The South East’s No.1 FREE bike magazine ISSUE 46 • AUGUST-SEPTEMBER 2016
HEAVY METAL CONVERT
TOP TIPS
BE PREPARED THE BIKE SHED
REVIEWS • FEATURES • EVENTS • SPORTS SEB: ON FULL THROTTLE SINCE 2008 southeastbiker.co.uk
STARTING GRID
Editor scribes At the turn of the century sports bikes ruled the roads in Britain and brightly coloured leather clad riders were seen whizzing round everywhere. Whilst still popular, they don’t sell in anything like the same numbers and a combination of recession, speed restrictions, traffic cameras and an ageing biker population have led to other types of motorbikes becoming more popular.
Contents 4 Be Prepared
This could be a worry long term for the manufacturers but luckily they have responded and brought out models that appeal to old, new and younger riders alike. The burgeoning bike building scene, whether it’s cool young bearded dudes knocking up stuff in a shed or punters buying customisable machines off the major players, has already had a big impact on the type of machines we admire and buy. Retro, whether it’s genuinely old or brand new, is super cool. From the Triumph Thruxton, Ducati Scrambler, BMW R Nine T to the latest Harley Roadster, there’s a bike that looks and sounds great for everyone. Not only that, but they are designed and engineered to ride superbly as well.
9 HEAVY METAL CONVERT 12 New Gear
So we celebrate summer with a trip out to the country on the Harley-Davidson Roadster and visit the popular Bike Shed in trendy East London. Get out there and enjoy it!
16 THE BIKE SHED
Nick
18 10 Bits of Biking Wisdom 20 Bexhill Motofest 24 Products on Test
Visit southeastbiker.co.uk for events list CONTACT US
ADVERTISING AND Debbie Tunstill, email: debs@southeastbiker.co.uk
GENERAL ENQUIRIES Tel: 01892 459080 EDITOR & PUBLISHER: Nick Tunstill, email: nick@southeastbiker.co.uk South East Biker, 2 St John’s Road, Crowborough, East Sussex. TN6 1RW PRODUCTION: Dean Cook: deancook@magazineproduction.com PRINTING: Evon Print, Henfield, Sussex © 2016 South East Biker (SEB) Magazine is an independent title and does not endorse the products or services that appear in the magazine. Opinions expressed in the magazine do not necessarily represent those of the editor or of South East Biker magazine. Reproduction of content is strictly prohibited without prior written approval from the editor or publisher.
South East Biker Magazine • www.southeastbiker.co.uk
28 NIGHT RIDERS 32 Go Green 36 Classic Corner 38 Events 3
BODY PROTECTION
BE PREPARED
We are all aware that it is possible to become separated from your motorcycle and come into contact with something hard or abrasive. This is often through no fault of your own. Tony Carter fills us in on some of the issues with leather gear…
O
ver the years, during my time as a motorcycle policeman and then, as an accident investigator, I have taken a particular interest in how protective clothing performs in the event of a crash. Without doubt leather, in its various variants, is still the best protective material to be wearing on a motorcycle. However, when it comes to buying a new set, it never ceases to amaze me how often dealers will try and talk you into buying the latest one-piece race replica suit rather than listening to what your requirements really are. A little while ago, I went in search of a new set of leathers since my current suit at the time was starting to get tired. I could have gone down the tailor-made route and had any colour my heart desired. I am quite fortunate that despite being of, shall we say, larger build, I can usually get a good set of leathers off-the-peg to the specification I require. On this occasion, all five dealers I visited tried to push me into buying the latest race replica one piece. Firstly, this would have done no favours for my slowly increasing waistline, and, secondly, I really have no desire to walk or ride around all day with a big lump sticking out from between my shoulder blades. These suits may be ideal for the track day guys, but I don’t do track day — I ride a Blackbird, not a GSXR1000, and I have been know to spend up to 10 hours or more in the saddle. So, here is some food for thought before you wander into your local dealer with your hard earned cash. Head injuries: although often the most serious, are not the only injuries motorcyclists suffer. Leg and arm injuries are common, and, leg injuries in particular, can be serious, often causing permanent disability. Under the EC personal protective equipment directive, a series of European standards were 4
developed for motorcyclist protective clothing that was designed to: 1. Prevent or reduce laceration and abrasion injuries. 2. Prevent or reduce impact injuries such as fractures, broken bones and joint damage. These standards, marked with a CE mark, are essentially to help riders distinguish between clothing that offers a minimal level of protection, and garments that may look similar but offer very little if any protection at all. Unfortunately, for many riders, the buying of new leathers is often no more than a fashion statement as opposed to a desire to maximise their protection, but, contrary to popular belief, you can be fashionable and protected. As with helmets, there are accidents and injuries from which even the best or most expensive clothing will not protect the rider for various reasons. It is therefore important not only to try and reduce the severity of the injury as best as you can, but also ensure that the garment is comfortable, does not impede the movement of the rider and will reduce the affects of fatigue thereby aiding concentration. Leather is still regarded as the best form of protection against injury when riding a motorcycle. The garments are made from a natural material, which is breathable, abrasion resistant and supple. Like a crash helmet, they cannot offer total protection from injury, but they can reduce the severity and long term affects if they fit correctly. Leather garments can be made from four different animals: cow, which is the most commonly used; goatskin; buffalo; or kangaroo skin. Cowhide is the preferred choice of most manufacturers. It is heavy duty (compared with the others). It is hard wearing, and, in the main, the manufacturers use 1.4mm thick hides,. This means August-September 2016 • South East Biker Magazine
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BODY PROTECTION that in the summer weather, with the thickness and all the padding, they can get hot inside. Buffalo hide is often used on cheaper garments and this can be felt in the overall quality when compared to other leather products. Buffalo is tough, will last well but it tends to be very stiff and can take some time to bed in and soften up. Goatskin, although worth considering as an alternative for summer use, is very difficult to find in the UK. It is considerably lighter and more flexible than cowhide, and many consider the goatskin to be stronger than cowhide due to the fibres being more closely knit together than cow skin. The downside is that goatskin stretches a lot quicker than cow so it may require specialist tailoring on an annual basis. Kangaroo is rapidly growing in popularity. The hides are supple, light and quite tough, but it has been found that they can react with sweat particularly when worn by riders who perspire freely. If this were the case, then you would probably be well advised to look elsewhere as you may find your suit literally coming apart at the seams! For those considering purchasing leathers for the first time, the question often asked is whether to purchase a suit/jacket combination, two piece suit or a one piece racing suit. The choice comes down to individual preference, but here are a few points that you may find useful to consider. 1. A jacket and trouser combination is probably the most popular choice for the majority of riders and they can be worn singularly or in combination. However, many jackets (not all) have a Thinsulate lining for warmth retention together with a quilted lining. Many riders complain that they overheat in warm weather which can ultimately affect concentration. However, this combination is ideal if you are an awkward size or on a limited budget. 2. A two piece zip together suit can be a good choice for a number of reasons. • They can normally only be worn as a complete garment thereby maintaining your crash protection. • They come in a number of colour choices therefore conspicuity can be enhanced. • They are normally lighter than jacket/trouser combinations which for some means they will be more comfortable for summer or warm weather use. • When stopping for a break, the jacket can be unzipped from the trousers thereby enhancing comfort when away from the bike. • They maintain their shape and size better. • They often have features such as perforated South East Biker Magazine • www.southeastbiker.co.uk
leather to allow air to pass through in warm weather, stretch fabric panels behind the knees, waist and inner thighs which again can enhance warm weather comfort. On the downside, it is worth bearing in mind that: • They can normally only be worn as a complete suit. • They can take a while to break in and mould to your shape. • They are not particularly warm in the colder weather. • There are not as many pockets as in a jacket/ trouser combination, which for some may be a good thing. • The colours tend to be more flamboyant than jacket/trouser combinations. One piece suits are the other alternative often favoured by those who ride sports bikes or participate in track days. Whilst offering a fair degree of protection, for road use they have often been deemed impractical as you cannot separate them when away from the motorcycle, but more importantly in serious accident situations, the emergency services have occasionally experienced difficulty in rendering an effective diagnosis or treatment simply because they cannot cut through the leather to tend to the rider’s injuries, or they cannot risk removing the garment without fear of causing further injury. This of course comes down to a matter of preference. Leather is abrasion resistant, and its main function is allow you to slide, thereby reducing friction. From new, leathers should fit as tightly as possible to allow for stretching and moulding to the wearer’s shape. If the leather is a poor fit then there is the possibility that as the rider slides down the road, the friction caused by the road surface will cause the leather to snag. This could cause a flailing limb to snag and whilst the torso is still travelling at speed, the flailing limb will slow down too quickly and can result in severe injury. On the plus side, a good fitting leather can slow down any potential blood loss, particularly internal blood loss, or it can at least stem the flow until medical help arrives on the scene. If you are unfortunate enough to be involved in an accident as a result of which you are injured (and we all hope that it doesn’t happen), at least you can be comforted that the severity will be less than if you were wearing non protective clothing, and the sympathy you receive from the emergency services and hospital will be far more favourable than your compatriot wearing their jeans and trainers! Tony Carter is an experienced police motorcyclist, instructor and accident investigator. 7
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MACHINE REVIEW
HEAVY METAL CONVERT Summer is the perfect time to head out to the countryside on a hunk of throbbing American iron. Nick Tunstill is off to Warr’s Harley-Davidson at Mottingham to try out the new XL1200CX Roadster…
T
o be honest, the big, old style Harleys of years ago wouldn’t be my first choice of motorbike but over the last decade or so the American giant has started to appeal to a much wider audience with some more contemporary looking and performing machines. The Roadster is a new addition to the popular Sportster family replacing the XL883R Roadster as a much upgraded version. It’s a great looking bike, a mixture of classic Harley and retro custom, fitting in nicely with the massive current interest in custom/café/ urban style bikes. As with all Harley-Davidsons, it’s solid in every
department, almost as it its hewn from a solid piece of iron. There’s nothing flimsy on here. The black finish, with just enough chrome and lush paintwork, raises the level of these bikes well above “lookers” such as the Enfield Continental, which don’t come up so well under close scrutiny. The Roadster has the keyless ignition, you just need the keyfob in your pocket. A brilliant idea, the front of the bike is neater, there’s no fiddling around in the dark or rain to get the key in the barrel and other keys won’t scratch the paintwork. Other manufacturers please take note! The controls and switchgear are
South East Biker Magazine • www.southeastbiker.co.uk
reassuringly chunky, simple and solid. I particularly liked the brake and clutch levers. They feel really substantial and not spindly little bits of metal like on some bikes. The indicator buttons are on each side and are self cancelling but can be cancelled by pressing the button again. This seems a weird layout compared to a conventional indicator switch but actually it works really well and makes more sense once you get used to it. Harley have put a lot of effort into making the Roadster handle better and they have really worked on the front end to achieve this. The bike boasts new 43mm inverted forks with powerful dual disc brakes, a sharper steering geometry and sticky Dunlop radial tyres. The lowered bars and simple clear instrument panel finish off the front beautifully. The rear boasts twin adjustable suspension that looks well engineered and is simple to adjust to suit different loads and conditions. The low profile seat is meant to be built for two, it looks a bit small to me but I didn’t have any volunteers to test it on! So, you just sit on the bike, press the starter and it roars into life with that great Harley rumble. It’s loud without being annoying. Although I suspect if you were commuting and leaving the house at 6am each morning you might drop off your neighbours’ Christmas card list pretty quickly. The riding position is not a million miles away from a “normal” bike. I am not that used to the feet forward style so found this much more natural. The almost clip on position of the bars mean you naturally lean into the bike and it’s very comfortable. My only gripe was I had to be very careful putting my feet down when coming to a halt. The footrests are directly below when I would normally put my feet and I didn’t fancy the Harley coming 9
MACHINE REVIEW
down on top of me! Putting it into gear with a reassuring clunk, the Roadster pulls away with ease and is actually very easy to ride. A novice shouldn’t find it too intimidating. There is plenty of torque on tap and the 1200cc motor whisks you along at a decent lick. You don’t worry too much about being heard on the Harley as the low burble certainly turns heads as you approach. Heading down the A20, the ride is comfortable up to about 75mph then the windblast starts to take hold. It’s not a big issue on relatively short trips but maybe a long
motorway tour would be a chore. Turning off onto A and B roads in rural Kent and the Roadster starts to make sense. The revised front end together with the tyres and riding position mean you can hustle the bike along at a decent pace and it corners and holds a line really well. It’s quick enough for a well planned overtake and the brakes are strong with a decent feel to them. I managed to get lost down some tiny single track gravel strewn country roads and the sound of the engine reverberating off the banks was beautiful. It wasn’t quite so keen on the bumpier sections, once or
twice I was jolted around as I hit an unsurfaced section. Overall though the Roadster deals well with most conditions but given some decent tarmac, open country roads with a few bends and it is in its element. It’s not a fast bike, but the 60 odd bhp whisks you along at a decent pace. It’s brilliant fun though and does exactly what it is meant to, a thoroughly enjoyable ride. The Roadster looks really cool, a bit dark and moody with a hint of aggression. And with all the upgrades and genuinely useful features like a bigger tank, Harley must on to a winner here. If you have never ridden a Harley-Davidson before but have always been curious, the Roadster is a great machine to try out. Go on, you know you have always wanted to! If you are already a convert, I doubt you will be disappointed… The Roadster is available in four fantastic colours: Vivid Black; Black Demin; Velocity Red Sunglo; and two-tone Billet Silver & Black. There is a huge catalogue of accessories available as ever with Harley-Davidson so you can spend all winter shopping. Many thanks to Warr’s of Mottingham for the loan of their bike. Visit: www.warrs.com or telephone 020 8857 9198 USEFUL INFO
HARLEY-DAVIDSON XL1200CX
Price Vivid Black...................................£9,695 Black Denim................................£9,895 Velocity Red Sunglo..................£9,895 Two-tone Silver/Black............ £10,145 Engine Type..........................Air-cooled Displacement CC........................1202.0 Max Torque........................97 Nm 4250 Oil Capacity.................................... 2.6 L Fuel Tank Capacity...................... 12.5 L Wheelbase.............................. 1505mm Seat Height................................785mm Ground Clearance....................150mm Kerb Weight.................................250 kg Tyre Size Front........... 120/70R19 M/C Tyre Size Rear............. 150/70R18 M/C
10
August-September 2016 • South East Biker Magazine
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NEW GEAR
White stripes from Wunderlich
Reminiscent of the pinstriping on the BMW tanks of the late 1970s/early ‘80s, the kit helps to emphasise the classic lines of the R nineT, and adds a dash of subtle personalisation, without the need for costly custom paint work. The stripes are made from high quality, weather and UV-resistant material, which will not deteriorate or fade with time. It is self-adhesive, so there are no messy glues or solutions to worry about, and the pack comes with clear instructions and markings to make fitting a doddle. Once on, the special adhesive holds the stripes firmly in place; no special treatments are required to look after it – simply wash your machine in the normal way. The Kit comes in classic pure white, to complement the R nineT’s black tank, and costs £69 including VAT. It’s available from the exclusive UK distributor for Wunderlich: www.nippynormans.com
Fuelpak FP3
Fuelpak FP3 is now available for 2007 to 2016 year Harley-Davidson motorcycles. Connecting by Bluetooth to iPhone or Android smartphones, FP3 uses Flash technology to re-calibrate engine parameters and mapping for exhaust systems and other performance upgrades. Standard for the Fuelpak FP3 is an Autotune feature, making use of all factory sensors to add another layer of precision tuning for specific requirements, whether tuning for unique components or different grades of fuel. With the Fuelpak FP3 module plugged in, live sensor data can be viewed through the smartphone to display speed, RPM, cylinder head temperature, voltage and the like. Enquire at your local Harley-Davidson dealer. 12
Hyraulic clutch kits
“One of the simplest and most cost effective ways to improve clutch feel and action is a straight swap of the OEM cable to an upgraded version” says Max Adams of Venhill. “Owners will often upgrade expensive parts, like the exhaust system, when upgrading a control cable could give them a lot more bang for their buck!” Developed by Venhill, and now forming the majority of their range, Featherlight cables deliver improved performance and durability as well as a much smoother action. Made with Teflon liners and stainless steel inner wires, they are virtually maintenance free. They’re also ‘bird-caged’ – a special process applied to the end of an inner cable wire that allows solder to penetrate the weave of the cable – making the bond with the nipples/ends much stronger. Made in the UK, a replacement Featherlight clutch cable for the current Honda Fireblade costs less than £20 (£18.91 including VAT). Venhill can also help riders wishing to upgrade to a hydraulic system - and 41% of of riders with a cable-operated clutch could see the benefits. Venhill is UK distributor for Magura Hymec kits from Germany. Engineered to make clutch operation 20% lighter, with improved feel and control, they eliminate ‘fade’ and help to reduce fatigue. Supplied with a forged lever, which has improved ergonomics and span adjustment for extra comfort and control, they are also selfadjusting, so need considerably less set up and maintenance than a cable. Hymec kits come filled with a specially developed mineral oil – Magura Blood – which is non-toxic and non-hygroscopic, so won’t it need changing as frequently as regular brake/ clutch fluid, and isn’t harmful to health or the environment. Kits are available for many road bikes and prices start at £260.90 including VAT. Call 01306 885111, or visit www.venhill.co.uk for further details. August-September 2016 • South East Biker Magazine
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South East Biker Magazine • www.southeastbiker.co.uk
13
NEW GEAR
SnapJack
SnapJack lifts the tyre off the ground by 1/2” before locking into place, allowing the tyre to spin freely for lubing, cleaning and adjusting the drive chain. SnapJack is sold with a carry bag, a brake locking strap, two protective floor pads, and full instructions. £47.35 from www.wemoto.com
Hanbury GLOVE
Made from soft and supple, yet tough, 0.8mm cow hide leather, the Hanbury has a Clarino palm overlay, that feels like suede, but maintains its softness when wet, for enhanced grip. Discrete low profile Knox SPS scaphoid protectors on the palm shield the vulnerable bones in the wrist, without affecting the look, fit or feel of the glove. The Knuckles have four individual gel protectors covering them, which enhances the feeling of security and protection. Accordion stretch leather panels on the fingers and thumb give increased comfort and allow for unrestricted movement when operating the controls. Secured by a stretch-to-fit leather cuff, with Velcro fastening, the Hanbury comes in sizes S-XXL and retails for £69.99 including VAT. Call Knox on 01900 825 825 or visit: www.planet-knox.com for details 14
HONDA LUGGAGE
SW-Motech have updated their range of luggage and touring add-ons to suit the latest versions of Honda’s NC750X and NC750S. Honda’s popular allrounders were face-lifted for 2016, and SW Motech’s R&D department adapted their accessories to suit – making them one of the first after-market accessory specialists with bike-specific add-ons for the new models. TraX EVO aluminium side and top cases are perfectly suited to the adventure-styled NC750X. Waterproof, made from corrosion-resistant aluminium with fibre-reinforced hinges, TraX side and top cases offer 37-45 litres of storage. Cases are attached with the new EVO Carriers; their patented Quick-Lock system means that not only the cases but also the carriers can be removed in seconds. Prices start from £224.99 each for cases, side carriers from £176.99 per pair and luggage racks from £106.99. Riders can also opt for the Blaze Panniers, which combine the best features of soft and hard luggage. The system uses a clever, Quick-Lock rail system, which is discreet, lightweight and doesn’t add width. Quick and easy to fit, it needs no drilling or cutting, or the addition of any extra tubing, brackets of fixings; simply clamp the Quick Lock Mounts to the footrest hangers, push in the rails, slide on the panniers and clip in place. The rails can be removed in seconds, leaving only the discreet clamps behind, and the machine completely uncluttered. The Panniers are made from high quality 1680 BallisticNylon, and feature a stiff construction to help maintain shape and make packing easier. They’re available in 28 and 42 litre capacity (per pair), and come complete with waterproof inner bags, reflective detailing and an optional cable lock for extra peace of mind. A complete system for the NC750S costs just £224.99. For those needing additional carrying capacity the 13-litre Slipstream Tail Bag (£98.99) and expandable Enduro Strap-on Tank Bag (£110.99) complement both pannier sets perfectly. A sturdy Engine Guard (£165.99) and Crash Bars (£136.99) are also available for the new models, as is a useful RAM Mount GPS Kit (£44.99), and Centre Stand (£144.99) – making washing and maintenance much easier. The rider can also tailor the Hondas with Mirror Extenders (£44.99), a stainless steel Footrest Kit (£87.99) and KOBRA Hand-guards (£110.99). Visit www.motohaus.com August-September 2016 • South East Biker Magazine
Next time you’re in Hastings pop in or, better still, stay! Ten real ales, live music and accommodation. Biker-friendly with secure parking for hotel. For regular live music, entertainment and beer festivals visit: www.jennylindhastings.co.uk/what-s-on The Jenny Lind Inn, 69 High Street, Hastings, East Sussex, TN34 3EW Telephone: 01424 421392 Visit: www.jennylindhastings.co.uk
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The adventure starts in store
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15 13/03/2015 10:12
CUSTOM
THE BIKE SHED O
The Hipster scene in East London has coincided with a resurgence of interest in custom bike building. John Allsopp takes a trip over the river…
ne of my latest missions as roving reporter was to visit the Bike Shed. I was advised to check it out by Steve Keys and Danny John Jules of Easy Rider fame (amongst other things). With two days off I sailed forth on HMS Beemer to investigate. After reminding myself of the pleasures of riding in London, I found the venue which is set in an impressive set of Victorian railway arches. You’re welcomed by expansive Grand Design-style glass doors, then a slick 25-metre-long zinc bar. Opposite are a series of intimate Chesterfield-style booths and a line-up of moody black and white photography. Stroll past the bar to a cosy armchair seating area, past the stylish barbers at the end, then double back on yourself into the second tunnel, housing a comfy lounge, an upmarket selection of motorcycle gear and more artfully exhibited motorcycles. There are original artworks from artists including D*Face and the entire, spacious complex has the allure of an alternative art gallery, while the vaulted arches emit their own timeless glow. 16
I am greeted as I move through the doors by a smiling member of staff asking if I need anything. The double espresso I craved was served up as I took in my surroundings. My initial impressions are that it feels part London club, part buzzing joint, part upmarket boutique motorcycle clothing emporium, part live music and comedy venue, coffee shop, gallery, museum and meeting place-that’s not to mention the barbers shop too! So, a variety of things in one place I hear you say. Yes, I’d agree and, this is where I see its appeal myself. We motorcyclists are a varied bunch with one uniting passion. The Bike Shed itself epitomises a celebration of this diversity. Everyone is really friendly and I bump into the manager Ricardo when I pop outside to enjoy the sunshine. When I compliment him on the décor and the vision he simply says ‘you must speak to Dutch the owner’. I reply that I guess he is a pretty busy chap (I think I might be right here) but not too busy to pop out and have a quick chat with me….feeling a bit privileged here I must say. The Bike Shed grew out of Anthony van Someren August-September 2016 • South East Biker Magazine
CUSTOM
and his wife Vikki’s passion for motorcycling, which saw them launch a series of alternative shows for custom bikes, also known as the Bike Shed, in East London in 2012. They decided the show needed a permanent home, so they took on the lease for the arches. In this sanctuary celebrating the shed-built custom bike, you’ll never be short on inspiration. Dotted discreetly (“we didn’t want to be the Hard Rock Café of motorcycling,”Dutch) are the things motorcyclists like most, a dozen or so examples of bikes modified to varying degrees to reflect their owners’ dreams and tastes, and wall art reflecting their passion, too. And it’s clear that Dutch is an avid biker riding very regularly both on and off road. The Bike Shed extends a welcome to all and it is enrolling members. At the core of the membership is a group of more than 30 people whose funds made it all possible. Investors’ names run like a Who’s Who of motorcycling, including Pink Floyd’s Nick Mason, leading City figures and TV motorcycle personality Charley Boorman, (who still pays full price South East Biker Magazine • www.southeastbiker.co.uk
when he visits). “Motorcycling always has been something that defines you, makes you a member of a club,” says Anthony. “What we have done is give them somewhere special to come.” Again Dutch is a real live chap. This was clearly demonstrated when I popped him an email regarding this article. He replied the same day, ‘Great to meet you. Let’s speak again soon and hope to see you at the Club often.’ Made me feel warm and fuzzy. As the remark about Ace Rimmer in Red Dwarf…’what a guy’. The Bike Shed is an enthusiast’s dream. Housed under the arches off Old Street, is a club and membership based hub for lovers of all things bike. Whether you’re riding in for a coffee or walking in off the street to soak up the atmosphere; The Bike Shed is a place for all ages, shapes and sizes. With a great restaurant, regular live music and plenty of other events running all year it’s well worth a visit. http://thebikeshed.cc 384 Old Street, London EC1V 9LT 17
TOP TIPS
10 bits of biking wisdom that no one ever tells you! By Lee Carnihan
1 The easy way to lube a chain Do you still lube a section of chain, move the bike forward, lube another section, move the bike forward etc? Here is the easy way. With the bike on its sidestand, stand on the sidestand side, grip the subframe and by using the sidestand as a pivot you can very easily lift the rear wheel off the ground and hold it there. Now you can get a mate to spin the rear wheel and lube the chain in seconds with minimal effort.
2 Always lube a chain after a ride The best time to lube a chain is after a ride as the chain will be slightly warm due to the friction of it moving. This heat helps the lube penetrate into the chain’s links, making its performance far more effective. Once you have lubed the chain, leave it to cool down and then wipe off any excess using a rag so that your wheel doesn’t become covered in sticky lube.
3 Flapping fobs A lot of bikes come with alarm fobs attached to their ignition keys. These fobs flap around in the wind and often lead to scratches and marks on the top yoke. Pop to your local DIY store and buy some Velcro. By sticking some Velcro to the top yoke and the other side to the fob you can keep the fob in place and stop it flapping in the wind. Always put the soft Velcro on the fob as it will be in your pocket and the hooked side will catch on your clothing. If you are tempted to remove the alarm completely, check with your insurer first in case it affects your premium.
4 Starting tricks It’s amazing the number of people who don’t know how to bump-start a bike – so here’s how! If your battery is flat, ensure the ignition is turned on and the alarm deactivated then put the bike in second gear 18
and pull the clutch in. If you can, get a friend to push you up to a reasonable speed or roll down a hill and when you’re going fast enough, stand up on the pegs and then drop yourself onto the seat while at the same time letting the clutch out in one go. Don’t slip the lever, just drop it. By dropping your weight onto the seat you reduce the chances of the rear skipping when the engine’s compression kicks in (which is also why you bump start in second gear) and hopefully the bike will fire into life. Bump starting any small capacity machine is easy, and inline fours are generally simple, but V-twins are very tricky due to their engine’s high compression.
5 Rucksack disasters avoided Does your rucksack have two zips? If so, always do it up with both the zips down one side of the rucksack and not at the top. While it seems logical, and easy, to do up the zips so they meet at the top of the rucksack, this is a terrible idea. If the rucksack is loaded, the wind pressure will force the two zips to part, something that simply can’t happen if they are down the same side of the bag. It’s a simple trick, but one that is guaranteed to stop your underpants getting strewn around a dual carriageway.
6 Stop hair plucking You know that feeling when you get all hot and sweaty on a summer’s day and your leathers start to pluck your leg hairs out? It’s horrible isn’t it? This is easily avoided by wearing a thin lycra under suit (also called a base layer). These undersuits make getting in and out of your leathers far quicker and easier and also stop the leather getting all sweaty and smelly. On the other hand you could just shave your legs. Whatever tickles your fancy really. August-September 2016 • South East Biker Magazine
TOP TIPS
7 Heated clothing rules If you commute or ride a bike in winter, buy some heated clothing. While your mates may call you soft for using it, heated clothing will transform your ride because on cold mornings it keeps you blissfully warm. Heated kit is one of those things that once you buy your first set, you will wonder how on earth you ever survived without it.
8 Armour up We all love the freedom of wearing just a jacket and jeans for summer riding, but do you worry about the lack of leg armour in jeans? Even jeans with armour inbuilt are pretty useless because if they’re baggy, the armour can shift around in an accident. The solution is simple. Pop to a motocross shop and buy some m/x knee armour (hard or soft) that attaches directly to your legs as this ensures it is always in place. Now you just have to pull your jeans on over the armour and you are nice and protected. And if your legs are shaved, they’ll slip on nicely!
South East Biker Magazine • www.southeastbiker.co.uk
9 A cheap alarm system
Not everyone likes to fit their bike with an alarm, however if you are parked away from home (or even in your garage) and you are worried about your bike’s safety here is a cheap DIY alarm. Using a bit of gaffa tape, tape your bike’s horn button down in the ‘on’ position. Should anyone force your bike’s ignition when they try and steal the bike, the horn will sound. A thief is very unlikely to notice the button is taped down (especially if you use black tape) and the din from a blaring horn should alert you something is amiss and hopefully scare off the potential thief.
10 Clean bugs the warm and gentle way If you arrive home with a multitude of dead flies on your visor, don’t instantly reach for a cloth. Rubbing the dead critters off vigorously can result in a scratched visor, so instead take your time. Soak some kitchen roll in warm water and lay it over the visor for a few minutes. This will soften up the dead bodies and allow you to wipe them off with minimal effort, vastly reducing the chances of smearing with guts and gore or scratching the visor.
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09:27 August-September 2016 • South East 22/03/2016 Biker Magazine
SPANISH TRIP GEAR
A trip to Barcelona via France gave us the chance to properly test out some of the bike products we have recently invested in….
Scottoiler V System
I fitted this to my Tiger 800 back in the autumn and it has been difficult to judge how effective it really has been with mainly short winter journeys requiring frequent cleaning of bike and chain. On the face of it the initial investment will be quickly recouped with regular bike usage plus, of course, there shouldn’t be the need to lubricate the chain at the end of every ride. I had also bought a Lube Tube, which sounds like a sex aid but is actually dead handy for holding extra oil for a long trip. As Debbie’s GSXR didn’t have a Scottoiler it was a good comparison as the Suzuki chain needed regular attention. After three extremely wet days (as Paris was flooding) I couldn’t be bothered to go out in the rain and check chains so it wasn’t until we got to Barcelona that I had a proper look. The results were impressive, the Suzuki chain was dry and clogged with dirt. The Tiger was relatively clean and well oiled. Keeping an eye on them both during the trip back, the Scottoiler definitely worked really well. Thoroughly recommended for anyone doing reasonable mileage. Look to pay around £100 for the VSystem.
Senna SMH10 Bluetooth Communication System
Just because you can talk to me, doesn’t mean you have to! My words to my wife before we set off, a bit tongue- in-cheek but I do like the solitude of being on my bike. However, after several trips on two bikes using hand signals to communicate, I thought it was time to utilise some 21st century technology. We asked Connor at Sussex Moto for some advice and came away with a Senna SMH10 dual system. The kit comes with everything you need including adaptors, power leads, both mains and USB and headsets. The system is simple to set up, the headsets and ear pieces were fitted to the helmets in a few minutes and are unobtrusive. Once the microphone and ear pieces are in place, the Bluetooth unit can be simply clipped on when required. The Senna system has a multitude of features; bike to bike, connection to satnav, mobile phone and music. The instructions are clear and it’s all easy to set up and connect with whatever device you choose. Having used Vox radios before, I was very impressed with the clarity and lack of wind interference. It is easy to hear at high speeds and over several hundred metres without any shouting involved! The volume can easily be adjusted on the move to suit conditions. I wasn’t sure about how useful this would turn out to be and whether it would justify the high price tag. However it made the trip far more relaxing and is now an essential part of our touring kit. Definitely recommended. The Senna SMH10 has a stand by time of 10 days and a talk time of 12 hours, plenty for a whole day’s riding. The range is around 900 metres. A dual set will cost around £330.
South East Biker Magazine • www.southeastbiker.co.uk
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SPANISH TRIP GEAR
Sealskinz socks
Spain will be hot and dry, I thought, so I took some lightweight boots that I knew leaked. However, I did have a plan, waterproof socks! I ordered a pair of Sealskinz, as issued to the British Army. Well if they are as useless as the ones I bought then Trenchfoot must be rife. They are as waterproof as Kleenex and a waste of money. I bought a couple of cheap plastic bags from a supermarket and they did the trick. I haven’t given up on the idea of waterproof socks completely so if anyone can recommend some, please let us know! They cost £25
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Triumph H2 sports jacket
This jacket features a TFL reflective coating and vents to allow for summer riding. Leather can be warm as we know so I was taking a bit of a chance wearing it in Spain in June. It did seem to work though, as long as I was moving it was pretty comfortable. I did take a waterproof overjacket which was just as well as it was monsoon conditions in France. The waterproofing certainly works though for unexpected showers and I have now used it in winter, spring and summer with no issues. It seems that the new materials and treatments that are applied to modern leathers do actually work. My only gripe is the tag on the main zip came off which seems to be a feature of all the kit I buy! The H2 jacket costs £325.
August-September 2016 • South East Biker Magazine
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COMMUNITY
LOYALTY COUNTS
Twenty five years ago, Hugh Mackenzie walked into the Jack Lilley showroom in Shepperton High Street to take a closer look at the new models from the recently relaunched Triumph brand. His eye was immediately drawn to a Trophy 900 — looking stunning in Lancaster Red — and quickly decided this was the ideal bike to replace his 1974 Trident 750.
H
ugh says today, “There was always something about the heritage of the Triumph name which really appealed to me, so when the brand was relaunched in 1991, I was keen to take a look at the new range as soon as possible.”
So Hugh snapped up the Trophy 900 and starting putting some miles on his new bike. He found though that the ‘bars were too low for him, so asked about raising them. Jack Lilley’s were able to fit a pair of Trident ‘bars as an experiment, which was successful. This meant that the Trophy was unique, albeit for a short time.
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August-September 2016 • South East 12/05/2015 Biker Magazine 18:00
COMMUNITY After a couple of year’s ownership, the Trophy played a crucial role in introducing Hugh to his future wife, Chantal. She had been invited to a cocktail party but was persuaded by friends to attend the Mighty South London branch of the Triumph Owners Motorcycle Club BBQ instead, where she was introduced to Hugh. Two weeks later they met again at an event hosted by the newlyformed Surrey branch of TOMCC and they’ve been together ever since. Hugh says “It’s true to say that without the Trophy, we would never have met”. One thing that has always impressed Hugh is the build quality of the Trophy. The bike still wears its original exhaust system for example. And Hugh recounts a story involving a collision with a car which left his bike relatively unscathed. “This incident made me realise just how tough these bikes are” he explains, “I was accidentally side swiped whilst on the Trophy in Chessington by a couple of French lads who were lost and were on the wrong side of the road. The Trophy suffered some minor damage to the fairing but the car had dents in
every single panel down one side. The car belonged to the father of the driver, so I guess he had some explaining to do when he got back to France! At least I did not fall off and the insurance paid up quickly.” Fast forward to today and Hugh is still enjoying riding the Trophy. It’s still in great condition but has a charming patina that shows it’s been wellloved and well-used. Once again, Hugh was drawn to Jack Lilley’s (now in Ashford) to take a look at the new range of Triumph ‘Modern Classics’ — the Street Twin, Bonneville T120 and Thruxton R. And again he fell for the charms of another red Triumph this time a factory-fresh Cinder Red Bonneville T120. He couldn’t bring himself to part with the Trophy though, so he’s now the proud owner of one of the first Bonneville T120s as well as one of the first Hinckley Triumphs, a great tribute to the brand loyalty the Triumph name inspires. As Hugh comments, “I may not be a regular customer, but I’m a loyal one”.
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COMMUNITY
NIGHT RIDERS Motorcyclists doing good deeds is nothing new but there is group out there who quietly go about providing a vital service…John Allsopp catches up with them.
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ecently I had the very great pleasure to meet with ‘Red Maverick’ aka David Duerdoth from Sussex Service by Emergency Riders Volunteers (SERV). I’ve been wanting to write an article about SERV for ages and, if it weren’t for my other commitments, I’d volunteer too. So, I set out to find out more detail about the Sussex Branch and learn what a typical night entails. The riders at SERV have helped to save many lives since their creation in 1981 and, have also saved the NHS thousands of pounds. The charity (Charity number 284455) is run entirely by volunteers who receive no compensation for their time or costs and receive no funding from the Government. Many people in society are completely unaware of the contribution SERV members make to society. Even those who do know something about the charity probably don’t realise the Sussex SERV are out there mainly riding their own bikes on their own fuel to give something back. 28
Some have seen the ‘fleet’ bikes. Those that are marked up. These vehicles are primarily only used as ‘back up’ and for revenue raising (unlike some other SERV groups). This policy gives the potential of far more volunteers to cover their operational area. Red tells me that currently they have a regular number of 50 volunteers available. The SERV Sussex cover both East and West Sussex and the main hospitals they service are Chichester, Worthing, Brighton, Hastings and Haywards Heath (with occasional trips to East Grinstead). The blood is treated and issued from St George’s National Blood Bank. SERV operate what is essentially a relay service in conjunction with Surrey and South London (SSL). The blood is collected from Tooting and brought to the ‘handover’ point which is situated at Hooley in Surrey. This is known as the Hooligan Run. SERV Kent also collects there and sometimes all three groups can be there at the same time. There are two main aspects to the delivery service: blood platelets and plasma; and specialist bloods. There are also ‘urgent’ and ‘non urgent’ requirements. August-September 2016 • South East Biker Magazine
COMMUNITY
At typical start would be to meet at Hooley and transfer the blood products via a ‘designated route’ to the receiving hospital; via a ‘red route’. These designated routes are used to ensure a duty of care to the volunteers and provide the tracking of NHS blood products in accordance with the rules applying to their transfer. THE INDUCTION All volunteers go through a ‘full induction’. This covers all the training needed. There is a riding assessment as well as handling product instructions plus the ubiquitous documentation involved. There are also ‘orientation rides’ where not only the required routes are followed but the varying procedure for delivering the products to different hospitals is covered. Following the successful completion of all these elements the volunteer is issued with their marked hi vis jacket and ID. A volunteer usually puts their name down for one night in a week over the period of a fortnight. Sometimes SERV Sussex has the availability of six volunteers and sometimes two. (Remember they are volunteers).
A NIGHT IN THE LIFE A volunteer will be ‘on call’ from 1900 to 0600. In the ‘early days’ I’m told volunteers can be tempted to stay up all night but ‘then it becomes part of normal life…second nature’. Red himself will have the bike ready, kit ready and typically will be on the road within fifteen minutes of receiving the ‘call’. These calls are by their very nature unpredictable and can come in in the early hours or the volunteer may be needed as soon as their shift starts. The prioritisation is the responsibility of the volunteer controller and the requesting hospital. In some instances the calls are pre-planned and some are classed as ‘very urgent’. Red is very clear that the phrase ‘emergency’ is to be avoided as they are not an emergency service (albeit an urgent one). The ‘very urgent’ calls are often received by midnight or 2am. An urgent call may involve the rider undertaking the whole trip (without the relay as mentioned above) and are usually over a greater mileage. Essentially the controller has a map of all the volunteers on duty and decides the best way to use
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COMMUNITY
the volunteers, for example, the person closest to the pickup point. Remembering that the volunteers often go to work after their night! A typical trip distance in SERV Sussex is around 140 miles. So, if we estimate a total time of four hours including dropping the product off, coupled with a late request, SERV volunteers need a caring and supportive employer who can understand that they may arrive a little peaky! The volunteer selects a night on the rota and ensures they are available at 1900, that the bike is ready, their kit is ready and their phone is fully charged. They then try to ‘act normally’ whilst they wait for that phone to ring.
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RING, RING… The controller confirms the volunteer is available for this trip. Yes. The details of the pickup (where and when) as well as the delivery address are given. Also the nature of the product to be transferred. The rider plans to arrive around fifteen minutes early for the collection. However, this is England, so, the volunteers are often met with road works and diversions. (Most road works are planned to occur after 2200). However, on the bright side I’m told that whilst the detours can be frequent they are often interesting! Obviously local knowledge comes right into play here. Then there is usually a one hour ride to the receiving hospital. The rider goes to the ‘after hours’ entry and contacts Pathology via the local number. (You can begin to see the need for the orientation if you are in any way familiar with the many varied ways different hospitals do things as I am!) The product is handed over and a receipt received by the rider. (The product will always have a docket issued by the blood bank).
August-September 2016 • South East Biker Magazine
COMMUNITY
Then comes the return ride, after informing the controller you’ve ‘dropped off’. These volunteers ride in all weathers only generally moving to four wheels in sub-zero temperatures. Not only would this be risky as we know but they also have to comply with NHS requirements on transporting these products. It must be mentioned that some members only own a car too. We also dispel a myth or two some might have. SERV Sussex has a ‘no blue light policy’ and if their fleet carry lights (and they are actually connected!) they are used to draw attention on events. So what’s needed? ‘Good gear, a good bike and a good attitude’. The volunteers are providing their time free to the NHS making significant savings and ensuring that there is no need to use expensive couriers and taxis. SERV IS A CHARITY AND FUNDED BY DONATIONS A lot of effort goes in to setting up outside supermarkets to raise funds and awareness which is where the signed up bikes come in to raise their
profile. SERV attend various biking events including May Day. They also have sponsors which include Sussex Masons, the Lions, The Nordic Motorcycle Club as well as JS Gedge. As someone not easily impressed, I’m impressed and salute them. For more information visit www.serv.org.uk or have a chat with them at one of events they attend.
This is motorcycle hire made easy If you prefer riding on two wheels rather than four like we do then West Sussex Motorcycle Hire can give you the ride of your life on the bike of your dreams. If you are looking for the best motorcycle hire UK and further afield, look no further. Our fantastic rates and legendary service lets you ride in style for a reasonable price. Whether you want a bike with attitude or something sleeker for touring the countryside, you can find it here at West Sussex Motorcycle Hire.
South East Biker Magazine • www.southeastbiker.co.uk
“Brilliant service, great bikes and friendly staff. Top stuff” – JF “A big thank you…for pulling out all the stops at short notice to make our hoilday a great one. The bike a R1200GS was fab for me and the wife. Will see you all next year for more of the same.” – PW
31
GO GREEN
Go Green with the TRF
An introduction to the joys of the open countryside by Bob Dixon.
W
e’ve all spotted groups of trail riders when out riding our bikes — half a dozen riders on filthy bikes suddenly emerge from a track , covered in mud and grinning from ear to ear as they briefly join the tarmac before diving off down the next trail and heading into the wild blue yonder on another leg of their adventure. It’s not difficult to see the appeal, especially when the sense of freedom we get from riding our road bikes is gradually being eroded. The sheer amount of traffic can make riding on UK roads seem claustrophobic at times. Trail riding is the perfect antidote for anybody whose love of motorcycling is becoming jaded by modern traffic conditions . It is important to clarify exactly what we mean by the term ‘trail riding’ . It often gets rolled in with the broader catch-all description ‘off-roading’. At the risk of sounding pedantic, trail riding is not off-roading at all, trail riding is about seeking out and riding unsurfaced public roads whereas off-roading is about using vehicles on closed private venues . Likewise trail riding is not a sport. There is no competitive element to trail riding, it’s purely a pastime. It’s important to make these distinctions . Trials , enduros and motocross events are ‘off-road’ sporting activities and subject to the regulations of the organising body. Trail riding is no different to riding on surfaced roads and to participate all you need is a DVLA licence and a suitable bike which must be taxed and insured. For many years trail riding was seen as an arcane pursuit on the fringe of mainstream motorcycling often practised by men with Barbours and beards, 32
harking back to the early pioneering days of motorcycling when riding on unsurfaced roads was a normal part of motorcycling life. The perception of trail riding has changed over the years , helped in part by the huge growth of the adventure bike August-September 2016 • South East Biker Magazine
GO GREEN
market. This has drawn UK enthusiasts away from sports bikes and broadened their motorcycling horizons, opening up an interest in riding off the beaten track. As a result, trail riding is becoming more accessible and inclusive than it used to be. Bikes and riding kit have improved dramatically and it’s never been easier to get started. At the vanguard of this resurgence of interest in trail riding has been the Trail Riders Fellowship, a group of enthusiasts flying the flag for our right to use green roads against an onslaught of anti-vehicle legislation aimed at
preventing vehicular access to our ancient rights of way . The nadir for UK trail riding occurred in 2006 with the introduction of the Natural Environment and Rural Communities Act . A innocuous sounding piece of legislation which overnight facilitated the loss of hundreds of miles of these long established rights of way by enabling local authorities to downgrade the classification of unsurfaced roads. Some authorities adopted an over-zealous approach to the new legislation and it provided a golden opportunity for the anti-vehicle lobby to begin to exclude bikes and
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GO GREEN
4x4s from the countryside. It was a desperate period for UK trail riding and for a time it looked as if the right to use these green roads might disappear altogether. The NERC act, as it became known, was a wake up call to the TRF and the Fellowship began a number of campaigns and fought legal actions to prevent further losses. It was touch and go for a time as the organisation struggled to come to terms with the lobbying requirements which are so much a part of the modern political process. In the aftermath of the NERC act the TRF has emerged as slick, well-informed and professional organisation fighting to keep these ancient routes open. It’s been a slow and painful process but the tide is finally turning and the TRF has recently won some landmark actions and saved some of our ancient rights of way from permanent closure. This is good news for those of us who enjoy the UK countryside and getting out and experiencing trail riding can provide a unique perspective on our wonderful Island. Plan your routes well and on a typical ride you could find yourself fording rivers, traversing high mountain passes, meandering through 34
leafy woodland, crossing bleak windswept moors or following the historic network of droving and trade routes which once upon a time provided vital links for the ancient Britons. There are other benefits to be had from trail riding, not the least of which is the improvement it will make to your riding skills. Throttle control, balance and the ability to read road surfaces all play a part in trail riding and this will all improve as your experience level grows and you are able to tackle more technical routes. If all that sounds a bit daunting, don’t be put off. One of the great things about riding green roads is it can be as challenging or as easy as you choose to make it. Beginners
may find they can’t move along a technical track with the same smooth pace as an expert rider but with a bit of practice most hazards can be tackled safely. Trail riding also has a social side which adds to the fun. A group of riders tackling tough terrain and battling against the elements soon form a bond and the opportunity to have a chat or a bit of banter occurs every time you stop to open a gate, admire a view or help your mate who has just fallen off. Trail riding is all about having a great day out in the country on a bike , usually with a few good mates. It’s exciting but also relatively safe and a decent bike doesn’t cost the earth. If it sounds like your kind of thing the best place to start is by contacting the TRF, ask them where your local group meets and go along and introduce yourself. Trail riders are a relaxed inclusive bunch and you will plenty of advice and help on offer regarding bikes, kit and where to ride. www.trf.org.uk. Bob Dixon runs a small company offering guided trail rides in Shropshire which specialises in taking out newcomers to trail riding and getting them acclimatised to riding off the road. Contact Bob Dixon bob@ adventureride.co.uk, telephone 07508 847986 or visit: ww.adventureride.co.uk
August-September 2016 • South East Biker Magazine
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35
CLASSIC CORNER
Why Buy a Classic Bike? Nowadays often seen as the preserve of the rich and retired, there are sound reasons to buy a classic bike. Julie Diplock fill us in…
O
Photos: Sharon Benton, www.sharonbentonphotography.co.uk
wning a classic bike introduces a whole new dimension to your motorcycling, with the relative lack of power encouraging a more relaxed style of riding, and little worry about accumulating points on the licence. The smaller size and weight of a British bike make them very nimble around the lanes, and ideal for exploring our smaller unclassified roads. There’s a great social scene, with onemake and all-make classic clubs 36
holding club meetings every night of the week there’s plenty of help and advice available. There’s dozens of events to choose from each weekend, ranging from shows and autojumbles to rallies, ride-outs and trials meets. Further afield, continental rallies are extremely popular with Brits, with The Balade des Vieux Clous in France to the Moto Piston rallies in the Picos de Europa, one of the most beautiful mountainous areas of Northern Spain. For some,
it’s the nostalgia of owning the machine they lusted after in their youth, or the thrill of riding a machine made many years before they were born. While the eye-watering prices commanded at the top of the Classic market imply that all classics are expensive this isn’t necessarily the case. The ‘Beasts of Bodmin Moor’, a collection of eight extremely weathered Brough Superiors, fetched over £750,000 at the Bonham’s auction at the Stafford Motorcycle Show
August-September 2016 • South East Biker Magazine
CLASSIC CORNER
in April. The most expensive, a rare model with an Austin car engine and twin-back wheel, sold for £330,000. The sale led to much head-scratching in the classic bike world, as the Broughs were so rough as to be unusable, while any restoration might well devalue them which raised the question if they were just a collection of gently rusting art-work? However, away from this rarefied market, it’s quite possible to buy a classic with reasonable performance and a degree of reliability for far less; under £5000 will buy you a British classic in good condition with reasonable performance and on the road. The bike should keep its value if it’s well maintained and may even increase in worth, especially if it becomes a sought-after model. Once you’ve got your classic, you should find it an economical machine. Running costs are extremely cheap, with zero road tax for pre-1976 vehicles and the low power output (28BHP for a
500cc AJS single, 50BHP from a BSA Super Rocket, a top-of-therange bike of the sixties) being one of the factors leading to cheap classic insurance. The fuel economy is also good, typically around 65 mpg for a 500cc or 650cc Brit twin, around 300 miles per tank full, much more for a single-cylinder. If you’re conscientious about maintaining your pre-1960 machine the annual MOT test is not necessary, although many continue to put their machine through the test for peace of mind. Tyres and other consumables are cheap, with a set of the best tyres available for around £100 for a typical heavyweight classic. Spares are readily available for popular models, with many spares being remanufactured for Triumph and BSA twins and most servicing and repairs are easily done at home, which many find part of the charm, though some would disagree! Although I freely admit I’m a bit
South East Biker Magazine • www.southeastbiker.co.uk
of a die-hard BritBike enthusiast, I’ve used my 1958 650cc BSA Golden Flash for many a year as a commuter bike. For many years I had a monthly commute of around 1000 miles. Breakdown cover is always recommended, but this often included in classic insurance policies. So if you’re looking for something a bit different, a classic may not be to everyone’s taste but for sheer grin factor I don’t think they can be beaten!
CONTACTS
Classic insurance www.footmanjames.co.uk Moto Piston Rallies www.mcpiston.com/ukpistonrally.html Old Bike Mart www.oldbikemart.co.uk Vintage Motor Cycle Club www.vmcc.net Vintage Japanese Motorcycle Club www.vjmc.com 37
EVENTS 5th-7th August
6th August
British Superbikes
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Mottingham
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Bexhill Motofest
5th August
Bexhill, East Sussex
Night of the Jumps
18th September
O2, London
Romney Marsh Classic Bike Jumble
4th September
Brighton Burn Up
Romney Marsh, Kent
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