South East Biker, Issue 48, December 2016-January 2017 by The Magazine Production Company

The South East’s No.1 FREE bike magazine ISSUE 48 • DECEMBER 2016-JANUARY 2017

A MAN ON A VANVAN

LIFE ON THE FRONTLINE

CHRISTMAS GEAR

REVIEWS • FEATURES • EVENTS • SPORTS SEB: ON FULL THROTTLE SINCE 2008 southeastbiker.co.uk

STARTING GRID

Editor scribes We attended the launch of the smart new Triumph Bonneville Bobber in London recently. A very slick evening with a raft of motorcycling celebrities present, trendy DJ and a live set from a decent band who were actually not geriatric and not a 70’s rock tribute act for once.

Contents

4 Man On A VanVan

A large proportion of the guests were young and cool, which made a refreshing change from a lot of today’s biking events, where the average age is probably 50 plus. It wasn’t to everyone’s taste, but the manufacturers seem to be tapping into modern culture and producing models and kit that appeals to new and old riders alike. This is vital if motorcycling is to remain a popular method of travel, leisure and sport. So, even if it’s not for you, it’s important for the future of biking. Over the next ten years or so the average age of motorcyclists is likely to increase and many will be hanging up their leathers for good. It’s vital that everything is done to encourage younger riders to get on two wheels for, as we all know, the biking bug is with you for life!

6 TRIUMPH BONNEVILLE T120 10 A Motorbike Isn’t Just For Christmas 14 Xmas Gear 17 Bike Cleaning The Easy Way 18 Life On The Frontline

There’s plenty to look forward to in 2017 and we look forward to keeping you informed about what’s going on in the biking world as it unfolds. All the best Nick

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

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IN FLANDERS FIELDS New Gear Gone But Not Forgotten Book Review Racing With Mr Laverda Tails Of The Trails Classic Bikes The Hapless Biker 3

BIKE REVIEW

A Man on a VanVan

We try out the new variant of Suzuki’s slightly offthe-wall lightweight, even the name is odd…

ne of SEB’s earliest bike reviews was the VanVan 125 and it’s managed to hold a place in their line up ever since. Now we are treated to its bigger brother, though you wouldn’t know to look at it. Introducing the Suzuki VanVan 2oo. The bike reminds me of the 1970’s, the era of mucking around on Raleigh Choppers and watching CHIPs on TV, it has a sunny California feel to it. So what’s it like to ride around Hampshire? Haslemere Motorcycles kindly let me loose on one. Visually it’s identical to the existing 125cc version, tiny classically retro styled tank, big chunky tyres, bulbous silencer, it screams fun and larking about rather than sensible commuter. The VanVan is a very basic motorbike, an instrument layout with speedo, neutral and low fuel light, no ABS or electronic wizardry and even a drum brake on the rear. Nice simple engineering. The narrow, low seat of 770mm will appeal to many riders but isn’t an issue if you are slightly taller. It only weighs 128kg so there’s nothing intimidating about the small Suzuki. The VanVan is easy to ride and the single cylinder air cooled engine does a decent job on any road up to a motorway where the lack of top end grunt would be an issue. The 16bhp isn’t going to tear your arm off but copes with most urban and A/B road environments. Personally I reckon it could do with sixth gear as this can be a real bonus on smaller engined bikes. The brakes and suspension system work well and it holds the road surprisingly well. The bike absorbs the bumps and potholes of our delightful roads with ease and puts a smile on your face. If you are not going anywhere in a hurry the VanVan works well. As a 4

commuter, local runaround or fun second bike it could well be worth a test ride. The styling seems to have gone full circle and the VanVan, which looked a bit odd ten years ago, now fits in nicely with the scrambler type look. At £3,799, it’s not much more than the 125cc version but delivers a much more usable ride and is more practical. USEFUL INFO

SUZUKI VANVAN Engine capacity 199cc Engine 4-stroke, single cylinder air-cooled, SOHC Ignition Electronic ignition (Transistorised) Fuel system Fuel injection Starter Electric Transmission 5-speed constant mesh Drive Chain Power 12.00kW @ 8000rpm (16.09hp)† Torque 15.00N.m @ 6500rpm (11.06lb.ft)† Overall length 2140mm Overall width 865mm Overall height 1125mm Wheelbase 1385mm Seat height 770mm Kerb Mass 128.0kg Fuel capacity 6.5litres Ground clearance 220mm

December 2016-January 2017 • South East Biker Magazine

CELEBRATING

40 YEARS 1976-2016

Suzuki Dealer of the Year 2016 • Number one nationally for ‘Sales Customer Satisfaction” with Suzuki 2016 (Oct 2016). • Number one nationally for “Afters sales customer satisfaction” with Suzuki. (Jan-June 2016). • Suzuki Main dealer for 35 years. (1982-2016) • Yamaha Dealer for 35 years. (1982-2016) • Most Test Rides on a Suzuki Dealer event (2013) • Most Test rides on a Suzuki Dealer event (2012). • Suzuki Dealer of the Year 2011. • Moved to Whitehill, Bordon 2008 with kind assistance from our customers! • Suzuki Long service award 2007 (30 years) • Highest “Ride Survey rated” dealer in the South East 2008 • Highly ranked in the ride survey 2005 (17th out of 300).

• Haslemere Sponsored rider ‘podiums’ at the TT (Mark Parrett) 2004. • Haslemere MC Sponsored rider wins Manx GP (Mark Parrett). 2003. • Successful Triumph Dealer, 2002-2008. • Successful Honda Dealer, 1979-2005. • National Motorcycle Racing champions 1987 (King of the Roads, Roger Hurst). • National Motorcycle Racing champions 1986 (Superstock, Kenny Irons). • Competed in world Endurance Championships mid 70s to early 80s. • Moved from Cranleigh Motorcycles 1982, became Haslemere Motorcycles. • Competed at the the Suzuka 8-hour (1981). • Company Started 1976.

TICKING ALL THE RIGHT BOXES New and used bike sales Up to 200 bikes in stock Part exchange welcome Specialist in customer care Award-winning dealer FULL WORKSHOP FACILITIES •

MOT TESTING CENTRE

BIKE SALES: 01420 488290 PARTS & SERVICE: 01420 488328 Petersfield Road, Whitehill, Hampshire. GU35 9AR

www.haslemeremotorcycles.co.uk

BIKE REVIEW

Triumph Bonneville T120 While summer lingered on into September, I took out the latest incarnation of Triumph’s most iconic model for a day courtesy of Jack Lilley….

f there’s one model that is associated with Triumph more than any other, it’s the Bonneville. In fact, it’s probably the most iconic British bike name in history, starting as a cutting edge sportsbike in the 50’s and eventually becoming a retro classic. The current trend for café racer, scrambler styled and classic bikes can be traced back to the relaunch of the modern Bonnie in 2001. At that time of GP replicas and plastic coated sportsbikes, it seemed a little out of place but found a ready-made market with those who had always wanted one back in the day but maybe couldn’t afford or justify one and the bike has been a steady seller ever since. The latest model has some significant upgrades to enable it to compete with the vast range of modern machinery on offer. So the Bonneville now boasts a twin cylinder, 1200cc liquid cooled ride-by-wire engine, rider modes, heated grips, ABS, traction control and even a USB charging point. Very 2016! Triumph have done a great job in the looks 6

department by adding all this yet retaining the classic Bonneville look, with cooling fins, fake carburettors and an exhaust system containing a catalytic converter but with a peashooter look. Overall the bike scores highly in the “cool factor” and seems well built with no obvious scrimping. At 785mm, the seat height isn’t going to deter shorter riders, although it weighs a fairly lumpy 224kg dry, which can make moving it around a muscle building exercise. To be fair, you certainly don’t notice this when moving. The revised engine was designed to provide plenty of torque and it certainly delivers on that, particularly low in the rev range. It sounds pretty good too, even in standard trim. Fuel economy is up to a claimed 60mpg, pretty good really considering the last model I rode about ten years ago guzzled the stuff. The controls and menus are simple enough to be understood by an old buffer like me but do enough to deliver some useful information. My first trip on the Triumph wasn’t the ideal introduction to the bike, 5pm on a wet and misty foggy afternoon, down the M3 and forty miles around the M25. With no fairing, hand protectors or screen you suddenly seem very vulnerable to everything that the British weather can chuck at you. The dials were a

December 2016-January 2017 • South East Biker Magazine

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BIKE REVIEW

little difficult to read in the wet and gloom, though they were fine when it got dark and the next day when the sun came out. The engine delivers great dollops of torque and there is no problem competing with the commuting masses desperate to get home. However it was a struggle when travelling at speed and I had to change lanes. Any ripples or banding on the carriageways gave a disconcerting feel back through the bars. Whether this is tyres, suspension or just the balance of the bike I am not sure but I would avoid long motorway trips on it. The comfort is as good as it gets on a naked motorbike. The wind catches you above 80mph so I guess your licence is safer!! Even though the conditions were pretty grim and the skies were darkening, once I pulled off onto A roads the bike started to become a lot more enjoyable. Long sweeping corners or decent straights with decent tarmac seem to be the Bonnie’s favoured ground. The sun came out the following morning and the ride back to Jack Lilley’s was much more enjoyable. Taking a twistier route to avoid so much M25 torture, the bike and I rumbled along on a pleasant sunny morning. The Bonneville does everything it is supposed to do, while still looking and sounding cool, with decent brakes, suspension that seemed up to the job and a lovely, punchy engine. Nice little modern touches like the LED running lights add something extra as well. It’s a doddle to overtake and filtering was simple enough. Some bikes are branded as “do anything” machines. True, you can do pretty much anything or any bike if you have the inclination but the T120 is really at home on a dry, sunny day heading through the leafy countryside down to the coast. The rest of the biking world seems to have caught up with the Bonneville’s appeal as a modern retro machine so Triumph have their work cut out to keep ahead of the game. At a cost of just under £10,000 the bike has some stiff competition. If you are after a Bonneville, you won’t be disappointed in this model. If you want a classic/scrambler styled motorbike you may find the choice a little harder! Thanks to Jack Lilley www.jacklilley.com 8

USEFUL INFO

TRIUMPH BONNEVILLE T120

Cost Engine

from £9,600 1200cc liquidcooled eight-valve SOHC parallel-twin Power 80hp @ 6,550rpm Torque 77.4lbft @ 3,100rpm Dry weight 224kg Suspension Kayaba 41mm cartridge forks, 120mm travel; Kayaba twin shocks with adjustable pre-load, 120mm rear wheel travel Brakes twin 310mm front discs with Nissin two-piston floating calipers, single 255mm rear disc with Nissin two-piston floating caliper. ABS as standard. Tyre sizes 100/90-18 front, 150/70-17 rear Seat height 785mm Fuel capacity 14.5 litres Claimed fuel economy 63mpg Colours Cranberry Red/Aluminium Silver, Jet Black/Pure White, Jet Black, Cinder Red (T120 Black, Jet Black, Matt Graphite)

December 2016-January 2017 • South East Biker Magazine

MOTT MOTORCYCLES

Our large motorcycle store just outside Basingstoke, Hampshire has on display hundreds of both new and used motorcycles in our huge showroom. We also offer a large range of clothing, parts and accessories from AGV, SIDI, RST, HJC, DRAGGIN JEANS, OXFORD PRODUCTS, OGIO, SHARK, RICHA, FURYGAN, ALPINESTARS, TCX, SHOEI, VR46, MOOSE RACING, DRIFT ACTION CAMERAS plus many more so you can be conﬁdent you are fully prepared for your motorcycle adventures! We have a fully equipped service deptartment with factory trained motorcycle technicians to keep your bike performing at its very best. The workshop offers some of the following service, as well as MOT’s and service.

• M.O.T. While you wait (by appointment) • Tyres supplied, ﬁtted and balanced • Insurance approved repairer • Collection and Delivery service

www.mottmotorcycles.co.uk Telephone: 01256 841110

Kempshott Hill, Kempshott, Basingstoke, RG23 7LL Open: Mon-Fri, 8.30am-5.30pm, Sat, 9:00am to 5:30pm

CHRISTMAS WITH A BIKER

a MOTORBIKE ISN’T JUST FOR CHRISMAS Laura Sawyer says if you thought that getting a dog for a Christmas present was a commitment, then try being romantically involved with a biker.

ou can look past them coming home with oil smeared all over their skin from the latest project they’ve decided needs doing. You can deal with them choosing to go for a ride every Sunday instead of coming to your Great Aunt Maud’s 80th birthday celebrations. You can even look past the way all of the money miraculously disappears out of their bank accounts as the latest gadget appears on their bike. However, if you are like me, what you can’t get over is how difficult it is to buy a present for the person who just buys whatever they need as they decide they need it. I’ve been with my other half for four Christmases now and, having got married this year, it never gets easier deciding what I can get him as a present for his passion in life that he hasn’t already got. As I’ve got some practice, however, I thought I’d share my little wisdom with you all, just in case you’re stuck and need some inspiration! Every motorcyclist has a helmet already, of course they do, but did you know that you are meant to replace your helmet every five years? Most people don’t realise this and, as something that is so crucial for rider safety, a new lid is often a great idea as a present for any biker out there. The problem is, what helmet do you go for? Every rider has their preferred brand, but here are my tips for finding what’s right for your needs. Size — make sure that you get your biker the correct size, if a helmet doesn’t fit properly then it’s not protecting those important heads! Perhaps check the size and brand of their current helmet and mention that to the dealership, any decent dealership should be able to help you from there.

Colour — what colour is their motorbike? If they are anything like my husband, having a lid that clashes with their motorbike will mean that it never gets worn, make sure that the colours match! Replica — is the helmet you’re looking at a racer’s replica? Be careful with this, although they are all talented, not every racer will be your biker’s cup of tea. However, if there’s a replica available for somebody that they admire then it’s a brilliant idea. Some shops even have signed replicas available, so keep your eye out for those deals! Price — helmets can be very expensive, one thing that I really hope you all keep in mind is that the head is the only part of a human body that you can’t repair. Generally the more you spend, the more protection you get, so when you go for a budget £50 helmet, you may as well put a plastic bucket on your loved one’s head and send them on their way. I’m not saying you have to spend £800

December 2016-January 2017 • South East Biker Magazine

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CHRISTMAS WITH A BIKER

on a top of the range carbon race spec helmet, but please do not go budget for such an important safety feature. My product of choice would be an HJC RPHA 11, this is a race spec helmet but it sits at the £300-£600 mark depending on what colour and pattern you go for. They have a wide range of designs, including Star Wars and Marvel themes, and who doesn’t love space and superheroes? If the RPHA 11 is still way over your budget, however, you can pick the best-selling IS-17 up for £150-£200, this still gives you the protection needed and there are some Marvel designs still available but it is made out of a polycarbon rather than the RPHA 11’s Premium Integrated Matrix (a design unique to HJC which takes the best of three different materials to give the best protection possible). Not everybody will be an HJC fan, you can’t ever please everybody, but I find that it is one of the few helmet brands that fit most heads comfortably so it’s normally a safe bet as a present for any biker. Next, boots. Again, everybody has their own opinion on what is the best brand, but I find that most people tend to agree that Alpinestars are amongst the best, particularly the SMX boots. What I personally love about Alpinestars is how much thought goes into their boot designs, for instance, their toe guards are clipped rather than screwed in

because they didn’t want there to be a possibility of screws going into people’s feet in an accident. Their toe sliders are also replaceable on most of their boots, which means the boot lasts longer because you can replace where it gets worn down the most. Boots are a safer bet as a present if you’re not sure what bike someone has or what colours they would like, but because boots are more durable it is less likely that they will need replacing as often. Finally, if you’re looking to not spend as much but still get something of a good quality, I’d suggest looking at motorcycle luggage. I would definitely go for Oxford Products Lifetime Luggage, as there is a lifetime guarantee with these products and the material is designed to not be able to rip past a

certain point, so if it ever got snagged you wouldn’t end up with a huge gaping hole in your luggage. A tank bag is always handy for keys, phone and even, at times, navigation display and is also very reasonably priced. As it’s lifetime guaranteed, they’ll never have to get another bag again! If luggage isn’t good for them (or you need a stocking filler) then maybe look into getting them some winter wear, such as a neck warmer – it’s only going to get colder out there for the next few months so it will definitely come in handy! Now’s the time to stop looking online and go into dealerships, as there are great in-store deals to be had on all of these products for the festive period. Or, if you really are like me, you can give up and just get your biker half something for their inner child to enjoy and watch them have that instant gratification when ripping off the wrapping paper. Whatever you decide, I hope it’s successful and I wish you all a Merry Christmas. 12

December 2016-January 2017 • South East Biker Magazine

John Harris Motorcycles MOT, Servicing, Parts, Accessories and Clothing HONDA SPECIALIST

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CHRISTMAS SHOPPING

XMAS GEAR Get the Hipster look! Triumph Canvas Leather Messenger Bag. Vintage look oiled Hunter Leather. 18oz enzyme wash canvas. £95. Available from www.jacklilley.com

It’s been five years since Marco died but he will never be forgotten. White iPhone case available from Helmet City £29.99. www.helmetcity.co.uk 14

The sun may not be out much at the moment but it will return! Get set for next summer with these Suzuki sunglasses. Stylish and lightweight, with 100% UVA and B protection, made from acrylic with embossed Suzuki logo. Comes with EVA case and microfibre pouch. £28. www.suzuki-gb.co.uk

Are you an off roading god or merely an occasional greenlaner? This back pack/aqua pack could be dead handy. Available from off road specialists Motoward. £29.95. www.motoward.co.uk

What’s more frustrating than getting kitted up and ready to ride and finding your bike’s battery is a flat as a pancake? Keep it in tip top condition with this Doctor Bike optimizer from J&S Accessories. www.jsaccessories.co.uk £24.99 December 2016-January 2017 • South East Biker Magazine

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CHRISTMAS SHOPPING

It’s that time of year when preparation both for yourself and your bike is even more crucial. This great kit from Wemoto provides many of the essentials for winter riding for just £27.55. Kit Contains: GT85 Maintenance Spray 200ml; Visor Rain Repellent Spray 75ml; Visor Anti-Fog Spray 75ml; Pair Foam Lever Sleeves - Black; Pair Crystal Heat Pads; Thermal Under Gloves; Cable Oiler Clamp; Neck Tube - Black; Litter Bag – Black. The items would cost £43.62 if sold separately. www.wemoto.com.

Give your friends a warm welcome with a Harley-Davidson door mat… www.warrs.com £43.18

Having resisted technology for as long as possible, I finally bought a communications system this summer and now wondered how we ever did without it. Check out the LOGIC L-2 RIDER AND PASSENGER SYSTEM. £269.00 from Tippetts Honda. www.honda-tippetts.co.uk

Keep the chill out this winter with a functional 2in1 Husqvarna Jacket with a removable quilted jacket from Freestyle. www.freestylebikes.co.uk £125.00 16

The Halvarssons Tank bag has been designed to fit most bikes and includes a host of practical pockets to store your bits and pieces. The bag includes a positionable pocket ideal for holding a GPS device and comes with a rain cover for those wet riding days. What makes this tank bag even more practical is that it can be removed from the mounting plate and used as a rucksack. £69 from John Harris Motorcycles www.jhmc.co.uk December 2016-January 2017 • South East Biker Magazine

CHRISTMAS SHOPPING

Bike cleaning…the easy way In the last issue of SEB we featured local companies that professionally cleaned motorbikes. If you are not big into bike cleaning, but want to keep your pride and joy looking great, John Allsopp tries a product that may help…

n 1999 with fifteen years of experience in the industrial cleaner trade, Erik Bernisson unleashed his inner entrepreneur and purchased the company where he was working. For seven years, he continued to innovate. Examples of his incredible achievements include; Anti-legionella treatment for hospital water systems; traffic paint that can be applied on a wet road surface; a cleaning wipe for interior renovation of motor vehicles; and protective film for glass. Soon, Erik began to manufacture personalised products upon customer requests. One day an idea popped into his head. He knew for a long time how to make cleaning products and protective solutions, and products to make a surface gleam, but separately he wanted to create the absolute link between them to make the ultimate product, one that would achieve all. The research began. He renovated faded paint, shined surfaces, extracted tar and reinvigorated plastic. These were the easiest chemical abilities to meet but, he also wanted to remove organic traces, mosquitoes, grass or dirt. He wanted to deoxidise, remove lime scale and leave a polish that lasted. He wanted this to be accomplished by hand cleaning and without damaging or staining surfaces. The research and testing caused many months of daily frustrations and disappointments. In 2007, under the blazing sun in the Southwest of France, Erik embarked on yet another test. After the 2000th test he still wasn’t satisfied with the results. It seemed that the gamble wasn’t going to pay off and the team had to admit that the project might need to stop. Annoyed, Erik took what was to be his last look at the prototype. He finally visualised the principle of uniting the components. Erik requested one last modification for the final prototype, knowing that, on the one hand, he could realise a great success but also, on the other, he could also be faced with years of wasted research and would have to admit failure. Twenty minutes later, the modifications were made; the technicians witnessed a miracle. It worked. Within months, the product received an award for innovation. In 2008, Vulcanet was launched at the Geneva Motor Show and by 2015, the product was available in the UK.

South East Biker Magazine • www.southeastbiker.co.uk

So, that being said, I recently had my bike cleaned by Issy Godden of Crystal Motorcycle Cleaning and he used Vulcanet. I was so impressed, I contacted Vulcanet UK and asked if they’d be interested in sending me a sample to test for the magazine. In no time at all the kit arrived. So, for a good test I brought forward my workhorse BMW; used in all weathers and extensive European tours and…erm…rarely washed. The tub holds two main items: 1 x reel of cleaning wipes; and 1 x high quality branded microfibre cloth. Well, I found it to clean effortlessly things that would require loads of effort traditionally. Brake dust from rear wheels just lifted off. The shine was easily restored to bodywork and plastics too. The only area that still needed elbow grease were the dreaded bugs. In the product’s defence, these were properly dried on and, it still removed them without a smear. I’ve now tested it on my helmet and my leathers. It brings the paintwork up a treat, and even repels water, like Autoglym Lifeshine but without the cost. It removes bugs and polishes all the metal and plastic. The vinyl on my seat gleamed. My leathers came up gleaming too which was a result. I use the wipes to clean my helmet and visor as well because the water beads off in the rain. I can’t rate this stuff highly enough. For those of you sceptical about the money, look at it like this. At around £30 for 80 wipes that’s about the price of a bucket, a couple of sponges, a bottle of Muc-Off, car shampoo, a quick detailer, and some micro fibre cloths. So, all in, the cost of degreaser, bubbles and plastic shine all in one, except without the headache of getting wet and waiting for the bike to dry. It’s straight cleaned and waxed. So easy, and at the rate I used the cloths, I would expect it to work out around £2 per ‘wash’. Less than a pint, and it even takes longer to drink a pint than it does to clean the bike. Buy it and thank me later. I’m very impressed with the product as well as the willingness of the company to stand behind their product. I’ll be continuing to use this cleaner for a long time into the future. And, that’s saying a lot for someone that hates cleaning bikes! www.vulcanet.pro 17

MOTORCYCLE ACTION GROUP

Life on the Frontline Andy Carrott from the Motorcycle Action Group (MAG) fills us in on why bikers need to be represented at the highest levels to protect our freedoms and rights…

olitics! Don’t you just love it. Trump Vs Clinton, Brexit, UKIP, NHS, Benefits, Migration, Trade Unions, or even the Parish Council arguing over what colour to paint the village hall. Hmm, perhaps not then. One thing for sure is it’s nearly impossible to avoid it as the TV, radio and for those still who like print, the papers, are full of it. Not that there’s anything wrong with print, he said to avoid the Editor’s wrath. As a rider you may think politics has nothing to do with me. You are probably right in respect to party politics as it doesn’t really make much difference who is in Downing Steet, but it’s what the people in power think is best for those of us that use the roads

where politics does start to impact on riding. Head north, really north, no not Dartford, but proper north near the top of the map north, and you find yourself in the great city of Edinburgh on the Firth of the Forth and, like Dartford, it has important crossings over a major tidal channel. “You can have a new bridge” they said, “Hooch” said the Scots (as opposed to “Hurrah” because that’s not what traditional Scotsmen say, although that said they could have been ordering a drink). “It will be to motorway standard” they said, “er, hang on a mo…learner riders cannot use either the old bridge or the new one and will have a two hour round trip to get from one side to the other” said a canny Scotsman. And there commenced a tale of much discussion and little

progress on allowing learners to use the bridge. Enter stage left the Motorcycle Action Group (MAG), or more specifically MAG’s Chairman, Selina Lavender and Lembit Öpik, MAG’s Director of Communications and Public Affairs. It just so happened that they found themselves in a bar in the Houses of Parliament talking to Alex Salmond. They explained the somewhat bonkers scenario developing in Edinburgh and he agreed that something needed to be done. That conversation made it happen. Leaners do not have to take a massive detour. And that, my fellow riders, is sometimes how politics works but we only got a satisfactory result because we have MAG. There’s so much more work to do though. Getting bikes in all bus lanes, addressing the disparity of investment in protecting vulnerable road users (many millions are spent on improving cycle safety with next to nothing on motorcycles despite similar representation in accident stats — make it safer for cyclists yes, but let us have a fair dip in the funding pot too) — improving the testing regime, getting powered two wheelers into local transport plans, the list goes on and on. With no riders’ rights lobby there is no one sticking up for riders (of whatever two or three wheeled device takes your fancy). You need MAG, and MAG needs you. The Motorcycle Action Group is the country’s leading riders’ rights group. You can support the group simply by joining to help fund its campaign activities or if you want to get more involved attend a local branch. To join call 01926 844064, single membership costs £27, joint and club affiliated membership also available. Andy Carrott, MAG Vice Chairman

December 2016-January 2017 • South East Biker Magazine

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ADVENTURE

In Flanders Fields

A lonely biker rides from one cemetery to another, armed with nothing but a trenchmap and a notebook. What about it? Well, this man manages to combine two of his greatest passions: motorcycles and the First World War. He is a freelance historian/guide on a Harley, who knows the story behind every corner, every monument, every significant place. He is Christophe Deconinck, the man behind the concept ‘Cruising Along the Frontline’. Following his trail, you’ll get to know everything you never knew about the events of 1914-18. John Allsopp caught up with him… 20

The passion of Christophe for the First World War started out when he was a kid, growing up in Ypres, between the crosses and the tombstones. He got caught up in the tales of the men who fought and died there and he started collecting stories. Later on, he got drawn to the university as well as to the military academy, which made him one of the rare Belgian certified WWI historians. Nowadays, he is undoubtedly the only guide in Flanders Fields with such a high degree. And what’s more, as a semiarchaeologist and geographer, he can truly ‘read’ the landscape and tells tales about battles and fights, pointing out traces in the field that no one else would ever pay attention to. “Some years ago, I saw a band of fellow-bikers struggling with maps, satnavs and roadbooks, in an attempt to work out a daytrip along some hotspots of the Ypres Salient. Later on that day, I saw them again, under the Menin Gate for the Last Post. They admitted they only had visited three sites in an entire afternoon and were about to head back home with that empty feeling of not having seen or learnt the slightest of what lies around in the fields. I convinced them to

December 2016-January 2017 • South East Biker Magazine

ADVENTURE stay for one more day. In only eight hours, I showed them around from the floodgates of Newport to the hills and the mines of the Messines Ridge. We saw about forty sites on one single day, strolling around on at least seven warsites, such as Tyne Cot Cemetery or the German Bayernwald trenches. “That’s when I started focusing my interest on the hundreds of sites that are unknown to the public. An old well, the remains of a concrete cabin, a dried-up ditch, through my research I even discovered a forgotten and abandoned V1-launch platform out of the 2nd World War. Most war guides only know the story behind the monument or a single tombstone. But instead of providing a hop-on hop-off tour, I invite my guests to ride along, equipped with a pro-intercom, listen to the stories and the events that took place in the landscape we’re driving through, whilst enjoying the view. That way, I can guarantee the pleasure of carefree ‘cruising’,

without having to worry about maps or detours. And as I know the region by heart, I take safe, secondary ‘biker’ roads only, staying as close to the frontlines as possible, with attention for the most beautiful views. So if you have been looking for a visit to Flanders and the battlefields in the North of France, get in touch. “I work out bespoke tours, pick my clients up at their hotel or hostel for a 3, 5, 8, 10 hour, or even a weekend trip . As for the people who are looking for the traces of relatives or, I have the experience to reconstruct the story of an individual tommy and to track most of the war graves. ”I can also find the best pubs and restaurants, or to find a bunk for the night I know all the right places from Flanders to Verdun. So gather your friends, get on those bikes and come on over! It will be my pleasure to take you on a trip through history.” www.cruisingalongthefrontline.be To book your tour, call: +32 472 302 970 or email: info@cruisingalongthefrontline.be

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

NEW GEAR

NEW GEAR NEW GEAR NEW GEAR Pride feels no cold!

Here comes the rain again — and with the first drizzly mornings, the temptation comes to give up riding for winter. Put off by precipitation, many riders park up their two wheels to take refuge in a car or public transport. For all of them, Tucano Urbano presents its huge collection of leg covers for all sorts of motorcycles and riders, as well as a range of handgrip covers to protect against cold, wind and rain. When it pours down, Tucano Urbano brings the sofa and blanket to the streets so you can enjoy the urban jungle, while staying warm and dry. When the weather turns bad, Tucano Urbano offers a brilliant solution for the motorcycle and scooter world, their popular Termoscud® (+ EVO version) and Gaucho leg covers, not only to ensure thermal protection but also to fight against wind and rain when commuting on two wheels. Its three layer design guarantees not only the best shelter for winter, but also a barrier against wind and rain on warmer days. The outer shell is 100% waterproof. Below, there is an insulating membrane and a lined interior for extra warmth. Tucano Urbano leg covers can be installed on most motorcycles and scooters in the market without any tools, as they are fitted with straps to the handlebar area and the front fairing of the motorcycle or scooter. www.tucanourbano.com 22

FANTIC 250 HITS ROAD AND TRACK

The new Fantic 250 Enduro hits the UK this month, boasting a road-legal, Dualsport spec and an ultracompetitive price that will send clubman racers, trail riders and green-laners searching for their nearest Fantic dealership. The new Fantic boasts sleek, off-road racer styling and a high-tech specification that includes an electric start, liquidcooled, four-valve, SOC engine, featuring digital electronic ignition, a six-speed transmission and a full stainless steel and aluminium ARROW exhaust system fitted as standard. The chassis incorporates a race developed and proven CroMo steel main frame with a detachable aluminium subframe and aluminium swing-arm. Tough plastic bodywork components, including handguards, plus anodised aluminium wheels and hydraulically operated wavy discs front and rear complete the quality specification. The new 250 Enduro is the first of the new Fantic models to hit the market since VeNetWork acquired Fantic in 2014 and will be followed by more new models. The Dualsport market is a clear growth sector, as shown by sales of Honda’s fast-selling CRF 250L. This growth is seen to be a follow-on from the explosion in the Adventure market, where a growing number of riders have had a taste for offroad riding, but quickly realised the limitations of the heavy, road oriented Adventure designs when it comes to riding on UK green lanes and trails. The Dualsport design has evolved to be a real mid-way point between style over substance Trail bikes, and full-on, fire-breathing competition Enduro racers. Lightweight and nimble, with a de-tuned competition engine favouring torque over all-out power, plus a quality chassis and suspension components all makes for an easy-to-ride, goanywhere machine that doesn’t bite back or bite the wallet either. The UK launch price is £4499.00 including VAT. (Plus on the road charges). www.fanticmotoruk.com December 2016-January 2017 • South East Biker Magazine

NEW GEAR

MICRO-LOCK ARMOUR Micro-Lock, the revolutionary new body armour that’s super soft, highly protective and stable across all climates and environments, is the latest in a long line of innovations from British impact-protection specialists Knox. Knox developed the world’s first back protector in 1982, became the first brand to achieve CE certification of motorcyclists’ body armour in 1995, patented the Scaphoid Protection Systems for riding gloves and much more, but always with a focus on innovation in safety. In recent years Knox has continued to push boundaries, developing the award-winning Hand Armour range of gloves, Cold Killers mid-layers and Dry Inside base-layers, and changing the way motorcycle riders think about and wear clothing and protection altogether, with the Knox Layering system. www.planet-knox.com

WEISE Outlast Seattle New for 2016, the Outlast Seattle Jacket and Trousers from Weise® are designed to deal with the unpredictable temperatures and weather conditions that autumn and winter often deal out to riders. Key to the Seattle suit’s ‘climate control’ is its Outlast® lining. This unique material was originally developed for NASA; it absorbs, stores and releases heat, actively regulating the body’s microclimate. As the body warms up, Outlast absorbs the heat, keeping the wearer cool; alternatively, as the wearer begins to cool down, the heat is released back, keeping the body warm. This active control helps to reduce temperature swings (the heat-up/chill down cycle) experienced when riding in varying temperatures, so the wearer is consistently comfortable. In addition, Outlast works to stop perspiration before it begins, unlike many other technical fabrics found in motorcycle clothing, which manage moisture by wicking perspiration away from the skin. Alongside the Outlast 140-gram thermal inner, both jacket and jeans feature waterproof, windproof and breathable drop liners (the jacket’s liner is removable); venting at the chest and thighs; plus Velcro® and popper adjustment, to allow for the use of additional layers. The outer shell is made from 600 Denier Taslan fabric, with CE-approved armour in key impact areas shoulders, elbows, knees and back. Reflective detailing aids visibility in low light. Comfort stretch panels aid movement and 8-inch connecting zips keep jacket & trousers firmly together to prevent ‘riding up’. There’s also a selection of internal and external pockets – including a large map-type pocket to the rear of the jacket. The Outlast Seattle jacket and trousers come in sizes S-5XL. The jacket retails at £199.99 including VAT, and the matching trousers at £179.99. Call The Key Collection on 0117 971 9200 or visit www.thekeycollection.co.uk for details. South East Biker Magazine • www.southeastbiker.co.uk

MARTELLO SIDECARS

Gone, but not forgotten

Like vinyl records and camera film, the sidecar looked like it was consigned to history just making appearances in museums and books. But the concept has slowly crept back under the radar and is now cool again in certain hipster circles. Steven Lancaster fills us in on a local sidecar manufacturer and the club that keeps the name alive…

ack in 1983 when I first joined the West Hythe Aschmann Cologne MCC (WHAC) the development of the Martello sidecar had mostly already taken place and sidecar production had commenced to order. Hence, as a young solo rider first venturing out onto the club rally and European touring scene, the Martello sidecar story was, for me, already part and parcel of the club and its activities from the very beginning. I remember fondly my initial 1983 tour of Germany with WHAC club members, which included Len and Dave and their Martello outfits, and the general positive reception the Martello outfits received. On club rallies in the UK in particular, the memories of the sidecar slalom riding competitions with Dave and Len competing against each other for 1st place at the London Sidecar Rally remain vivid to this day. It was also at this time that I first saw ‘Moby Dick’. However, for me personally at the time, as a committed solo rider over the next 30 odd years, they remained in the background as an interesting addition to club life. Over the last 5 years, with the sad loss of both Len and Dave, the general demise of the WHAC MCC and my forthcoming early retirement I began to look for other interests and projects to fill my time. One outcome of this search was to get a dog, nothing dramatic but a choice which I knew would curtail my 24

solo riding somewhat. It was however the combination of several factors which ultimately led to me obtaining Dave’s 1975 GL1000/Martello outfit in March 2015. As the outfit was brought as a non-runner I took up the challenge as ‘a rights of passage’ to collect the outfit on the back of a low loader and only commence my outfit riding career once I had earned it by getting the outfit up and running and through its first MOT since 2008. It was during this initial period, while working on the outfit and talking to several of the older club members for advice and information, that I first began to appreciate the roll that the Martello sidecar development played, on several levels, and how it interlinked with the WHAC club story. Hence, I began to research and produce this history file. With the 40th anniversary of the WHAC due in 2015/16, it became a pivotal focus to complete the Martello history as a foundation and reference document to allow a later WHAC specific history to be produced. As with most things the work expanded to fill the available time and resources but I can say I have enjoyed taking ‘Martello’ to a fair range of friendly and open people over the preceding few months. In 1965 Clifford Day produced his first home designed and built fibreglass sidecar. Between 1975 and 1977 the WHAC club was formed and by 1981 the first two prototypes of ‘Moby Dick’ were produced. In 1982 Kent Martello Sidecar initial production run commenced with the first advertising brochures. The mid 1980s saw the peak of production, with

December 2016-January 2017 • South East Biker Magazine

MARTELLO SIDECARS

sidecars made to order. Due to the economic conditions and other factors, production had ceased by 1995 and the moulds were broken up. And that could have been that, another small British motorcycle business gone and forgotten. However, having been a member of the WHAC since the early 1980’s and recently obtained two of the original batch of Martello sidecars, I have researched and tracked all the Martello sidecars made as far as possible up to the present date. The result of this research was a history file detailing the general Martello sidecar

development history and records which track each individual’s sidecar history. Over the last year, as a group of Martello owners, we have developed an associated Facebook page (martellosidecarownersgroup), held a 30 year reunion last May and have shown the sidecars as various local events. Some of the remaining Martello sidecars are becoming increasingly difficult to track down and I am hoping I can generate new leads in tracking down the remaining sidecars. If you have any information, please email me: steven_lancaster@ yahoo.com or Ted Cheer who is on the national committee of the Federation of Sidecar Club, www.sidecars.org.uk. Thank you to Steven, who can supply a more in depth history of the Martello, and the other owners of the club who have contributed information. MARTELLO SIDECAR PRODUCTION RUN SUMMARY 1980 Creation of test plug from Cliff Day moulds 1980/81 Development of pre-production mould (Lens and Malcolms shells) 1982 First Production batch run (Dave Clark, Stan Ching, Les Bray) 1983 Further refinement of design to passenger canopy. 1984 Mid term production runs to order (approx 21 off) 1988 Final Martello production shells (Dave Johnson and Paul Ennis) 1988 30z special produced 1995 Single passenger canopy manufactured – intended for ‘Moby Dick’. 1995 Final decision to cease production and moulds broken up.

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BOOK REVIEWS

Vincent Motorcycles – The Untold Story since 1946 By Philippe Guyony

THE STORY OF THE FIRST SUPERBIKE Despite only nine years of production, Vincents continue to be ridden regularly in rallies, hard in racing, and certainly well beyond the normal lifespan of a motorcycle. This book tells the Vincent story from 1946 until the present day, including the stories of those significant individuals who helped to make Vincents such legendary machines. Very few motorcycles have carved a mark in history like the Vincent V-twin, from its arrival in 1946 and up to the present day. On the road, in club racing, in drag races, or competing for land speed records, it dominated the motorcycle world, leading to the famous catchphrase coined by the factory: “The World’s Fastest Standard Motorcycle.” It was a fact, not just a slogan. Images such as that of Rollie Free, in swimming trunks, laying flat on his works-modified Black Shadow and taking the American motorcycle land speed record at Bonneville in 1948, have now passed into posterity. In fact, the big Vincent was so ahead of its time, that it continued to compete successfully, almost arrogantly, in racing until the mid-1970s, against modern bikes. No other motorcycle in the world can claim this kind of achievement. Following the premature ending of Vincent production, Fritz Egli’s 1967 Egli-Vincent was the first chassis completely redesigned for a Vincent in 21 years. Egli’s machine inspired numerous builders for several generations and this book traces, holistically, the story of all those motorcycles in the broad context of the classic and modern history of the Vincent. This books helps you understand how the flame of passion still burns brightly today. The 1000 Vincent was the first superbike, capable of out performing any other motorcycle for around 26

20 years after it went out of production. Even today, a well-prepared machine can still challenge modern bikes on the racetrack • Explains how the Vincent 998cc V-twin became a ‘living legend’. • Discusses why and how the brand declined into bankruptcy, despite engineering excellence. • Read how and why the 1000 Vincent inspired, and continues to inspire, generations of mechanics and engineers. • Explains why the 1000 Vincent gave birth to so many specials over a 70 year period. • See how Fritz Egli transformed the Vincent, and his effect on the Japanese motorcycle industry. • Unravels the imbroglio of the Egli-Vincent production model and replicas over a 45 year period, the most copied bike ever. • Reveals why the design is still capable and competitive today, on track and on the road. • Discover the Vincent racers that proudly and successfully stood-up to modern motorcycles until the late 1970s. • Presents a comprehensive view of Vincent derivatives up to the present day, including café racers, choppers, and bobbers. • Considers the future of Vincent. This is a beautiful book to treasure and we have a SEALED COPY AVAILABLE FOR ONE READER. The normal RRP is £100 but we will donate any proceeds to the Air Ambulance as part of the MotoRecycle scheme. If you would like this copy please send an email with maximum amount you would like to donate for the book to nick@southeastbiker.co.uk. Whoever has offered the most by January 31st 2017 will receive the book via registered post.

Under Asian Skies By Sam Manicom

NEW EDITION WITH EXTRA TEXT AND PHOTOGRAPHY When Sam set off to spend a year riding the length of Africa on a motorcycle, he had only been riding for three months and had no idea whether he’d survive the trip! He learned the hard but the motorcycle travel bug

December 2016-January 2017 • South East Biker Magazine

BOOK REVIEWS had bitten and he was hooked. Africa wasn’t enough so Sam headed off for Asia and a totally different experience. Sam says “There’s a magical, captivating, buzz about being on the road under Asian skies. As I motorcycled across the continents, I was constantly challenged by things I’d never dreamt could happen. Things I thought I knew well were changed by the adventures. The stunning beauty of the land enthralled, and the people were an enigma; they were fascinating. There was no end to the adventures I could have and I sought them with my eyes wide-open, or they came to me! This world of ours is amazing and biking is a stunning way to see it. I’m incredibly lucky to have been able to share, though briefly, other people’s homes, their dreams, their lands, their cultures and their travels”. Under Asian Skies is a beautifully written book that captures the spirit of adventure travel by bike, both for those who have gone off and done it and those who have only got as far as the local bike meet. The paperbook is £13.99 from www.sam-manicom. com and is also available on Kindle and audiobook. You can find Sam selling his books at many of the motorbike shows and he is available for talks. Go and have a chat, he is a top man! We have a signed copy for one lucky reader. If you would like to win it, simply send an email to nick@southeastbiker.co.uk answering the following question by January 31st 2017. Which brand of motorcycle has Sam used on his travels?

The BSA Bantam Bible By Peter Henshaw

160 PAGES • 167 COLOUR AND B&W PICTURES • Year-by-year, change-by-change evolution details • A complete history of the Bantam • How it came about – postwar reparations from Germany • Bantam cousins – Harley and Russian ‘Bantams’ • Success! – the early years • Growing up – the 148cc and 175cc Bantams • Tragedy – lack of development leads to decline • What might have been – could the Bantam have survived? • Useful contacts The BSA Bantam Bible covers the year-by-year evolution of the BSA Bantam, a simple commuter bike that thousands learnt to ride on. It became the standard GPO ‘telegram bike’ in the 1950s and South East Biker Magazine • www.southeastbiker.co.uk

was a huge success, with 100,000 built in the first four years of production. The BSA Bantam is one of the definitive postwar British bikes, perhaps THE definitive British lightweight built after World War II. It was certainly the most popular, with over 400,000 built over a 23-year production run — in the first four years, production broke all records. Yet it would die a lingering death, production fizzling out in the early 1970s as a neglected model of a manufacturer more concerned with building big, fast road-burning bikes. The Bantam might never have happened without World War II. The prewar DKW RT125 was offered to the Allies as reparations, taken up and produced in USEFUL INFO In East Germany it was the USA, USSR, even Japan! SUZUKI revived as the MZ, and inVAN Britain itVAN surfaced publicly in 1948 as the BSAcapacity Bantam, a very simple little 123cc Engine 199cc 4-stroke, single cylinder air-cooled, two-stroke, Engine with rudimentary electrics, no rear SOHC Electronic ignition (Transistorised) suspension Ignition and a lot of charm. Fuel system Fuel injection The little bike became part of Britain’s social history. Starter Electric Thousands of people learnt to ride on a Bantam, or Transmission 5-speed constant had their first pillion experience on one, or rode mesh one Drive Chain delivering telegrams for what was the GPO. Although Power 12.00kW @to 8000rpm (16.09hp)† many of those learners progressed bigger, faster Torque up two 15.00N.m @ 6500rpm (11.06lb.ft)† bikes, then gave wheels for family life, they Overall length 2140mm won’t have forgotten the Bantam, which explains why width Bantam community to this 865mm there’s suchOverall a thriving day height club, the spares specialists, 1125mm — the club, Overall the racing and Wheelbase 1385mm restorers, owners and riders all over the country. This Seat height most glamorous motorcycle, 770mm might not be Britain’s Mass its fastest orKerb most flamboyant, but the Bantam128.0kg is capacity 6.5litres probably theFuel most loved. Ground clearance 220mm £30 available from www.veloce.co.uk 27

HISTORY

Racing with Mr. Laverda Rob Dixon has been a dyed in the wool Laverda fan ever since the age of sixteen. At the age of 53 he became a Laverda works rider …

n orange bike comes howling down the pit lane, basso profondo exhaust echoing off the safety wall. It comes smoothly to a halt outside our pit box with a pulsing whomp whomp, whomp and then silence as the rider flicks the kill switch, bringing two pistons to a sudden stop. The cacophony ceases instantly, creating an unsettling silence. High compression engines with light flywheels always stop absolutely dead, almost without warning, like someone turning off a light switch. It was one of those eerie moments you sometimes get during races- all the competitors are at the far side of the circuit and you get these brief voids of calm, an oasis of peace amidst the unholy din of the racetrack. The only thing I hear within the isolated confines of my Arai is the dull rhythmic thump of blood being pumped to my brain by an adrenalin stimulated heart. It’s hot and I’m wilting in the heat. Heavy, black leathers are fine for an early season club race in the North of England but desperately inappropriate for the Adriatic coast. We’re at Adria International Raceway in Northern Italy and I’m about to make my track debut for Laverda Corse, Piero Laverda’s classic race equipe. Adria autodromo is a modern track, typically small 28

like many circuits in Italy. The Laverda team have entered two bikes in a four hour endurance race, the opening round of the European Endurance Cup . The previous day I’d landed at Venice airport clutching a holdall containing leathers, boots and a helmet and not much else. Very rock ‘n’ roll. After driving to the circuit with team boss and riding partner Piero Laverda I went out for a brief practice session aboard the compact twin cylinder Laverda endurance racer and felt surprisingly at home on the technical, twisty circuit. Some tracks are like that. Francesco, one of my team mates riding the other bike had kindly showed me the ropes by allowing me to tag along behind him for a few laps. Francesco is one of those very quick riders who always look smooth and unhurried. Once he was satisfied I knew my way around the anti- clockwise circuit he cleared off into the distance and I struggled to keep him in sight. I’m always a slow learner on unfamiliar circuits. Back to race day and I’m stood nervously in the pits heart pounding and awaiting the bike to come in for refuelling and rider changeover trying to look nonchalant as if I do this kind of stuff all the time. It all started during the previous season; I’d been competing in UK events for a number of years on various Laverdas and during this period became acquainted with Piero via email. He’d brought the

December 2016-January 2017 • South East Biker Magazine

HISTORY legendary V6 endurance racer to the UK do some parade laps at a classic bike meeting and we spent most of the weekend nattering about old bikes. His comprehensive knowledge of classic English bikes surprised me and we found lots to talk about. At that time I was campaigning an Egli Laverda SFC 750 and, when Piero asked me how I was getting on competing with it, I explained I’d done ten meetings during the previous season, it had rained at every one of them and perhaps it was time to quit. Piero, who is very tactile, put his arm around me in a fatherly fashion and said “Bob, why don’t you come and race with Laverda Corse in Italy, I think you’ll find the weather much better”. At first I thought he was joking, but the conspiratorial twinkle in his eye suggested he was serious. Without thinking of the consequences I just said “Yes, I’d love to you”. It isn’t every day an opportunity to make a childhood dream come true drops in your lap and there didn’t seem much point in over-analysing the situation. I’d been invited to join the Laverda team, a marque I’d been besotted with ever since I was a spotty schoolboy with a picture of a 750 SF on my bedroom wall. No is not the answer when Mr. Laverda invites you to his very exclusive party. Back at the racetrack and Piero barks an order in my ear and I’m thumbing the starter and the bike explodes back into life. “Go, go, go!”, shouts Mr. Laverda and next thing I’m gassing the bike down the pit lane at the sort of speed which would have you excluded from a UK race meeting. But this is Italy and they do things differently here. In fact the safety marshal at the end of the pit lane is gesticulating wildly, using both arms in expansive upward scooping movements, encouraging me to get a move on. He’s looking backwards down the track over my shoulder and can see the coast is clear for me to join the melee out on the circuit. Dry mouthed, I’m not looking behind me to do any form of risk assessment, instead I’m focussed 150 metres in front getting a bead on a suitable turnin point and praying I don’t miss the apex on this, the South East Biker Magazine • www.southeastbiker.co.uk

first corner of my first race for Laverda Corse. I must have been doing over ninety miles an hour when I exited the pit lane and as the hastilyassessed turn-in point enters my peripheral vision I pitch the bike hard over to the left and peel into the long, long left hander, knee grazing the tarmac concentrating hard on my exit line but also conscious of the substantial crowd of Italian race fans in the high grandstand over to my right. I was grinning from ear to ear as I peeled right into the infield section and immediately started to feel relaxed. I was here, in Italy, riding a works bike for Mr. Laverda’s race team. Does life get any better than this? Not for me it doesn’t. The following day I queued up at security at Venice aeroporto to catch my flight back to reality and I must admit to feeling pretty good when the luggage X-ray picked up two large silver cups packed carefully inside the leathers, one for winning the 500 class and the other a team award. The security guard looked unimpressed before raising a quizzical eyebrow for a moment and then shrugged his shoulders and allowed me through the barrier. I continued to make appearances with Laverda Corse for three wonderful seasons. Towards the end I built my own bike and would drive my van and caravan across Europe to take part in the championship. For some reason I became the team’s de facto chef on raceday, an irony which did not escape me. An Englishman cooking for ten or twelve Italians in their own country has a surreal slant to it. I don’t recall any complaints and they always left clean plates so presumably it wasn’t that bad. And did it ever rain? No, of course not. 29

TRAIL RIDERS FELLOWSHIP

Tales of the Trails

A weekend trip to Wales for some motorbike riding, nothing unusual in that except we managed to spend a day exploring the deserted trails and back lanes with Bob from Adventureride. Josh and Nick hit the trails…

ales is a pretty epic motorcycling destination for road riding, with virtually deserted tarmac and superb scenery. Having spoken to Bob Dixon, who provides articles on the TRF and green laning, we decided some trail riding was in order so we booked up a day with his company Adventureride. Based in Shropshire (yes, I had to look where it is on the map), Adventureride run accompanied trips around the beautiful and largely unspoilt area that runs along the Wales/England border. 30

As we were on our road bikes, we had arranged to hire a pair of Bob’s GasGas 250s for the day. These machines were spot on

for the job, fine on the road with enough oomph to keep up with the occasional bit of traffic, and light enough to inspire confidence when venturing off onto gravel or the mud. We were really inpressed with how easy the bikes were to ride and the tyres seemed to have the perfect amount of grip for both tarmac and more challenging surfaces. You are welcome to take your own motorbike, but obviously both you and the machine need to be able to cope with the varying conditions which the GasGas bikes handled perfectly.

December 2016-January 2017 • South East Biker Magazine

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USEFUL INFO

SUZUKI VAN VAN Engine capacity 199cc Engine 4-stroke, single cylinder air-cooled, SOHC Ignition Electronic ignition (Transistorised) Fuel system Fuel injection Starter Electric Transmission 5-speed constant mesh Drive Chain Power 12.00kW @ 8000rpm (16.09hp)† Torque 15.00N.m @ 6500rpm (11.06lb.ft)† Overall length 2140mm Overall width 865mm Overall height 1125mm Wheelbase 1385mm Seat height 770mm Kerb Mass 128.0kg Fuel capacity 6.5litres Ground clearance 220mm South East Biker Magazine • www.southeastbiker.co.uk

TRAIL RIDERS FELLOWSHIP

Bob lent us some off road kit as were mainly kitted out for road riding, but you could wear whatever is comfortable and suitable for the conditions. We had a chat about our riding experience and Bob ran through the basics of what we would encounter. He could then adjust the route to suit our abilities. Bob reckons there are at least three full day’s worth of routes just in that area alone, so he can find riding suitable for all abilities. We set off on a drizzly saturday morning, winding our way along tiny backroads through villages and hamlets that seemed to be from another era. The first trail we hit had a river crossing so it was literally in at the deep end! Bob explained the technique and showed us the best way to cross, which was pretty handy as you have no idea how deep a river is or where the hazards lie. The weather brightened up and the rest of the morning was spent tackling a wide range of terrain, from gravelly trails, stony riverbeds and slopes, muddy wooded sections to more open hill top rides. We rode through farm yards, across fields and dipped down through 32

little gaps in the hedges that led onto hidden tracks, barely used by the look of some of them. Bob is a font of all knowledge, filling us in on the history of the drover’s trails and the Iron Age hillforts that dominate some of the higher ground. In fact, I could quite happily have settled for less riding and more historical background as it is a fascinating part of the world. But with limited time we had to press on. After refuelling the bikes and ourselves in a small, pretty town, we set off again and the riding became even more spectacular. We headed up onto the hills, along the famous Offa’s Dyke, and criss crossed from England into Wales and back. Towards the end of the afternoon we rode up and over Long Mynd, part of the Shropshire Hills, and a simply stunning area of the country. Stopping to admire the awesome views and absorb the lovely peace and quiet that envelopes the region, you realise how busy and hectic it is in the South East. Shropshire is the least populated inland county in England and makes it a wonderful area to stay and play. By the end of the day we had covered

around 100 miles, on all sorts of terrain. We were knackered but felt brilliant as trail riding is a great way of not only seeing countryside that can be inaccessible but is a good workout too. A day out with Bob Dixon is the perfect way to introduce yourself to trail riding or simply have a fantastic riding experience without all the usual interruptions of dozey drivers on their phones and traffic jams. He particularly caters for novices, with shorter taster sessions including bike and kit from £99. You can’t go far wrong for that. It’s not for everyone, but if you fancy trying something different biking wise, Adventureride is a great place to start. Why not make a short holiday out of it? The area can be easily reached from the South East in half a day and there is plenty of good value accommodation at sensible prices. We booked a log cabin in the hills (but near a pub!) through AirBnB for a couple of nights. Waking up to the incredible views is well worth the trip alone. All the information can be found at www.adventureride.co.uk or call 07508 847986.

December 2016-January 2017 • South East Biker Magazine

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CLASSIC CORNER

Eyeing up the bikes for sale at Romney Marsh in the Bikemart.

Classic Bikes. WHERE to Buy? If you’ve decided to shell out on a complete bike, it’s important to make sure you’re getting the right machine for your money. Julie Diplock runs through some of the terms commonly used with pre-1980 bikes.

riginality is a major factor in the price of a classic, and one of the key indicators of this is matching engine and frame numbers. What you are looking for is proof of originality, that the machine still has the same engine and frame that it left the factory with. What constitutes matching numbers varies between manufacturers. Some, including post-war Triumph and Norton, will have the same engine and frame number whereas other makes such as BSA did not. Different makers had different assembly line methods, so with some the bike was not stamped until it was complete, whilst others took pre-stamped engines and frames from the shelf. Do your research 34

via Owners Clubs or the VMCC, but don’t forget, a replacement frame or engine could have been supplied and be stamped by the dealer to the original number. It’s rare to find matching numbers with models that were commonly used for racing, such as Velocettes or Nortons. As with any vehicle, if the frame number doesn’t match the V5, or is undecipherable then be prepared for trouble. Certainly, if the machine needs to be MOT’d this could present a problem. Ideally, you’ll be looking at a bike with its original registration number, as this points to it being a genuine machine, rather than one built up from bits. If the number is not transferrable, which will be shown on the V5, then this should be reflected in the price; it

probably indicates the machine was off the road for some time, and has possibly been rebuilt and then re-registered and the original number recovered. An age-related number is allocated to a machine that’s been registered where it hasn’t been possible to prove the identity of the bike, but it can be shown to be from a specific year. Blocks of numbers that weren’t allocated back in the day (many from sparsely occupied areas such as the Scottish Highlands) are used, and the number will probably be non-transferrable. If the bike has a Q plate (the registration starts with ‘Q’) this can make it difficult to insure, as it denotes it’s been built from spares and is not original or it’s been imported, stolen and recovered or is ex-military. If there are no documents, and the

December 2016-January 2017 • South East Biker Magazine

CLASSIC CORNER machine doesn’t appear to be registered then caveat emptor! Depending on your outlook, history can be a deciding factor. It’s great if the bike comes with original documentation, such as precomputerisation logbooks, often referred to by their colour, ‘buff’ or ‘green’, or original receipts, but this isn’t always available. If you’ve decided on a particular model, then try to get hold of the manufacturer’s spares list so you can check for originality; tinware can be expensive and difficult to get hold of. Reprints are available from quite a few suppliers, including my website www. classicmotorcyclebooks.co.uk . A restoration cannot be undone, but unless a motorcycle has been in a museum or stored for many years then it’s unlikely to have survived without being restored. A machine advertised as an older restoration can be a good buy, as it should be usable and have that desirable patina of age. If originality is of high importance to you, then it will be worth looking at imports, as large numbers of Triumphs and BSAs were exported new during the fifties, sixties and seventies. Many are now re-imported from the USA in an extremely original condition, as they haven’t been exposed to British winters. WHERE TO BUY If you are confident with your mechanical abilities then buying privately, from the small ads or eBay or the internet is a good bet. Many club magazines feature small ads, but be prepared to make journeys to view machines that weren’t what you were expecting. One person’s definition of good condition can be at odds with yours! Generally, if I see a bike I like then I’ll offer the asking price, unless it appears vastly inflated. I’ve found this engenders good-will with the seller, and any spares are

More goodies for sale in the bikejumble. Photos Julie Diplock

often included. Buying at a bikejumble or a dealers or a traditional auction allows you to view a selection of bikes with no commitment, but you’ll be in competition with other buyers. Autojumbles are always a good place to make contact with specialists and suppliers, many, such as Ardingly, Ashford, Kempton Park or Romney Marsh have dedicated BikeMart areas for non-traders to sell complete bikes. If outdoors it’s generally possible to hear them running, and there’s usually an expert ‘rivet-counter’ on hand to point out anything nonstandard! Many prefer to buy from a dealer, and although you’ll pay a premium you will have the advantage of their expertise, and the chance to view the machines in one place. Using a dealer with their own workshop facilities should ensure they can correctly report on the condition of the bike, and also be able to carry out ongoing servicing if you’re

not mechanically minded. You also have more comeback with an established dealer if the bike turns out not to be as expected. Buying at auction is an attractive way to buy, with a good auction attracting hundreds of lots so a great opportunity to compare bikes side by side. However, you do need to do your homework in advance, both on the likely commission and on any machines that take your eye. Generally it won’t be possible to hear the engine running, and you don’t have much comeback if the machine doesn’t meet you expectations, unless it can be proved to have been misdescribed. At auction you do have the satisfaction of knowing you’ve paid the open market value, however you’ll be competing in a global market. Auctioneer websites such as Bonhams are a useful tool for researching prices. Hope this gets you thinking, good hunting!

CONTACTS

CLASSIC BIKE DEALERS: Cosmo Classic Motorcycles, Hastings www.cosmoclassic.co.uk; Andy Tiernan Classics, Suffolk www.andybuysbikes.com; Verralls, Handcross www.verralls.com. AUCTIONEERS: Bonhams www.bonhams.com; Cheffins www.cheffins.co.uk; H&H www. handh.co.uk. AUTOJUMBLES IN THE SOUTH EAST: Ardingly, Ashford and Romney Marsh www.elk-promotions.co.uk; Kempton Park www.kemptonparkautojumble.co.uk; International West Kent Run (August) www.iwkr.co.uk. MAGAZINES: Classic Bike www.classicbike.co.uk ; The Vintage Motor Cycle Club (VMCC) Journal, national club for al makes of bike over 25 years old. Good range of private adverts in their monthly magazine. www.vmcc.net; Old Bike Mart (OBM) available by Subscription Only www.oldbikemart.co.uk. Julie Diplock runs ELK Promotions, who organise the Classic Shows and Bikejumbles at Ardingly, Ashford and Romney Marsh. www.elk-promotions.co.uk

South East Biker Magazine • www.southeastbiker.co.uk

COMMUNITY

‘Hapless Biker’ Donates Royalties to Blood Bike Charity We know it’s not in the South East, but it’s a great cause and Kevin has supported SEB in the past…

evin Turner, author of the Hapless Biker series of travel books (as featured in SEB), will be donating his royalties to Shropshire and Staffordshire Blood Bikes (SSBB) — his local group of life-saving riders — for all book sales from 1 November 2016 to 30 April 2017. Kevin’s publisher, Veloce Publishing, will match the author’s sales royalties, essentially doubling Kevin’s donation. Kevin’s books, Bonjour! Is This Italy? and From Crystal Palace to Red Square tell of his adventures throughout Europe, Scandinavia and into Russia, first riding a Suzuki SV650S and then on his ’02 Kawasaki Ninja. Explaining why he’d chosen to donate to this worthwhile cause, Kevin said: “I really wanted to do a charity ride or a sponsored adventure, but I have twin boys that have just turned two and finding time for a big ride was out of the question. But I realised I could essentially recycle my past journeys in the sense of donating the sales from my books; it’s not quite as exciting as getting out on the road but at the end of the day, it’s about supporting my local Blood Bikers, not going on holiday.” 36

SSBB is a volunteer service, providing emergency transportation of blood products, for free, to NHS hospitals across Shropshire, Staffordshire and South Cheshire. Nigel Howells, Fleet Manager at SSBB said: “Shropshire and Staffordshire Blood Bikes rely on donations to maintain our machines and support our riders. Our riders embark on mini-adventures every time they head off on a potentially life-saving journey; although we like to think we’re a little better prepared than Kevin seems to be! We’re delighted to accept this donation; we’re sure readers will enjoy Kevin’s entertaining books while at the same time supporting our life-saving work.” If you’d like to support Shropshire and Staffordshire Blood Bikes and enjoy a good read in the process, Kevin’s books and e-books, Bonjour! Is This Italy? and From Crystal Palace to Red Square are available to buy from Amazon. You can find more information about them on Kevin’s website www.haplessbiker.com E-mail: bergwerg@hotmail.co.uk Telephone: 07944 500883

December 2016-January 2017 • South East Biker Magazine

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