear
suspension travel and divide
the front travel by the result.
So, fork travel ÷ (2 x rear travel)
= ratio. At the moment when
you’re tapping on the throttle
the ratio between front and rear
should be around 2:1 (actually
it varies with riding style and
bike between 1.8:1 and 2:1). In
our example above this means
80mm ÷ 28mm = 2.86.
While the ratio tells us the
bike is pitched forwards too
much (bigger numbers mean
more pitching forwards), it
doesn’t tell us why. After all, it
could be the front travel is too
great or the rear travel is too
little, so we also need to look at
the physical values. In this case
the rear is too little. Broadly,
values around 60-90mm
(depending on the corner) are
correct for the front, which give
a target rear value of 15-23mm
at the rear (target value = front
travel ÷ ratio ÷ 2).
As we’ve run out of space,
I’ll look at what this means
to you and how it affects your
bike next month. But you
should be starting to think
about suspension differently,
especially what it is doing and
how it feels at the apex of every
corner on your regular ride.
Next Month
Continuing; how to calculate
spring rate changes
SAG/STATIC SAG
(eg 15mm)
Dictates how much wheel travel is used when the bike is
sat under its own weight. It’s affected by weight, spring
rate and preload, but preload is used to set it at the correct
point. If a bike had no sag, the suspension would be fully
topped-out when the bike was on the floor.
STROKE
(eg 120mm)
Almost the same as travel. Stroke is normally used to
indicate the full range of a control unit (ie the fork has
a stroke of 0-120mm), where travel is normally used to
indicate a point in the stroke (ie the fork has used 40mm
of its travel).
TRAVEL
(eg 100mm, see Stroke)
When a control unit is fully extended it has used zero travel.

www.superbike.co.uk OCTOBER 2007 95

 REAL WORLD TEST OF TIME...
JAYNE TOYNE’S
¡ FRANK THOMAS SPRINT SPORT GLOVES
ON TEST FOR: Three months COSTS: £49.99 CONTACT: 01933 410272 www.frank-thomas.co.uk

W
hen I first put these on more than
three months ago I was really
impressed with the fit and the feel.
They have kangaroo skin covering the palm
area and this gives excellent feel on the
bike, even for doing up zips on clothes and
fastening my helmet too. However there’s
some strange rubber wrap around on the
little finger which is annoying as it restricts
the amount my little finger can curl around
the bar. The stretch panels on the fingers
and palm are good as they are placed in
areas that receive more friction/vibration
from the bars, so they add to the padding
without reducing feel. The cuff closure is
pretty strong, but the wrist strap as usual
IKE on smaller sized gloves hasn’t been scaled
SUPERB G
R ATIN down accordingly and when adjusted to fit
6/ 10 my wrists, the velcro is only just clinging on
to the edge and the excess strap sticks out
and attaches itself to anything fluffy. The
cuff is tiny and while it may fit over a very
snug fitting jacket, I’ve never managed it
yet so they always have to be tucked inside.
The main problem I have had with them has
been the construction. The stitching came
apart between the fingers on the right glove
after six weeks so I sent them back, they
were repaired and returned to me with
assurances that this is a rarety. I have since
inspected the stitching around all of the
gloves seams and they really don’t look as
neat as some of the other gloves I wear. It
may be they are a one-off in this respect
so I would still recommend the gloves, but
make sure you really examine the stitching
closely before you buy.

Yes, it’s all manner of kit we’ve used and ridden in.
Reviewed and rated, based on value, desirability,
quality and performance

ALAN DOWDS’

¡ SPIDI FIRST JACKET

ON TEST FOR: Six months COSTS: £369.99
CONTACT: 01536 526460 www.spidi.com

I
’ve been using Spidi kit for
years, and I reckon it’s got
one of the best blends of
design and performance on the
market. And this First jacket
certainly ticks the ‘design’ box.
As a top-line all-round textile
jacket, it has a waterproof
breathable lining, full CE armour
in elbows, shoulders and back,
and removable thermal liner
that doubles as a nice wee
black neoprene-y cardigan.
The outer shell feels slightly
stretchy, adding comfort, and
there are plenty of pockets, with
waterproof zips. There’s also a
document pocket on a cord that’s
totally waterproof. It looks great
in this yellow, although
it does get dirty easily,
and you can also choose
from orange or black. It’s
practical, comfy and feels like
a high-quality piece of kit.
It’s not perfect though. On
one really long, really rainy day’s
riding recently, I had a couple
of damp patches on my t-shirt
which looked like they’d come
in through the front pocket zips.
It’s been fine on other less
wet days, but I did feel
a little let down. I’m
IKE
asking Spidi if there’s SUPERB G
a problem with my R ATIN
jacket, and will report
on what
8/ 10

96 OCTOBER 2007 www.superbike.co.uk

KENNY PRYDE’S
¡ SHOEI
X-SPIRIT KIYONARI REPLICA
ON TEST FOR: Eight months COSTS: £482
CONTACT: www.feridax.com

T
he X-Spirit is one of the lightest lids on
the market (this Medium with visor ‘tips’
the digital scales at 1,313g – go and weigh
yours now). It’s stable in the wind blast and
it’s got deep, lustrous paint with a nice bit
of silver flake in the black paint. It’s got the
easiest visor removal system on planet bike
helmet, it’s got removable cheek pads and it
fits my skull like a fur-lined latex glove. OK,
like a breathable, less clammy, fur-lined latex
glove. It fits me really well
everywhere across
the temple, at the
nose and at the
cheeks. Actually,
you can get this
lid custom fitted
by getting more
or less chunky
cheek pads
which press-stud in.
It is quite a narrow lid at the
front, which suits me fine and
the padding hasn’t compressed
in any significant way over the
test period, so the fit hasn’t
changed. I reckon it’s not as
prone to fogging as the Shoei
XR-1000 I wear and the pinlock
takes care of that anyway on cold,
wet days. It’s hard to fault – there
aren’t even any stone chips in the
paint, the strap hasn’t frayed, the plastic
tabs are all still intact on the double-D strap,
IKE
the rubber visor trim is still totally unperished SUPERB G
and firmly fixed. See? I’m trying to find fault. R ATIN
Actually, since it’s a Ryuichi Kiyonari replica I
have to say that I feel let down because I have
9/ 10
felt no Kiyonari-skills leaching into my brain
since I’ve been wearing it. Worra swizz!

ALAN DOWDS’
¡ ACUMEN
PLATINUM DUAL BATTERY CHARGER
ON TEST FOR: Seven months COSTS: £74.99
CONTACT: 01264 369922 www.acumen-electronics.co.uk

I
f you’re like me, you’ll have various elderly car and bike
batteries lying about your lock-up, waiting to be dragged
into action for jump-starts, powering tyre compressors,
or running the house off a massive inverter during a power
cut. But how to keep these batteries all charged? You quickly
end up with loads of chargers, all daisy-chained together
like some sort of Frankenstein’s experiment. So this Acumen
dual-output charger slotted perfectly into my shed set-up. It has
a pair of smart charger outputs, so you can keep two batteries on
independent monitored trickle charge, as well as recovering nearly- IKE
SUPERB G
dead ones. More normal garages might use it to keep a track R ATIN
bike and a second car juiced up. It’s tough and well made,
comes with plenty of connector options for permanent or
9/ 10
temporary charging, and a neat wall bracket. Recommended.

www.superbike.co.uk OCTOBER 2007 97

 REAL WORLD WORKSHOP

WHAT’S THE
DAMAGE?
Crashed your bike? We hope you’re fine but what
about the bike? How much damage is done? Where
do you start with that broken and dripping wreck
you’ve just created? Workshop Dave guides you
through it

F
irst things first; unless you’ve been prices of which can mount up alarmingly.
really stupid, don’t be too hard on Fitting them yourself (with the aid of a
yourself when you crash. Once the Haynes manual) will save no end of cash,
dust has settled, hopefully you’ll find the while helping you get over the crash.
only things broken are made of metal or But you need to start at the beginning
plastic and you can learn by looking at exactly what
from your mistake. is broken and what can be
If you’ve managed to fall “You need to start repaired. Can the bodywork
off without involving a third
party, at a trackday like
at the beginning be patched-up? Maybe it’s
time to get the race-rep *Pricey
editor Kenny did with his by looking at custom paint job you’ve been
New swingarms cost a fortune, but used arms
are cheap. This damaged bobbin mount looks
CBR600RR here, it might be exactly what is hankering after? What about almost cosmetic, but you’d best replace the arm
worth looking at repairing it
yourself. That way your no
broken and what replacing the damaged parts
with some aftermarket parts
claims bonus remains intact can be repaired” such as a double-bubble
and you don’t incur the hefty screen, adjustable rearsets
cost of workshop labour and some fancy clip-ons? You
rates. Using a reputable breakers will never know, it might turn a negative into
save money, especially when replacing a positive and give you a better bike than
brackets, wiring looms and fasteners, the you started with.

*Crash bungs
The chaos of a crash means they’re not always 100
per cent effective, but generally help. This R&G one
is now fit for the skip. Clutch cover’s ok though!

*pegs
Foot
Vulnerable,
and generally
take a
pasting.
New OE can
be pricey,
so posh
aftermarket
ones may
The original damage occurred when
be a better
Kenny’s tyre went off at Snetterton
choice

1 The first thing to do is

remove any broken and
leaking parts. Front brake
wash to blast the compacted
mud out of all the nooks
and crannies.
into a bike when crashed.
Remove the bodywork and
give the bike a second, more
wiring where it may have
been crushed or stretched,
check hoses for leaks and
master cylinder reservoirs are thorough, jet wash. Have a brackets that may have been
favourite. Seal the open ends of
any pipe work, in preparation
to stop water ingress in step 2.
3 It’s now time to start
a parts list. List all the
visibly damaged parts using
sponge, brushes and some
soapy water on hand to get
rid of any mud, shite and
bent. Check your wheels
and discs are straight. Use
a straight edge or pointer
two columns: one for parts grass stains that may hide mounted off a fork leg or

2 Your bike will look at its

worse with sods of grass
and mud hanging off it. Before
you start tearing in with the
spanners, give the bike a clean,
preferably starting with a jet
that need replacing, the
second for the stuff that
further damage. swinging arm. Any grass,
mud or stones trapped
can be repaired.
5 Once clean and dry,
carry on with your list,
between the wheel rim and
tyre bead require the tyre(s)
4 It’s surprising how far
dirt and stones get
removing any bent or broken
parts as you go. Check the
to be removed and checked
for damage.

98 OCTOBER 2007 www.superbike.co.uk


6 Remove the airbox lid and
check for dirt, stones and
dust. Some tape over the inlet
trumpets will be a good idea if
you have to remove the filter
and clean the box.
7 Use a straight edge
across the yoke faces to
see if they‘re bent. If you have
any doubts, remove them and
lay them on a flat surface (a
mirror will do fine). If there’s
any rocking movement,
*Controls
Levers, bars and
throttles can all
be twisted, bent,
cracked or filled
with mud. A slightly
bent lever isn’t the
end of the world,
although if the ball
end breaks it’s an
MOT fail. Check and
clean carefully
they’re bent. The same applies
to handlebars. Remove the
chrome tubes and roll on a
flat surface. Bent ones will
wobble and need fixed.
8 Check for head bearing
play. With a severe
enough impact to the forks, the
head tube can be distorted, or
stretched by the bearing cups.
Try adjusting them first though.
If you’re not sure, remove the
yokes and do a visual check.
*Bodywork
The most fragile and easiest damage to spot. Cosmetic stuff
can be patched up with duct tape and cable ties if you need
your bike to get to work tomorrow. Then it’s plastic welding,
race bodywork and ringing the paint shop
9 Loosen your front
engine mounts. If the
bolts are tight or bent, or if
the frame is under tension,
there’s a fair chance that
your frame is bent. Remove
the bolts and check the
hole alignment and frame
to engine mount clearance
by eye. A few choice
measurements from the
front wheel spindle to engine
mounts (using a straight
bike as comparison) should
DAVE SMITH’S
WORKSHOP
TIPS
¡ Use a finger from a rubber
glove and an elastic band
or cable tie to seal the open
ends of hoses when cleaning.
¡ Stretch a rubber glove
or plastic freezer bag over
damaged/leaking casings
and seal with tape to save
the engine getting filled with
water, especially when using
a jet wash.
¡ A cheap jet wash can be
had for less than £50 from
your local DIY store. Come
the winter, a quick rinse will
help remove road salt too.
Avoid blasting the grease out
of wheel, head and swing
arm bearings though.
¡ Don’t consign broken
parts to the bin too soon.
You may need them for part
*Brakes
Two potential nasties
numbers, bodywork for paint
codes and to help check you
with bust brakes
– getting mud, have the right replacement
water or air into the parts for your bike.
system, and getting
spilt brake fluid
onto undamaged ¡ You don’t want stones
plastic bits, ruining trapped between the
them. Pay particular swingarm pivot and engine
attention when casings, so remove them
sorting out with a screwdriver. Similarly,
check engine mounts for
the same.
give you a clue. Get it on
a frame jig if you have
any doubts.
¡ Store all nuts and bolts in
a compartmented tray or box.
Take pictures of anything that
10 Get on the phone
and order your
may be a bit fiddley to put
back together.
parts. Have a think about
how the spares guy (or
girl) will see them on
¡ Give your brakes a good
bleed through. Air can be
their screen. Having them introduced to the system
jumping from engine to even if the bike’s just been
on its side.
chassis then bodywork
pages won’t help making
you best friends.
www.superbike.co.uk OCTOBER 2007 99
 REAL WORLD STAFF BIKES

SIMON ROOTS’ BMW K1200R SPORT

■ TOTAL MILES DONE: 9,054 ■ MODS: New luggage system, new smells

I n days of olde, a
Grand Tour was rite of
passage for young British
aristocrats. Crossing the
channel at Dover, the
young fop would travel
around Europe taking in
the cultures and pastimes
for months, eventually
returning to dear old
Blighty a sophisticated
and learned being.
For a modern biker, a
Grand Tour of Europe can
still be a rite of passage,
although it’s doubtful
“I decided to that you’ll become any
ride down to more urbane. So when I
received an invitation to
Lake Garda on go to Lake Garda on the
Triumph Street Triple
the Arse Port, launch, I decided to leave
then to the the queues at Stansted
to the plebs. I was going
BMW shindig in to ride down on the BMW
Garmisch” Arse Port. Then to top
it all off, I got another
invitation, this time
to the BMW Motorrad
Days sausage and stein
shindig in Garmisch-
Partenkirchen for the day
after the Triumph do.

●
¡
Pictured above is the winding
Furkapass in Switzerland.
Don’t miss it if you’re in the area!
“In the middle picture I’m eating a
Giant Pretzel-thing that the Germans
love. They’re really salty and I think
that’s why they can drink so much,”
explains Simon.
CONTACTS
■ Avon tyres
01225 703101
Tuesday
Pick the bike up from
Vines of Guildford after
having a service and a set
of BMW’s panniers fitted.
They look the business
and are incredibly
practical, well thought out
with a Tardis-like capacity.
Wednesday
The Eurotunnel is the
easiest way to travel
abroad, with trains
running frequently and
smoothly. I then fly down
the A26, heading for
my night’s stop in Dijon
– the same destination
as a dirty big rain cloud
that parks itself over the
pretty French town. I get
soaked, but the Prexport
waterproofs, Oxtar Gore-
Tex boots and Beemer
panniers work perfectly.
Thursday
I reckon on being in Lake
Garda by mid-afternoon,
so I plan a route avoiding
motorways, factoring in a
lot of fun. The weather isn’t
great, but the recently fitted
Avon Storm ST’s are up to
the job. After spending far
too long skirting around
Lake Geneva in the towns
of Lausanne and Montreux,
I head for the hills quick
smart, aiming for the
amazing Grimselpass and
Furkapass – what a top
Furka it was too.
After that, I spend 18km in
the St Gottard tunnel before
winding my way down to
Italy. It’s gone 3pm so any
notion of further exploration
is banished in favour of
getting to the Triumph gig
this side of midnight. I ride
as hard as I dare to Lake
Garda, just catching dinner
at the hotel. Thirteen hours
in the saddle.
Friday
After larking around all
day on the crazy Street
Triple, I zoom up the E45
motorway into Austria
to Garmisch. A couple of
accidents mean I have
to wind my way to the
German resort in the
dark, eventually finding
the hotel at 11pm.
Saturday
The BMW Motorrad Days
event is much like a BMF
show with added dignity.
It’s good, the highlight of
the day being the Chris
Pfeiffer stunt show.
But it’s when dusk falls
that it really starts to
get interesting. It’s one
massive piss-up involving
huge steins of beer and
lots of foxy women. Four
or five of these (steins?
– Ed.) and I find myself up
on a table jumping up and
down to a cracking covers
band. It doesn’t sound
like my sort of thing, but
it’s a rocking night.
Sunday
After shaking off the
hangover by two, I start
to make my way home,
in the company of Scott
from BMW and a few
other journos. A rubbish
ride in the wet takes us to
Hockenheim. About 250
miles are covered in six
hours – crap, but given our
mental state, this was as
good as it was going to get.
Monday
The remaining 400 miles
to Calais are uneventful,
apart from me unwittingly
setting fire to one of the
bikes at a fuel stop. No
biggy, though, so on with
the riding, dispatching
Germany, Belgium
and France with ease,
eventually getting home
at 8pm after more than
2,200-miles of hard riding.
The Beemer was
magnificent throughout,
not missing a beat and
offering good performance,
decent fuel economy and
caring, cosseting comfort.
Hail the Arse Port! SB

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100 OCTOBER 2007 www.superbike.co.uk
What the press say about ContiRoad Attack
the best for big trailies!
These tyres are going to surprise everyone and maybe
even put a few noses out of joint. More realistically, I “Bike” magazine 07
doubt if you could fault them for road use in any
conditions”. Simon Bowen, TWO Magazine The Conti Road Attack has been winning
new fans since its launch and has
“The fact is I did hundreds of miles on proved to be a truly impressive
these tyres, on different types of roads, sports-touring tyre,
a dry test track, a wet test track impressive enough to convince BMW
and even a 45 degree to put their flagship tourer on
banked oval and they Conti Road Attacks.
stood up to it all better The all season, all weather
than a road tyre has ContiRoad Attack is the
any right to do. perfect compliment to
If a Suzuki GSX-R1000
can’t beat a rear tyre
any contemporary bike
into oblivion or a The ContiRoad Attack
Yamaha R6 can’t delivers on every level,
demolish a front after from its formidable grip
all that then we all need and sure footed braking
to re-think our views on capabilities, to its
this German brand”. balance and durability.
Jon Pearson, Superbike
Magazine New for 07
The Uber Sport radial from Continental featuring the The ContiTrail Attack is a direct
special unique compound “Black Chilli” which gives development from the ContiRoad Attack
the tyre the highest grip capability in its class without radial. Using all the formidable
sacrificing durability. The ContiSport Attack uses an technology that has made the Attack
activated silica agent to give Uber fast warm up and radial family unrivalled in modern
ensure sure footed wet weather handling response. motorcycle tyres The ContiTrail Attack
The profile allows the highest angle of lean available compliments the urban style of modern
in its class at 50.8 degrees combined with 300kmph adventure bikes without any compromise
autobahn tested arrow straight stability. Road Taming on road durability or performance
Technology from Continental

Fear no Road Conti Trail Attack

The New ContiRace Attack and ContiRace Attack Comp are the latest cutting-edge performance design statements to come
from Conti motorcycle. Building on the design success of the ContiRoad and Sport Attacks, the new ContiRace Attack utilises
Continuous Compound-Technology, which makes it possible to use an homogeneous single compound thanks to a temperature
controlled curing of the tyre, which in turn allows for specific grip functions in the specific places that the grip is needed.
The Shoulder area uses flexible Grip for extreme cornering, the Zenith area has high wear resistance to increase mileage and
durability and the most important characteristic is smooth continuous transition over the complete contact area. The ContiRace
Attack uses the sensational “Black Chilli” compound and 0 degree, steel belt construction on the front and rear for higher
stability when braking and accelerating out of corners and uniformity of feedback. Innovative Attack-family tread pattern with a
progressive growing slick area in the shoulder for more control and grip. The ContiRace Attack Comp is a high performance
race tyre available in various compounds for the perfect adaptation to different track and racing conditions.
ContiRace Attack, Track Taming Technology.

New for 07
Fear no Track

www.conti-tyres.co.uk
 REAL WORLD STAFF BIKES

NEIL HANDLEY’S KAWASAKI ZX6R

■ TOTAL MILES DONE: 1,205 ■ MODS: Akrapovic full system, skidmarx
screen, Pirelli Supercorsa tyres, Renthal sprockets and Tsubaki chain

“The suspension
and chassis
work so well
together, and
coupled with
grippy tyres, I
am riding a bike
I feel at ease
with”

● Swapping the stock silencer with feel wooden or spongy.
¡ an Akrapovic end can means less
weight, more power, much more noise It’s all the excuses under
and improved looks. Way to go!
I
have a real
psychological barrier at
times when I am riding.
In my mind, the tyres
aren’t gripping and the
suspension is too hard
or soft for me to push it.
Sometimes the brakes
the sun when your mates
are stuffing you on a
trackday, but it really
does have an effect on
how I and some of you
will ride. The ZX-6R is the
first bike in ages that has
changed that for me. It’s
not perfect by all means,
especially in the engine
department. But the
suspension and chassis
work so well together,
and coupled with some
stonkingly grippy tyres
from Pirelli, I am riding
a bike that I feel totally
at ease with.
One for the road
On the road where I ride
most of the time, I have
been chucking it about
like I want to crash it.
But it won’t. In my head.
I can gas it hard on a
roundabout or fast sweepy
corners and it simply
drives in the most svelte,
unsettling way only a well-
prepped race bike should.
I have total confidence in
the bike, and this is a good
thing for me.
I even look for drain
covers and gravel in the
road (as it’s been raining,
in case you haven’t
noticed), to push the bike
further and get it moving
around in some sick-in-
the-head, I-want-to-die
kinda way. But it’s fun
and it’s making my time
with the ZX all the more
rewarding.
Rubber delight
The Pirelli Supercorsas
have contributed in a big
way. They grip like shit on
a blanket from the off and
this is contributing to the
confidence factor.
All I need now is a hot
sunny trackday to put all
this to the test. Rossi you
loser, I’ll ‘ave ya! SB

●
¡
The best way to unleash a bit
of acceleration from the traffic
FITTED UP
lights and out of corners? By playing
So the Akrapovic has at last been fitted. is still waiting to be fitted, which means
around with the gearing of course! It’s
It was a bugger and no mistake taking the ZX is running slightly rich. Next
cheap as chips and easy to do too.
the stock one off. You have to strip down month some power figures to see the
most of the bike to get at it, but follow benefits of fitting a full race system.
CONTACTS
the instructions and it’s not that bad. I The Renthal chain and sprocket kit has
■ Performance Parts mean I did it meself fercrissakes! It’s a helped the acceleration although not
01788 869100
two-man job to fit the Akky tho and the to what I was hoping for. It goes like it
www.performanceparts-ltd.com
■ B&C Express ever helpful, although slightly stagnant, should out of the crate now, but maybe
01522 791369 Dave Smith was on hand. It looks good one tooth less on the front would have
www.bandcexpress.co.uk and weighs six kilos less than the been better than two on the rear.
■ Skidmarx stocker. And it’s loud. 109db to be exact. Coupled with the Akky going on at the
01305 780808
Too much for our trackday so a quick fix same time, the ZX-6R is a more exciting
www.skidmarx.co.uk
■ Pirelli with the supplied baffle had it down to a ride with better low and midrange
0845 6094949 totally respectable 103db. Time has been power. And the extra noise makes you
www.pirellimoto.co.uk against me so the Power Commander ride faster for some reason…

REGULAR UPDATES http://www.superbike.co.uk/bikes

102 OCTOBER 2007 www.superbike.co.uk
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To get the latest SuperBike merchandise go to

or call Joanna on 020 8726 8403 FREE postage and packaging

 REAL WORLD STAFF BIKES

ALAN DOWDS’ TRIUMPH SPEED TRIPLE

■ TOTAL MILES DONE: 700 ■ MODS: Pazzo stubby brake and clutch levers,
micron pipes, Triumph tail grab

T he real fun of owning

a bike comes from
several things. The
pleasure of ownership,
building a relationship with
the machine, finding its
strengths and weaknesses.
And personalising it to suit
your needs. Sure, most
modern bikes come damn-
near perfect out of the box,
but there’s a long list of
tweaks – both major and
minor – that can make your
bike even more ‘yours’.
The Speed Triple isn’t
mine, of course. But as the
long term keeper of it, it
feels like it is. The mods
“There’s a long this month are mostly
list of tweaks, minor in nature, but there
are now some big plans in
major and the pipeline.
First up were some
minor, that can Triumph official parts
make your bike (they’re all on the excellent
Triumph website). The
even more Hinckley firm is struggling
‘yours’” to keep up with demand
for some parts, like the
gorgeous Arrow three-
into-one race pipe. But
I managed to source a
carbon rear mini-hugger
(£159.99) and a neat grab
rail (£79.99). They’re
not cheap, the hugger
especially, but are suitably
official and well made. The Good things continue premium product, with out with some laughing
grab rail gives the poor in the form of some trick a suitably steep price: gas. Easy, declared
●
¡
The expensive mini-hugger will
shield the even more expensive
rear shock from crud, so it’ll last
passenger something to
hold onto, and supplements
stubby levers from Pazzo.
Available in loads of
£129 for the pair from
www.speedycom.co.uk.
Berkshire’s Baron of BHP,
and the Triple was packed
longer and the extra dosh you’ve just the meagre luggage- colours and fittings, they Finally, I decided on off to the Big CC workshop
spent will be worth it. Plus a splattering
of carbon on the bike looks smart.
strapping facilities a treat have a neat click-adjusting some more dramatic in Wokingham, with a pair
too. The high-quality system, and feel much mods. Someone was of Micron Beta silencers
hugger is hidden behind better than the large, talking about nitrous (£549.98 titanium, £399.98)
the pipes, but will help ungainly stock levers. systems the other week, so to be bolted on at the same
keep some grime off the Weird, but true… The I called my old mate Sean time. I’m not sure exactly
rear monoshock, which is Pazzo levers come from at Big CC Racing to see if what to expect, but I’ll tell
a good thing. the US, and are another he fancied fitting the Triple all next issue… SB

BURG-MAD VAN BLOW-UP

While the Speed Triple is off being Big CC’d at Wokingham, I was hoping for some SB trackday revenge at Cadwell on the
the mighty Burgman is easily taking the strain. At 3,600 Triple – the Lincs track would suit the natty naked Trumpet more
miles, the rear tyre is well- than Snetterton, and should have given a few GSX-Rs more of
squared off, and I have a new a run. But my
pair of Bridgestone Battlax plans were
TH01 hoops ready to go on. scuppered by our
The next service isn’t until sadly defunct
7,500 miles, but I’ve had to Sprinter van. The
CONTACTS top up the engine oil since the motor blew big
■ Pazzo levers: 600-mile service. From what style en route to
www.speedycom.co.uk I’ve read on the Burgman the track, so no
■ Micron
forum – www.burgmanusa. Cadwell for me.
www.micronexhausts.com
■ Big CC com – the big scoot does like Will Oulton Park
www.bigccracing.co.uk a a drink of oil, so it’s one to work out? Find
to keep an eye on. out next month…

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104 OCTOBER 2007 www.superbike.co.uk
REAL WORLD STAFF BIKES

JAYNE TOYNE’S SUZUKI GSX-R600

■ TOTAL MILES DONE: 4,727 ■ MODS: Hugger, chainguard, smaller front
sprocket, Speedo Healer

“Changing
sprockets has
got to be one
of the most
noticeable
improvements
you can do to
a bike for the
least amount of
money”

F inally, my first trackday

of the year arrived. I
endured four hours in the
van with Neil and Dave
to get there, I spooned
myself into my one-piece
leathers for the first time
in months and ventured
out to do some sighting
laps around Cadwell. It all
came flooding back like
it was only a few weeks
rather than a few years
ago since I last went there.
●
¡
Jayne chose to downgear the
GSX-R600 by taking a tooth off
the front sprocket, which is more or
I really do love Cadwell,
with its corner after corner
of complexity, but the
rekindled love affair was
cut short by rain after
just two sessions. It came
down in bucketfuls and the
track turned into a sporty
duck pond. I sat in the van
and watched. And waited.
Five hours later, the sun
came out with its hat on,
and I decided to redeem
the day by riding home
instead of taking the van.
It turned out to be one of
the most enjoyable rides of
the year so far. The Suzuki
provided the in-flight
entertainment, courtesy
of the one-tooth-smaller
front-sprocket change,
making it accelerate better
through and out of corners.
Changing sprockets has
got to be one of the most
noticeable improvements
you can do to a bike for the
least amount of money.
Of course, the speedo is a
bit out of whack now, and
it’s annoying not knowing
exactly how fast (or slow)
I’m going.
With all the commuting
miles I’ve racked up
– especially with so many
being in seriously wet
conditions – the bike is in
need of a little servicing
TLC, particularly the
chain. It’s started to
become snatchy and
not the smooth, tight,
well-oiled chain of just
two months ago. SB

less equivalent to adding two teeth

to the rear. Changing the gearing
can transform a bike’s performance,
although it’ll put the speedo out.
HUGGER
The holes on the new hugger had to be trimmed with a round file to
make them match the corresponding lugs on the bike. It took a few
minutes to get a good fit, and we had to remove the wheel to get one
of the nuts in. A bit of a faff really. Fitting the chain-guard, on the
other hand, was a doddle. The hugger is longer than the standard
one, and both parts look
good and seem to be doing a
better job than the originals.
SPEED THERAPY
I’ve been sent a speedo-healer to plug in to the bike to make
the speedo accurate after the sprocket change. After reading
the instructions, I had to call someone for reassurance I hadn’t
woken up in an alternative dimension, such was the complexity
of the mathematical bollocks I was confronted with. In fact, all I
needed to do is borrow a GPS to get an accurate speed reading,
go to the Speedo Healer website, enter the numbers, and it’s all
worked out for me. Simple.

CONTACTS
■ Talon
01935 471508
www.talon-eng.co.uk
■ Thompson GRP Ltd
023 8020 7778
■ Bikers discount store
01256 703593
www.bikersdiscountstore.com
www.speedohealer.com

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www.superbike.co.uk OCTOBER 2007 105
 REAL WORLD STAFF BIKES

KENNY PRYDE’S HONDA CBR600RR

■ TOTAL MILES DONE: 120 ■ MODS: Petrol refill

“Back on the
Honda, though,
I’ve been
knocked out
all over again
by the feeling
that you can put
the CBR600RR
exactly where
you want it”

W hile the damage to

the ‘old’ CBR600RR
is being assessed, Honda
has kindly supplied me
with another bike. And
this one is back for good.
Unless I crash.
While bike-less, I rode
Jon’s GSX-R1000 which
was as staggering and
mirth-inducing as only
a pukka 170bhp-at-the-
wheel sportsbike could
be. A 600cc bike is a revvy
bundle of joy, but a slightly
tuned litre-bike takes the
giggle factor to another
level. Frankly, you feel
like the king of the road,
gazing around at, no, in
fact, gazing down upon car
users from your Olympian,
power-crazed heights.
In fact, I’d say that
it’s easier to get on with
a litre-bike on the road
than it is on track, where
it goes from funny to
frightening in a very short
space of track. I suppose
that might boil down to
me being lazy on the road
and just rolling around on
that tidal wave of torque,
whereas on track you rev
the beast as well. At which
point it’s not just the tacho
needle that’s heading for
the outer limits…
Back on the scoot
At the other end of the
power band, I did a lot
of riding on the Peugeot
Speedfight 2 scooter,
which was a big bundle of
a different kind of laughs.
Now, I appreciate that
it takes a special kind
of short commute for
these machines to shine,
but my shortest route is
tailor-made for a 100cc
two-stroke scoot. All you
miss is a wee bit of grunt
to get past cars cruising
at 35mph. And there
has to be a fix for that:
maybe a 125cc top end
and a slightly more free-
breathing exhaust? I’ll
worry about that later.
Front-end issues
Back on the Honda,
though, I’ve been knocked
out all over again by the
feeling that you can put
the CBR600RR exactly
where you want it. You can
bend it to your will, so to
speak; you know it can
take all manner of idiotic
rider inputs from you, put
up with your outrageous
stopping and turning
demands and still not
moan… as long as you’ve
warmed the tyres up first,
obviously.
And speaking of tyres,
I managed to pick up
a ‘serious’ front wheel
puncture. It went from
solidly inflated to pan-flat
inside two miles. I realised
something was up quickly
enough. I sensed there was
something ‘not right’ with
the front end (it was my
first ride out on the ‘new’
CBR600RR) but I didn’t
believe it was a puncture,
since I have only had two
in my riding career. But
punctured it was… SB

CONTACTS
TIP TOP SIR!
A puncture is a pain but I suppose I was lucky since I was able to
■ Specialized make it back home. What I didn’t have in my garage was a repair
www.specialized.com kit. So I pedalled off to get one – a Rema Tip Top kit, which cost
■ Rema Tip Top
www.tip-top.co.uk £20. I’ve made no secret of my uselessness with spanners, but
■ Peugeot Speedfight 2 this was a piece of cake. I plugged the hole but was thankfully
01202 810200 spared the use of the compressed air canister. Yes, there’s a lot
www.3xmotorcycles.net to be said for the Specialized Air Tool Comp floor pump. Whaddya
mean you don’t have one?

REGULAR UPDATES http://www.superbike.co.uk/bikes

106 OCTOBER 2007 www.superbike.co.uk
REAL WORLD STAFF BIKES

DAVE SMITH’S YAMAHA YZF-R1

■ TOTAL MILES DONE: 3,464 ■ MODS: Roby Moto rearsets, Micron end-
cans, Skidmarx double-bubble screen, Metzeler Racetec tyres

“I definitely feel
a fair bit more
confident on a
part-worn tyre
with a bit less
grip than on a
new ’un”

I ’ve done a paltry few

hundred miles on
the R1 this month. I
can honestly say, I’ve
never felt so much like
emigrating. I clearly
made a mistake with the
Racetecs – for 90 per cent
of the time, I would have
been better off with a set
of wets.
That’s not to say it’s
been all bad. There were
a few dry sessions to
be had at our SuperBike
track-day at Cadwell,
which reminded me why
●
¡
A pair of end-cans on the
Goat’s bike can mean only
one thing – the full system was out
the Lincolnshire circuit
used to be one of my
of stock favourites. There are a few
places on the track where
the penalties for getting
it wrong are high, but the
slicks giving less feedback
makes real sense to me.
I’ve not exactly done a
rewards for using all the stack of track riding this
track and being precise year, which doesn’t help,
going from kerb to kerb but I definitely feel a fair
are hard to beat. bit more confident on a
part-worn tyre with a bit
Grip vs. feedback less grip than on a new
As ever, the excellent ’un. It’s that old grip-feel
Metzeler Racetecs (the chestnut that I’ve been
control tyres used by banging on about again
the national superstock and again. I’d have to do
championship) were just a fair bit of track riding
the ticket. Thanks again before it would be worth
go to Simon and Scott me having a set of slicks
at SnS Motorcycles for fitted, I reckon.
last-minute fitment. What
Tommy Hill said last
The postie’s been
reasonably busy for me
month about his grippier this month. First up was a
set of Micron end-cans. In
an ideal world, I would have
bolted on a full system,
but, being one of the best
systems available, it was
temporarily out of stock.
Bugger. As you’d expect
with Micron, fit and finish
are spot on. I’m glad to say
the mighty Yam now sounds
like it should, and the arse
dyno says it’s given a small
power hike throughout the
revs. I really do want to bin
that cat, though. It’s like
sitting on a bloody oven in
traffic. There’s a reason
why the word cracksweat-
tastic isn’t in the Oxford
dictionary. SB

REARSETS SCREEN
More Italian engineering this Since its first incarnation
month comes in the form way back in ‘98, the R1 has
of these beauties. You can’t never been endowed with
beat a solidly mounted set of the largest of screens. The
footrests in my book (unless ‘07 bike has got the tallest
you’re going to be dropping screen thus far, but there’s
it every five minutes). Gear still room for improvement.
CONTACTS changes are now more On track, it’s now
positive, with proper bearings got something that’s
■ Metzeler tyres
www.metzelermoto.co.uk on the gear (and brake) lever pivots, actually worth tucking
■ Micron and position-adjustment is a synch, in behind. It has very
www.micronexhausts.com using just one securing bolt, with a little distortion, so
■ Roby Moto: Race By Design second plain-ended one as a locator. it doesn’t feel like
01737 822412
Strangely, there’s no facility for brake- you’re on a 150mph
www.racebydesign.co.uk
■ Skidmarx lever adjustment. Having said that, acid trip. And it
01305 780808 I’d set it where it is anyway so it’s not only took about five
www.skidmarx.co.uk exactly been a problem. minutes to fit.

REGULAR UPDATES http://www.superbike.co.uk/bikes

www.superbike.co.uk OCTOBER 2007 107
 REAL WORLD STAFF BIKES

JON PEARSON’S SUZUKI GSX-R1000

■ TOTAL MILES DONE: 4,630 ■ MODS: Dunlop Qualifier RR tyres, numberplate

“Not long
after you’ve
shouted, “Get
out the way,
fatso” to the
K7, it pisses all
over you for
the rest of the
straight”
K7 versus K6 the track part of the test, – it’s noticeable over a the term suggests,

I ’ve been wanting to

do this test for most
of 2007. The start of
and the differences are
clear but not as big as
you might imagine.
whole lap that the K7
makes you faster with
less effort. The short-
the best combination,
for me at least. The
centre compound of the
the year brought plenty term gains of the used Qualifier RR is harder,
of complaints from Fat but fit bike are swallowed up so my many road miles
former K5/6 owners, Yes, the K6 fires out over a full lap (or 20- to and from work are
disgruntled by their the corners better. It’s minute track session), not wearing a flat spot
new K7’s performance. noticeably faster out of when the K7 proves down the middle. The
“I can’t wheelie it... It Charlies and onto the itself. Check out Mossy’s softer-compound edges,
feels sluggish on the Park straight at Cadwell. new-versus-old test in on the other hand,
road... I have to change But not long after you’ve the next issue. mean that track-days
down to overtake”. shouted, “Get out the way, are not compromised
Some questions needed fatso” to the K7, it pisses Soft-edged success through lack of grip.
answering. The trouble all over you for the rest of Back to my bike, then. The Qualifiers RRs feel
is, K5/6 models have the straight. The Dunlop Qualifier RR good on the GSX-R, too
been like gold dust in And for the rest of the tyres are really proving – not overly soft like the
the dealers all year, so lap, in fact, because it themselves through stickier Avon track tyres
finding one has been a has advantages other this mixed summer they replaced, which
nightmare. Finally, our than just power. Despite weather. I’m beginning accentuated the sluggish
used-bike aficionado my suspicions to the to think dual-compound handling of the stock
Chris Moss wrestled one contrary, the new bike tyres like the Dunlops suspension. SB
CONTACTS out of dealer D&K for handles better too. Not (also the Pirelli Diablo
long enough to do a test. by much, but – just like D3 and Michelin
■ MAL
I got to do the best bit, the power difference 2CT) offer, as
01525 220151
www.mal.biz
■ Ermax UK
01522 697007
www.ermax.co.uk NUMBER PLATE
■ R&G The rear-end of the bike was already enough for me to feel happy the plod won’t
0870 2206380
looking smarter with the R&G tail tidy notice. The difference it makes to the look
www.rg-racing.com
■ Hairy R’s ltd fitted last month but now a new MAL of the bike is massive, though. I’m chuffed
0870 240 1165 number plate has completed the job. It’s with the little ‘JP’ at the top of the plate
www.hairy-rs.com 7.5 x 5.5, so not strictly legal but close and the SuperBike logo on the bottom, too.

REGULAR UPDATES http://www.superbike.co.uk/bikes

108 OCTOBER 2007 www.superbike.co.uk
 ¡ LOCAL ENVIRONMENT
We’re still talking about public roads, not private
racetracks, so every action can have a reaction – from the
local law authorities. Increasingly prevalent and with ever-
stronger powers, foreign plod really can ruin your day. Ride
as you would in the UK is the best catch-all statement.

¡ BODY
You may be in your
riding gear all day, so
finding out that your lid’s
uncomfortable after two
hours is not something
you want to discover for ¡ SEAT
the first time. You need to Your arse is going to
keep warm if it’s cold and take more punishment
cool if it’s warm. Similarly, than the prison rent
you need to keep dry if boy after a failed parole
it’s wet but not end up meeting, so if it’s like
sweating litres of water a board, then get it
away in a heatwave. Drink changed to a gel seat
lots and eat enough, and or an air-cushioned
you’ll stay happy in the saddle if you’re going
saddle. to do more than a
weekend’s worth.

¡ LUGGAGE
A big rucksack may be
enough for a weekend’s
worth of kit, but if you’re
away for any longer you’ll
need some more storage.
Hard luggage is typically
¡ PACKING
more secure than soft, THE MENTAL APPROACH
Are you really going
but comes at a price – a
money price. The key is to
keep weight off your body,
to need everything?
Pack once and then ask WHAT WAS I THINKING?
so strap stuff to the bike
yourself this question
again. Think small
On a recent 2,200-mile trip round
rather than to yourself
– the exception being a
whenever you can, so use Europe, Simon was really ill-prepared
travel-sized toiletries,
bumbag, which is useful
compact sleeping bags, in some ways and belt-and-braces in
to store a little camera
and a credit card for tolls.
etc. Don’t just pack for
yourself, pack for the bike,
others
too. A puncture-repair kit, The bike was fine, last minute. I then more time in
chain lube, a selection of recently serviced, made the mistake the mountains
useful tools, gaffa tape, new tyres, all of thinking that and less time in
cable ties, paperwork the paperwork 300 miles through Milan’s rush hour.
and emergency numbers in order, but I Switzerland would I’d definitely do
should all be included. had no grasp of take the same time it differently. My
distances. I was as 300 miles on other top tip is to
only persuaded to French motorways. get a comfy set of
tackle Berkshire to With a bit more headphones and
Verona – a 1,000- planning I could bang the tunes on
mile trip – at the have enjoyed for the boring bits.

110 OCTOBER 2007 www.superbike.co.uk

 REAL WORLD HOW TO RIDE BETTER
Riding several hundred miles in one
trip places severe demands on man
and machine. Simon, the sultan of
service station sandwiches, offers a
few insights to chew on

LONG
Words: Simon Roots Pics: Jeremy Clifton-Gould

DISTANCE
RIDING
M
unching miles serves two purposes. enticing. They are the things that should be
The first is simply to get you to where etched on your motorcycling memory.
you want to be, which may be your If you’re a resilient being, you could just
summer holiday destination, hop on your bike and ride. But
a fancy foreign race or even “The sights, sounds this dream could soon turn
a business meeting abroad.
Whatever the reason, it must
and smells of a far-off into a nightmare for those who
like their creature comforts.
be better than queuing up at land are all exciting Breakdowns, rotten weather,
Stansted, surely? The second
reason is to take in that
and enticing.” skirmishes with foreign cops,
uncomfortable clothing and
expanse of land between your getting lost at midnight are all
home and your destination. The sights, sounds to be avoided – and with careful planning, they
and smells of a far-off land are all exciting and can be.

1 Preparation is the key

to happy times. Prepare
your bike, prepare your kit,
prepare your route, prepare
your head, and you’ll be fine.
If your bike breaks down, your
kit springs a leak, you get lost
or you blow your lid, you won’t
be happy. Take your time in the
days leading up to your trip to
organise with military precision
and devise contingency plans.
abide by your own rules. If that
means booking night stops
ahead of your arrival, then do
so. If you’re fine with going with
the flow, then do that instead.
The same goes with routes. If
you hate getting lost, then plan
your route meticulously, but if
you’re happy to explore, take
a map and see where the road
takes you.
everyone else wants to make
haste. You may think another
rider is dangerous or too slow,
so choose your companions
wisely.
5 Motorways aren’t always
a bad thing – they get you
to where you want to be in a
trice. So work out what you
want to do – get there fast and
then do your scratching, or

2 Be realistic
when making
4 Choose some good
mates that you’re
happy riding with. It’s a
discover what’s on either
side of the Tarmac
ribbon winding
quick calculations pain to find out that its way to your
in your head. someone has to stop destination.
For example every 10 minutes for
imagining a smoke when
you’ll be
able to ride
1,000 miles
in 12 hours,
but can you
really match the
imagined pace?
Once you factor-in
petrol, photography and
piss stops, you’ll be lucky to
average 65mph – no matter
how fast you charge down the
motorways.

3 Chances are, you’re on

holiday – so relax. You know
best what stresses you out, so

www.superbike.co.uk OCTOBER 2007 111

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 RACINGLINES
MOTOGP WORLD SUPERBIKES BRITISH SUPERBIKES

MOTOGP

STILL ON A

ROLL MotoGP Champion

elect? Probably. Heir to
Rossi’s throne? Possibly.
Sick of whinging Italians?
Definitely. Casey Stoner
hits back

E
veryone has these were rounds where Valentino Rossi – the main season Valentino and the the day – look at my ride
been banging on Michelin couldn’t phone beneficiary of Michelin’s rest of the riders were all at the Sachsenring – but I
about how good home on Friday night skills in recent for the new tyre didn’t start moaning about
Bridgestone tyres have and get some race tyres years – has “This shows that rule (limiting the the tyre rule. As far as I can
become this season. delivered for Sunday. In been the loudest Michelin had a maximum number see this shows that Michelin
Well, maybe it’s not Europe, Michelin was when it comes huge advantage of tyres to 31). Now had a huge advantage in
the Bridgestones that untouchable. to complaining in past seasons they’ve started past seasons and this year
have improved, but the Until now. This season about the new losing, all of a they’ve struggled to make a
Michelins were never any has seen a far more level tyre regulations.
and this sudden the new rule great race tyre. In the end,
good unless they cooked tyre playing field with rules Which seems a year they’ve is all wrong. I’ve had the tyre rule is the same for
some up the night before stating that teams must tad disingenuous. struggled to some tough races all of the riders and that has
the race. choose their weekend’s And Ducati’s make a great this season when to be a good thing.”
If you think about the tyres by Thursday Casey Stoner has race tyre” the tyres didn’t
tracks where Bridgestone night – and it seems had the nerve (!) work or we got the
did well – Rio, Malaysia, to be working ‘against’ to point this out. choice wrong on
Motegi, Phillip Island – the Michelin runners. “At the start of the

PRESS PROSE
Suzuki press release
from Donington.
“It’s great to be coming
‘home’. I feel that’s what
Donington is for me.”
John Hopkins
Suzuki press
release from
Laguna Seca.

QUOTOENS
THE M
OF
TH
“I can’t wait to
get to Laguna; it is
great to be coming
home to race.”
John Hopkins
Try harder you
slackers!

Is there a danger that taking on

“
Melandri will cost us more money
than keeping Stoner? Ha, no, there
is absolutely no danger of that! GRID GIR LS
WHAT’S NOT
Ducati MotoGP boss Livio Suppo’s confirmation that Stoner is the hottest TO LIKE?
property in MotoGP town

www.superbike.co.uk OCTOBER 2007 129

 RACINGLINES
MOTOGP WORLD SUPERBIKES BRITISH SUPERBIKES

MOTOGP 2008
THE STORY SO FAR
CAST IRON PIG IRON
Millions of dollars Loris Capirossi is

KAWASAKI
have made John looking for a ride,
Hopkins see the but Ant West and
grass is greener Randy de Puniet
at Kawasaki will be pissed off if
either (or both) get
the boot

Race winner Chris Loris may surface at

Vermeulen stays Suzuki, and there are

SUZUKI
at Suzuki vague rumours about
WORLD SUPERBIKES a satellite Suzuki
squad too. Ben Spies

DUCATI’S ROUGH RIDE Valentino Rossi

stays. Jorge
anyone?

Colin Edwards – a
man joined at the hip

YAMAHA
Bayliss may be staying, but a raft of changes will be nescessary Lorenzo and with Michelin – will
to get the team back to winning ways James Toseland probably be offered
come in – but on the last Yamaha ride.

R
what tyres? Who’d have Tamada
egardless of of engine blow-ups, 104mm? And at that just the start of
over the Texan?
personnel and to the extent that the point, Ducati really is its problems.
human resource sought-after extra reaching beyond the Add to that the World chump Gresini has lost
issues, Ducati has a power is coming at outer limits of what fact that WSB rule Nicky Hayden Melandri which
major problem with the cost of reliability has been done in cars changes mean fewer and Dani Pedrosa means Elias’s seat
stay in the is safer. Other

HONDA
its new 1,200cc bikes – clearly a big problem. revving at 6,000rpm engine tuning work
factory squad Honda riders haven’t
for 2008. Basically, “It’s turned out not to – far less than racing is allowed and that performed well
the 1,200cc prototype be as easy as we had V-twins, which have rev the superbikes will – Checa and Nakano
racebike that Ducati hoped.” Quite. limits that are nearly have to run with more – and must be going
has been working Well, if you think twice that. Ducati might stock engine parts, through their end
on isn’t performing about it, an engine have gotten the raised and the homologation of season sweat
as hoped. One team capacity of 1,200cc will V-twin capacity it bike is going to have Stoner’s white hot, A third bike is
insider admitted that require a piston larger wanted in WSB, but to be bullet-proof and and safe at Ducati. looking less likely,
there had been a lot than 100mm – maybe that looks like it’s very expensive.
DUCATI
Marco Melandri Louis D’Antin
is in after likes Chaz Davies.
dissing Honda Hoffman’s been
looking at WSB for a
ride. Another season
for old man Barros

THE WSB
TEAM KR

Nothing official But the team is likely

ROUNDABOUT
has been to move to WSB
announced with MV

SHE’S
It would appear that James Toseland’s jump
from Honda to Yamaha and from world superbikes to

FILTHY!
MotoGP has upset a number of applecarts in the WSB paddock

Apparently Toseland was part of a four-bike Hannspree superbike assault for

2008 (with Ryuichi Kiyonari, Kenan Sofuoglu and Roby Rolfo) but that plan has
been thrown out. And we hear that Johnny Rea, HM Plant Honda’s golden boy at Rumours abound that Max Biaggi
the moment, has been offered a couple of contracts in WSB for 2008. is soon to tie the knot. Well you
And Leon Haslam isn’t too keen to stay in the UK for 2008 either... would, wouldn’t you?

QUOE T
OF TH
Spotted at Brands Hatch, several names who ‘didn’t belong’ there.
The injured D’Antin Ducati MotoGP rider Alex Hoffman, dressed from head
to toe in Fox kit and the recently married Chris Walker. And there’s

ESH
MONT
Leon Haslam and Neil Hodgson. Far be it from us to suggest that
these riders were at Brands to enjoy anything other than the
weather and racing...
she looks like?
“
After his win at Brno WSB, Max Biaggi
dedicated his triumph to his girlfriend
(“fiancée”) Eleonora Pedron. “We spend a
lot of time together and she’s supported me a
lot this year.” OK, so, you want to know what

Ms Pedron,
presumably
after spannering
Max’s WSB Suzuki
all afternoon

When I came up behind Dani Pedrosa I smiled because

finally there was someone having as much trouble with
tyres as I was. I was lucky I started in the front row,
otherwise the Kawasakis would have passed me too.
Valentino Rossi after Laguna Seca

130 OCTOBER 2007 www.superbike.co.uk

 IN ASSOCIATION WITH

TRACK
ANNOUNCE 2007 TRACK
DAYS NOT TO BE MISSED

DAYS

■ This summer, we’ve teamed up with MotorSport Vision to YOUR DAY WILL ALSO
bring you trackday events on Britain’s best circuits. INCLUDE:
BRANDS HATCH ■ Enjoy the thrill of riding on track with three groups at all
18TH SEPTEMBER 2007 events, you’re guaranteed to be on circuit with riders of a • Guest appearances and advice from
■ DAY £159.00 similar ability and the same pace. British superbike racers
■ EVENING ONLY £69.00 • The infamous SuperBike goody bag
■ Trackdays aren’t just about riding round at top speed. You
can really explore your bike’s performance and your riding • Meet and ride with members of the
skills in ways that aren’t possible on the road. SuperBike team
• SuperBike long-term and project bikes
■ You don’t need a superbike and if you’re a novice, then
there will be plenty of instructors to help you. These events are
for you to view and discuss
an ideal way to take your first steps on track, so get booked in and • Questions and Answers session
come and meet the team!
To find out more or to book visit
www.motorsportvision.co.uk/
superbikemagazine
or call 0870 850 5013
 ■ RACING

DUTCH
MASTERS Ten Kate is world supersport racing. The Honda CBR600s may
change, riders come and go, but the Dutch tuning firm stands
resolute in their quest for global domination
Words: Kenny Pryde Pics: Graeme Brown

132 OCTOBER 2007 www.superbike.co.uk


Ronald Ten Kate (left) with his dad,
Gerrit Ten Kate. The pair head up
Ten Kate, probably the most success-
ful tuning firm in the history of WSS
I
f you own a Honda CBR600RR and
you have some fettling aspirations,
you’re probably curious to
know what Dutch tuning firm
Ten Kate do to their race bikes.
Honda CBR600s prepped by the Dutch
company have won the past six world
supersport championships – including
the 2007 title with the young Turk (yes,
really), Kenan Sofuoglu.
Being spoiled, and with access to lots
of people and a lot of different places,
I took full advantage of my position
to talk to Sofuoglu’s technicians (and
the man himself, read the interview in
next month’s issue) to see what I could
learn about tuning a 599cc inline-
four Japanese supersport engine to
screaming perfection.
The team:
Kerkdyk, Litjens, Ten Kate
When Sofuoglu is in a pit garage,
he is surrounded by technicians of
one kind or another. On his right
there’s his chassis man Gert Kerkdyk.
Crouched down on the other side is
his suspension engineer from WP,
Arnold Litjens. And there’s someone in
a Pirelli shirt lurking about as well, not
to mention the constantly roving Ronald
Ten Kate, who oversees the team.
Special delivery
In late November 2006, four crates
were delivered to the Ten Kate team’s
Nieuwleusen workshop. Inside were
four new 2007 Honda CBR600RR bikes.
From our punter point of view, they were
‘new’, but how different were they from
the previous model to a race team?
“Completely different, 100 per cent,
engine- and chassis-wise, totally new.
There was nothing we could use from the
2006 model bike that could fit on the new
bike,” explains Kerkdyk. “The rear shock
pivot point was new, the engine was new.
Really, we had to start from scratch and
we had less than four weeks to get four
bikes to race spec for a test in Almeria.”
Which, obviously, they did.
You don’t have to talk to race team
technicians for very long to realise that
near enough is never good enough. So
with the new CBR600RR in race trim
under the weight limit for the class
there would be no problems?
“We add more than three kilos to make
the 158kg limit. With race fairings and
a race shock you are
already close to the limit
and when you put all
“You don’t
our ‘smart bits’ in there,
we need to add mass.
have to talk to race
Where we place weight
just gives us another
team technicians
instrument, another for very long to realise
element to play around
with,” says Ronald Ten that near enough
Kate, adding another
variable into the mix. is never good
This, like every other
question, is met with enough.”
knowing smiles and
rolls of the eyes that say, ‘Ah, if only you
knew the half of it.’ Thus, the question,
‘Is the Honda a simple engine in
comparison to say the Yamaha with its
ride-by-wire technology?’ is laughed at.
“No,” says Ronald. “The engine isn’t that
simple anymore either. Even in standard
trim, the Honda engine is already one of
the strongest with the best stock power.
We were worried that the new bike would
have lost some of its good, linear power
and the direct response from throttle to
back tyre – you know, if you move the
throttle a few millimetres, you will get
exactly the same amount of power at
the back wheel. But the smooth power
delivery is still there, which is a relief.”
You won’t be surprised to learn
2007 World Supersport
champion, Kenan Sofuoglu
dominated the season on his
HANNspree Ten Kate Honda
www.superbike.co.uk OCTOBER 2007 133
 ■ RACING TEN KATE

that Ten Kate hasn’t won world

championships by being anything other
than methodical. Thus, the first year
they race a new bike, they proceed with
engine tuning at a modest pace, as
Ronald explains: “When you know that
you have decent midrange with decent
Kenan Sofuoglu with torque in the standard bike, then you can
WP engineer Arnold relax a little, you know that the bike isn’t a
Litjens (right) and
screamer with power all concentrated at
Ronald Ten Kate (left)
the top end. But it’s still
very difficult, in the first
year, to get something
like the porting changes
right or getting new cams
made – modifications
like that take a long
time to get right. So it’s
important that the stock
bike is strong and you
start from as high a base
as possible.”
And, even though
winter testing and
early races went
well, the team never
“It’s important that stopped looking for
improvements. “There
the stock bike is have been three versions
of the engine on track
strong and you start since the first one,”

from as high a says Ronald, “and we

have had eight engine
base as possible” configurations on the
dyno in the workshop.
So far.”
But how mainstream does the
tuning go, is there a familiar Power
Commander tucked away somewhere
or are the electronic bits more trick?
“No, we use the HRC race kit ECU.”
Which sounds expensive. “I think this
year it’s 360 Euros, cheaper than usual for
some reason!” But you need a clued-
up technician to sort it for you, so not
unlike a Power Commander then.
At which point, enter Arnold Litjens
from WP. The (Dutch) Ten Kate team
has been working with the (Dutch) WP

suspension firm since 1994 – with one

Honda HANNspree Ten
Kate rider, Sébastien ill-advised year on a blue and gold
Charpentier won the logo’d Swedish brand in between.
WSS championship for Did the new bike cause any specific
the team in 2005 and 2006 suspension problems? “We’ve got
high- and low-speed compression and
rebound cartridges in the different fork
legs and it’s a sealed cartridge, so the oil
is pressurised. This means the damping
action is more consistent and the oil
doesn’t foam.” Sounds like there weren’t
many problems to be overcome on the
suspension front? Eyes roll collectively
and wry smiles appear. “No, I wouldn’t
say that,” says Arnold, “we’re still
developing the suspension with every
race and there’s more to come. We learn
things every time we race, sometimes big
things, sometimes just a little tweak.”
There must have been something
that they have simply bolted on, surely?
“No, it was all new work. WP suspension
was more or less the same internally,
but we played around with geometry and
we are already moved on from the 2006
geometry. From 2003 the bike was more
or less the same chassis-wise, but with
the new bike we had to gather all new
data because it was so different,” says
Litjens, a former 250cc GP racer.

134 OCTOBER 2007 www.superbike.co.uk


The front end was, is, great in the
standard bike – world champions
Sebastien Charpentier and Sofuoglu
said so at the bike launch. Not that
it was always like this in supersport
racing. Those who might doubt the
astonishing strides that have been made
in the class don’t have to go back too
far in time to see clear evidence. “When
we started racing with the CBR600FS it
was a standard bike with which you could
go on holiday with the wife and a tent
on the back. Then with the first RR, you
could still fit the wife on the back but not
the tent! That’s all changed with the 2007
model suspension,” laughs Ronald. But
how does that change on the racebike,
with different weight distribution, less
weight, raised ride height and different
suspension internals? Ten Kate pauses.
“I think what is interesting is that the
change between standard suspension
and race suspension isn’t the huge gap
it used to be. The difference between
the suspension in the 2007 bike and the
2006 bike is better too, the suspension
performance on the standard bike allows
you to ride very hard on the track, without
any changes to the internals.”
WP man Litjens explains further:
Ten Kate’s three riders, Kenan
Sofuoglu, Andrew Pitt and
Sébastien Charpentier dominated
this year’s WSS round at Assen
“The principle behind the damping is the
same, the fork leg cartridges are 23mm
– the left side is low speed rebound and
compression damping, the right fork
leg has the high speed rebound and
compression damping.” Beyond that,
the external suspension parts must stay
the same ¬- but that doesn’t mean you
can’t coat the internals of the shock and
fork to reduce ‘stiction’ and make the
action smoother.
Seasonal adjustment
In the space of four weeks they had
bikes ready to test in Almeria, and the
race for the 2007 championship was
on. “Everything that might give us an
improvement we try. We don’t go for
power at all costs, we want a package
that the rider feels happy with and that
will be reliable. We adjust the power
characteristic of the engine for different
tracks if that is important, and Arrow
always makes us a special exhaust for
Monza. But we don’t play with the power
very much during the season,” says
Ronald. “We know what a bike needs at
various tracks and we might make a small
adjustment on the ECU, but nothing major
that would upset the rider or risk the
Former WSS champion
Andrew Pitt joined the
team at round four
replacing an injured
Sébastien Charpentier
“Even if you can get the bike to
its limits on track, then I’d
say suspension (upgrades)
will help the most”
reliability of the bike.” *Number
In fact, listening to the Ten Kate men,
it seemed that the suspension was the
Crunching
Six supersport
area that they had worked on more – or world titles in a
at least, just as much as the engine. “If row since 2002
you arrive at a corner first but the bike is
unstable and wallowing around, there’s Between them, Fabien
no point in having more power, is there?” Foret, Chris Vermeulen,
explains Ronald. Karl Muggeridge,
Turning away from the racetrack, Sébastien Charpentier
onto the road, what would Mr Ten Kate and Kenan Sofuoglu
suggest for more modestly-walleted have racked up these
impressive statistics on
CBR owners? “I’d say the suspension.
the Ten Kate Honda
The bike already makes enough power
to have a lot of fun on and even if you
can get the bike to its limits on track, 33
Number of race wins
then I’d say suspension will help the
(out of 77)
most. You can change the sprockets and
get a (lighter) 520 pitch chain, and then
suspension. Really. Maybe an adjustable 48
Podiums (with four
brake lever or braided brake hoses.”
Bearing in mind that Mr Ten Kate’s races in 2007 to go)
business is more about engine tuning
than boosting sales of WP suspension,
you have to give him credit for passing
39
Pole positions
up on the chance to plug his own
product. “Yeah, well I truly believe that
the standard bike is already producing
24
Fastest laps
enough power to have serious fun.”
Whether you own a Honda CBR600RR Broc Parkes and Iain
or not, no matter what you ride or Macpherson have also
scored podiums for the
where you ride it, if you’re anything like
team. In 2004 Parkes
me, you’re already wondering which brought the team one
suspension guru to go and talk to. pole position, five
podiums and five fastest
The details and the devil laps as well as runner-up
Talking to the team behind Sofuoglu, spot in the championship.
it becomes clear that there is no ‘one In 2003, while Vermeulen
big thing’ that separates Ten Kate won the title, his fellow
from the rest, enabling the Dutch team Aussie Karl Muggeridge
to win six supersport titles on the won three races himself
bounce. “The philosophy of the team is and finished fourth
overall. In 2003, Ten
that we win with a package: the rider,
Kate won seven out of 12
the engine, the chassis, the suspension races and en route to his
and everyone adds a little bit to the 2005 title, Charpentier
package. And the feel of the team is took 10 poles, six wins,
important too, I want a rider to come to nine podiums and eight
the team and feel at home right away,” fastest laps! You could
says Ronald. And when you add it all say that Ten Kate
up, you get a team capable of winning ‘owns’ the world
world championships. SB supersport title.
www.superbike.co.uk OCTOBER 2007 135
 REAL WORLD READERS STUFF...
¡ MY WORST DAY EVER
- Pete Wilson – Avon tyre tester
I’d been in a tyre-testing job for
Avon for a number of years, with
an exemplary safety record, so
my bosses cut my budget – as
there seemed no need to cover
Having kept it upright for for any crash damage costs.
so long, Pete was saving Feeling chuffed with myself for
my crash-free record, I quietly
Avon a fortune. Then he
went about my job with an air of
decided it was time to satisfaction. That lasted for the
rack up some expenses grand total of two days...
At a track test of the firm’s new
sports tyre, at Castle Combe, I
made a rare, and for me, very
untypical mistake, high-siding
an R1, completely destroying it.
TRACKDAYwrite and send a
In the process, I completely blew
my re-adjusted budget and was
bollocked by all the big bosses.
Going from hero to zero doesn’t
take long a bike
sometimes.
FUN
I just wanted to
pic of my first ever trackday, at
Cadwell Park, and say thanks to
the SuperBike team, who gave me
some really good riding tips and
free goodies. I had a great day
and
got to go out four times, despite
ler
the weather. I was running Metze
Racetec K2s, which didn’t reall
y
want to go out in the wet, but with
a few tips from the SuperBike team
did
and John Reynolds, I actually

YOUR
rs
all right. I got both knee slide

SPACE
and
on the floor (during a dry run),
ss of booki ng my
I’m now in the proce
next trackday.
Lee Wedge, Wolverhampton

Your Space means exactly that – it’s your space. So get in

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136 OCTOBER 2007 www.superbike.co.uk

 THE
JURIES
READER’S IN
THROUGH
GRINDER
Here’s a couple of pics of the
1984 Yamma Gamma I’ve just
re-built. I’m racing it with the
CRMC, Dave Elsdon, Sheffield.
Davmo, email

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Memory Drain
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We did 2,000 mi This picture is of my foot after an accident
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It’s winter 1980, Saturday morning
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Into the Belstaff waxed cotton jacket UR two weeks of having my toe
CONTOTECTOR
and leggings for the rain-sodden ride PRO amputated, this is what my foot
home. Wipe the raindrops off the seat in looked like after having maggots
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RD into life. Take the shortcut down the you’re having your dinner at the mo.
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This is our ‘89 ZXR750 H1, which Send us your crash and injury pics and if we print ‘em, those kind
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rebuilt. All the original alloy was of the road as the stream of Saturday
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www.superbike.co.uk OCTOBER 2007 137
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QUESTION OF
INTERPRETATION
A man in hospital, wearing an
oxygen mask over his mouth and
nose, tries to attract the attention
of a nurse.
“Nurse,” he mumbles, “Are my
testicles black?”
The nurse raises his gown, holds
his manhood in one hand and
testicles in the other, takes a
closer look and says, “There’s
nothing wrong with them, sir”.
The man pulls off the oxygen
mask, smiles at her, and says
very slowly, “Thanks for that, it was
wonderful, but – are – my – test
– results - back?”
Dennis O’Rouke
EGG QUESTION
CRACKED
A chicken and an egg are lying in
bed. The chicken is leaning against
the headboard smoking a cigarette
with a satisfied smile on its face.
The egg, looking a bit pissed off,
grabs the sheet, rolls over and
says, “Well, I guess we finally
answered THAT question!”
Paul Gregson
CRUISING FOR A
BRUISING
A small, well-dressed man minces
into a bar in Liverpool and seats
himself beside a hulking local,
covered in tattoos and nursing
a pint. After a couple of drinks,
he leans over to the big guy and
whispers, “How would you like it if I
gave you a blow-job?”
At this, the man-mountain jumps
off his stool, grabs the unfortunate
bloke by the throat and proceeds
to punch and kick him half to
death before throwing him into the
carpark like a bag of wet washing.
He cooly returns to his place at
the bar and resumes his drink.
The barman races over and asks,
“Jesus! What the hell did he say to
deserve that?”
“Dunno exactly,” says the big man,
“Somethin’ about a job.”
David Alexander
WEDDING SUITE
A just-married Amish couple
went to a hotel for their wedding
night. The man went to the front
desk and asked for a room. He
told the clerk that it was their
honeymoon and that they wanted a
very nice room.
The clerk winked and asked, “Do
you want the Bridal?”
The Amish fellow thought about it
a minute, then replied, “No, I guess
not. I’ll just hold onto her ears until
she gets used to it.”
Mike Ketley
NEW SIGNINGS
Liverpool FC has made two
new signings, a Japanese lad
and an Italian. They should fit in
well on Merseyside; their names
are Nikamotor and Robatelli.
Paul Gregson
NO EASY OPTION
Jamie says to his wife Yvonne,
“Get ready, you, me and the dog are
going fishing.”
Yvonne says, “I don’t want to go
fishing.”
Jamie offers her three options
– fishing, blow-job or take it up the
arse. Yvonne picks blow-job. After
sucking for a while, she says, “This
tastes like shit!”
“I know,” says Jamie, “the dog
didn’t want to go fishing either.”
John Carracher,
East Kilbride
DOUBLE BLUFF
A biker is suddenly aware that
the police are chasing him, so he
decides to pull in to the roadside.
The police officer goes through the
usual line of questioning, and then
asks the biker why he was doing
120mph in a 60mph road. The
biker is not pleased.
The police officer asks what the
biker has in his backpack and the
biker replies, “Body parts, a saw,
and a pistol”.
The police officer tells him to stay
where he is, and calls for back-up.
Before long, half of the county’s
force is in attendance, including
the armed response, helicopter
and squad cars.
The Chief Inspector walks over
and says to the biker, “My officer
tells me that you have body parts, a
saw and a pistol in your backpack. Is
this true?”
The biker replies, “Oh really, I
bet the lying bastard told you I was
also doing 120mph in a 60mph
zone as well?”
Mike Bailey
ITCH OF EMPATHY
Q: Why did God create yeast
infections?
A: So that women get to feel what
it’s like to live with an irritating
cunt once in a while.
John Cummings
HOUSE RULES
The man of the house
finished reading a new book
entitled, “You can be the man of
your house”.
He stormed to his wife in the
kitchen and announced, “From now
on, you need to know that I am the
man of this house and my word is
Law. You will prepare me a gourmet
meal tonight, and when I’m finished
eating my meal, you will serve me a
sumptuous dessert.”
“After dinner, you are going to
come upstairs with me and we will
have the kind of sex that I want.
Afterwards, you are going to run me
a bath so I can relax. You will wash
my back and towel me dry and bring
me my robe. Then, you will massage
my feet and hands. Then, tomorrow,
guess who’s going to dress me and
comb my hair?”
The wife replied, “The fucking
funeral director would be my
first guess.”
Stephen Snell
AUSSIE LOGIC
Two Aussies, Davo and
Johnno, were adrift in a lifeboat.
While rummaging through the
boat’s provisions, Davo stumbled
across an old lamp. He rubbed
the lamp vigorously and a genie
came forth. This genie, however,
stated that he could only deliver
one wish, not the standard three.
Without giving much thought to
the matter, Davo blurted out,
“Turn the entire ocean into beer.
Make that Victoria Bitter!”
The genie clapped his hands
with a deafening crash, and
immediately the sea turned
into the hard-earned thirst
quencher. The genie vanished.
Only the gentle lapping of beer
on the hull broke the stillness
as the two men considered their
circumstances. Johnno looked
disgustedly at Davo whose wish
had been granted. After a
long, tension-filled moment
Johnno said:
“Nice going, Davo! Now we’re going
to have to piss in the boat.”
Stephen Snell

-
TACTICALLY CONFESSED
Dicky went to church to confess
his sins.
“Bless me Father, for I have sinned. I
have been with a loose girl.”
The priest asks, “Is that you, Dicky?”
“Yes, Father, it is.”
“And who was the girl you were with?”
“I can’t tell you, Father, I don’t want to
ruin her reputation.”
“Well, Dicky, I’m sure to find out her
name sooner or later, so you may as
well tell me now. Was it Mary Walsh?”
“I cannot say.”
STAR JOKE
“Was it Teresa Brown?”
“I’ll never tell.”
“Was it Margaret Doyle?”
“I’m sorry, but I cannot name her.”
“Was it Anne O’ Neil?”
“My lips are sealed.”
“Was it Catherine O’Tool, then?”
“Please, Father, I cannot tell you.”
The priest sighs in frustration.
“You’re very tight lipped, Dicky, and
I admire that. But you’ve sinned and
have to atone. You cannot be an altar
boy now for four months. Now you go
and behave yourself.”
Dicky walks back to his pew,
and his friend Tommy slides over
and whispers, “What’d you get?”
“Four months holiday and five
good leads!”
Douglas Bailey

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