FREE HI-VIS VEST FOR EVERY READER!
New: BMW S1000R
€4.99/£3.99 Issue 126 Aug ’14
Fresh MetaL Yamaha MT-07
Interview
In Depth Ben Spies Interview What really happened?
Regulars Kit Guide New Gear Toner Talks MAG Ireland Pablo’s Café
Second Hand
KTM 990 SM Honda CB1000R
Racing
Moto GP Kells Road Race Adelaide Masters
Classic Bimota HB2
36 9 771649 482069
YZF-R125
Priced at just €4995 Yamaha’s new entry level sports bike could be the best looking learner legal motorcycle on the Irish market!
Racing Worldwide Coverage Review Reviews What’s Hot And What’s Not News Direct From Our News Desk BBG 126 Covers.indd 1
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BMW Motorrad
R 1200 GS Adventure
The Ultimate Riding Machine
THE ALL NEW R 1200 GS ADVENTURE.
BUILT TO EXPLORE. The eagerly anticipated, water-cooled R 1200 GS Adventure has arrived for 2014. Across deserts, tarmac or lunar craters, it leaves both the concrete jungle and the competition behind. Whatever the surface, the supremely agile handling means your riding experience will always be out of this world.
To find out more please visit www.bmw-motorrad.ie, or contact your local dealer.
Kearys Motorrad
Eastgate Business Park, Little Island, Cork 021 500 3600 www.kearysmotorrad.ie
Joe Duffy Motorrad
Exit 5 M50, North Road, Dublin 01 864 7777 www.joeduffymotorrad.ie
MCN Manufacturer of the year 2013
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OFFICIAL TIMEKEEPER
T I S S OT T- R AC E M o to G P T M L I M I T E D E D I T I O N 2 01 4 . 3 16 L STA I N L E S S S T E E L C A S E , W I T H S C R AT C H - R E S I S TA N T S A P P H I R E C RYS TA L A N D A S I L K P R I N T E D G L AS S C AS E BAC K . I N N OVATO R S BY T R A D I T I O N .
T I S S OT. C H
BBG 126 News.indd 1
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FREE HI-VIS VEST FOR EVERY READER!
New: BMW S1000R
€4.99/£3.99 Issue 126 Aug ’14
Fresh MetaL
Second Hand
Yamaha MT-07
Interview
KTM 990 SM Honda CB1000R
In Depth Ben Spies Interview What really happened?
Racing
Regulars
Moto GP Kells Road Race Adelaide Masters
Kit Guide New Gear Toner Talks MAG Ireland Pablo’s Café
Classic Bimota HB2
36 9 771649 482069
YZF-R125
Priced at just €4995 Yamaha’s new entry level sports bike could be the best looking learner legal motorcycle on the Irish market!
f
Racing Worldwide Coverage Review Reviews What’s Hot And What’s Not News Direct From Our News Desk BBG 126 Covers.indd 1
Tel: Email: Website: Publisher Editorial Director Associate Editor Copy Assistant Photographer Finance Director Creative Director Design & Production Jr. Graphic Designer Sales Manager Marketing Director Office Manager
BIKE BUYERS GUIDE Unit 22, Kilcarbery Business Park, New Nangor Road, Grange Castle, Dublin 22 01 4577 018 info@bikebuyersguide.ie www.bikebuyersguide.ie Media Vault Ltd. Justin Delaney Paul Browne Karl Gygax Stuart Carrick Liam Daly Keith Wealleans ClearDesigns.ie Colin Brennan James Harlow Morgan Keane Brian Neville
15/07/2014 14:46
No part of Bike Buyers Guide, including photographs may be reproduced in any publication without prior written consent of the publisher. The publisher will institute proceedings in respect of any infringement of copyright. The views expressed in this publication do not necessarily represent the views of the publisher. No liability is accepted for errors or omissions within an advertisement or any omission of an advertisement, nor any failure in the distribution of any edition of the magazine. Bike Buyers Guide retains the copyright on all photographs that appear in the magazine. These photographs may be used as library photographs in the future by Bike Buyers Guide. By taking an advert in this magazine you are agreeing to its potential use elsewhere. Bike Buyers Guide is the property of and is published by Media Vault Ltd. Bike Buyers Guide keeps personal data regarding its subscribers and advertisers for the purpose of direct marketing within the meaning of the Data Protection Act 1988 and may disclose that personal data to third parties involved in the provision of financial and other services so as to facilitate such direct marketing. All of the foregoing is subject to the provisions of the 1988 Act and in particular section 2(7) thereof which confers on a person in respect of whom the personal data is held the right to request in writing that the use of the personal data should cease to be used for the purpose of direct marketing. Such requests in writing should be addressed to Bike Buyers Guide, Unit 22, Kilcarbery Business Park, New Nangor Road, Grange Castle, Dublin 22. All new prices contained in Bike Buyers Guide are recommended retail prices (ex. works and associated charges) and are correct at time of going to press.
{Issue 126 August ’14} P6
NEWS
P10
LONG-TERM TESTS
P12
RACING
Editor’s Letter
Kells, The Masters And A Close Look At What’s Happening In The Moto GP Paddock.
P18
FRESH METAL
Thanks To Yamaha, The 125 Is Cool Again
P24 MAG IRELAND
MAG Irelands David French Asks Where Do We Go From Here?
P40 SECOND HAND
We Ride KTMs Wonderful 990SM And The Gentler Honda CB1000R
P45 PABLO’S CAFÉ
You Don’t Always Need to Ride So Fast.
P46 ROAD GUIDE
Angi McNulty From Temple St Children’s Hospital Talks To Road Captain, Paul Purcell
P50 FRESH METAL
We Take A First Look At Yamaha’s MT07.
P54 LETTERS
P26 FRESH METAL
Ask Our Experts, Get It Off Your Chest Or Just Tell Us How It Is.
P30 CLASSICS
Kevin Keyes Continues To Occupy More Space On The Podium.
Aidan Lynam Takes A Look At BMWs S1000R The Bimota HB2 Gets Rescued From A Car Dealership.
P34 NEW GEAR
Trick Bits And Must Haves!
P38 TONER TALKS
Tony Asks A Pretty Big Question
P56 DC RACING
P58 JUSTIN ROBERTS
Justin Roberts Finds A Perfect AJS.
P66 INTERVIEW
Steven English Talks To Ben Spies And Finds Out Where He Went To.
P71
CLASSIFIEDS
Find The Bike You’ve Been Hunting For!
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phone: 4784 200
motorcycle sales and service
3-4 Wexford St Dublin 2 • Web: www.megabikes.ie • Email:ciaran@megabikes.ie Opening Hours: Mon, Tues, Wed & Friday :8.30am to 6pm Late Night Thursday : 8.30am to 8pm Saturday : 9am to 5pm BBG 126 News.indd 5
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{News}
{NewsAlert} EDITOR’S LETTER
H
ello and welcome to another issue of Bike Buyers Guide. The weather has been kind to us over the last few weeks and motorcyclists nationwide are clocking up the miles. In this issue we test some interesting learner legal machines from Yamaha as Roland attends the world launch of the YZF-R125 and the MT-125. How cool would you be at 16 years of age rocking up to school on one of these? Fancy more horsepower? Well Paul Browne gets to spend time with the new MT-07 which proves its far from a dull learner legal machine but more a real world everyday motorcycle that you wont be disappointed with. Our racing reports this issue come from Cormac Ryan Meehan trackside at each Moto GP round and Aidan Lynam gives us the latest update from the Masters in Mondello and Kells Road Races. On the subject of Road Racing, this years Classic Isle Of Man TT looks set to be a corker with Bruce Anstey set to ride a full factory Yamaha YZR500 GP bike and other big names like Michael Dunlop riding a Suzuki XR69 and Dean Harrison on a Kawasaki ZXR750. This once more relaxed TT weekend has suddenly become very serious indeed!
All the latest motorcycle news from across the country
KTM TRAVEL OFFER
T
he good people at M50 Retail have been on to let us know about KTMs latest offer. All new model 1190 Adventures are coming with a free travel pack which includes a set of heated grips, engine bars and three pieces of hard luggage. Hurry though, this will only be available as long as stocks last. Call 014381991 for all the details.
MATTIE WOWS THE CROWDS AT GARMISCH
G
alway man, Mattie Griffin, took centre stage at BMW Motorrads annual summer party in the foothills of the Alps last month. Crowds from all over the world were in attendance as the Irish stunt rider put his BMW F800 R through it’s paces. We’ll have a full report next month. www.mgstuntriding.com
YAMAHA OFFER FREE PANNIERS
Y
amaha Ireland are offering free hard panniers with the Yamaha Super Tenere while stocks last. Some terms and conditions apply, see www.yamaha-motor.eu/ie for a full list of dealers.
Until next issue.
Justin Delaney Editor justin@bikebuyersguide.ie
T U R
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Temp
W O N Y APPL TE66.IE 4 U 4 AT RO 01 - 87843 LL OR CA LISHED 2002 ESTAB
Temple Street Children’s University Hospital Route 66 Motorcycle Challenge Ride 2448 miles of open road and help raise vital funds for the hospital. Now accepting applications for September 2014. Ready to ride? BBG 126 News.indd 7 - 230mm x 297mm-FA.indd 1 Temple Street - Press Ad
15/07/2014 09:35:06 16:40 13/03/2013
HELMET CLEANER
I
s the warm weather getting to your helmet? Is your lid a bit whiffy? Clothing distributor www.akb.ie in conjunction with Megabikes have the solution. A new piece of kit takes centre stage in the Wexford Street shop. The staff wil take your lid, place it in the machine and run a sanitization cycle which takes about ten minutes after which time you have a clean and fresh smelling motorcycle helmet.
THE PODGE DELANEY MEMORIAL BIKE RUN 2014
LEARN TO RIDE
I
f you or a friend of yours is interested in learning to ride a bike then Dublin Harley Davidson may have some very good news for you. As well as having some of the best tutors in the country working in house, the Ballymount based company are offering a full refund on IBT training against the purchase of a new motorcycle from them. This offer also applies to Rosso Ducati and Dublin Triumph. For all the details give any member of the team a call on 014642211.
T
he Delaney family has been holding a memorial motorcycle run in memory of their father, Podge, for eight years now. The ninth run is taking place this coming August on Sunday the 31st. The Delaney family has been on to let us know that this year the run starts in Clane and runs to Tullamore. From there it goes to Camross where some light snacks and refreshments will be served to the participants before riding on to Athy and back to Clane. There are no minimum donation or sponsorship requirements to take part in the event but all monies raised on the day will go to Temple Street Children’s hospital. For more details please see http://tinyurl.com/q68atmd
BIKE SALES ARE UP
A
ccording to the latest industry figures, Bike sales are getting better. 2013’s sales were the worst in living memory for many in the business, so the only way things could go was up! The really good news is that distributors are reporting an increase in sales in smaller cc’ed machines such as 50 and 125cc scooters.
SHERCO ARE BACK IN IRELAND
O
ff road specialists, Sherco, are back in Ireland. Inchaquire Industries who are based near Athy in Co Kildare are importing the brand.
For more details call Clive on 045 403167 or see www. inchaquire.com
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301
Tested and approved by Valentino
Bridgestone takes the lead again.
Just like nine times world champion Valentino Rossi, the experts at Bridgestone are always looking to ďŹ nd that extra edge with performance. But how do you make the best even better? Taking all our learnings from MotoGP, we worked on our class-leading S20 tyre with Valentino to add even more grip, stability and durability. The Battlax Hypersport S20 Evo is born. The rest can only follow.
Bridgestone Ireland
For your nearest Bridgestone Authorised Dealer, visit our website.
BBG 126 News.indd 9 30169 Bridgestone_S20_A4_Portrait_AD_TRACKSIDE_v4.indd 1
www.bridgestone.eu
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Long Term Tests JUSTIN DELANEY
MORGAN KEANE
PAUL BROWNE
EXECUTIVE EDITOR
MARKETING DIRECTOR
BMW R1200RT
ASSOCIATE EDITOR
HARLEY DAVIDSON SOFT-TAIL
DUCATI MULTISTRADA
I
Applying for the test
I
have no update on the R1200RT to report this issue. After the bike was recalled BMW have been working tirelessly to make sure owners have been accommodated. The recall notice that was issued by BMW stated “the piston rod within the rear shock absorber can break without warning, causing loss of stability.” They also say that the part in question was produced by Tenneco Automotive located in Belgium. Either way as I said last month I’d prefer to have my bike recalled than to be riding on something that could give up at any point so I commend BMW for this. With the RT laid up I have been riding the R1200GS Adventure most of this month. Those of you that are regular readers of this column will know I am a GS man at heart so getting a chance to live with one again has been a pleasurable experience. The Adventure commands presence on the road and always creates a stir when parked outside the local coffee shop. Riding the bike in Dynamic mode makes it extremely sharp and entertaining on backroads and that glorious Enduro mode allows weekend trails to be ridden with ease. What more could you want? BMW R1200RT (€17,800) 1,170cc | 125bhp | 5.3l/100km Contact: www.bmw-motorrad.ie
H
aving completed module five it was now time to get some practice in. I’ve applied to do my test and was somewhat surprised that in order to get a full licence I’ll have to do it on a more powerful bike. While I can do the test on the 883 I’ll only get a limited licence if I do so. A 900cc V-Twin is too small to do a test on. Only in Ireland! I’ve been on the bike several weeks now and riding on my own to get some practice in. The freedom is the big thing that I notice. I have no phone kit and no passengers. The bike makes light work of traffic and while I don’t like getting caught in the rain, my gear is keeping the water out. At the time of going to print I’m waiting for a date for my test. The more experienced riders in the office seem to think it’ll be straightforward enough, many of them got little or no training before they took their tests, and when they hear of the training I’ve done with Harley and the lads from IAMI they seem to think it will be easy enough. I’ll have to wait and see however… Harley Davidson (€20,020) 1690c | 68bhp | 4.6L/100KM www.harley.ie
t’s been a busy month. We’ve been out on multiple bikes doing several road tests and have had some serious miles done on the Ducati. This month saw a little over another 1000 kilometeres covered! As well as the daily grind across the city to get to the office we’ve been up in Donegal. The roads are spectacular. From the busy N roads we were never far from something much quieter and simpler. The roads over Glenveagh National Park have to be ridden to be believed! Our friends in Bord Failte have designed a loose route along the Atlantic coast called the ‘Wild Atlantic Way’. The road is signposted with a new logo and offers a riding treat wherever you go on it. Some of the roads are basic and some are even worse! I switched the bike into enduro mode and spent the day getting lost on roads where I didn’t see another soul for hours at a time. This place is motorcycling heaven and the Ducati feels right at home here. All too soon though and it’s time to head back to the city. The Multi makes light work of the road back and still shows 60km to empty on the dash when we get back to Dublin. Ducati Multistrada 1,198cc | 150bhp €17,995 inc taxes www.ducati .ie Declan Moran 014642211
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1
Personal Protection Equipment
Based on the Transport Accident Commission, Australia 2001
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{Racing Feature}
Halfway Home WE’RE AT THE HALFWAY POINT OF THE 2014 MOTOGP WORLD CHAMPIONSHIP ALREADY. SO, HALFWAY THROUGH, WHAT’S WHAT SO FAR?
Each carbon disc in “ MotoGP costs around €4,000”
J
orge Lorenzo doesn’t seem to be having the best of seasons. There’s a few reasons that all seem to be adding up to cause him a headache. He’s been asking Yamaha for the past two years for a gearbox that allows clutch-less downshifts. At the first test in Malaysia back in February, Yamaha finally & successfully introduced this system within the gearbox and have been using it ever since. The problem for Lorenzo is that after all his requests to get this gearbox, he now is finding it very difficult to get used to. To make matters worse his teammate, Valentino Rossi, has adapted to the system perfectly and is a big fan. During the winter of 2013 Lorenzo had several operations to remove old metalwork from his body. Late in the winter he changed his trainer and his training regime was delayed because of these two events. By the time he got to Qatar he was woefully underprepared physically. He’s been playing catch up ever since and told us in Barcelona that it was only in Mugello when he felt he was back to the level of fitness that’s required. Add to all of this the psychological and practical beating he has been getting from twenty one year old Marc Márquez and thirty five year old Valentino Rossi, 2014 hasn’t been kind go Jorge Lorenzo so far. New rules now allow for technical changes on brake disc size. In 2010 Dorna brought in a rule that limited teams to 320mm discs, with the exception of Motegi where 340mm discs were permitted. Since 2010 we have gone from 800cc to 1000cc and 145kg to 160kg. The problem with keeping the 320mm discs with the extra weight and capacity is that they overheat. Carbon discs operate best between 300 & 600 celsius, anything over that and they begin to lose power & at 690 celsius, begin to fade. Anything over 700 celsius and they boil the brake fluid, just as Cal Crutchlow did in Jerez. 340mm discs act as a heat sink, soaking up extra heat and getting rid of it during the next straight before the disc is used again. This means
that the discs copes inherently better with heat than the 320mm discs. Each carbon disc in MotoGP costs around 4,000 euro. From 2015 Dorna have announced that there is a cap on brake supply of 70,000 euro. Valentino Rossi has become competitive all of a sudden. Rossi has had a year to adapt back to riding the Yamaha YZR - M1 & this year, coupled with the modifications that Yamaha have brought at the request of Rossi for 2014, have settled him down. He is now able to exploit his biggest strength, which is braking and corner entry. These changes, coupled with the extra motivation of having new crew chief Silvan Galbusera, have Rossi back fighting at the front. At the time of print he shares second place in the World Championship with Dani Pedrosa, behind Marc Márquez. Just before print Rossi & Yamaha announced that the nine time World Champion has signed a new two year contract to stay with the Factory Yamaha Team. So far, there has been no new contract for Jorge Lorenzo. Last years’ champion is having a dismal 2014. So far there has been no new contract between Lorenzo and Yamaha. Every time he’s asked, his response is a simple “we are weighing up our options, but the priority is to stay with Yamaha. We will see what happens.” It is expected that he will stay with Yamaha, but it is no secret that both Ducati and Suzuki are interested in the double World Champion. Cal Crutchlow has a number of options. Moving to Ducati was always going to be difficult for the Englishman. He arrived just as Gigi Dall’Igna arrived from Aprilia. The plan for Dall’Igna is to gather information from this year and build a bike for 2015. Crutchlow has a two year contract with Ducati for 2014 & 2015. However, he has a get-out clause for the end of 2014. It is an extremely good bet that Suzuki have offered Crutchlow a ride for 2015. The problem for Crutchlow is do you leave Ducati just as guru Dall’Igna is getting his teeth into the project & a healthy pay
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{Words & Images: Cormac Ryan Meenan}
packet for the unknown? Historically in the four-stroke era Suzuki have built very good bikes, but not championship winning bikes. They have had victories and podiums in MotoGP in the four-stroke era, but have never looked like a championship threat. Could that change? Of course. Will it? That’s the million dollar question. Moto3 rider Jack Miller has caused a huge stir in the MotoGP paddock. Haven’t heard of him? Remember his name. The Australian currently leads the Moto3 World Championship onboard the KTM Red Bull Ajo bike. However, news broke recently of a contractual dispute. Asked if he has a contract for 2015, Miller said in an interview, no. Marc VDS, successful Moto3 & Moto2 team have said that Miller has a signed contract for 2014, 2015 & 2016. But it is 2014 and he’s with Team Ajo, I hear you say? Yes. However, Marc VDS negotiated the ride on Miller’s behalf with Miller moving to Moto2 with Marc VDS for 2015 & 2016. So, while he is riding the KTM for Ajo, he is technically a Marc VDS rider. The reason this is news is why would someone publicly deny, relatively common knowledge, that they have signed with what is considered the premier team in Moto2, Marc VDS? VDS say that after numerous attempts to contact Miller, his parents & management have come to nothing. Why would this happen? The only logical answer is that Miller has been offered a ride in MotoGP for 2015. This is not confirmed, by any stretch, but logically it is the only reason. Where would Miller go should he be offered? The two options would seem to be Gresini Honda or LCR Honda. Gresini currently run Redding on a production Honda & Bautista on a Factory Honda. It thought Redding will take Bautista’s bike for 2015, leaving the production Honda free. For Miller? Perhaps. LCR Honda currently run just one Factory Honda with Stefan Bradl. Rumours say that they will get a production Honda for 2015, too. Again, space for Miller? Watch this space.
Cormac Ryan Meenan is a 22 year old freelance photographer, working in the MotoGP paddock, from Greystones, Co. Wicklow. He works closely with South African Moto3 rider, Brad Binder. He is an avid motorcyclist and covers more than 20,000 road miles a year. You can follow him on Twitter - @CormacGP, Facebook - facebook.com/ cormacryanmeenanphotography & Instagram - @ CormacGP.
You can see a selection of his work on www.cormacrmphotography.com
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{Racing Feature}
Royal Roar Road racing makes a welcome return to the Royal County as the Kells Road Racing Club get back on track
B
eautiful summer sunshine greeted the huge crowds that thronged the hedgerows around the Crossakiel Circuit outside Kells Town, as the road racing faithful welcomed a firm favourite back into the fold. The annual Kells races had been forced to take a sabbatical due to financial constraints but thankfully they are now back on the calendar and the fans showed their feelings by voting with their feet, with barely a vantage point left vacant around the circuit. Racing got underway with the Supertwin race and it was the ‘Mullingar Missile’ Derek McGee who started from pole position. Drag racing supremo, Shane Wogan has been fettling McGee’s machinery of late and it seems to be paying dividends as the Westmeath man stormed off the line ahead of KMR’s Connor Behan, Jamie Hamilton and Dubliner Andy Farrell. The front three were inseparable throughout the six lap affair and McGee looked a cert to take the win, but his machine overheated and he had to settle for second, just four tenths behind Behan and two tenths ahead of Hamilton. Farrell took fourth ahead of Corkman Shane Egan who very nearly sold his machine in the days leading up to the race after the Manx GP officials changed the regulations for their 650cc ‘Twins’ races, races that this bike was specifically built for! Sean O’Neill started on pole in the 125cc race but unfortunately he fluffed his start, allowing Sam Dunlop to lead off the line. Dunlop wasn’t passed throughout the race, although William Cowden pushed him hard for the six laps, finishing just a second behind. O’Neill took third ahead of Nigel Moore and Craig Gibson after Paul Robinson’s machine expired on lap four whilst sitting in third place. The Senior Support race turned into a face-off between Meath and Westmeath as Neil Lyons and
Thomas Maxwell did battle for local pride. Maxwell from Mullingar was fastest on the draw and led Dunboyne man Lyons into the first corner. By the end of lap one, Maxwell had pulled a small gap on Lyons and he continued to pull away in the following laps, going on to take the win by three seconds with Aron Hatch in third, Derek Costelloe in fourth and Neil Kernoghan in fifth. McGee lined up on pole once more for the Open race and but it was BE Racing’s Dan Kneen who stormed off the line when the flag dropped. Kneen, McGee, Hamilton and ‘Micko’ Sweeney could almost be covered by a blanket in the opening laps, with Hamilton and Sweeney trading places in laps four and five. Manxman Kneen went on to take the win by almost two seconds over Sweeney but only after McGee had crashed out (unhurt) having taken the lead in the final corner. Fortunately for Skerries man Sweeney, McGee’s bike just missed him as it bounced on the road. Hamilton took third ahead of Derek Sheils and Davy Morgan. In the Junior Support race it was Derek Costello who took the win after a race long battle with fellow Dubliner Wayne ‘Scoops’ Hall. Sean Connolly took third ahead of William Hara and Corkman Brian Coomey who had fought his way through from the second wave of riders. McGee finally graced the top step of the podium after he took the win in the Supersport race on his privately entered Yamaha R6 having led from start to finish. Hamilton on the Wilson Craig Honda took second, some 1.6 seconds back. Fellow Mullingar rider, James Kelly took a superb third, also on a privately entered R6 just ahead of Sweeney. Dan Kneen took fifth on corrected time having started in the second wave. Having ridden superbly in his earlier races, on the back of a superb TT debut where he took six replica
trophies from six starts, Micko Sweeney’s endeavours were rewarded with a win in the Junior 250/400 race. He and Seamus Elliott served up a superb display of close, yet fair, racing throughout the six lap affair whilst Tommy Henry and John Ella did likewise in third and fourth. Elliott took second just seven tenth’s down on Sweeney with Henry and Ella a distant third and fourth respectively. Paul Robinson took fifth whilst in the concurrently run 400cc race David Howard took the win ahead of Paul Maguire and Martin Lyons. The last race of the day was the Grand Final but McGee was at a disadvantage having crashed his Superbike in the earlier Open race, as such he had to use his Supersport machine. Kneen was fastest away as the flag dropped on the eight lap race with Hamilton, Sweeney, McGee, Sheils and Brian McCormack hot on his heels. On lap two Sheils on the CD Racing Superstock Kawasaki passed McGee to move up to fourth and on lap five Sweeney swept past Hamilton to take second spot. On lap six McGee was forced to retire with brake fade issues moving Seamus Elliott up to fifth place. Positions remained unchanged to the chequered flag with Kneen taking the win by over 1 ½ seconds ahead of Sweeney, Hamilton, Sheils and Elliott. Due to the event having been run like clockwork, aided by the good weather of course, fans were on their way to their respective homes by 2.40pm, practically unheard of in road racing. Huge credit to the club for rising Phoenix like from the ashes when it looked like we may never see racing in Crossakiel again, but knowing the crew involved, I’m not really all that surprised. Roll on 2015 when we can watch bikes take to the skies over the iconic Kells Jumps once more!
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Royal Roar {Words Aidan Lynam Images Big Joe and Derek Wilsony}
McGee’s bike “ just missed him as it bounced on the road
”
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{Racing Feature}
The Mac is back Brian McCormack takes three wins in round two of the Adelaide Masters Series
B
y his own standards, Brian McCormack had a pretty average TT this year but it obviously didn’t overly affect his confidence as the ‘Flying Coalman’ took a hat-trick of wins at the second round of the Adelaide Masters Series in Mondello. Saturday’s qualifying session warned that the pace was going to be hot with the first five riders all lapping under the 55 second marker. David Haire started from pole and in race one on Saturday afternoon, the Lisburn rider made the most of his advantage to take a flag to flag win. Haire, series leader Cody Nally and McCormack pulled a small gap on their pursuers in the early laps but Gerard Kinghan, recovering from a bad start was fast reeling in the front three having passed Damien Byrne and Peter Moloney. On lap eight of ten, Kinghan set the fastest lap of the race to sit on McCormack’s rear wheel but Haire rode consistently and took the win by 1.4 seconds ahead of Nally, McCormack, Kinghan and Byrne. Declan Hoey took the Superbike ‘Cup’ win ahead of Emmet Bannon and McCormack’s team mate, Ray Casey. Race two took place on Sunday morning, again in warm but overcast conditions, and McCormack was quickest off the line ahead of Haire, Nally and Kinghan. The Tramore rider very obviously had gotten over the ‘TT Blues’ as he was instantly lapping in the 54 second bracket with Haire and Nally all over each other behind him. Kinghan set the fastest lap on lap two and passed Nally in turn four before setting the fastest lap once again on lap three as he set about passing Haire. As McCormack continued to up his pace the battle for second had been joined by Mark Glasgow with nothing separating second to fourth place. On lap five, four became two as Nally lost the front in the final corner and Glasgow decided to keep him company in the gravel trap. McCormack went on to take his first win of the weekend with Haire two seconds behind. Kinghan looked to have third in the bag but he tried to pass
Haire in the final corner (Dunlop) and ended up in the gravel, he did stay upright though and rejoined to take fifth place. Damien Byrne took third ahead of Peter Moloney who had started from the rear of the grid due to penalties incurred after a crash on Saturday. Hoey, Bannon and Casey filled the Cup podium once again. Very often the final Superbike race can turn into a high speed game of bluff, with riders opting to save tyres and tactics for the big money Grand Final that takes place later in the day but thankfully the riders chose to make the most of the sunshine and set about each other with gusto! Haire was fastest away but he had Nally, McCormack, Kinghan, Glasgow, Byrne and Cup rider Ray Casey for company. The front three, locked in their own private battle, seemed to be pulling a small gap but Kinghan from Randalstown set a couple of fastest laps to reel them back in before the front four gapped the rest of the field. On lap nine Nally made his move on the brakes into Dunlop and got past Haire to take the lead, McCormack then passed Haire to move up to second in the next corner before relegating Nally to second in turn three. On lap 11 Kinghan too got past Haire before diving under Nally in Dunlop Corner, holding off the Athlone youngster to take second, just nine tenths behind McCormack. Haire took fourth ahead of Glasgow. Hoey took the Cup win ahead of Casey and Bannon. The Grand Final saw the 20 fastest Superbike and Supersport riders (and Mervyn Griffin from the PreInjection class) face off with McCormack starting from pole. Haire was once again fastest off the line with Kinghan and Supersport rider Carl Phillips just ahead of the pole sitter. At the end of lap one positions remained unchanged but on lap two McCormack got past Phillips to move up to third. Nally, recovering from a bad start, moved up to fourth on lap three before being promoted to third when Kinghan crashed out of second at Dunlop
Corner. McCormack was now setting fastest lap times as he closed in on race leader Haire. On lap six McCormack set the fastest lap time of the weekend with a time of 54.137 but just as the lead pair crossed the line, Haire’s machine expired. Luckily McCormack was able to react in time, avoiding the rapidly slowing Kawasaki in front of him and thus moving him into the lead. Nally, now sitting in second place chased McCormack down, closing the gap on each consecutive lap but the big Waterford man had enough in hand to hold him off, taking the win by 0.7 seconds. Glasgow took third ahead of the very impressive Conor Parkhill on his Supersport machine who had missed Saturday’s racing after a heavy fall in qualifying. Damien Byrne took fifth with Phillips sixth. In the opening Supersport contest it was Bangor youngster Robert English on his Triumph 675 that lined up on pole but Haire on his Honda CBR600RR was fastest off the line with Yamaha riding pair Luke Johnston and Carl Phillips in third and fourth respectively. Positions remained unchanged as they crossed the line to complete the opening lap but by turn one Phillips was up to third. The front three were almost inseparable for the next five laps before Phillips rode around the outside of English in turn four to take second. Phillips tried hard to catch the leader but as in the opening Superbike race, Haire rode to his pit board signals and held on to take the win by over a second. English took third ahead of Jason Lynn and Richie Ryan. Kevin Keyes won the Supersport Cup race ahead of Graham Kennedy and Eoghan Delaney. Haire once again got the jump on the rest of the pack in race two and at the end of lap one he led Johnston, English, Phillips, Jamie Patterson and Parkhill. Positions remained unchanged at the front until lap four when Phillips passed English to take third before passing Johnston on lap seven to move up to second. The front four remained very close for the remaining laps but on
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The Mac is back a second separated Shanahan from Brennan who took the Pre-Injection win ahead of Griffin and Wilson. Andrew Whearty took the win in the opening Lightweight Supersport/Moto 3 race ahead of James Ging and his brother Ian Whearty but in races two and three Andrew was beaten by 2012 champion Gavin ‘PJ’ Quinn. Ian Whearty took third in race two whilst Willy Maher took third in race three. Caolan Irwin was the only Moto 3 entrant on his 125cc machine but took solid finishes in each race, crossing the line 7th, 8th and 6th respectively. The sidecar pairing of Dylan Lynch and Stephen Mullen took a hat-trick of wins beating Terry O’Riley and Clive Russell on each occasion. Peter O’Neill and Jack Galligan took third in race one whilst Scobie Killough and Brian Butler took third in races two and three. John Cahill won race one in the Superbike/ Supersport ‘B’ race ahead of John Ryan and Tom Devereux. Paul Gaffney on his Supersport machine won races two and three beating Ryan and Cahill in race two and Cahill and Anthony Derrane in race three. The Avon Tyres Formula One races featured poor entry numbers with only six bikes lining up in race one. The race had to be red flagged when Matthew Hazlett crashed heavily in turn three with a suspected broken leg. Chris Campbell was awarded the win on count back ahead of Alvin Griffin and Luke Hazlett. Race two saw only four starters and Griffin beat Campbell and David O’Connell. The next round takes place in Bishopscourt on Saturday August 9th.
{Words: Aidan Lynam Images Derek Wilson and Eddie Applebee}
lap 12 the front pair caught a backmarker on the run to turn four. Haire seemed to roll off the throttle momentarily but Phillips didn’t hesitate and rode around the outside of both, putting the backmarker between himself and his rival before going on to take the win by just three tenths of a second. English took third ahead of Johnston and Robert Kennedy. Keyes once again took the Cup win with Donal Curtin second and Ross Patterson third. Although Haire got the hole-shot off the line in the third and final Supersport race, at the end of lap one he had Phillips and English breathing down the back of his neck. Phillips, obviously buoyed by his earlier success took the lead on lap two with Parkhill moving up to fourth behind English and ahead of Johnston. On lap six Parkhill moved up to third and as the front pair traded fastest laps it allowed him to close right up on them by lap eight. On lap 10, Haire got caught behind a backmarker and yet again his rival made the most of the situation, this time it was Parkhill benefitting as he dived under him in Dunlop Corner. Phillips held on to take the win by two tenths ahead of Parkhill and Haire. Lynn took fourth ahead of English. Keyes completed his hat-trick of Cup wins crossing the line eighth overall with Ross Patterson second and Graham Kennedy third. Dave Butler sat on pole for the Supertwin/ Production Twin races and he made the most of it to take the win in Saturday afternoon’s race with the Dubliner crossing the line three seconds ahead of Drew Jamison and Philip McNally. James Chawke was the first of the Production machines home, crossing the line fourth overall ahead of Aaron Clifford on his 450 Aprilia. Mark McConville was second Production bike home ahead of Liam Chawke. In race two Jamison got a great start to lead off the line ahead of Butler and McNally. By lap three Jamison had pulled a two second lead over Butler who seemed to be having tyre issues but it took until lap five for McNally to get past the second placed man. McNally pushed hard, setting the fastest lap time on lap nine, but ultimately the Meath man had no answer for Jamison who took the win by 2.7 seconds with Butler third. Chawke took his second Production class win in fourth place, again ahead of 14 year old Clifford with McConville second ahead of Paul O’Rourke in the Production race. Butler got a good start in race three but by lap five Jamison had taken the lead. McNally once again harried Butler but it took until lap nine for him to find a way past and at that stage Jamison had a two second lead. Jamison went on to take his second win of the day with McNally second and Butler third. Chawke made it three wins from three starts in the Production class with Clifford on his 450 next over the line in fifth. McConville took second again in the Production class ahead of Liam Chawke. Ronan Shanahan took three relatively easy wins in the combined 250GP/Pre-Injection races on his 250 Honda but he was made to work hard in races two and three to be first over the line overall. In race one he crossed the line with almost nine seconds to spare over Pre-Injection race winner Kevin English who beat Mervyn Griffin, Austen Wilson, Vincent Brennan and John Cassells but only a second separated first to fifth in the Pre-Injection race. In race two Shanahan again won the GP race but only had half a second in hand over Griffin who beat Wilson and English. In race three
the riders “Thankfully chose to make the most of the sunshine and set about each other with gusto!
”
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{FreshMetal}
output had to stay at “Maximum 15bhp for licencing reasons but
there’s a fraction more torque at most points below the peak at 8000rpm
”
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Yamaha MT-125/YZF 125
ROCKET
{Words Roland Brown Images Yamaha Press}
THE BATTLE FOR THE COOLEST LEARNER LEGAL BIKE CONTINUES WITH YAMAHA’S REVISED YZFR125 AND THE MT-125 LOOKING THE PART!
G
iven the success of Yamaha’s naked MT-09 and MT-07, and the fact that the YZF-R125 has also been popular in many markets in recent years (it was by far the UK’s top selling sports bike in 2013), the arrival of a stripped-down 125cc single with the letters MT in its name was not so much predictable as inevitable. Perhaps the only surprise is that the MT-125 was not only developed in Europe but is being produced in France, while its closest “European” rival, KTM’s Duke 125, is assembled in India. Yamaha has however taken great trouble to keep production costs as low as possible, notably by combining development of the MT and new-generation YZF-R125, to the extent that the models’ engines and most of their chassis are identical. The powerplant is a revamped version of the YZF’s SOHC, liquid-cooled unit, featuring mods including new cylinder head, camshaft and clutch. Maximum output had to stay at 15bhp for licencing reasons but there’s a fraction more torque at most points below the peak at 8000rpm, and Yamaha claims fuel economy is improved by over ten per cent. The motor is bolted into a chassis that retains the YZF’s twin-spar steel frame layout but is completely new, with 41mm upside-down forks in place of conventional 33mm legs, and a four-piston radial front brake caliper instead of the old model’s twin-pot Brembo unit, biting a single disc of unchanged 292mm diameter. The MT looks very sharp, with clear hints of its larger siblings but its own distinct style, enhanced by an aggressively angled LED headlight and by large (doubtless much larger than strictly necessary) air scoops on either side of the tank. Like the YZF it’s designed to feel like a full-sized bike despite its small capacity, so the slim seat is a moderate but not super-low 810mm off the ground, but with just 138kg of wet weight the Yam feels effortlessly manageable at a standstill. That seat feels like a good place to be too, as you reach forward to hold a wide, slightly raised one-piece bar that gives a fairly roomy riding position in conjunction with footrests that are slightly higher and further forward than
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{FreshMetal} the YZF’s. The top yoke has neat cutaways; the new digital instrument panel has a smart-phone like appearance with a bar tacho at the centre, below a pair of gearshift lights. With only 15 horses to play with this MT was never going to be a raw, wheelie-happy hooligan bike like its big brothers, but within its inescapable limits it was plenty of fun. Yamaha is keen to play up its streetfighter image so the Barcelona launch began with a city-centre tour that confirmed it’s also very rider-friendly, with a low-effort clutch, glitch-free throttle response and very light, manoeuvrable feel that’s ideal for dodging taxis and dicing with scooters. What power there is lives mostly near the 9000rpm peak, which means plenty of enjoyable thrashing through the respectably sweet-shifting six-speed box. Exit a bend with 5000rpm on the tacho in the higher ratios, and the response to a wide open throttle is barely detectable. But if you flick down a couple of times till there’s 7000rpm or more showing, the Yam picks up speed at an enjoyable if far from arm-straining rate, heading for a genuine maximum of 115km/h, and with the engine’s balancer shaft reducing vibration enough to make that speed practical. Keeping up momentum through bends was manic good fun, and the MT’s chassis worked well enough to add to the entertainment. Suspension is very basic, with 130mm of travel up front and a modest 114mm at the rear, without even the option of preload adjustment at either end. But that’s okay — at least when you’re not carrying a pillion — because spring and damping rates gave a respectably good blend of comfort and control, and the wide bars provided just the right amount of leverage to make the Yam flickable yet reassuringly stable. Michelin’s Pilot Street tyres gave enough grip to make use of the ample ground clearance, too, when we got out of Barcelona onto some winding roads on nearby Mount Tibidabo. And my non-ABSequipped launch bike’s four-piston radial front brake worked well, generating enough stopping power without being too grabby for the mostly young and inexperienced riders who are likely to be squeezing the lever (and who would benefit most from the anti-lock system that will be an option in most markets, standard in others). Other aspects are mostly good, including the usefully wide and smooth mirrors and the instrument panel, whose information includes average speed, trip time and distance to service, as well as both current and average fuel consumption. Info can be toggled from the handlebar, too, which isn’t true even of some superbikes. And the economy figures are impressive, with better than 2.8l/100km possible from the frugal single. So it doesn’t matter that the 12-litre fuel capacity is slightly reduced from the old YZF’s. You can’t expect a naked 125 to be especially practical but the Yamaha can be made more so with accessories, which range from fly-screen, crash bungs and Akrapovic silencer to parts including a reshaped seat, rack and top-box. Those will add to the price that Yamaha says will make the MT-125 competitive with the 125 Duke (approximately €4000 in most European markets). It certainly looks good enough, and more importantly works well enough, to challenge the KTM and become another important part of Yamaha’s impressive recent comeback.
YZF-R125 You could argue that Yamaha had no pressing need to update the YZF-R125, given that it was still selling well in some markets after six years in production. But an integral part of the MT-125 project was sharing parts with the fully-faired model, so after more than 45,000 European sales the YZF is revamped with the same engine and main chassis components as the naked newcomer. That means its updated, 125cc SOHC liquid-cooled powerplant is identical to that of the MT; and that it also shares its twin-spar steel frame, 41mm upside-down forks, slender-spoked 17-inch wheels and four-piston radial front brake caliper. Along with its
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Yamaha MT-125/YZF 125
Keeping up momentum “ through bends was manic
good fun, and the MT’s chassis worked well enough to add to the entertainment
”
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{FreshMetal}
Hard stopping “ was possible, but required a firm squeeze ”
new bodywork, including a full fairing whose headlamps and central duct are intentionally reminiscent of the YZF-R6, the updated 125 combines its lower, clip-on bars with slightly higher, more rearset footrests and a seat that is 15mm higher, at 825mm. Sharing so many parts with the MT naturally means performance is very similar, especially in a straight line where there’s almost nothing to split the rev-happy pair. In theory the YZF, which weighs 2kg more at 140kg wet, might be a fraction slower off the line, before gaining the edge due to its superior aerodynamics, which allow a slightly higher true top speed of 120km/h. Whether that difference would be noticeable in the real world of riders’ differing weights, flapping jackets and busy gear-changing feet is another matter. A more noticeable difference was that the YZF’s riding position put more strain on my wrists
in Barcelona traffic. Its higher seat might be an issue if you had short legs, but its extra wind protection would be welcome on a cold day. And if you want to look like Rossi or Lorenzo, it can certainly help with that. There was more difference between the two models’ chassis performance than I’d expected. Yamaha’s decision to share chassis parts and dimensions meant both models’ geometry was chosen mainly to suit the MT, which had to be stable at speed despite its wind-blown riding position. That resulted in the YZF having slightly less racy steering geometry than its predecessor. (Rake and trail are 25 degrees and 89mm, compared to the old model’s 24.2˚ and 86.1mm.) Although the faired Yamaha felt light and respectably taut, it didn’t steer with quite the wide-barred MT’s ease. The lack of even the previous YZF’s shock preload adjuster meant
there was nothing I could do about that, and also that there would be no way of compensating for the extra weight of a pillion. Surprisingly I wasn’t the only rider to find the YZF’s front brake feeling slightly less sharp than the naked model’s, although the 292mm disc and four-pot radial caliper are identical so there’s no obvious explanation. Hard stopping was possible but required a firm squeeze. Still, it wouldn’t be fair to moan too much about a bike that was still quick and agile enough to be fun on both road and a local kart-track, and whose price in many markets will be unchanged from that of its predecessor. That, combined with its sharp looks — in red, grey or blue — and added refinement should ensure that the YZF-R125 remains popular, though whether it matches its predecessor’s impact in the face of opposition from bikes including its own MT sibling remains to be seen.
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Yamaha MT-125/YZF 125
Alessandro Ghezzi, MT-125 Project Leader “These bikes were developed at Yamaha’s R&D centre in Monza, just like the original YZF-R125. That bike was the first one we did there; we started development in 2005 and it was released in 2008. That first bike was a very difficult challenge but now we are well established and able to make more projects. “We wanted to make a small family of 125cc bikes and the main challenge was how to make the MT different. Because in this category, if you want to have a good specification and a good price on the market, you need to make a huge number. That’s why we decided to use the same suspension, wheels, brakes and so on. “We had a target with the MT to improve the agility and make a different riding feeling. Now everyone is asking, ‘Is the front fork angle different?’ or ‘Is the setting different?’ because you feel the difference from the super-sport [YZFR125], but the reality is that they are exactly the same. “We played with the MT’s riding position and found a base. Then every day we played with the front fork setting, with the rear suspension setting, just to change it a little bit. And finally when we had a good result with this, we transferred it to the super-sport and checked whether the character was changing. This was done step by step and was one of the big challenges of the project. “We didn’t consider giving the YZF steeper geometry. If we could not have matched out target for handling, then we would have considered making the bike different, but we thought our result was quite good enough. It was never in our plan to use different components, especially the frame, because to change it is a real mess, and we think the level we achieved is very good.”
The Stats: Yamaha MT-125 [2014 YZF-R125] Engine type Valve arrangement Displacement Bore x stroke Compression ratio Carburation Clutch Transmission Maximum power Maximum torque Front suspension Rear suspension Front brake Rear brake Front tyre Rear tyre Rake/trail Wheelbase Seat height Fuel capacity Wet weight Colours
Liquid-cooled single SOHC, 4 valves 125cc 52 x 58.6mm 11.2:1 Fuel-injection Wet multiplate 6-speed 15bhp (11kW) @ 9000rpm 12.4N.m @ 8000rpm Telescopic, 130mm wheel travel, no adjustment Monoshock, 114m wheel travel, no adjustment Four-piston radial caliper, 292mm disc Single-piston caliper, 230mm disc 100/80 x 17in Michelin Pilot Street 130/70 x 17in Michelin Pilot Street 25deg/89mm 1355mm 810mm [825mm] 12 litres 138kg [140kg] (126kg [128kg] dry) Red, grey, silver [red, grey, blue]
Call Carole Nash today for a competitive quote for this bike on 1800 818 789
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{Words David French}
MotorcycleAction Group
WHERE TO FROM HERE?
M “Then it was licence harmonisation that affected very few of us directly but strangled the numbers coming into motorcycling with red tape. ”
AG Ireland is thirty years old this year, so what does the future look like? The first question is should there even be a future? Should Irish riders continue to have a representative body or should we just spend the time enjoying motorcycling? Back in the 80’s the formative issue for rider’s rights in Ireland was insurance premiums and riders as a community responded, although the narrative wasn’t always simple and the concern was far from universal. Back then many older riders were doing just fine as they had motorcycles covered under car policies or had sufficient experience and low premiums. Those of us in our 20s were the ones facing the real problem, and so IMAG was formed. A decade later IMAG was instrumental in blocking the 100bhp limit that would have hit the very sport touring motorcycles preferred by those older riders. Later still the big issue was licence harmonisation which affected very few of us directly but which strangled the numbers coming into motorcycling. So what’s affecting motorcycling in 2014 that Irish riders need to be able to respond to? This summer MAG Ireland is providing a response to the RSA consultation on the driving test. It’s no use crying into your pint that car drivers are never taught to look out for riders. It’s also no use complaining about the lack of motorcycle awareness ads on TV when you’re stopped at a service station. Get involved and say it instead to the responsible minister’s face, to the civil service, to the media and to other interested parties. In general, the government actually want to hear from us. They need a group they can call on to provide a balanced view on motorcycling. Much political support is there for the asking. Simply ride to Brussels or Dublin, talk to a politician and you’ll often get a fair hearing. Do it at the right time, have your facts straight, and with a group of voters behind you’ll often get their support. Over the years we’ve heard all sort of unsupported nonsense from well-meaning but misinformed politicians who reckoned one quick fix would “solve the motorcycle problem” earning them some brownie points in the process. We’ve heard that we all need ABS, that we all need full-face helmets and lately that we all need full body high visibility luminous clothing day and night. Actually, what we really need is car drivers to stop hitting us. In the eighties we had the self-serving Commissioner Padraig Flynn introduce the 125cc restriction and we saw fatalities increase in the following years. It didn’t matter to him because by then he’d earned his political capital. That’s the real price of a quick fix. It hurts motorcyclists and motorcycling and the only real defense is logic, persistence and democratic involvement. As a minority group, we riders are a soft target. The industry supporting us in Ireland is small and the image of motorcycling is prone to misuse for political gain. We need to be able defend
ourselves and our choices because for any half-baked idea it’s not that hard to find a handful of motorcyclists who’ll support it and who can be trotted out as “evidence” that this is what “motorcyclists” want. Random car drivers however, are never seen as representative of motorists. That’s the job of the AA. Motorcycling requires and deserves similar representation. Safety stats are trotted out to defend each and every restriction on motorcycling but scandalously few resources are spent digging into the details. How many of the accidents would really be prevented by the proposed restrictions? How many accidents were flagrantly outside the laws on drunk driving, licensing or even theft already? How do the accident rates compare to the accident exposure - the type and number of kilometers being ridden by which type of rider that year? This level of analysis does not come cheap but is necessary to inform effective policy. Yet it’s not all about government and threats and doom and gloom. Motorcycling is on the verge of probably the biggest change in its hundred plus years of existence. Electrics are about to start changing the landscape. There is every indication that the fastest lap of the TT circuit will be taken by an electric motorcycle within the next couple of years. Back in the four wheeled world there is also an immense change on the way with the steady introduction of automatic systems ranging from obstacle detection to complete driving. Unlike regular car drivers these systems do have eyes in the back of their head, they do not fall asleep, they do not panic and they always indicate. Is this good and where do motorcycles fit in this picture? Every indication right now is positive, but as usual we need to keep our eyes open and know what is going on around us as a group. If nothing else, the next thirty years will be extremely interesting. Two wheeled vehicles, powered or not, offer immense advantages for society, reducing traffic congestion, reducing urban air pollution, and improving quality of life. It is up to those who understand this to promote and protect motorcycling. For many of us, motorcycling is much more than a means of getting from A to B efficiently and there is a shared interest, a bond, with others who see it the same way. This is what drives people across Ireland to give something back to motorcycling whether it’s organising motorcycle events, doing charity work which improves our image, or training new motorcyclists. As to the question of whether Irish riders should have a representative body the need is glaringly obvious. The real question is how do we make it happen? How should Irish motorcyclists organise and work together with other pro-motorcycling parties such as dealers, importers, publishers, event organiser’s and trainers to keep what we love alive? What our future looks like is up to all of us with an interest in Irish motorcycling, including you.
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YOUR NEW BIKE IS READY FOR YOU AT KEARYS BMW MOTORRAD CORK ORDER YOUR 142 BMW TODAY. R1200 GS
Kearys Motorrad
The Ultimate Riding Machine
R1200 RT
ADVENTURE
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We’re proud to say that Kearys is the home of BMW Motorrad in Ireland and we are just as passionate about our bikes as you are. We are very excited about 2014 and with four new models arriving its going to be quite busy. If you are seeking a new or a used motorcycle then rest assured we have a bike to suit you. If you have never taken the opportunity to ride a BMW then now is your chance and with BMW Select Finance it couldn’t be easier
Kearys Motorrad
Eastgate Business Park, Little Island, Cork
BBG 126 Main.indd 25
021 500 3600 www.kearysmotorrad.ie
15/07/2014 16:58
{FreshMetal}
Naked
Aggression BMW S1000R ‘SPORT’
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BMW S1000R ‘Sport’
decided to raise the bar in the naked sports bike category too, and it looks like they have raised it quite high! Modelled on the S1000RR, the new naked variant takes much of its styling from its ‘clothed’ sibling; asymmetrical headlights, high tailpiece, low nose section, low slung exhaust, lightweight cast aluminium wheels, fuel tank and perimeter frame but the ‘Sport’ variant we have on test also takes a lot of its electronics from the aforementioned, limited edition HP4. The standard S1000R comes with two riding modes (Rain and Road), Race ABS and ASC (Automatic Stability Control) whilst this ‘Sport’ version has an additional two riding modes (Dynamic and Dynamic Pro-the latter only being accessible via a coding plug) and the ASC is
{Words Aidan Lynam Images Stuart Carrick}
B
ack in 2009, BMW Motorrad gave their competitors a veritable kick in the gearbox when they launched the S1000RR Supersport machine on a somewhat stale market. There were plenty of litre sports bikes for Joe Public to choose from but innovation had stalled a tad, that all changed on a sunny day in Portimao, Portugal five years ago when the Bavarians smugly let the sceptics of the world’s press loose on their new baby! Fast forward five years and practically every manufacturer has followed BMW’s lead in offering traction control, quick-shifters etc as standard or factory fit extra’s on their litre sports bikes but the German’s upped the game again in 2012 when they built the ultra-trick HP4. Now they have
German’s upped the game “Theagain in 2012 when they built the ultra-trick HP4. ”
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{FreshMetal} replaced by the Dynamic Traction Control (DTC) that first appeared on the HP4. In Rain mode the power is lessened to 136BHP with a softer throttle response from the E-Gas ride-by-wire throttle and earlier intervention by the Race ABS and ASC/DTC for use in wet weather or when on tricky surfaces. In Road mode the full 160BHP is available with a more instantaneous throttle response and less ABS/ASC/DTC intervention whilst in Dynamic mode the throttle response is very direct with much less ABS intervention and Rear-wheel lift-off disabled allowing for much more aggressive front braking. With the extra coding plug fitted, Dynamic Pro mode is available which is aimed at track riding or dry roads with excellent surfaces and in this mode the Race ABS doesn’t interfere with rear braking, allowing the rider to drift into corners (assuming they are able to of course). Anti-wheelie is also disabled in Dynamic Pro mode and the DTC intervention is geared towards high-grip conditions. Also fitted to the S1000R Sport that we have been testing, and which is available as an option, is the
Dynamic Damping Control (DDC), also borrowed from the HP4. Basically the DDC is electronically controlled semi-active suspension that automatically adjusts the compression and damping stages to reflect the selected riding mode, riding style and the road surface that you are riding on. It literally makes minute adjustments all the time as you ride, stiffening up the suspension when it detects (via sensors) that you are on a smooth surface or when you are ‘pushing on’ and slacking it off when the surface becomes bumpy. Very technical yet it works so well you will forget it is doing it. The 999cc inline four cylinder motor is similar to the engine in the S1000RR/HP4 but it has been significantly redesigned and retuned to reflect the naked characteristics of the S1000R. Max power is down to 160BHP at 11,000rpm with peak torque of 112Nm at 9,250rpm and these figures make for a very usable road bike. Let’s be honest here for a minute, whilst Michael Dunlop has just won (as I type) BMW’s first Superbike race in 75 years at the Isle of Man TT (to add to his two wins for the marque at the North West 200 on the S1000RR), for
mere mortals like you and I, a good strong torque curve is of more use on Irish roads than a largely unusable peak horsepower figure, regardless of what your mates or ego tell you to the contrary! The S1000R motor pulls easily from quite low in the rev range and reaches silly speeds with ease, it will no doubt prove to be a stunt monkey in more capable hands than mine yet with all the electronic back-up on hand, it still flatters the ordinary, everyday rider. The electronics on the S1000R Sport are superb; the DDC soaks up anything the road surface can throw at it, even on the bumpiest roads that I have thus far inflicted upon it. The DTC cuts in a tad too easily in Rain mode for my liking and I find the throttle response a little vague but in Road and Dynamic mode it is just about perfect for my abilities (or lack of) as I prefer the more instant throttle response, even in damp conditions. The programmable quick-shifter works a treat, just as it did on its siblings, and thankfully the slipper clutch (AntiHopping function) is also retained. I did think the Cruise Control was an odd addition to a bike such as this, but
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BMW S1000R ‘Sport’
The Stats: BMW S1000R Engine type Valve arrangement Displacement Bore x stroke Compression ratio Carburation Maximum power Maximum torque Clutch Transmission Front suspension
Rear suspension
the heated grips proved to be a bonus on some of the colder mornings. The handling of the S1000R is sublime. Straight handlebars and the upright riding position allied with the proven alloy perimeter frame, 46mm USD forks, lightweight aluminium tank and wheels make for a bike that only weighs 207kg when fully fuelled and can change direction with almost psychic abilities. Merely look through the approaching corner and the S1000R seems to get you there with minimal fuss or effort on your part and of course should the surface or conditions change, the DDC and DTC are sitting in the background, like an on-board crew chief waiting to assist. Radial mounted four piston calipers combined with 320mm discs up front give ample stopping power but with the short, stout superbike forks, diving isn’t an issue. Throw in the aforementioned Race ABS system and it means you really can grab a fistful of brakes without scaring the living daylights out of yourself. Using the front lever also activates the rear brake whilst the rear brake pedal only activates the rear but the Race ABS can be deactivated should you feel the need, I
didn’t! The S1000R, being so heavily based on the S1000RR, is pure mechanical Viagra on dry, twisty, back roads but what caught me unawares is how good it is when temperatures are low and the roads are greasy. My first miles on the machine were in the Wicklow Mountains on a morning following quite heavy snowfall, so you can imagine the temperatures! The snow didn’t stick in the valleys that we were riding in but it had left its mark and I didn’t expect there to be a whole heap of grip as I enviously looked at the other gathered hacks who were riding the new R1200GSA and R1200RT. I was right, conditions were tricky but the S1000R with its wide bars and arsenal of electronics meant I was able to relax and enjoy the ride, relaxing obviously being key to a safe and comfortable ride in poor conditions. Since then, temperatures have risen and so has the fun factor! A great riding position allied with sublime handling, time stopping brakes and a torque curve that could pull a trailer, maybe, just maybe, BMW have built my ideal bike!
Front brake Rear brake Front wheel Rear wheel Front tyre Rear tyre Rake/trail Wheelbase Seat height Fuel capacity Wet weight Colours
Liquid-cooled transverse four DOHC, 16 valves 999cc 80 x 49.7mm 12:1 Programmable fuel-injection with traction control 160bhp @ 11,000rpm 112N.m @ 9750rpm Wet multiplate slipper 6-speed 46mm Sachs usd telescopic, 120mm spring travel, adjust ment of preload, compres sion and rebound damping (optional DDC semi-active) Sachs damper, 120mm spring travel, adjustment of preload, compression and rebound damping (optional DDC semi-active) 2, Brembo radial four-piston calipers, 320mm discs, linked system with ABS Single-piston caliper, 220mm disc, linked system with ABS 3.50 x 17in; cast aluminium 6.00 x 17in; cast aluminium 120/70 x 17in Pirelli Diablo Rosso Corsa 190/55 x 17in Pirelli Diablo Rosso Corsa 24.6 degrees/98.5mm 1439mm 814 17.5 litres 207kg fully fuelled (182.5kg dry) Red, white, dark blue
Call Carole Nash today for a competitive quote for this bike on 1800 818 789
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{Classic Bikes}
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ANOTHER BLAST FROM THE PAST THIS ISSUE AS ROLAND RIDES THE ITALIAN MISSILE CONJURING UP ALL SORTS OF MEMORIES.
Bimota HB2
F
ollowing the sad death of Massimo Tamburini recently, many of the tributes focused on the Ducati 916 and MV Agusta 750 F4 that were the great designer’s most famous works. It’s hard to argue with that; they’re brilliant and beautiful bikes. But Tamburini’s outstanding streetbikes included several earlier Bimota models, which were built in much smaller numbers and, in performance and engineering terms, were far ahead of all opposition, so in some ways were even more remarkable. The HB2, built around Honda’s four-cylinder CB900F engine in the early Eighties, was one of them. It wasn’t as stylish as the 916 or some other Bimotas, such as the diminutive KB2 or swoopy SB2. But it was sleek, fast and packed with advanced features, just as you might expect of the design maestro and co-founder of the small Italian firm that had already established a mighty reputation when this bike was built in 1982. Even so, on riding it years later I’m not sure that I fully appreciated just how great it was — until I got home and began looking through a pile of old bike magazines. It wasn’t the one article I managed to find about the HB2 itself that was so revealing, even though that story was filled with almost unqualified praise; phrases such as “perfect balance” and “most incredible, exhilarating and beautiful experience on two wheels”. No, what really made me appreciate the Bimota’s class was being reminded of the Japanese production bikes that were the best on the road back in ’82. Kawasaki had just revised its big red GPz1100 four, Suzuki had its stylish Katana 1100, and Yamaha was still plugging away with the ungainly XS1100. Honda had just launched its exotic CB1100R, essentially a street-legal production racer. Yet most of those big four-cylinder superbikes, with their simple steel frames and twin rear shocks, seemed like dinosaurs in comparison with the Bimota, whose rounded half-fairing, one-piece tank-seat unit, aluminium frame sections and rising-rate rear suspension system identified it as a machine from a different world. Even the mighty CB1100R, stunning and exclusive as it was at the time, was almost ordinary by comparison. The HB2’s innovative engineering and high-quality design are hardly surprising, given the maestro who had created it. Tamburini had co-founded Bimota with Valerio Bianchi and Giuseppe Morri, initially to make heating systems. The first Bimota streetbike was the HB1, created in 1973 around the four-cylinder engine of a Honda CB750 that Tamburini had crashed at Misano. Bimota went on to establish its reputation in grand prix racing in the next few years, notably when producing chassis for the two-stroke twins that took Johnny Cecotto and Walter Villa to 250 and 350cc world championships. Only ten examples of the HB1 were built, and when Bimota began producing four-cylinder street bikes in greater numbers, they did so using Suzuki and Kawasaki power. The SB2, released in 1977, used Suzuki’s GS750 engine. The KB1 that followed a year later adapted that bike’s exquisite steel frame to take Kawasaki’s Z900 and Z1000 units. The KB1 was a success, with over 800 being sold. In 1979 Honda released the CB900F four, and it
HB2 was seriously fast, “The fine-handling and exotic back in 1982 ”
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Bimota HB2 {Words Roland Brown Images Double Red}
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Rocket Ship
{Classic Bikes}
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was this bike’s aircooled, 901cc twin-cam engine that Bimota used, three years later, to power the HB2. The 16-valve motor was left standard, complete with its bank of 32mm Keihin carbs and airbox, although many owners took the opportunity to fit 33mm flat-slide Mikunis. Bimota’s intricate, twin-silencer exhaust system saved some weight although it was barely louder than the Honda system, and would not have done much to increase the standard 900F’s output of 94bhp. The big motor was partially covered by the Bimota’s half-fairing, which looks a bit dated now, but blended well with the one-piece tank-seat unit. This could be removed after undoing just four Allen bolts plus an electrical connector. Although the screen was usefully tall and protective by modern standards, the view from the rider’s thinly padded single seat was of a top yoke machined from a solid chunk of lightweight avional alloy. In places the irregular pattern of hand machining was visible, giving the bike a real feel of having been constructed by craftsmen. It was when that long tank-seat unit was removed that the real quality of the HB2 became clear. The frame’s visible parts, the steel tubes that ran down to join the alloy plates at the swing-arm pivot, were backed up by numerous smaller tubes that gave great rigidity in the vicinity of the steering head. Those aluminium plates at the swing-arm pivot provided strength and light weight in that crucial area — in a manner that Tamburini would repeat, in much updated form, in the chassis he created more than 15 years later for MV Agusta’s F4. In typical Bimota style, the HB2 frame was also hung with a variety of top class cycle parts. A De Carbon rear shock, vertically mounted and operated via a rising-rate linkage, replaced the twin shocks used by even the best Japanese superbikes, including the CB1100R. Front suspension was suitably exotic, too, thanks to a pair of Ceriani forks which had gold-finished sliders and, at the top of the legs, knurled adjusters that could be turned by hand. Other high quality items included five-spoke, gold finished Campagnolo alloy wheels, in the 16-inch diameters that were popular in grand prix racing at the time. The front brake set-up of twin-piston Brembo calipers and drilled 280mm discs was regarded as state of the art in its day, as was the Michelin rubber, the rear of which was a fat (by 1982 standards at least) 150-section M48. The HB2 was seriously fast, fine-handling and exotic back in 1982 — as it should have been, costing over £6000 when the CB900F that provided its engine sold for £2450. Almost 200 were built in 1982 and ’83, a fairly high number by Rimini standards, before Bimota replaced it with the very similar HB3, which used Honda’s more powerful CB1100 engine. This particular example had been very well looked after. Its paint and alloy were in great shape although rubber parts, notably the tyres and thin seat pad, were showing their age. The exhaust had developed small holes on either side close to the lowest point, the typical result of too many short journeys allowing moisture to collect on the inside of the pipe and rusting it from the inside, but that was repairable. If you’re looking to buy a classic Bimota, there is help available on the UK enthusiasts’ forum at www.bimotaforum.co.uk. My first impressions of the Bimota were deceptive. On climbing aboard for the first time, I was put in a fairly relaxed frame of mind by the tall, sports-tourer style screen, and by the pair of black-faced, old-style Honda instruments. When the motor fired up, it seemed smooth, quiet and inoffensive, with none of the hard edge that I had expected given Bimota’s reputation for uncompromising high performance. But if the motor remained surprisingly quiet and smooth as I pulled away, the Bimota’s riding position and general feel were far from that of the naked CB900F. The clip-on bars were
Bimota style, the “InHB2typical frame was also hung with a variety of top class cycle parts. ”
quite low, and I had to reach across the fuel tank cover whose huge flat top could have doubled as a coffee table. Despite being used to modern sports bikes, I struggled to get my feet tucked up onto the lightweight alloy rearsets, which were set high and far back. Once settled into position, though, feeling very much part of the bike tucked behind that screen, it was immediately easy to see why the HB2 must have blown the minds of the few people who got to ride one when it was new. Perhaps the one word that sums it up best is “effortless”. The Bimota seemed to float over the ground, responding instantly to every rider input with the ease and precision of a good modern bike. Much of the reason for that was simply the rigidity and quality of the chassis. This was one early-Eighties frame that didn’t have a chance of flexing even under maximum acceleration or braking forces. The Bimota’s steering geometry was considerably racier than that of contemporary Japanese superbikes, too. Combine that with greatly reduced weight — roughly 200kg, compared to the CB900F’s 233kg dry — and it’s easy to see where the Bim got its edge. Perhaps the single most impressive aspect of the bike was its suspension,
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Bimota HB2 The Stats: Bimota HB2 (1982) Engine type Aircooled dohc, 16-valve transverse four (Honda CB900F) Displacement 901cc Bore x stroke 64.5 x 69mm Compression ratio 8.8:1 Carburation 4 x 32mm Keihin Claimed power 95bhp @ 9000rpm Transmission 5-speed Electrics 12V battery; 60/55W headlamp Frame Tubular steel/aluminium plates Front suspension Ceriani telescopic, adjustable damping Rear suspension De Carbon monoshock, adjustable preload and rebound damping Front brake Twin 280mm Brembo discs, twin-piston calipers Rear brake 280mm Brembo disc, sin gle-piston caliper Front tyre 120/80 x 16in (Michelin A48) Rear tyre 150/80 x 16in (Michelin M48) Wheelbase 1400mm approx Fuel capacity 20 litres Weight 200kg dry approx
which gave a superbly well-controlled yet also very comfortable ride. There was none of the harshness that I’d expected of such a sporty Italian missile. Better still, the slightly loose, past-their-best feel of most older bikes’ suspension was absent, presumably because the HB2 had spent almost all its pampered life doing nothing more energetic that sitting in an Italian Ferrari dealer’s showroom. The Brembo brakes were excellent, too, living up to their high reputation, although inevitably they needed a fair bit more lever pressure than a modern system. All of which made it even more frustrating that the original Michelins had not survived anything like as well. I had to make sure I didn’t get too carried away in the bends, because it would have been all too easy to crash this bike by cornering too hard on its hard and slightly cracked tyres. Happily there were no such worries on the straights, where the big Honda motor did enough to show why it was highly regarded back in ’82. At lower revs it was most impressive for its smoothness and civility, doubtless aided by the fact that its one and only previous owner had retained the standard fitment CV carbs. There were no glitches or stumbles as the Bimota purred sweetly and
improbably quietly forward at the twist of my wrist, its reasonably precise fivespeed gearbox rarely needed once I’d got above 80km/h. It was well worth using the revs and making the effort with my left foot, though, because the Bimota was pretty damn fast when revved to its 9500rpm redline through the gears. And unlike the naked Honda, the HB2 had the fairing and the tucked-in riding position to make 150km/h-plus speeds not just bearable but hugely enjoyable for pretty much as long as I dared. Needless to say, the bike was impeccably stable as it headed to a top speed of about 220km/h. After a very enjoyable and entertainingly quick ride I couldn’t help concluding that although the Bimota is outclassed by plenty of modern bikes it would make a respectably fast, if uncompromising, sports-tourer even today. That’s high praise, so long after it was built. But as I realised when I got home, it’s only when you compare it to other bikes of its day that you understand just how brilliant the HB2 really was.
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NEW Gear Alpinestars Gloves To Get Social In
T
hese new digit protectors from AS incorporate all we would expect from the Italian company, Synthetic and leather construction, palm sliders and a neoprene cuff all make for a good glove. The new Masai glove has a touch screen compatible index finger that can be used with a smartphone.
KTM BBQ Apron
T
he world´s fastest barbecue set with fast food print consists of an apron and two MX-style barbecue gloves. The gloves can be attached to the apron with velcro, the apron neckband can be adjusted to fit all sizes. Great for looking cool round the BBQ, but just don’t burn the food! Call M50 Retail on 01438 1991.
Talk to Robbie in Megabikes about prices on 014784200.
Alpinestars GP Plus R Leather Jacket
Magura Launch H3c Master Cylinder
T
he next generation of radial master cylinders from German manufacturer Magura improves your brake and clutch control and closes the gap between amateur and professional riders. Reduced internal friction in the master cylinder improves the feel at the lever on any hydraulic braking system and the technology is fully approved for all current motorcycle ABS systems.
L
eather jackets are and always will be the coolest pieces of clothing ever made. Alpinestars latest offerings offer more protection thanks to all the research and development at MotoGP, an excellent fit thanks to the composite materials and superb comfort thanks to the lining and trim.
Machined from high grade aluminium alloy the HC³ is the perfect addition to your motorcycle. While its not as yet available in Ireland these pieces can be ordered from www.venhill.co.uk
Expect to pay a little over €500 and own one for a very long time. See www.megabikes.ie for more.
Buff Go With Marquez
B
uff headwear, makers of fine quality seamless neck and head wear for outdoor types have teamed up with Moto GP wonderkid Marc Marquez. They have created a whole new range in his name which can be found at Great Outdoors in Dublin and good outside type shops all over Ireland. For prices and the full list of bikes that its available for call any of the team at Maddocks on 012868418.
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NEW Gear Knox Defender Jacket M
ade from tough, high tenacity fabrics, the Defender is thin and light, so it sits neatly under jerseys and jackets. A soft Leather collar and the Defender’s tailored fit aid all-day comfort, enhanced by the mesh construction, which helps to regulate body temperature and prevent moisture build-up. The armour can be removed so that the shirt can be machinewashed to keep it fresh. Sold exclusively in Ireland by www.megabikes.ie
Dakar Panniers
T
ailored for adventure and touring riders, SW Motech’s new Dakar luggage system combines the light weight and versatility of soft luggage, with the secure mounting and stability of hard panniers. The Dakar bags feature a two layer construction, with a tough 1680 Ballistic-Nylon outer and waterproof inner layer, to create a super-durable dry-bag. Contact Maddocks in Bray on 012868418.
Arai Pro Shade
J
apanese helmet maker, Arai, have launched a new visor system. The ‘Pro Shade’ is a drop down tinted half visor that works by being fitted to the outside of the helmet. We’ve been road testing one lately on KTMs 390 and found it to be remarkably quiet. They are retailing for €100 from Arai dealers nationwide.. Call 014784200 for deliveries.
ster urer utch eur rnal feel and ent
the cle. ese uk
Moto GP Canvases
O
ur man in the paddock, Cormac Ryan Meenan, is now producing his work on canvas. Prices are reasonable, the quality is excellent and his collection can be found online at www.cormacryanmeenanphotography.com
Battle Wing W
e’ve just had a set of Bridgestones fitted to the older GS in the office. The BW 501 on the front and the BW 502 on the rear offer great grip on the road and more than good performance on the lighter trails. While they are definitely not an off road tyre like the Trail Wing they do both very well. See www.bridgestone.ie for more details.
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TonerTalks
{Words Tony Toner}
WHO DIED AND MADE YOU GOD?
H “Never let any one walk around inside your head.”
ow many times have you wished for the power to be bestowed on you to ‘chat’ to another road user, who cut you up, failed to ‘see’ you or whose road behaviour simply deserved you to descend on them with all the verbal venom you could muster? It happens to us all, hopefully not every day, as that might point the finger back towards yourself. We all have the ability to be righteous, to take the time and apply the rules and skill level required. It’s when we have to share the road with someone we either justifiably see or perceive as less talented or informed, that things can go from a verbal WTF, to standing your ground, to playing Marcus Aurelius, to the very iffy area of physical contact. Motorcyclists, cyclists and pedestrians can all act in similar fashion if their road space and existence has been placed under threat. With motorcyclists generally moving at the speed of flow traffic, the risk is multiplied, hence our often ‘energetic’ response to space invaders. The positioning of your motorcycle, left and right, in the driving lane is vital to ensuring that you are not issuing an invite to following cars to nip up your inside or attempt to overtake and squeeze you into the nearside – referred to as Safety Position in Roadcraft. When riding through urban areas, where there are multiple junctions, vehicles, roadwork’s and cycle lanes, riders should modify this position to always give themselves the best view and hence time to react to hazards left and right. The other space we need to be aware off is the one in front. I have heard many drivers, car and motorcycle, expound on their virtuous habit of always leaving acres of room between them and the vehicle on front. This might sound a good idea, but unless it is impractical for you to get into the correct Following Position, this strategy is fraught with danger. In flow urban traffic, the space between you and the vehicle in front has to be managed correctly by YOU. Too close and you risk shunting the vehicle in front if they brake suddenly and without warning, too far and you open up that space for others to cross into – that gap a really dangerous no-mans-land. Obviously the space in front cannot always to optimised by us and when this happens we must be aware that opposing vehicles or road users can turn across, can emerge from junctions left or right, or that vehicles can overtake you into that space.
Our prime safety device is our sense of self and how we are anticipated, seen and acknowledged by the others we share the road with. Add to this a road strategy that places us in the optimum section of roadway and we are giving ourselves the best opportunity to form a drive-plan on the view ahead, safeguarding our rear and allowing us make progress when the opportunity arises. In the urban areas, under 50kph, we should be keeping a distance of four to five average car lengths back from the car in front in the dry. Double this in wet conditions. At speeds beyond 50kph, I would refer to the 2-second rule, using 1, 1000; 2, 1000 as a measure. I cannot stress it enough – Following Position only works when it is accompanied by the Anticipation that any of the vehicles in front can pull into the left or right – it’s why they are out there!! – driving to a place and then going home etc. With practice, this works very effectively and removes a lot of the ‘personalisation’ that can occur when riders get too close to the car in front. We must remember that others may not share our single-mindedness and while we are looking for a way through, all they see is a road ninja filling their mirrors!! Where there is a space to the front and a vehicle emerges ahead into your lane, a key piece of anticipation and road voodoo is the fact that 95% of all vehicles that move out in front of you will pull off the roadway within the next 750 metres – statistical fact. This works every journey, every time and should you like a bet with your mates, put me in for a percentage!! Vehicles that pull onto the road – pull off the road. Managing our space, left, right and to the front, is a road skill every rider should add to their personal luggage. The benefits are literally life rewarding and add hugely to your enjoyment. By upping your skill-set you will also avoid those confrontations of hand gestures and jungle roar developing into highly emotive street theatre. This will also allow you to take a more reasoned look at a situation that others made happen. So, don’t act like a god – it’s too much hassle and you only get one day off. And never let any one walk around inside your head. ArriveSafe, Tony
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To find your nearest Yamaha dealer please go to www.yamaha-motor.ie or call us on 01 285 9177 or email info@danfay.ie
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{SecondHand}
M
otorcycles are dangerous antisocial devices ridden by the socially maladjusted who hide behind tinted visors. Fact. You don’t agree? That’s because you haven’t ridden KTMs Super Motard. Legend has it that a group of Parisian riders, facing a 100bhp limit back in the late 90’s invented the Super Motard by fitting road wheels and tyres to enduro bikes. If they weren’t to be allowed ride big bikes they’d simply ride smaller, faster ones that went quicker on city streets than the big bikes of the time. Silly power limits introduced by corrupt politicians have become ancient history and the big factories have taken the idea of the Super Motard to the mainstream. While these bikes are best represented by singles such as Suzuki’s DR 400 and Yamaha’s XT 660, Austrian firm KTM take things to a whole new level by building one with a one litre V Twin engine in it and then painting it bright orange. The engine is the LC8, a big fat powerful V Twin that produces buckets of power with 114 bhp available as standard. Marry this to what is basically a modified motocross chassis with a set of conventional handlebars and whole world of fun is guaranteed. There are, of course, some attempts made at being civilised with indicators and lights being fitted. Indeed at a standstill the big Katie looks like something that plays by the rules. It’s well dressed with radially mounted calipers, WP suspension and a fuel injection system. The clocks are well laid out and even the mirrors work. The standard cans have big baffles and there is a radiator involved in keeping the engine cool and all those nasty emissions at a minimum. That’s until you get underway. The aforementioned fuel injection is lumpy at low revs and it isn’t until the bike is opened up somewhat that the bike starts to ‘come together’. That’s when the real fun starts. Changing direction on this thing is ridiculously easy and quite hilarious. Leaving it as late as possible and pushing the bars hard after hitting the big brakes firmly enough to lighten up the rear end results in Zen like contentment. Brake. Turn. Accelerate. Breathe. Repeat. The standard exhaust works well at keeping the noise at bay. That is until the bike is revved out a bit, just to get the fuelling working properly as discussed you understand, when the racket / lullaby alerts the rest of the universe to your presence. The bike on test was completely standard and had covered an average of 550 kilometres each year since it was bought in 2008 and as such felt like a new machine. Modifying it with an aftermarket exhaust would create the opportunity to fine tune the fuelling at the lower end of the rev range. What would really go well with one of these is a mini reg plate and a packet of driving licences. That last bit might sound harsh. The SM is brilliant fun, but that’s the problem. This type of fun generally gets me to a place where I’m standing at the side of the road talking to someone with a peaked hat, trying to look contrite and wishing I had a time machine. Still though, it is orange. And brilliant. All bikes should be like this. Go on, you know you want to. Ciarán at Megabikes has the keys. Our legal advisors details are on the letters page.
Questionable
Behaviour ALL BIKES SHOULD BE MADE LIKE THIS
Motorcycles “ are dangerous antisocial devices ridden by the socially maladjusted who hide themselves behind tinted visors.
”
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KTM 990 SM {Words Paul Browne Images Cormac Ryan Meenan}
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{SecondHand}
H
ondas CB1000R filled the slot left vacant by the Hornet 900. While the Hornet was always a budget machine and didn’t pretend to be anything else, the CB is a bit more of a quality motorbike, quite bit more. First launched in 2007, the CB 1000R uses a detuned Fireblade motor from the same year. Where the Hornet used more budget components the CB went in the other direction with fully adjustable suspension and was a bike that featured the big H’s quest for mass centralisation. Getting on to one today shows that the bike is wearing it’s age as well as one would expect from a bike made by the Japanese giant. The styling on the CB revolves around the engine. The straight four sits forward in the chassis drawing the eye into the machines main feature. Everything else is minimal and reduced in size to be effective but unobtrusive. The powerful headlamp sits below a tiny digital set of clocks that manage to display all the riders’ information without taking up any more space than absolutely necessary. The seat cowl lifts up and back with a mini registration plate and hanger to emphasise the design on the tail. The bike on test had the rear pegs removed and a seat cover put in place of the pillion pad. This serves to accent the
of being seven “Inlongspiteyears old the
”
machine feels fresh.
single sided swing arm on the back of the bike. The rest of the bike is similarly ‘Breathed on’ with lots carbon fibre panels and an R&G mushroom kit on the wheel spindles and the engine. The ‘stubby’ aftermarket exhaust gives the engine an amount of ‘character’ as well as showing the rear four-spoke wheel off to its best. Other features such as white indicator lenses keep the bike ‘small’ Once on board the bike, it’s all about the Honda build quality. In spite of being seven long years old the machine feels fresh. The lack of rusty bolts and weathered panels are testament to fantastic build quality as well as the care which we would expect to see on a low mileage, one owner machine. The bike pulls cleanly from no revs and in the stop start traffic that is Dublin’s city centre the bike makes navigating the traffic child’s play. There is simply no issue with the fuelling and the gearbox and clutch are silky smooth. After the photo shoot and on a longer spin out in the wilds of north county Dublin the CB shows its FireBlade heritage off. The noise from the exhaust at higher revs is addictive as is the machines ability to change direction thanks to the steep angle of the forks as well as the fabulous chassis. I’m not too sure if I’d ride one of these to North Africa and back but as a commuter and a Sunday morning bike it can’t be faulted. What I would have liked to do was take it around Mondello. I reckon it would out pace the more powerful Fireblade of the same year thanks to the ergonomics and its sheer fun filled flickability. The bike on test came from Megabikes in Dublin. Call Ciarán on 01 44784200 for more details.
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Honda CB1000R {Words Paul Browne Images Cormac Ryan Meenan}
Big and
Beautiful WE TAKE THE FIREBLADES POOR RELATION FOR A SPIN IN THE REAL WORLD {BikaeBuyersGuide} 43 BBG 126 Main.indd 43
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126.pdf
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Dealers Maddocks Thornhill Rd Wicklow, Mega Bikes Wexford St Dublin,
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Waterford HarleyDavidson Ozier Park Poleberry Waterford City Celtic Rider / Motorcycle Rental Ireland Unit 54 Premier Business Park Dublin,
Kennedy Motorcycles 6 Dyer Street Drogheda CC's Unlimited Carrick Street Co Meath
E- Motorcycles Unit 16A Ballybane Industrial estate Galway, Moto World Port House Letterkenny,
Embassy Motorcycles Drinagh Wexford,
Lee Motorcycles Ltd 4 Eastgate motormall Cork,
Grange Motorcycles Hospital Limerick,
Kearys BMW East gate Motormall Little Island Cork
Kearys BMW East gate Motormall Little Island Cork Distributor AKB www.akb.ie +35318971167
15/07/2014 17:01
Column Column
Pablo’s Cafe Pablo’sCafe SHINY SIDE UP PLEASE!
{Words Paul Browne}
{Words Paul Browne}
Who’s crashing their bikes and why?
A I
SLOW-COOKED IS BEST t the time of writing the inbox on my desk top is full of stories and questions about an appalling weekend for motorcyclists. Last weekend alone
Never go near a
“ weather is “The motorcycle without
perfect. We haven’t looking like one of seen a dropline of in rain the chorus a, for several weeks yet to be written, now and about the musical intergalactic loveto be evenings seem on a transporter full endless. ” of unarmed space marines.”
those figures are nothing short of appalling.
Yet as soon as the good weather starts we see the same thing every year. Morons appear on Gixxers wearing t-shirts
fourofof‘All usthe died. At this point inand the as year there may be a great advocate gear, all the time without damaging as much paintwork. cargo pants,surface thirty grand are being such would never go near motorcycle without looking Meanwhileand back on those streetsUltras my game was ridden by blokes haveabeen 14 motorcycling deathslike on Irish roads. in jeans t shirts with piss potaWWII helmets and one of the chorus line is inperfect. a, yet toWe be written, musical about end byand doing some work with RoSPAstyle approved The weather haven’t seen a drop of rain forimproved no intergalactic love on a transporter full of unarmed space trainer from the UK.attired For several years I kept up to speed by my favorite, similarly pillions! Then of course there’s several weeks now and the evenings seem to be endless. The marines. Never the less, every time I sit on a bike and hit the taking an assessment with the traffic corps as part of their the commuter on the Deauville with the armoured jacket, roadmy racelittle season in full flight and there memories is at least one Bikesafe scheme. starter button soulisgoes back to my earliest These days I go out at least once a year with high vis vest, tracksuit pants and no gloves. Sure its warm out, runthe or pedals rally ofof some sort inspeed everybicycle countyas inIthe country of pushingcharity down on my single the lads for IAMI for a telling off. how else wouldto you for people steered myself into the unknown and away mywheels What I’m trying saydress? is thatAswhile I have who a lot ride of bikes while everyout weekend if great not more. For those of us from on two it I suppose parents house on the summer life experience on motorcycles, I’m not,suggest by any stretch of the wearing trainers, I’d politely that you take up hand doesn’t get most muchperfect better of than this. days. Apparently since I work here at BBG towers, I am allegedly a imagination, anywhere nearneed the best, fastest, most competent gliding. We don’t you here. Or is it all as good as it seems? The Gardai and the RSA have or indeed, the most professional. I’ve yet to really ride a bike for professional motorcyclist. My full time job is riding, reviewing Here in this magazine the contributors ride hundreds of come outmotorcycles. with a jointInstatement through the age I contribute to year and writing about this digitalhalfway work and while I do, all the time, I’d never do it again if I didn’t thousands of kilometres every year. We ride off road. We ride appealing to us to after a rise in motorcyclist websites and social media onride the safely topic of motorcycling and all like doing it. ondone the street. ride in the we ride in things thatdeaths relate this to it.year. As some one who bike everyday While I’ve all thisWe and more I gotUS, reminded of Europe some ofand we ride And this time rides they ahaven’t held back with and has yet to own a car, I have still to get the professional bit. the best roads I’ve ever been on last month. on track. In spite of this we all monitor what we call our ‘road the details. It just isn’t me. The good people Bord have put a loose route together fitness’inand doFailte a skills assessment each year. They’ve published a whole host of nasty facts and figures Everyday on a motorcycle is an adventure. I am unfortunate on the west coast of our little island. From Derry all the way to Ownership of a bike is not enough to keep you safe on one. mayM50, put some of our about who amongst enough tothat use the Dublin’s verypresumptions own road from hell when West Cork runs the wonderfully titled ‘Wild Atlantic Way’. One over time.visitors Riding as in awe different most vulnerable and how accidents other vehicles I commuteus toisthe office. As a motorcyclist I can take with any exit presumes Rider this isskills to bedepreciate marketed at foreign hadn’t discipline where new stuff can be learned such as riding off road heard so much about it here. Its nothing other than a treasure and use surface streets to get me from one side of the city to occur. trove of some of thea best roads thatteach I’ve ever ridden. Nothing the other. Try doing that in your car. or doing track day can you something that may well There are four common types of accident. Another vehicle I’ve been fortunate enough to ride off-road, both as a terrible that I’ve ever done on a bike, compares to motorcycling in the save your life. Better still do a half or full day of training with a turning into the motorcyclists path from a minor road or grass track and motocross racer as well as a mediocre student West of Ireland. trainer that you know or one that comes well recommended. through a junction comes in atWales fourth.and Third place is taken by up and at the BMW off-road skills course in both Wexford All down this route there are undiscovered roads you know how to ride a bike and and of course it’s the motorcyclist control in a amount corner and with grass in Of thecourse middle. Boreens that fade into nothing with Mr. Simon Pavey. This losing has added a huge of crossing into initially irritating to have ‘Captain High Vis’ natter on about comfort tothe riding on the road. If you’ve ridden a 200 kilo, and then come back to life a few miles further along. Places like path of an oncoming vehicle where they come out on the the rest, GS through a river followed by a track that’s a little Glenveaghlife National Park, Gartan lake andrule. futher north tocan thepark your savers and the two second But if you wrong end of a head on collision. Second is colliding with an more than an attempt at organising mudflow to get to the breathtaking at Dunfanaghy bay are all there the cost egoviews for long enough to listen maybe, justfor maybe, you’ll be oncoming vehicle while in the middle of an overtake. The first place where you start the lessons then riding a similar bike in of the fuel to get there. reminded of something that you used to do, or not crashing, while overtaking, is the late and very great Hunter S Thompson was heard to do, as the the rain onisthe N17 really is child’s play. into the side of a vehicle that As may be.tell That may well saveit you things go a turning Back in the goodright. old days/ property boom I had what Mr. say, ‘Somecase people will yousomething that slow is good - and mayifbe, bit wrong. Toner calls a bit with the most - but I am here to tell you that fast is better’. Up On of thea ‘figairy’ face of itand these don’t seemwonderful like the types of on some days woman I’ve ever set eyes on took off on the adventure of a life here is all about some really lovely slow baked motorcycling. In this over regulated, Eurocratic, austere world that we accidents that experienced riders get involved in. But we do. time as we rode a bike each from the top of the world to the Up here is find a land where the speed limits look like in-joke ourselves living in, motorcycling isan one of theorlast great More of the stats that have been published indicate that bottom. This adventure is remembered by deep sand, scary perhaps a more of a speed target than limit. freedoms that many of us have. Each one of us that dies on vast majority ofon fatal accidents occur on bikes cops in LA,the freezing cold snow topmotorcycle of the Andes, barbequed Take some time out. Award yourself a long weekend off, fill thejust roads a fortune behind a world of food in theover favelas and theallpenguins walking down the bike and takecosts off. Bring someand likeleaves minded friends, a 600incc.Medellin So they’re not young and they definitely aren’t heartache a very human None of like this is the street all in Ushuaia. A fine time indeed and aalmost journeyallwell friendly pillion or justand go on yourreal own, but gocost. there. You’ll novices. Unsurprisingly perhaps fatalities are it. worth undertaking. nessesary. male. There are lots of female motorcyclists around, so the Previously to all this I was introduced to riding on the track. Wear ‘all the gear all the time’ and if you haven’t done so figures don’t reflect the demographics. Many fine summer days were spent riding as fast as I could This one is dedicated to PP, you make up for me. yet take an assessed ride with Bikesafe or an approved motorStuffPark goesaswrong. Carabout driverslean andangles, blokesdragging in white vans around Mondello I learned instructor. If someone with an ego the size of a motorcymy knee and occasionally learning what ‘highside’ is and Until next cycle month, ride safe… don’t look before they pull outaof side roads. The driver who’s cle journalists can do this then so can you. We can all blame how one feels. belatedly introduced to thepassenger for stuckSomewhat in traffic and gettingI was an earful from their California Superbike School and learned how to get around it crap car drivers but with very few exceptions they tend to choosing the wrong route to an important appointment and decide to perform ill thought out u turns in the most ridiculous of places. We can sit back and bitch about ‘cagers’ or road surfaces or we can do something about it. It is interesting that over half the fatal accidents occur in perfect weather conditions on a Saturday or Sunday afternoon and that the 40 to 50 age group are well represented in the casualty list. So we’re old enough and mature enough to own and ride big powerful bikes but so far this year we account for 15% of
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road deaths. For a group that accounts for 2% of road users
come out of things quite well while we take the brunt of the pain and damage when it goes wrong. What we can do is make a really big effort to make sure that it doesn’t go wrong and both avoid other people’s accidents and reduce our own. Enough is enough. Until next month, ride safe.
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{Feature} Paul Purcell chats with Angi McNulty of Temple Street Childrens Hospital What bike do you ride? My current bike that I ride is a BMW K1300 GT. It’s my baby and gets treated as such. I have had others but this is the best yet. How long have you been on bikes? I now have over thirty years motorcycle experience. I rode my first motorcycle when I was only 15 years of age. That’s forty years ago now! How were you introduced to Motorcycling? My neighbour used to sneak out his older brothers bike. I got to know the bike on one of these outings.
Hence the previous answer! What was your most memorable road trip? My most memorable road trip was my first Temple Street Children’s University Hospital Route 66 Motorcycle Challenge. That was in 2002 and I have been back many times since. Why do you support Temple Street? I have a passion for motorcycling and it’s good to go the extra mile for the kids, be it fundraising or sharing your motorcycle knowledge with others. Getting the crew ready for the trip is almost as
rewarding as going on it, knowing that the funds raised are going to such a worthy cause. How do you raise the funds? I fundraise and while I find it difficult, as I am more introvert than extrovert, I try. That’s what matters and it seems to get results.
{Words & Images: Angi McNulty}
The Mother Road
Is the trip worthwhile? Of course, I have amassed a huge amount of pleasurable memories and photographs, which I peruse at least every few months.
“My neighbour used
to sneak out his older brothers bike. I got to know the bike on one of these outings.”
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Luggage Kit Guide For many of us motorcycles mean freedom and freedom to travel. Some machines are more touring friendly than others, but riding a race replica shouldn’t keep you from riding across the continent and being on a 125 shouldn’t keep you from crossing the Arctic Circle. Touring expert, David Buckley, from Celtic Horizon Tours takes a look at some of the offerings in the soft luggage market.
Bagster
T
his premium brand of luggage works well when married to permanent mounting points on the bike. Use the companies own leather tank cover to clip the tank bag in place and when it needs to be removed it neatly turns into a backpack. Ingenious. Prices start at €95. Call Robbie on 01478 4200 for more details of the range.
SW Motech
T
he German ‘Blaze’ pannier set makes for a very clever luggage system. The piece pictured sits either on the carrier or the pillion seat and lifts on or off the bike in minutes.
Prices start at €299 for more details contact Maddocks on 012868418.
Ducati
L
ike everything else that the Italians seem to make, even the soft luggage is stylish! Aerodynamically designed luggage is ‘preformed’ to give it shape even when empty of half full. The tail pack, pictured, is designed to fit over the pillion seat on a Panigale. Prices vary, Call Declan at Rosso Ducati on 014642211.
Triumph
Oxford Tailpacks
T
xford do a huge range of soft luggage. The offerings include tank bags, tail packs (pictured), panniers and back packs. Multiple pockets, large zip pulls and removable compartments as well as independent waterproof membranes are all the result of making excellent motorcycle luggage well for a very long time.
riumphs roll bag will fit anything in the range and indeed any bike on the market. The roll bag is a simple but very clever piece of kit. Once filled the bag can be ‘rolled’ back to the nessesary size and fitted to the bike. Should you find yourself in need of a pillow when you find that your hotel wasn’t what you thought it would be simply fill it with soft clothes, wrap it in a t-shirt and hey presto, the best nights sleep in weeks is all yours! Call Lisa on 014642211 for prices.
O
Prices start at €80 see www.megabikes.ie for more betails and the rest of the range.
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Luggage
BMW Motorrad
Buffalo
T
F
he German giant knows a thing or two about touring bikes, so it should come as no surprise that they have a huge range of soft luggage for all the bikes in their range. A lot of their kit is bike specific.
The piece pictured is the R1200GS tank bag which retails for €172.95.
Kit Guide
rom the slightly cheaper end of the market, Buffalo still do some really good kit. The tankbag pictured is the Nav Pack and features a clear zipped pocket where a navigator, phone or tablet can be viewed while you’re on the move. Expect to pay as little as €70. See the range at Megabikes on Dublins Wexford Street.
Harley Davidson
W
e’ve all been there. The ‘Ultra is fully loaded, the ferry tickets bought and the sun has come out. Then our pillion appears with just enough extra luggage to ruin the whole trip. Harley Davidsons Premium luggage range comes to the rescue. Individual pieces, which wouldn’t look out of place on a Four Seasons luggage trolley, simply snap onto the luggage rack on top of the top box. Problem solved.
piece utes.
Kriega T
he weapon of choice in the Bike Buyers Guide office, Kriega make brilliant kit. They’re completely waterproof, have adjustable pockets, straps and fasteners. With thousands of euro worth of cameras and computers to carry our lives would be unbearable without them. www.akb.ie are the importers and they have a retail network throughout the country.
Call Derek at Dublin Harley for more problem solving solutions on 014642211.
KTM
O
bviously if you’ve bought a ‘Beast’ you’ll be wanting to go on holidays on it as soon as possible. The great news is that the Austrian maker of all things orange also do a bespoke soft luggage kit for the bike.
Call Kenny at M50 Retail 014381991 to place your order.
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{FreshMetal}
THE VETERANS BIKE
To Learn On YAMAHAS MT07 LANDS IN IRELAND
Y
amahas MT07 promises to be an excellent first bike and bring new riders into the happy world of motorcycling, the question is, can it offer more to the experienced rider? Motorcycling has been hit hard over the last number of years by the economic downturn. The registration figures here in Ireland make for some bleak reading. The problem has been compounded by new learner regulations that make getting a bike licence look complicated with multiple tests, power and age brackets that require several readings before they can claim to be understood. Motivating someone to learn to ride a bike for the first time is a complex business. While we might say on the face of it that bikes make more sense because they are cheaper to run and more efficient to commute on than cars, there is more to it than the
simple practicalities. Motorcycling appeals to so much within us. For some it’s the freedom of being able to move, for others it’s companionship and for some it provides solitude. If it were all about getting into work on time Honda would still be making the C90. Very often it’s about style as much as anything else. Nobody wants to look uncool. When, what is now, the core motorcycle market was starting out bikes were loud and dangerous. Two stroke monsters like Suzuki’s RG 500 were ride-able on a learner permit. That’s not the case anymore. Rather it’s swung entirely in the opposite direction. These days the new rider has been reduced to doing IBT courses on bikes with all the glamour and excitement of a CB500 or even worse a GN 125. For many of us who got our licence in the ‘good old days’ the idea of getting through the
process doesn’t bare thinking about! That is until last month when the new Yamaha MT07 landed on our shores. Initially when asked to road test something that is learner legal we tend to start looking for the positives. Seat height, accessibility, safety features such as ABS and how we think the learner will take to the machine. What we sometimes really mean is how servable is this ‘penance’ that the new rider has to undertake before getting on a ‘real’ bike. There are of course some exceptions. Most of the European manufacturers have something in their range, such as Ducati’s Monster, that looks good while keeping the performance to a sane level. For the most part, however, it’s still the hurdle of the undesirable Japanese first bike that needs to be overcome. Yamahas new MT07 breaks the mold on all of these preconceptions.
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Yamahas MT07 {Words Paul Browne Images Cormac Ryan Meenan}
such as “Details a removable
registration plate hanger and pillion footpegs show how easy it will be to make your MT07 yours
�
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{FreshMetal} The twin cylinder engine uses crossplane technology from Yamaha’s class leading and ground breaking R1, a bike that rides so well, I personally would climb over every other one litre sports bike to get the keys of one. This gives the engine an uneven firing sequence that makes it feel like a more involving bike to ride. The styling is excellent and shows what a company like Yamaha can do when they put their minds to it. A simple frame takes up minimal space thanks to the use of lighter materials and using the technology found in both delta box and trellis style units. The front end looks substantial thanks to twin discs being fitted. Add ABS and wavy discs to the picture and it’s a lot more than just a pretty look. The radiator cowl and air intakes are blended into the bodywork seamlessly and the top profile of the bike is smooth with the no-bigger-than-necessary clocks sweeping down to the tank, down again to the riders seat and up to the pillion seat. The shape of the bike flows with no nasty steps or hard edges. Down at the business end the two into one stubby
exhaust ends in a Moto GP style endcan just behind the rider’s right foot showing the curved swingarm off to its best. The angular spokes on the front and rear cast wheels, which are shod with adult size tyres, are offset wonderfully by a simple pinstripe on the rims of both. Details such as a removable registration plate hanger and pillion foot pegs show how easy it will be to make your MT07 yours with accessories and minimal modification. When we hear that the bike is available with a factory restriction to 35kw it looks to be a very attractive learner machine. The absence of the now standard entry level ‘punishment’ is complete. All that is before we get onto the 50kw version for several days here in Ireland. What we found here was a fantastic piece of kit. The light chassis combined with the short wheelbase made Wicklow back roads a joy to ride on the new Yamaha. The engine, while definitely a twin with less than 700cc’s feels like a bigger bike thanks to the healthy torque and that wonderful crossplane crank. Back in Dublin and parked up outside a coffee shop
near Grafton St and one of those trendy bearded Dublin 2 types is snapping pictures of it on his android phone. When Dublin’s fashionistas are taking notice of your bike it’s pretty safe to say that the ‘Café Test’ has been well and truly passed. The accessories range available from Yamaha is huge. Full luggage, milled lightweight foot pegs, a full Ackrapovic exhaust system, frame protectors and mounting systems for a GPS are all available. There is even a DC outlet with a USB adaptor so that the guy with the trendy beard can charge his phone. The MT07 isn’t just a worthy first, or second, bike for the newcomer, it’s an excellent all round motorcycle. If you’ve had enough of riding a 1200cc adventure bike from south county Dublin to Merrion Square on the daily commute this may well be the bike for you. Don’t, however, take my word for it. The new bike is available to test ride. Contact Ciarán at Megabikes on 01478 4200 to book a slot. All that remains for us to do is to tip our hat to Mr. Yamaha and say ‘Well done sir, very well done.’
twin cylinder “The engine uses crossplane technology ” 52 {BikeBuyersGuide} BBG 126 Main.indd 52
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Yamahas MT07
The Stats: Yamaha MT07 Engine type Displacement Bore x stroke Compression ratio Maximum Power Limited version Maximum Torque Lubrication system Clutch Type Carburettor Ignition system Starter system Transmission system Final transmission Frame Front suspension Front Travel Caster Angle Trail Rear suspension Rear Travel Front brake Rear brake Front tyre Rear tyre Overall length Overall width Overall height Seat height Wheel base Ground clearance Wet weight Fuel tank capacity Oil tank capacity
2-cylinder, liquid-cooled, 4-stroke, DOHC, 4-valves 689 cm³ 80.0 mm x 68.6 mm 11.5 : 1 55.0 kW (74.8PS) @ 9,000 rpm 35.0 kW 68.0 Nm (6.9 kg-m) @ 6,500 rpm Wet sump Wet, Multiple Disc Fuel Injection TCI Electric Constant Mesh, 6-speed Chain Diamond Telescopic forks 130 mm 24º 50 90 mm Swingarm, (Link type suspen sion) 130 mm Hydraulic dual disc, Ø 282 mm Hydraulic single disc, Ø 245 mm 120/70 ZR 17M/C(58W) (Tubeless) 180/55 ZR 17M/C(73W) (Tubeless) 2,085 mm 745 mm 1,090 mm 805 mm 1,400 mm 140 mm 179 kg / ABS 182 kg 14 L 3.0 L
Call Carole Nash today for a competitive quote for this bike on 1800 818 789
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Letters Our panel of experts are eagerly awaiting your motorcycle related questions. If you have a query regarding motorcycles or motorcycling please send it to Bike Buyers Guide, Unit 22, Kilcarbery Business Park, Grange Castle, Dublin 22. Alternatively you can email your questions to info@bikebuyersguide.ie. Please write ‘Letters page’ in the subject line. Hi BBG, I’m a first time biker getting my licence and I’m wondering where is a good place to go and what are good brands for safety gear? Cheers Darragh Dear Darragh,
as I can understand the temptation in this good weather are the Gardai not empowered to act? Yours, Gillian, Blanchardstown, Dublin Dear Gillian,
Thank you for your letter. As with most things in life good Yes the odd few days good weather quality doesn’t come cheap and cheap tends to bring the madness out in many usually means poor quality. We would road users! It’s common knowledge that encourage you to buy good quality any motorcyclist without a helmet is which will serve you best in the long run. playing with fire. Think too of total protection - ie helmet, of course jacket , trousers boots gloves Yes, An Garda Siochana can act. and back protection. Leather clothing Anybody caught using a motor cycle offers the best in protection and will without a helmet, either a rider or keep out the odd shower of rain while passenger, can be subjected to €80 textile usually is waterproof though the fixed charge fine as a result of the Road protection level is slightly less. Traffic Act 1961 to 2011 (fixed Charge Offences) Regulations 2012. Most quality clothing brands have CE approved armour in the elbows The Rules of the Road point out a rider shoulders and knees and some brands ‘should’ make certain the passenger feature built in back protectors - check wears appropriate personal protective though as some clothing only have foam equipment (PPE). pads in the back. This would include a helmet ! Buy as good a helmet as you can afford and fit on in the shop as this is the most Helmets are of the utmost importance. important item of protection. They are a priceless investment to every rider and anybody who travels as a Read reviews, and consider what passenger on a bike. journalists racers and other professional riders use. Forums are ok to read but Any of us when purchasing a helmet sometimes you can get some slanted will be more than aware that there are opinions there. a number of different styles to choose from, full face, open face etc (however In summary - buy to your budget, buy a they must be secured!) and also there are good fit as the safety also comes from a huge number of manufacturers. the fit and think about the type of bike and riding you intend doing - racing, From a legal point you must buy track days, touring commuting or just a helmet that complies with the the odd Sunday run. appropriate standard. Regards, This is ECE 22.05. If you are buying off the Internet please ensure this James Thompson standard is met. By seeing this standard RST Clothing it means the helmet has been tested to a satisfactory standard to ensure the Dear Sir, optimum safety for the wearer. I was out for a spin recently when From the context of the Courts, if a rider a fellow rider overtook me with a suffered a head injury in an accident passenger who had no helmet. This is (not of their own fault) and was not obviously very dangerous and I assume wearing a helmet then the Courts would illegal. My issue is that I saw a similar more than likely take this into account incident a couple of days ago. As much and would reduce any award in favour
of the bike rider due to contributory negligence. If you as a rider let a passenger onto the bike and they did not wear a helmet and they were subsequently injured they potentially could take a civil action against you, the rider. You would more than likely find that your insurance company would not cover you. Further, if you supplied a helmet to a passenger that did not meet the appropriate standard (ECE 22.05) then you may find your insurance company would not honour the policy. It’s also important to check that your insurance company covers you to carry a passenger. So keep those heads safe regardless of the good weather!
that have fitted them appear to be very happy with them and feel a lot more comfortable being able to get much more foot on the ground or two feet down when needed. There seems to be two types of lowering kit either swap with links that drop the bike by between 20mm and 50mm depending on the length of the links. There are also adjustable ones that are threaded and have a hex bar between (soupy performance is the brand I have found) that can drop the bike by 100mm however I am not too sure about relying on the threaded part to carry the weight of the bike. The link type are available from powerbronze Ireland. I would be delighted to hear your view on these kits or from anybody who has fitted any of them. Love the magazine thanks very much. Regards Kevin
Dear Kevin, Paul Tracey The trick with lowering kits is to get a Is principal of Paul W Tracey Solicitors Based at 34 Westmoreland Street Dublin 2 good one that doesn’t have a negative impact on the bikes suspension www.traceysolicitors.ie performance. Our ride height reduction kits are approved to German TÜV Hi all, standards. Depending on the bike the I have just been reading the letters page ride height can be reduced by between in the July issue and saw the letter from 30-50 millimetres. This gives small riders a better and safer control over their bike. Julie in Clontarf about which bike to New suspension linkages or mounts have choose due to the height. The advise to be fitted, and the forks will need to seemed to be just get used to it. be adjusted. Full and easy to understand instructions are supplied specific for I to am a bit on the short side myself each bike. We advise shortening the about 5’5”. Last year I bought the very nice Triumph Trophey and am delighted side stand as the bike will stand more with it. I have the lower seat fitted and upright. Some models will need to have am very comfortable when on the move their centre stands removed and while the adjustments are not particularly however when coming to lights and time consuming we suggest that they be junctions it can be a little difficult to completed by a qualified technician. You hold the bike on one leg with only the ball of the foot on the ground especially can see the full range on our website; if you are at lights for a long period you www.powerbronzeireland.com can also come to junctions that you Regards, may not know and when you pull up Richard the road drops sharply on the left and Powerbronze International it is very hard to hold the bike and you would never do it two up it is also very difficult to hold when a pillion is getting on unless you have a very strong left leg so I understand Julie’s concerns. I have been looking at lowering kits and there are a few on the market most of the shorter people writing on forums
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2 CLASS LEADING MOTORCYCLES AVAILABLE TO TEST DRIVE NOW, THE LEARNER LEGAL 390 DUKE AND THE GLOBE CONQUERING 1190 ADVENTURE
www.M50RETAIL.com
OPEN MONDAY TO FRIDAY 9 to 6 & SATURDAY 10 to 2.30
M50RETAIL, M50 Business Park, Ballymount, Dublin 12 T: 01 4381900 BBG 126 Main.indd 55
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{Feature}
DC Racings Cleans Up
“His first session out was his ten minute qualifying one where he was fast from the off”
F
riday morning of lasts months Masters series in Mondello was a busy one for the team at DC racing. As Kevin and his dad got ready to start the weekend both made their way up to sign on for the days testing. The morning progressed and by nine thirty the circuit was live. Kevin was getting in the track time testing his D.C Racing Yamaha R6, his words after the first session “I’m feeling very comfortable at the moment and I’m in a steady rhythm”. After only his second outing he had knocked half a second off his lap time and continued to get faster. As the mornings testing was finishing Kevin had taken 2.7 seconds off his personal best to bring him to a 57.0 lap. The team were very happy and agreed to call it a day as there was nothing else to test. The young racer went off on his bicycle to different sectors of the circuit to watch other fast riders to see if he could improve for Saturday and Sunday. Saturday morning came around and Kevin was ready. His first session out was his ten minute qualifying, one where he was fast from the off, setting pole position in the cup class for the weekend before coming off at the back of the circuit due to a slower rider hitting him as he was running around his outside. Thankfully he was perfectly ok and, as a true racer, his first words when he came back in were
{Words Denis Clancy Images Patrick Delaney}
Straight Four Does The Triple
“Am I still in pole?” After lunch the riders formed up on the grid where Kevin watched the lights eagerly. He got a brilliant start to lead the cup race all the way with a great win and start to the weekend. Kevin and the DC Racing team were all really looking forward to Sundays races two and three. The following morning and the final day of racing saw Kevin’s first outing. With no time wasted Kevin again got a great start holding the lead from start to finish and going faster again with his best lap time of a 56.981. Once again a smiling Kevin graced the top step of the podium. After the podium presentation it was time to settle down again and get ready for the final race of the weekend. After some brief team discussions, Kevin was ready once again to take to the circuit. As he approached the grid for the final time of the weekend he was ready and was determined to do the triple by getting three wins from three starts. So as the engines on the grid roared with 32 eager riders it was once again Kevin that lead the cup riders into turn one and held the lead, gradually pulling a gap to the last lap to take the chequered flag to win. The team were delighted with the result only to be told that he went faster again by putting in a 56.660 second lap.
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LED HAWK LIGHT FOR ALL MOTORCYCLES
LED Large Black or Silver
€299
HAWK LED Fog Lights. Black. In pairs. Including switch and wire harness
LED Small Black or Silver
Standard Lights Black or Silver
HAWK LED Fog Lights. Black. In pairs. Including switch and wire harness
HAWK Fog Lights. Black. In pairs. Including switch and wire harness
€299
All Lights come with wiring Harness & switch
€170
Brackets available for most makes
Available from Maddocks, Thornhill Rd, Fassaroe (Exit 6 off M11) Bray, Co. Wicklow
01-2868418
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info@maddock.ie
www.maddock.ie
www.sw-motech.com
15/07/2014 17:03
{Classics}
{Words & Images Justin Roberts}
Before The Sun Sets… Justin Takes Us Around An AJS 500cc Twin
“The name AJS continued as a
brand and is still to be found on a range of 125cc machines sourced from China.”
O
h for the 1950’s. The glorious days of the motorcycle industry when production records were being set in the bike factories of England and the dealers were stacked to the roof with a range of machines from a multitude of manufactures, all of whom, it seems, shared common roots as past makers of bicycles in the smoky midlands or more industrial parts of the capital. Well, that is the collective and rather rose tinted memory which neglects to notice the advent of the Italian scooter or the ominous arrival of German and Japanese machines, yet it serves well as a comfort to the classic bike enthusiast and as part of this not totally underserved proud heritage the letters A.J.S. stand proud. Albert John Stevens was the founder of the business that carries his initials as its name. He was of the very sort we associate with the birth of these great companies, being one of five sons of Joe Stevens, a successful engineer and owner of the Stevens Screw Company of Wolverhampton. Under his fathers guidance young Albert started to build engines based on an American design, the first appearing in 1897 for fitting to machines built by the Wearwell Motor Carriage Company. Twelve years later a Stevens powered Wearwell won a 24 hr tourist trophy and it was this victory
which spurred Albert (Jack to his friends) to start a separate company with the object of contesting the 1911 Isle of Man TT. The fruit of this enterprise was wholly new engine, which appeared in 1910 and was raced the next year, yet it had to wait until 1914 for its real moment of fame when AJS machines took five of the top six places in the 350cc junior class. Unfortunately the war intervened later that year and the factory at Retreat Street was given over to munitions production. Come the end of the conflict AJS returned to motorcycle production and racing, enjoying a considerable degree of success with several wins and many trophies gained on the Isle of Man. A new chain driven overhead cam engine was introduced in 1927 which proved to be good, but not as good as the Norton’s, whilst back home the company had diversified into the manufacture of cars and radios. Unfortunately this was the era of the great depression and the new ventures were not enough to save them from financial meltdown when the development costs of the rather advanced and sophisticated S3 tourer were not adequately recouped through disappointing sales. Closure was only averted when Matchless purchased the company in 1931 and production of all machines were moved to Plumstead in south east London. Mindful of the brand and wishing to benefit from the good name Matchless
used the AJS badge on both the basic products in their range and on their race machine based models. Matchless themselves were swallowed up by the Associated Motorcycles conglomerate in 1938 which eventually became part of NVT, yet the name AJS continued as a brand and is still to be found on a range of 125cc machines sourced from China. During the Fifties AJS and Matchless were basically the same bikes carrying different monikers. The bike shown here is a Model 20 (Matchless G9) and has a 500cc parallel twin that was inspired by Edward Turners groundbreaking design of 1938. Triumph were enjoying great success with the engine so it was natural that other manufacturers followed suit, yet not all of them did it quite so well and the AJS perhaps lacked the finesse of the original Turner designed motors. The Model 20 was regarded as a comfortable and reliable tourer that lacked the ‘pep’ of the later 650cc version but was still good for cruising at 60mph with a top speed of 85mph being available from its 26hp. This particular unrestored machine is seen on display at the Musée auto moto vélo – Châtellerault, just south of Tours on the way to Bordeaux. It’s an attraction that is well worth stopping for if you want a break on a long trip south.
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{Words & Images Justin Roberts}
MONSTER 1200
The New Monster 1200... Monster Instinct... ... Has Arrived at Rosso Ducati. The performance and the fluidity of the new Testastretta 11 ° DS, the versatility of the three Riding Modes, and the comfort of the seat and adjustable passenger grab handles make the Monster 1200 the bike to accompany you on every occasion, and indulge your instincts in every situation . With the unmistakable design of an icon, Monster never limits the fun. We also offer a great range of finance options, a full suite of Ducati clothing and performance parts along with fully authorised servicing, provided by factory trained technicians, utilising up-to-date specialist tooling and diagnostics.
New 2014 Ducati range: starting at â‚Ź9,795 on the road for a Monster 696. Full tuition and IBT training is available for new riders.
Feel free to drop in anytime for a coffee and a chat in our rider lounge.
ROSSO DUCATI Red Cow Retail Centre, Robinhood Road, Ballymount, Dublin 22. Tel: +353 (0) 1 464 2211
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Email: info@ducati.ie
16/07/2014 11:38
SALES • SERVICE • SPARES BAYLOUGH, ATHLONE. 090 6492733
New Range in Stock • Servicing the Midlands and the West of Ireland
2008 Kawasaki ZX10R
€7,750 2008 Suzuki Hayabusa
Beautiful ZX10 in the superb Kawasaki Green. Only 3700 Miles and in pristine condition. One of the most comfortable 1000cc sports bikes around and this one is mint.
2006 Suzuki GSXR600 K6
€4,999 2004 Ducati 749S
Graphite/ Grey colours look great on this nimble middleweight sportsbike. Minded well by the previous owner and hard to find in this condition. These 600s are holding their value and suit the recent licencing laws. Lots of carbon and a very nice bike.
2002 Honda CBR 600F
2013 Lambretta 125N Scooter €2,600
1997 Honda Hornet 250
€5,500
€4,250
Honda SP1 Vimto
€3,999 2006 BMW F800S
€3,999
€3,250
2005 Honda FMX 650
€3,250 1998 Yamaha R1 Classic
€2,999 1988 Suzuki GSXR 750H Slabside €2,999
2001 Honda CBR 600F
€2,750 2008 Suzuki Intruder VL125€2,650
€2,250 1987 Suzuki GSXR 750 Slabside
1993 Honda CB1300
€2,250 1996 Honda Hornet 250
Only 12000miles on this very original UK import. Price includes VRT or we can export on UK plate if preferred. Rides like a new bike and is exceptionally clean. Hard to find bikes in this condition
Beouwulf End can sounds nice on this faired Bandit 600. Double bubble screen helps for comfort and the fairing actually works in keeping the weather off the upper body.
2000 Yamaha R1
Original and tidy R1 as the pictures show and in my favourite Blue metallic. Still retains the standard indicators, mirrors, handlebar grips Etc. Will give any of the latest bikes a good run for its money at a fraction of the cost.
€2,400 2001 Yamaha Virago 750
Clean Blackbird in nice original condition and running very well. The Candy coloured styling looks great and rides like a much newer bike
Only 10,000 Miles on this nimble 600RR. Savage sounding Micron exhaust and tail tidy give the rear end that racy look. Double bubble screen helps for comfort and braided lines enhance the braking performance.
Only 4000 genuine Miles and in excellent condition. Good straight bodywork and this bike will give years of track day fun without any trouble. Never been raced or abused so why risk your road bike on the track when you can have a great day out on this bike for small money.
The pictures say it all on this guaranteed investment SP1. Appreciating by the day and this one is in the iconic Joey Dunlop Vimto colour scheme. Blueflame twin pipes look and sound fantastic and these bikesw really are a joy to ride. Only 10000 on the clock
In mint condition and barrels of fun. Only 15000 on the clock and a great tool for in town or quick blasts round the country lanes. Easy to ride and a tall seating position helps see over the hedges and traffic.
Only 7000 Miles on this tidy Cbr600. Oval Probably one of the cleanest and most Micron can and goodridge braided lines original Slabbys in Ireland. Completely un- are practical extras as is the Powerbronze molested and still retains the original rear tinted double bubble screen. mudguard and handlebar grips etc. Brings a smile to my face every time I see it.
Stylish Virago 750 in a Maroon and Cream €2,250 I smile every time I see this. 80s retro with a classy set of crash bars and rider chic. The bodywork and tank are in excelscreen. Sounds as good as it looks lent condition and these bikes are going for a fortune in the UK at the moment. Be smart and buy now
€1,995 1995 Suzuki RF900
I had one of these new in 1990 and loved it. The original Deltabox frame and still looks sporty today. Only 16000 Miles and the bodywork is in good order and its a nice tidy bike.
€5,600 2005 Suzuki GSX1400
€3,400 2006 Honda CBR600RR Track €3,250
The very popular 929 Fireblade, this one has quite a few extras including double bubble, undertray, Beowulf can and is good order throughout.
€1,995 1995 Yamaha FZR600
Ideal starter bike or commuter. In very good condition with new tyres and chain and sprockets. Looks very like its bigger brothers
€6,999 2009 Kawasaki ZX6R
Thought to be the best R1 ever, even Bikes dont get much better looking than Only 11000 Miles. One other previous better than the Big Bang model with more this. Cutting edge styling and performance owner & minded well by the last owner top end power and stable handling. This give this bike the edge. Surprisingly comfor the last 6 years, nice extras such as is a tidy example well minded and in A1 fortable and in good order throughout. bellypan, ART twin exhaust system condition.
€3,650 2005 Suzuki Bandit 600s
Tidy Bandit 1200s with a nice practical double bubble screen and sweet sounding colour coded exhaust system. Very comfortable and reliable and popular with all types of rider
1997 Honda Blackbird
Versatility and style from this beautiful 125cc Four stroke scooter. Great value
2007 Yamaha R1
€4,300 2005 Honda CBR600RR
€3,250 2001 Honda Fireblade CBR929 €2,999
Probably the cleanest bike in the shop. Only 15000 Miles and a folder of service history. Suits the new licencing laws and is a lovely well balanced bike neither too big nor too small.
Bought new in 2008 and on an 08 plate but never used by the One previous owner. Only 23 Genuine Miles and still like new. 1200cc of pure American muscle and a cracking bike to boot
€4,850 2004 Suzuki GSXR600 K4
Stunning 749s that has an extra 8 hp over the standard model. Termignoni pipes sound mint and this bike has Marchesini wheels, Brembo brakes and a pair of Gilles rearsets to give it that racy look.
2003 Kawasaki Drifter 800 €3,999 2006 Suzuki Bandit 1200 Old school Indian styling on this fresh cruiser. In good order throughout and sounds well. Lots of leather and chrome and all in good condition.
€7,750 2008 Harey Davidson Sportster €6,999
One owner minded like a baby and only 9000 Kms. Midnight Blue is the most sought after colourscheme and this bike looks stunning in the sunlight.
€1,850 1994 Yamaha FZR250
€1,850 1998 Suzuki Bandit 600
Comfortable muscle bike with a good following. Well known for munching the miles with ease and serious grunt when required, File photo until the weekend. Some nice extras, heated grips, crash bars Etc.
€1,695 1998 Yamaha Fazer 400
We can supply this bike restricted for provisional licence holders or full power. Only 7000 Miles and in excellent condition. Bags of torque and bags of style.
These bikes are appreciating by the day. This is a local bike we have known for a number of years and we have regularly serviced it during that time. In very original condition with just an undertray and double bubble screen as tastefull extras.
Absolutely like new and an ideal first bike or for commuting or Sunday spins.The low seat height makes this bike very maneageable and this is one of the more stylish cruisers on the market
€2,150
Ideal starter bike or for those that want that big bike look but only want a small engine. Looks every bit as big as its big brother the Hornet 600 and a lot of the parts are interchangeable. This is a cracking example and runs very well.
€1,695 1995 Honda Pantheon 125 €1,300
Micron carbon exhaust system looks and Only 11000kms on this sporty little Ideal starter bike/ commuter. In very Ideal learner/commuter bike. Good consounds well on this versatile 900cc bike. 250. In original condition with standard original condition with standard mirrors, dition all round and a very well balanced Suitable for touring, commuting or Sunday mirrors,indicators Etc. Would suit a young- indicators Etc and only 26000 Miles. Starts bike thats easy to manage. spins. A lot of bike for small money. ster or lady rider and sounds great first tip and suits the new licensing laws.
Great comfort and versatility from this stylish 125cc scooter with plenty of underseat storage. Cheap tax and insurance and cheap to run.
www.doylesmotorcycles.ie BBG 126 Main.indd 60
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S
2011 Suzuki GSXR 1000 €10,150 2009 Suzuki B King €8,250 2009 Suzuki GSF 650 17000 mls Black Yoshi Cans,Tail Tidy,Crash 4700 km Black Leo Vince cans, Carbon 2500 mls Black S Model ABS Bungs,Pazzo Levers,Screen Fibre front mudguard, Carbon FIbre huggar, Carbon Fibre panels & much more
2014 Yamaha R1 €14,500 2012 Yamaha Diversion 500 mls Blue Mint Bike,Good Savings on 3000 mls Black Fully Faired, ABS new
2014 Honda VFR 800 Red 2013 New Model
€4,750 2008 Suzuki DL1000 V-Strom €6,195 2011 Triumph Speed Triple €6,750 22000 mls Black Top box,Cans,Heated 1000 mls Black Mint Low Mileage Example Grips, Crashbars,Very clean bike
€6,995 2007 Yamaha FZ1 €4,850 16000 mls Blue Rad Guard, Tail Tidy,Braided Lines,Crash Bungs,Colour Coded Hugger,Clean Naked Fazer
€12,000 2013 Honda Crosstourer €13,500 2010 Honda VFR 1200 €10,250 2009 Honda Varadero 1000 €7,100 2009 Honda CB 1300S €6,750 1200 mls Black 1200cc DCT Model 7600 mls Silver DCT. Honda Top Box. Honda 13000 mls Silver MRA Screen,Top 25000 mls White Scorpion Can, Rad Guard, Heated Grips Box,Heated Grips,Fender Extender Tinted Screen
2009 Honda Pan European ST1300€11,250 2010 Honda Fireblade €9,650 2008 Honda CBR 600RR €6,350 12000 mls Silver Honda Top Box,Heated 11500 mls White HRC Colours,Crash 16000 mls White Hanspree Colours,Full Grips,Wind Deflectors Bungs,Seat Cowl,Tail Tidy Leo Vince System. Power Commander.K&N Filter.ASV Levers. Rear Sets.Crash Bungs & More
2009 Kawasaki ZZR 1400 €7,995 2011 BMW S1000RR €11,750 27000 mls Silver Two Brothers Cans,Good 11500 mls Yellow Sport Model. Clean Bike ABS,Traction Control,Quick Shifter,Akra Can,Tail Tidy,Tinted Screen.Crash Mushrooms & More
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2009 Yamaha Fazer 600 S2 €4,950 2003 Yamaha FJR 1300 €5,350 5765 mls Blue Heated Grips,Top 25000 mls Silver Top Box,Heated Grips,Very Box,Huggar,Crash Bungs,Rad Guard,Heated Clean Bike Grips,Fender Extender
2013 Kawasaki Z1000 Special Edt €10,750 2009 Kawasaki ZX10R €6,750 1700 mls Black Delkevic Exhausts,Tail 20000 mls Black Akra Can,Hugger,Tail Tidy Tidy,Colour Coded Huggar,Colour Coded Front Mudguard.Stunning mint bike
2013 BMW K1600 GT €19,995 2013 BMW F800GT €10,500 2004 BMW R1150RT €4,500 1900 km Silver ABS, Electric 3500 km Black Luggage, Touring Screen, 51000 mls Blue Colour coded luggage,Good Screen,ESA,Heated Seats,Heated Sports Exhaust, clean bike Grips,Cruise Control,Alarm,Full Comfort Pack,Sat Nav & much more
15/07/2014 17:03
CLONMEL MOTORCYCLES AND ATV CENTRE Helmets. Shark, SHOEI, HJC
Now stockists for Alpinestars and Furygan Clothing
Tel: 052 6183338 • Email: clonmelmotorcycles@eircom.net
SCOOTERS • ATVs • CLOTHING • ACCESSORIES Opening Hours: 9-5:30pm Tuesday to Saturday (Closed Monday)
2005 Kawasaki VN1500 €5,500 10,300m, In excellent condition, two tone, green and cream, nice extra’s
2004 Yamaha Dragstar 650 €3,950 7,570m, in nice standard condition, is black in colour and comes with a rack.
2006 Honda Shadow 750 €4,895 13,300 miles, in excellent condition, fitted with saddle bags.
Four in stock!
2007 BMW F650GS Dakar €3,500 46,524 km, Dakar Model, standard available also, BMW Top box Staintune
2009 Honda Transalp XL700V €5,750 12,171 miles, excellent condition, fitted with heated grips, touring screen, brush
exhaust, heated grips, brush guards.
guards, colour coded Honda Top Box, crash bars and ABS.
2003 Moto Guzzi Nevada 750 With only 11600 miles in excellent condition
2012 Honda VFR800 Crossrunner€8950+VRT 4,000 miles, Excellent condition, Full honda Luggage, Heated grips, Storm Bark Busters,
2005 Honda CBR 600F Mint condition with 36100miles
2002 Honda Shadow VT1100 Spirit
€4,500
9,959 miles, beautiful two tone bike, black/ white in colour with alloy wheels, screen and sissy bar
2011 BMW F800R Chris Pfeiffer Replica €6,750 8335 miles, excellent condition, Fitted with
2008 Ducati Multistrada 1000DS €6,500 8,806 miles, in excellent condition, fitted with panniers.
2009 Kawasaki Ninja ZX250R €3,200 4,941 miles, excellent condition,
Acrapovic Exhaust.
2005 Suzuki DL1000 V-Strom €4,950 23,000m, Good condition, comes with full luggage.
MRA Touring screen, ABS break system, Ixil exhaust.
2011 Honda CBR 600F €7,495 4,000km, Absolute as new condition, standard colour coded rear hugger, one
2006 Aprilia Pegaso Strada 650 €3,650 15460 m, Very Good condition, Yamaha 660 Super Tenere engine and running
owner from new, Service history.
gear. Fitted with Spot lamps, Pannier rack, Scottoiler, Rentle bars.
2004 BMW R1150R €4,750 34337 miles, Excellent condition, Great Muscle Bike, Fitted with full luggage, touring screen.
2008 Honda VFR800 Grey.Pristine with 17515 km
2012 Aprilia Dorsoduro White with only 1010 miles as new
2003 Yamaha XVS1600 Roadstar €6,395
2006 Kawasaki ZZR1400 AF6 Mint with 33500 miles and some extras
2011 BMW F650GS €7,250 800 engine,loads of extraês, one owner
2008 Kawasaki ZRX1200 Green in excellent condition.Only 6871 miles
2006 Yamaha XVS1100 Dragstar €5,500 Low miles, as new, leather luggage
2008 BMW R1200GS €7,999 Mint condition with full service history.48k miles Loads of extras
2010 BMW R1200GS €10,250 Very good condition. Panniers,ABS,Heated grips Deflectors etc
All quad parts and accessories in stock call our store for more info Spreaders sprayers snow ploughs and much more Many more farm and kids quads in stock call for more info. Full backup service supplied All Second Hand Bikes Come Fully Serviced With Clonmel Motorcycles Warranty
www.clonmelmotorcycles.ie BBG 126 Main.indd 62
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Phone: 01 8496806 ndm1@eircom.net BALBRIGGAN, NORTH COUNTY DUBLIN TUES – SAT 10AM – 6PM
g
NORTH DUBLIN MOTORCYCLES
ORDER YOUR YO OUR R NEW NE EW W 08 08 YAMAHAS YA Y YAMAH YAMAHA AM A MA AH HA AS S & SUZUKIS TODAY
New & Used Bikes Sales & Full Range of Arai Helmets Available in Store
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{Feature}
A World Of Their Own Why are Ducati motors so wonderful?
N
o other bike in the world has an engine like a Ducati. The differences between them and everything else are so much more than just engine configuration. The motor itself has a bore which is much bigger than the stroke which, unlike most v-twins, makes it a much happier motor to rev out to a higher RPM. The two cylinders on these engines are set at 90 degrees which makes for a much smoother drive than nearly all other v-twins which tend to have a smaller gap between the cylinders. As well as being V Twins most modern Ducati engines have Desmodronic Valve Systems. The system was originally invented to prevent ‘valve float’ at high rpm. While it’s more complex than conventional valve train systems, since it has more moving parts, it is very much a proven entity in the Bologna factory.
Traditionally the wear on the valves rocker arms was much harsher than it would be on a conventional valve train since they are worn by the sliding action between the cam and the rocker. This problem has now been engineered out of the Ducati range, and modern Ducati engines are amongst the most cost effective units to service in the market with main services as far apart as 26,000 kilometres! This valve system gives the engine its firing characteristics and therefore defines the very engine characteristics themselves. Twisting the throttle actuates the speed at which the motor sucks, squeezes, bangs and blows. Your SV 650 may well be a v-twin but it’s never going to be Ducati because, simply put, it doesn’t do its thing the way a Ducati does. This is before we get to the ‘cutlery in the washing machine’ sound of a dry clutch. Several other manufacturers use these units particularly in MotoGP, but
Ducati have been using them until several years ago on their sports bikes. The reason they used dry clutches, conventional ones are in a bath of oil, is that they have a quicker engagement speed and are easier to ‘tune’ for a slipper clutch. The sound changes dramatically once the clutch is loaded. Several riders have fitted their machines with aftermarket exhaust systems, which add to this most wonderful symphony. Somewhat unfortunately the technology available for wet clutches has come on in leaps and bounds over the last few years and now the dry clutch is an aftermarket part on most of the range. So, the next time you’re out on your Monster or Multistrada let the bike idle when you’re sitting on it and listen carefully. Nobody else makes engines sound this beautiful.
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09 bmw f800r Factory fitted abs, heated grips, on board computer, led ind, centre stand, h/guards, comfort seat, crash bars, rear hugger, spotlights, colour matched fly screen, seat cowl, Just serviced incl b/pads all round, running on michelin pilot 3 tyres. Full service history now showing 28200 Kms. Previous owner documented his time on bike visit road trooper.com Great bike with all these extras allowing it to be used for touring commuting or those sunny Sundays
€5995
Call - 0863149444 The perfect gift for riders of all ages and levels! In association celtic horizon tours S P O R T - C U LT U R E - F U N
Name: Address:
Post and Packaging included in price.
I enclose a cheque/PO for: €
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Number: Expiry Date: Email: Tel:
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Signature: Make cheques etc. payable to ‘Bike Buyers Guide’
Only €12.95
Send to: Bike Buyers Guide, Unit 22, Kilcarbery Business Park,New Nangor Road, Grange Castle, Dublin 22 Phone To Order Now 01 457 7018
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EVERYTHING IS BIGGER IN TEXAS
InterVIEW
{Words: Stephen English} Images: Stephen English}
STEVE ENGLISH CATCHES UP WITH BEN SPIES
2012 was the last time that you were fully fit and racing, how much do you miss it? I miss it a lot, it’s a big change in lifestyle for me because I’ve been racing since I was eight and basically on a professional schedule since I was 13. So it’s hard not being there because you have a lot of friends that become like a family. Also in the same way at the end of 2012 I had a really bad injury in Malaysia and I tried to come back in ‘13 and it never worked and then I got hurt again. I was never able to get my right shoulder fit again.
66
How bad is your shoulder now? From a normal day to day level does it affect you? It depends, if I’m swinging a golf club or throwing a baseball it’s not OK, but lifting normal things it’s OK. But it still bugs me and even last week I woke up and my shoulder was out of my socket so it’s not good! I was always the type that people said was quiet or an introvert, and that’s true, but it was because I was so focused on doing what I needed to do. Basically anything that I needed to control, whether it was training, diet or my motorcycle, to make my racing better I did. That’s a lot of things to control and I did them as best as I could and now no matter how much I rehab or how hard I try my shoulder will never be healthy enough to race again. Is it healthy enough to ride around? Possibly but to ride at that level, no it isn’t and all I can see is more injuries coming as a result. If I can’t operate at what mentally I know is 100% than I’m not a guy that is going to be
just out there to fill in the numbers. The way my shoulder is now is that it’s nowhere close to racing and if I hit the ground again it’s going to be a full shoulder replacement. So it’s just not worth it, the doctor told me that I can’t do it and that it’s just not safe to be out there. I had a lot of good luck when I was racing but the last season and a half it was bad. When I look at my whole career though I was pretty fortunate with not too many injuries and I and was able to do a lot of good things. I basically came to Europe a little too late to be able to do more things but I can look back and not be upset with anything. I definitely miss it but knowing for sure that there’s nothing that I can do to come back and be better. I’m not upset about it and I still love watching it on TV and I’m still involved in it. But knowing that I can’t be there because it’s out of my control makes it easier for me. You said that you should have gone to Europe earlier, was that after your first AMA Superbike title? I was probably ready to go at the end of 2006 and definitely at the end of 2007. I went to WSBK and really enjoyed it, it was really fun, and then I went to MotoGP. I went to Europe after AMA but I never really had ambitions of going to Europe, I was just racing in America. But after I won AMA three times everyone said that I needed to go to Europe, so I went to Europe and I was able to win in 2009. After that I was on the fence of going to GP or not. Everyone else was like you need to go to GP’s so I went and did GP’s. I can say that I never clicked
{BikeBuyersGuide}
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“I’ve been racing since I was eight”
on the bike in GP’s and never got the most out of myself there but I also know that when I look at Jorge, Casey and Marc-those fastest guys-that on my day I could beat them. I did it at Assen and I was up there a couple of times going for a win but I also know that when it came to it I didn’t have it to win a championship and I can say that. Maybe if I was there a couple of years I could have had that one year chance-like Gibernau or Nicky. But I wasn’t a guy that could line up every year and go for the championship and I can admit that. Do you think was some of that because you never had the internal drive saying, ‘I have to get to MotoGP’, but rather you went to Europe to race WSBK and GP’s because it was expected of you? Quite possibly, and that’s the thing, I always loved MotoGP and watched it and I was a huge fan but I never had that drive of having to be there and it’s a dream of mine. I enjoyed MotoGP for sure but it was a different lifestyle to AMA and WSBK but I know that if I didn’t do it I’d have looked back in the present day and I’d say, ‘Shit I should have done it,’ and had lots of what if’s. So now I don’t have any of that. I won in WSBK and I won in AMA, I didn’t win a GP championship but not a lot of people do. I rode for a factory, won a race and finished on a few podiums so I can’t look back and be upset about anything. The only thing that might be a what if would be, should I have done this longer in WSBK or gone to GP’s earlier, but there’s not many things that I can look back on and second guess about. I did everything, maybe not in the right order, but it’s like that with any racing and I think that we did the right choices most of the time and at the end of the day speed wise I know that even if I went two years earlier the only thing that I missed was maybe one title in the right time at the right place but I know that speedwise I wasn’t fast enough to be a two or three time champion. I wasn’t fast enough but top five or six in the world I can see that for sure but fastest guy in the world? That’s hard to do and me knowing that wasn’t quite possible and deep down I know that. That’s important and that’s why I can live with it. It’s commendable to admit to that you can recognise that you weren’t good enough to be at that level. It’s rare for an athlete to admit that while they were good enough to be at the top level of competition that they weren’t able to be a consistent champion. Yeah and I can do that. The reason that I can do that is that I’ve seen so many riders after they retire say that if they’d done this or that differently that they could have won that. It pissed me off so much when I was a kid of 16 or 18 years old so that’s why I said that anything that I can control I’d do and it would mean that I wouldn’t have any regrets. If anyone followed me in my career, starting from when I was 15 until last year, I didn’t dominate in anything. The only season I dominated was 2009 in WSBK. I had to fight to find ways to win every year. I was never the guy setting the pace. I didn’t have the most natural talent, like Casey did or Marc, and I had to work my ass off to do it. That’s why I can understand that after going to GP that I gave it everything that I had. 2010 was a good year, 2011 was a decent year and I won a race and then in 2012 I think that we had a lot of speed but we had a lot of bad luck. I made some mistakes for sure but we had a lot of problems with the bike that were just ridiculous. We’d try and do something and the bike would brake and then you’d try and make up for it and you’d make a mistake so it was bad year and then the injury happened. I know that I gave GP’s as much as I could for a couple of seasons and I know what I can do and that’s why I can live with knowing that on the right day I could win. We did that and at Valencia we could have won too with Casey and I know that when things were right, like at Assen, that I could win. Casey didn’t have to win that race in Assen because of the championship but it was one of those days, and all the top riders know those days, where it didn’t matter what happened. If Casey had have tried to go faster I could have gone faster and on that day I wasn’t going to be beaten. It’s good to know that on those days that I could beat the fastest but it wasn’t like that week in and week out. I’m big enough to know that and that’s why I’m content with all the stuff that we did and it was a pretty good career. How much does Assen mean to you? It was huge for me because it was a race that I fell in love with when I was a kid. I was eight or nine years old watching review tapes from 90-94 with Kevin [Schwantz] and it was him being crazy on the brakes at the final chicane to pass Wayne and Wayne running off onto the grass and Kevin passing him back! I
remember great races in the 250s as well with Cadalora and Romboni. I remember Doohan when he ate shit there really hard at the fast left-hander and hit the fence. I remember all that stuff so Assen was a huge race for me and it was really important in Superbikes to win there and if it was the only GP race that I could have won I’m glad that it was that one because it’s the most historic race on the calendar. That’s what makes it even better because if I could only win one race that it was that one. That’s the coolest race of the year and being able to come into that stadium after you win the race and everyone is going crazy is a good feeling. At that race all the fans have their favourite riders but all the fans love all the racers. They love racing and even in WSBK I noticed it. I know that I had a lot of fans there but I noticed that it was the same for every racer. At some tracks in different countries the fans only cheer for one dude but in Assen they love everybody. You were in AMA Superbikes for four years and obviously that time was dominated by your rivalry with Matt Mladin. Last year when you retired he obviously called you a pussy, you didn’t respond but looking at him as a racer how do you view him? He was one of the most talented racers that I ever raced against and I know that he’d say the same about me. If you asked him who was the fastest guy that he ever raced against he’d say me. I’ve raced against some other riders, like Marc and whoever, and I’d say that he was one of the most talented racers that I ever raced against. He was the most talented Superbike racer that I raced against, period. One of the biggest assholes in the world? Yeah, he was a complete dickhead but as a racer we both stepped up each other’s games more than anyone. Unless you raced against us in those years you couldn’t understand it. We were both on a good bike but we pushed each other so hard and our gaps just went out to everybody else. I can honestly say that winning those races, beside Assen or the last race in WSBK, gave me the best feeling. Winning at Laguna Seca in 2007, when I won the title by one point. Whoever won that race was going to win the championship. We had such...an almost hate rivalry that it wasn’t about winning the race it was about crossing the line and [looking over your shoulder] and saying ‘I beat his ass!’ Knowing that you had beaten him fuelled me and him, for the biggest rivalry that honestly motorcycle racing has seen. I know that Kevin and Wayne had a big rivalry but me and him it went deep! When he says a comment like that I laugh because if people had known the crap that we did when we were racing it was nonsense! He was good at mind games and he’s one of those guys that does everything for a reason. When he says something like that it’s just to get attention to him. I always knew that and for him to say something like that the only thing that I can come back and say is that if he calls me a pussy I beat him three out of four times and I was the only guy to beat him on the same motorcycle. That speaks for itself and I was never much for going back and forth with him but whatever comes out of his mouth isn’t surprising. It’s still funny in a way because he can make a comment about my injuries or say I’m a pussy for stopping but he has no clue about how bad my injuries are. I’m not saying that he needs to understand or know but that kind of comment is hard to say when you don’t know. Did it surprise me though? No. Looking back to 2008 it was your last year in AMA but you came into Suzuki as a replacement rider for Loris. Did you expect that to lead to something permanent for 2009? Honestly with Suzuki, yeah, and I think that everybody did. Loris was coming to the end of his career, and he was one of my favourite riders growing up because when I was watching GP’s it would be him and Romboni and all those cats in 250s so it was a big honour to race. I got thrown into the deep end at Donington because it was raining. Tough track to make your debut on at the best of times! A horrible track for it! I’d never even ridden a GP bike before so this was the first time ever and I’m trying to learn the track and it learned the whole weekend. So I qualified in eighth and then on Sunday morning it was dry! I’d no clue about gearing or tyres or anything in the dry but I finished up 14th but by the end of the race by laptimes were as quick as Vermuelen so I turned onto it pretty quick. The next weekend was Assen and I flew there and Capirossi was wanting to race again and everyone pretty much knew that he wanted to race because I had done fairly
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InterVIEW
well. It was pretty much the talk of Assen that I had come in and done decent, it wasn’t spectacular but it was news. Loris was still hurt and he wanted to race and I was fine with that, it’s his decision, but I told Paul Denning and a friend of mine at Suzuki Japan, Sahara, not to come to me on Thursday afternoon [after the first day of practice] and tell me that he’s not OK to race. I’ve got to look out for me and it looks bad for me to show up on Friday, not knowing the track, and trying to do something. I want to come over and race and have a good showing. Lo and behold he crashed on Thursday afternoon and got hurt again and was out. They came to me on Thursday night and Paul Denning was asking would I ride? Sahara didn’t come and ask me because he already knew what I had said. So I said that you’re putting me in a position where you’re trying to get me to ride the bike but it’s not a good situation for me unless you’re saying that you want me on the team next year. So I said no because I didn’t want to get hurt, not knowing the track and doing something stupid. It just wasn’t a good situation but then Paul went around and told everybody that I had refused and turned down the ride and that I had been saying this and that. Basically he was pointing all the fingers at me so I was getting pretty pissed off because I was like, I told you two days ago that you should have put me on his backup bike and let me learn the track. I would have raced but they put me in a situation where I wasn’t going to take it and that happened and we went from there and I raced at Indy and qualified in the dry as the first Suzuki and finished sixth in the rain. I had good pace in the wet and in the dry and we started talking a little bit about the next year. I remember that they were doing Capirossi’s contract and I said that I wanted to ride for them and this is how much that I want. They said that it was too much money when honestly it was the exact same as what I got paid in the US. I said that I won’t take a paycut, some riders would, but I said that I’ll take what I’m getting paid now by Suzuki and won’t ask for any more or less but it’s triple the race calendar. So then I went to Yamaha. When you approached Yamaha was it for a MotoGP ride or was it SBK? Yamaha came to me for WSBK and I said that it was going to be a one year deal, it wouldn’t be for two, and it wasn’t going to be a way to get into MotoGP it was strictly for WSBK. They said that they wanted me to come over to Italy and sign the contract but I said that it’s Monday and I have to race this weekend at Laguna Seca. But they said that we want to see you in person to sign the contract in person so if you now we can do a signing bonus and other stuff. So they flew three of us first class to Milan and I think I was there for 12 hours before flying back to Laguna Seca to race! We got it all sorted and after the first test I told Maio Meregalli after the first day, on a stock motorcycle, that we could win the title. We need a bit of luck but we can do it and he was like, ‘do you think?’ I said that I promise [we can win] I won’t say anything but we can do it. Even though I was a rookie I knew that having done AMA and done some GP’s that I was being touted to win it and I tried to keep the pressure off as much as possible. I signed with three races to go in WSBK a two year deal with Yamaha for MotoGP, the second year was open, but the first year was with Tech3. It was a really hard contract to sign because they wanted me to win a WSBK title because I didn’t know at that time that they had never won one. I remember when we took the points lead at Magny Cours that they were jumping up and down as if we won the title. I was like, what are you doing? Have you guys never won a championship? They told me that they had never led the championship! Then I knew the magnitude of the situation of being a rookie.
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How much fun was that year? You won 14 of 28 races. It was fun but it was stressful as well! I crashed once that was my fault and then we had a smoke burnout one race, a shift linkage break, Fabrizio took me out and then we ran out of fuel one race. We had five DNFs from mechanical stuff and at one point I was down something like 84 points so to be able to win it and win all the races, have pole positions was really cool. When I was talking with Lin [Jarvis] about the GP contract he was saying that we want you in GPs and you need to be in GP but you have to win the WSBK title. I was saying that I wish that I had a bit more of a points gap, I was only leading by about four points, to make that happen. I signed the contract and luckily I won the title and it all worked out. Was it a stipulation that you had to win the title or the contract would be void? No, it was just going to be a letdown not to win it. It was pressure on me, not just from Yamaha but from myself, because I didn’t want to be in WSBK one year and not win it and then move to GP. I wanted to tick that box and go into GPs. It wasn’t a stipulation but it was one of those things where it was ‘just win it.’ I think that I tried to put that clause into the contract but they wouldn’t let me! At that point they kind of needed me in GP’s now because people were leaving. Toseland was out of Tech3 so they basically had to have me. In 2009 you had the wild card at Valencia and finished sixth how big a difference did it make for you to be able to get used to the M1 before the start of the 2010 season? It was big and we worked with the test team, it was a good weekend, and we had one of the coolest paint schemes that I ever got to use! It was good and there was some pressure that weekend that people built on. I was replacing Toseland at Tech3 and he was in that team and he had a big carrot to beat me. Everyone was using it in the buildup but I wasn’t worried about it. He had said a few things about getting replaced, and I had respect for him but I didn’t really know him, and it turned into this side thing that was going on. Everyone was watching but I didn’t have too much pressure on me personally because I knew that I a ride for the next year. I did want to prove though that I deserved to be there and the race was pretty good. I actually ended up being able to beat Dovi and those guys so Colin could finish fourth in the championship and Dovi fifth so I played a good teammate! The next year it was you and Colin together, how did that work out? That was probably one of the coolest years of racing for me. It’s amazing how often Colin’s teammate’s say that! He’s definitely crazy! But I was a fan of Colin when I started racing back in ‘92 at Texas World Speedway. I was always a fan of his and him doing the WSBK thing and I kind of followed in steps a little bit. Being his teammate was an honour even though that year I was a little bit faster than him. It was an honour being with him. It was kind of cool because, as everyone knows, it’s kind of a democracy in MotoGP. It’s always different nationalities of teammates-English and Spanish, Spanish and Italian-and Dorna don’t really like having teammates from the same country. But me and him Americans, never mind Texans, as teammates. I don’t think that will ever happen again so that was pretty cool and we were able to make some pretty cool videos and have some fun. It was a fun year. What’s the talent level like in Texas at the moment?
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“Last week I woke up and my shoulder was out of my socket”
It’s not really good. It’s hard to say though because the money in the series means they’re racing basically street bikes and no other country is doing that. I’d say that there’s one kid over here that I know 100% that he could cut it. I don’t know how good he can be but he can be a top 15 rider in the world, he’s got that potential. Who is he? Cameron Beaubier. He’s good and I’ve followed him since he started racing and he got hurt the year after, and his teammate was Marquez. The kid has got massive amounts of talent and I always notice that no matter where he is and what class he is racing in if someone goes faster he finds a way to go faster. He’s only slowed down by who he’s racing against. Beside him...there’s not really anyone present day that is a top 15 rider on the world stage but for sure he is. I know that he is. How much is racing being hurt by AMA being down to five rounds, limited TV exposure and the other restrictions? It’s huge. I’m a little bit irked by it because the economy is bad, and it was really bad, but look how many Spanish riders there are and look at their economy. How is that possible? It’s possible because the series gets their own riders in and giving them chances, I’m not saying about their talent because they’re great riders, but if you look at how big America is and if we had a good organisation with how many riders and how many people live here. Do you not think that there’s five guys that deserve to be over there? We don’t have the series or the infrastructure to get them to go over there in a good way. When you look at the economies it’s not like we’re the worst. I think that Dorna needs to start a series over here because then it can funnel more American’s over there and also give some of the European’s that can’t quite cut it over there a chance over here. It would give that diversity that we need and more riders. We need to look at different ways to do this but definitely the economy has held back racing series here. There’s definitely been some kids that will never make it because of that and then I hope that guys like Buaubier got the chance to go over. He’d be the fastest American to go over there hands down. Is flat track racing still successful here or is it only in road racing that’s struggling? It never was huge but it’s definitely smaller than it had been for sure. I did it for fun but it’s struggling the most it ever has. Looking to 2011 when you moved into the factory team alongside Jorge. Where did you see your biggest strengths relative to him and also the biggest weaknesses? He definitely had more strengths than I did. I think raw talent and putting it all together for one lap we were pretty similar but he did things a lot more consistent than me. The way that a GP has to ridden, especially the Yamaha, I think that I’d suit the Honda more than the Yamaha. The way that you can brake late and the bike can move around a little bit would suit me more. In the Yamaha you have to keep in line and I’d brake so hard that at times the rear wheel would come off the ground and then when it sits back down it snaps. That bike just didn’t suit me but he definitely has the most corner speed out of anyone in GP. His consistency was second to none and he could knock out runs better than anyone. When it came to bike setup and knowledge I don’t think that was his strong suit at all. You could put him on a bike with a different part on it or where you change 10mm front and rear and he just goes out and goes fast. That’s a strength of his too though because he doesn’t get lost in it but if he improved his bike setup a little bit he could be really dangerous. Braking I don’t think that many people were stronger than me, that was something that came from Superbikes, but in GP I had to work around it. I think that I set the records for Brembo on the bars of pressure on the brakes! I think, even no, that Lorenzo is probably the most complete rider out there, Marquez has more talent but when you look at being strong for the championship, speed, can keep his head in races, be smooth I think that he’s the best racer. Marquez isn’t far off and when he gets more race knowledge and tactics, he’s definitely not afraid to put it in there, but when you look at how he really sees a race Marc goes more on impulse whereas Jorge is more of a thinker. In saying that though in a year or two Marquez will have it all figured out and it will be crushing for everyone. Still right now even though the Honda is better I still think that Jorge is the most complete racer out there. In 2012 it seemed that any bad luck you could have you did have. At Laguna the
swingarm fell off, you had engine failures, everything what wrong. How tough was that for you to deal with? It was mostly stuff that you couldn’t control but for it to consistently happen must have been very difficult. It was huge and it all started in Qatar. We had a decent weekend in practice and practice was quite good. That was the first season of the 1000cc rules and everyone was saying that it would suit me and that I could battle for that championship and stuff like that. We were doing the best that we could but we crashed one of the nights before the race, I think it was Saturday, and the subframe and the seat are a single unit on that bike and when I crashed I broke the inside of the carbon but you couldn’t see it and on Sunday I had this crazy vibration and the bike wouldn’t handle. I was telling the guys in warmup that something was broken. We didn’t change bikes but we changed a lot of parts and on the warmup lap for the race it was bad and I told them and I don’t remember where we finished but it was really far back. We didn’t figure out what it was until Jerez and that race was in the wet and I was having a decent race and was in second place but I had worn my tyre completely and crashed. It was my fault and one of those things where you try to make up for the previous weekend and get too ambitious and crash. Then you went to Le Mans and had the problem with the visor. Yeah, there was water everywhere and it was dangerous and just shit luck. Then we went to Assen and I chunked a tyre and had a huge hole in it. I had chunked a tyre back in 2003 at Daytona and lost a lot of skin so that freaked me out pretty bad. The same thing happened to Valentino and he pulled in, I stayed out and finished fourth but that was a race that we should have been on the podium. After that Brno the clutch fried and I had to go back to last place to let it cool and then I pushed like hell to catch up to everybody and crashed. In Indy I had a huge crash in qualifying, I ended up second, but in the engine blew. It was the race after Laguna when the swingarm broke. Everything happened that year and I’ll hold my hand up and admit that I made some mistakes but they were compounded because of other problems and I was trying to fix everything by trying to get a better results. I remember at Brno after the clutch fried we had a test the next day and I went out on Monday morning and something happened with the electronics and the throttle hung wide open. No bullshit, it really happened and I just parked the bike and was ready to quit. I came into the pits and I was like, ‘this thing is trying to kill me.’ You went to Ducati and were never fit on the bike. What made you come back at Indy? Was it just because it was your home race or did you feel that you were ready to race again? I was never ready. I came back too soon after Sepang and crashed at Austin and messed up my shoulder. I was always trying to delay it and get healthy but everyone was always asking me, ‘Are you fit yet? Are you ready to go?’ and I’d say that it was getting better but it never really was. I was just hoping that it would get better but I was at the point where I had to come back because I didn’t have a choice. Did it feel to you that you were the old gunslinger who’d taken a lot of hits and that you came back because this is what a racer does? Yeah, for sure. I came back because it’s what you’re supposed to do. I was gone for so long that people were saying that he doesn’t want to come back. I just wasn’t ready and came back at Indy and the crash happened. What happened was an electronic glitch but it was my fault. When you leave pitlane on the Yamaha you use launch control and have no Traction Control until you hit second gear whereas the Ducati is like that until you go to second gear when you’re on the pit limiter. It was one of those things that if I was on the bike all year I would have known but I came out of pitlane riding normally and then found out there was no traction control. It wasn’t anybody’s fault but I should have known. I wasn’t mad with anyone. Did you know instantly that this was the end for your career? I didn’t know instantly. I knew that I had separated my shoulder! I stared rehab and going to the doctor and he said that as a doctor he thought it was dangerous for me and that I could hurt myself or someone else. He said that the shoulder would never be right again and that if I hit it again I’d need a replacement, that
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InterVIEW
“I’ve hit my head pretty damn hard in some of the best helmets in the world.”
was enough for me to know. There hasn’t been a day that I’ve woken up since Malaysia that I haven’t woken up without an issue with my shoulder. Hopefully I’ll be able to get back and ride a dirt bike for fun but I’m not close to doing that yet. This weekend you’re doing TV. I think that you surprised everyone saying you’d do a TV gig, what brought it on? It’s not going to be a full time thing but I enjoy watching racing and I know that how I feel physically I can’t race anymore but I want to be involved still. I like breaking down what’s happening on track for the people that don’t quite understand everything, or better yet for the people that understand most of it, but then they really understand it from someone who’s been there. It’s different and for someone that doesn’t know anything they still won’t know much but for people that have been watching it for a long time when they get that expert view it can help them understand it more. I won’t do every race but I’ll definitely look to do some of the American races in the future. You’ve gotten more and more involved on Twitter as well. Yeah, and I’m able to say what I want now as well. I’m not held down by any one factory, I’ve got nothing against any factory, but I can now shoot straight. Looking at the rest of the year and doing some TV gigs, how important is it for you to be involved and help give back to the motorcycling community? I want to take a bit of time off and still be involved with the sport. I’ve started working with the Texas state authorities to promote motorcycle road safety. I’m trying to give back in different ways but not just with racing. I want to be a part of
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racing but I also want to step away for a little bit. In light of road safety here in Texas what do you think when you see people riding around here without wearing a helmet? Is that something that you think needs to change if they are to improve their road safety? As an ambassador for it you don’t want to say that ‘you should do this or that’ but personally I encourage wearing a helmet on the street. It’s not worth not doing it but it is a law and you have to respect that too. I always encourage wearing a helmet but I can understand people not wanting to wear one when they’re jumping on their scooter to ride half a mile to Starbucks when they’re going 20 mph. I get that they want that freedom but I get that there’s a time and a place for that too and riding on the highway isn’t the place. I can understand [not wearing one] and I’d do it too if I was just riding to the park or down the block but I do think that there’s a time and a place for it. I encourage it because I’ve hit my head pretty damn hard in some of the best helmets in the world. What other charitable work are you doing? I work with Love for Kids where we take in a bunch of kids that basically don’t have anything. Some don’t have families, some don’t have money and we bring them together at Christmas and Thanksgiving. It’s a charity that my grandfather started in the late seventies and there’s a lot of US sports stars, cowboys, Texas Rangers - that do the same thing. There’s a couple of thousand kids that come together for these and I’ve talked to them, signed autographs and passed out food to them. It’s pretty amazing to be around those kids and you realise how fortunate you are.
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2008 Harley Davidson Elctra Glide Standard €12,500
Classifieds
Honda NTV650s €800 Very reliable, 65+ MPG, Large topbox, Oxford pan1200km only, 1584cc, Virtually as new, Riders essen- niers, Heated grips, Fender extender, Full stainless tials, Cruise control, Stereo system, Full gauges, ABS, exhaust, Well kept/serviced, Owned for last 8 years, Many unused accessories, Call 086 1049269 69,000 miles, Needs nothing, Ready to ride. NO TEXTS NO OFFERS.Call 087 7529603
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1993 Honda CB1000
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2000 Honda CBR 600F
1998 Honda Rebel 125
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2006 Harley Davidson Sportster XL 883
Honda VFR800 €5,000 Good cond,well maintained, 2400mls,086 0625005
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2005 Honda Pan European ST1300A €6,650
1997 Harley Davidson Heritage Springer
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BBG 126 Main.indd 71
16900 miles Serviced last summer and only 600 miles put up on it since 2 new tyres Comes with rain gear, lock, gloves, helmet, boots, sat nav, back Genuine reason for selling
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Electric Screen, Honda heated grips,Autocom Pro AVI intercom system,Too many extras to list.Call 0872228119
€4,300 Honda VTR1000 Firestorm €2,400 5 vy model, 18K miles, clean bike, extras including Very comfortable superbike for cruising and not too tinted screen, carbon fibre bodywork, stainless steel loud. Brand new chain and sprockets, new rear tyre, crash bobbins, gold x ring chain & talon sprocket. bike just serviced!Call 086-7222412 New pads and Michelin PP 2ct tyres fitted last season.Call 086-8376572
€3,500 Pyramid lower fairings Pyramid seat cowl Apex Adjustable Clipons (Transformed riding position) ART Exhaust (sounds amazing) Givi Box and rack Givi pannier rack to much spec to list call 085 7231424
€1,650 Valentino Rossi colours. Restricted so learner legal. 41600miles, carbon fibre effect mirrors and micro indicators, chain and sprockets good and tyres are 80%.Call 087-6345088
€11,500 White & Red Striped, With full Harley Davidson accessories and saddle bags.36,000 Miles.Call 0852398634
2010 Ducati Multistrada 1200S €10,500
22000km,extras include ducati heated grips, performance seat, tour screen, top box & more,FSH,Just fully serviced.Call 086 3860640
Sell it FREE on www.bikebuyersguide.ie
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CHT Bike Buyer Guide Ad February 2014 08/07/2014 16:40 Page 1
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15/07/2014 14:46
I switched to Carole Nash and got €50 cashback 1
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