Motorcycle Monthly April 2017

GET UP TO SPEED

IT’S STAFFORD SHOW TIME!

INSIDE: Huge FREE guide to the BEST show ever

April 2017

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DESERT SLED! Ducati gets retro in style

REVEALED:

Honda’s V4 plans.

The complete bike!

GOTCHA:

Spy shots: 2018’s KTM 790 Duke!

FIRST RIDE Mobile phone crack down

Honda’s new Blade is back on track!

▼

TESTED:

It’s great news for every single motorcyclist on British roads. The Government has announced a brutal crack down on dozy drivers who use their mobile phone at the wheel.

The raft of new measures sees the immediate penalties dished out by the police to those caught making calls, using smart phones or texting while driving rising sharply.

More details on page 6

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NEWS 3

Spy Shots: Here’s KTM’s 790 Duke in FINAL bodywork and styling!

The 2018 bike caught out in final phase of testing and it’s being ridden against a couple of its main competitors on Spanish roads right now.

These exclusive pictures of the new 2018 KTM 790 Duke undergoing final tests give you the clearest indication yet of what the bike will look like when it is officially unveiled later on this year.

The bike, caught by our spy snapper outside a KTM building during the first week of March, was ridden in what we believe are suspension tests in a comparison test with a current 690 Duke and the old Triumph 675cc Street Triple. The new Duke will have to compete for market space and sales against the new Triumph Street Triple 765cc next year.

The new parallel-twin (called the LC8c – with the lower case c standing for ‘compact’) motor uses a 270º crank and is controlled via a ride-by-wire set-up.

Exhaust-wise, the new bike is getting a two-into-one that snakes under the bike and around the swingarm before exiting under the pillion seat.

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The exhaust can looks to be very compact and tucked out of the way.

As we first told you, there will be two versions of this bike – the first will be an A2, basic spec version (that’s what’s photographed here, identifiable from the lower-spec J.Juan calipers), the second will be a R version which will be the higherspec bike that goes toe-to-toe against the 121bhp Street Triple 765RS. One point still being tweaked in the bodywork is the flyscreen. Mounted directly above the split headlights, the flyscreen on this bike we caught out and about has been extended up for more wind protection when on the move. Whether this stays the same on the finished bike remains to be seen but given how good the overall wind protection is on the new Street Triple 765 it’s entirely plausible that KTM is using the remaining development time it has on this model to up the amount of protection on the new bike.

That’s one big jump Police in California are investigating this huge jump over a busy freeway that happened at the start of March.

Rider Kyle Katsandris jumped Freeway 60 in Moreno Valley, California – once footage of the stunt was uploaded to Instagram the police started an investigation into what happened. The moral of the story is: if you’re going to break the law then it’s probably best not to film it then publish it online...

Tyga’s new VFR400 kit Check out this gorgeous bodykit from Thai company Tyga that brings the iconic Honda VFR400 NC30 and NC35 right up to date. The kit comes in two types, GRP and Carbon – the fairings are one-piece units and come fitted with the aggressive looking LED lights.

There’s also an entire seat unit with its own subframe and road-legal lights and numberplate holder, available also in GRP and carbon options.

Prices top out at £915 for the LED lights-fitted carbon NC35 fairing.

The Panigale ‘Blue Shark’ cafe racer Built by Andy Matter, CEO of Parts World in Switzerland, the bike is a stripped-down Ducati superbike with proper cafe racer-style singlesided swingarm and sculpted tank.

Suspension parts, radial calipers and Akrapovic, WSB exhausts are all kept off the original bike, too. We love this.

Motor Cycle Monthly, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Email: editorial@motorcyclemonthly.co.uk

Editor Tony Carter Editorial design Fran Lovely Publisher Dan Savage Picture desk Paul Fincham, Jonathan Schofield Production editor Dan Sharp Divisional advertising manager Martin Freeman 01507 529538 Advertising Zoe Thurling 01507 529412 Sam Dearie 01507 529583 Kate Hayes 01507 529411 Advertising deadline for May issue Thursday, April 6, 2017 Distribution 01507 529529

Marketing manager Charlotte Park Commercial director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-7pm, Saturday 8.30am-12.30pm

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4 NEWS

Heeads up!

Suuzuki and KTM step into the ‘augmented’ visor technology game – one factory makes a public announcement, the other hides its plans away in a scooter patent. But both are goinng to give us helmets linked to our bikes in the near future.

Above: Suzuki’s system is shown on a scooter but will appear on larger motoorcycles also.

Suzuki’s plan (above) KTM’s below.

Honda and Hitachi

Over the past month both Suzuki and KTM have dipped more than a toe in to the augmented visor market with plans that will see riders able to get live information beamed directly to the inside of the visor as they ride.

And while KTM’s link-up, via parent company Pierer Industrie, with American firm Nuviz was widely reported in the USA, Suzuki’s future plans have only now been uncovered

by Motor Cycle Monthly, hidden away in a scooter patent.

The KTM/Nuviz tech will use a system bolted to the outside of a helmet that will project information like speed, sat nav routes and hazard warnings in real time to the rider.

American news outlets have reported that Pierer Industrie has invested $5m in the San Diego technology firm. Nuviz says that it is planning to bring a working consumer model of the tech to the market in the first half of this year (so they haven’t got long left...).

“This strategic investment is very exciting for Nuviz as it is a testament to our technology leadership in the HUD and connected riding space, and further emphasizes the demand and need for the user experiences we have set out to create,” said Nuviz founder and chief strategy officer Malte Laass.

And whilst the news was making helmet-shaped waves across the motorcycling world, Suzuki was quietly getting its patent filed for the factory’s own smart visor tech.

want to get the deal squared away by March and that the resulting new company will have set-ups in Japan, China and the USA (which, in turn, will see all three bases sell product and make the bikes).

While this may be the boost that is needed to get the gorgeous Honda RC-E concept (above) off the ground, we suspect that initially the new technology will be focused mostly on cars. It’s only a small step from there through to bikes though, and let’s face it, we all want to see a pukka Honda electric superbike.

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This is what the KTM/Nuviz system will look like as you ride.

Suzuki’s on-board system will be fitted to a variety of motorcycles (not just the scooter that was shown in the designs filed) and – in addition to the same raft of information as the KTM design will give – will also feature a live, real-time link up to rear facing cameras mounted on the back of a bike!

The Japanese set-up will use a small screen and projector to feed information on to the inside of the motorcyclist’s visor.

It will also use a third of the visible visor space to project footage live from a video camera mounted just under the pillion seat.

But here’s where it’s really clever: the system is active and turns the camera to face in the same direction as you’re looking. So if you look into a left hand turn the rear-facing camera turns to its right. The patent says that this creates a view which the brain can make more immediate sense of, rather than it just being a live image of the road immediately behind the cornering bike.

Suzuki Japan did try to squirrel this tech away on a scooter design but in terms of what Suzuki does, this

Harley-Davidson launches new Road King Bagger This is the new Bagger version of Harley-Davidson’s Road King.

Newly revealed by Harley-Davidson, the bike costs £19,995 for an all-black scheme. The olive colour you see here and the blue, red and Candy Custom options will cost a touch more.

The bike gets short ape-style handlebars and hard panniers and in the ride-quality department the rear shocks and forks have been tweaked to make things smoother on the move.

Honda is teaming up with Hitachi to develop the next generation of electric motorcycles – and the agreement is being underwritten with a substantial £35 MILLION of what will be, effectively, start-up cash.

Both businesses have signed what they are calling a ‘memorandum of understanding’ which outlines how both of them are heavily getting into creating something electric (and, one would hope, serious) that we will be able to ride in the near future. Honda and Hitachi say that they both

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is pretty normal. All major design developments for tech which will be put on other models and various sizes of bikes in a future range are often first filed on Suzuki scooters but appear later on as part of a bigger bike tech range.

This is the first time that a major manufacturer has shown a system like this under its own banner with no other manufacturer of the in-helmet tech stepping in, with Suzuki factoring in the system to an upcoming large scooter it won’t be long until we see this sort of thing on a motorcycle proper.

NEWS 5

Evel Knievel’s famous jumpsuit and diamondencrusted walking cane are up for auction!

All hail the King of the Stuntmen and bask in the big-jump glow of the great man’s big collar jumpsuit and supercool cane.

If you’re an Evel Knievel fan then it’s time to raid the piggybank because the world’s most famous stunt man’s most recognisable bits of personal kit are up for auction right now through the Heritage Capital Corporation, based in Dallas, USA. Knievel’s iconic 1972 jumpsuit (this was the suit that he first appeared in

with the famous ‘V’ line of stars on his chest instead of the previous ‘X’, the white leather and the oversized collar and cuffs plus the zip-in flares) and his diamond-topped, golddetailed walking cane with secret compartment for carrying liquor (usually Wild Turkey in Knievel’s case) are now on sale.

At the time of writing the King of the Stuntmen’s suit is currently sitting at $30,000 (£23,898) with the cane at $17,000 (£13,542).

Piaggio’s intelligent mobile luggage (!)

John McGuinness – A Life Behind The Bars A must-watch for TT fanss

The world’s best place for superbikes from the 1970s, 80s & 90s

www.classicmechanics.com

An absolute legend on the roads, John McGuinness has scored 23 TT wins in his career and is still considered as one of the men to beat around the 37.75-mile Mountain course.

And now Honda has made this video, A Life Behind The Bars, that delves into the life of the Morecambe Missile, where he talks about his childhood, the major influences on his

career and just what it takes to become a multi-TT winner.

To watch the 10 minute-long film just log on to: MoreBikes. co.uk and type ‘McGuinness’ in the search bar.

It’s only a concept, it’s being put forward by people who usually make scooters and own Aprilia and it’s got a degree of artificial intelligence. This is the KILO (three wheel) and GITA (two wheel) project from Piaggio.

These mobile suitcases know where they are in the real world thanks to a plethora of sensors constantly monitoring their surroundings. The system can also follow a person if that person is wearing a belt that’s also loaded with sensors which relay movement information back to the ball-on-wheels.

There’s nothing about price or when these might actually appear, it’s just an idea and all that – but given that this is a spacial-aware intelligent bit of tech, how long before what’s tested here finds some of its way onto things with two wheels?

6 NEWS

Government cracking down on motorists using mobile phones As of the first of this month (March), if you’re caught using a phone within two years of passing your test you’ll have your licence revoked – and if you’ve been driving longer than two years and you get caught, you can expect six points and a £200 fine.

What is the law?

It is illegal to ride a motorcycle or drive while using a hand-held device.

The same rules continue to apply even if you are sitting stationary at traffic lights and when queuing in traffic too. It is also illegal to use a hand-held device when supervising a learner driver or rider.

The new rules in England, Scotland and Wales mean that new drivers who get six points (or more) will be required to retake both their practical and theory tests; while more experienced drivers can be banned if they accrue 12 points in three years.

Transport Secretary Chris Grayling said: “It may seem innocent, but holding and using your phone at the wheel risks serious injury and even death to yourself and other road users. Doubling penalties will act as a deterrent to motorists tempted to pick up their phone while driving. Repeat offenders could find themselves banned if they are caught twice.”

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Implementing these tougher punishments, police forces will be leading a seven-day crackdown, with extra patrols and an “increased focus” on people who are using their phones while driving. This will be accompanied by a high-profile, hard-hitting advertising campaign.

Classic Racer’s latest issue out now!

Great news! The latest issue of the excellent Classic Racer magazine has just hit the shops, so get your rush on for a fantastic fix of the true greats of racing.

The issue is packed with big names and brilliant articles from the best writers and experts in the business. There’s hundreds of photos from back in the day in every issue and plenty of never-seen-before facts and figures that you just don’t get anywhere else, too.

Wes Cooley, the man who stormed the world with Pops Yoshimura in his corner on super-quick Suzukis is the main cover star this time

A WHOLE YEAR OF BIKING FOR JUST

and inside there’s features on the outstanding Transatlantic Trophy from tthe 1970s, the awesome Newcombe Konig 500 and the 1974 SpaFrancorchamps 500GP race.

F If you don’t want the hassle of heading to the newsagents for the h magazine then click here to subscribe: m www.classicmagazines.co.uk/issue/CR w

We’re up to issue 100 of the free motorcycle news App from MoreBikes.co.uk (our digital sibling) and getting hold of it (and every single update and new issue that we make) is as simple as clicking a couple of buttons. To get the latest issue of the new-look app, no matter what platform you use, just click on the following addresses that are relevant for your device:

Where to get it MoreBikes Apple iOS: http://mrtns.uk/morebikesios MoreBikes Google Play Android: http://mrtns.uk/ morebikesandroid MoreBikes Amazon Kindle Fire: http://mrtns.uk/ morebikeskindle

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8 WHAT’S ON: To get your event on these pages email jclements@mortons.co.uk Prices in for GSX250R

What’s On: the essential dates MARCH 22 MCE Insurance British Superbike Championship Pre-Season Test Day, Donington Park, Castle Donington, Derby DE74 2RP // www.donington -park.co.uk/events/motorcycle 25 REOC Charity Autojumble, Willoughby Village Hall CV23 8BX (Warwickshire) 25 VMCC (Somerset Section) Indoor/ Outdoor autojumble, Bath and West Showground, Shepton Mallet, Somerset BA4 6QN // Tel: 01934 813638 // tinyurl.com/hrljjqq 25 LE Velo Northampton, Plume of Feathers, Weedon Bec NN7 4QR // Tel: 01604 499858 25 Men of Kent Autojumble, Dunkirk Village Hall, Dunkirk near Canterbury, Kent ME13 9LF // Tel. 07789 606686 to book stalls.

25-26 Sixth Manchester Bike Show, including the NW Classic Bike Show EventCity, adjacent to the Trafford Centre, Manchester M41 7TB // www.manchesterbike show.com // Tel. 01484 667776 // info@manchesterbikeshow.com 26 Ace Cafe London, Scooter Sunday + Rayleigh Chopper Meet // www.ace-cafelondon.com 26 Straightliners, Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants NN29 7XA // www.straightlinersonline.co.uk // Tel: 01484 718164.

26 Classic Motorcycle Show, Cafe Plus, High Street, Baldock SG7 6AX // Tel: 07963 609143.

26 Autojumble, The Clitheroe Auction Mart, Lincoln Way, Clitheroe, BB7 1QW // www.hoylespromotions.co.uk

26 Classic Motorcycle & Vehicle Day, Coalhouse Fort, E. Tilbury, Essex RM18 8PB // Tel. 01375 844203 // www.coalhousefort.co.uk 30 LE Velo Lancs & S Lakes, Burnsall //Tel: 01772 782516.

APRIL

1 Rufforth Autojumble, Rufforth Park, York // Tel: 01904 738620 // www.rufforthautojumble.com 2 Ace Cafe London, Bike Day // www.ace-cafe-london.com 2 Normous Newark Autojumble, Newark Showground, Newark, Notts NG24 2NY // www.newarkautojumble.co.uk 2 South of England Classic Show & Bikejumble South of England Showground, Ardingly, West Sussex RH17 6TL // www.elk-promotions.co.uk 2 Malvern Classic Motorcycle Show & Jumble, Three Counties Showground, Wye Halls and Outside, Malvern, Worcs. WR13 6NW // Tel: 01484 667776 // www.classicshows.org // Email: info@classicshows.org 2 Classic Motorcycle Show. The Waggon & Horses, 27 High Street, Graveley, Hitchin SG4 7LE // Tel: 07963 609143.

8-9 25th Annual South Wales Sunbeam Motorcycle Show, Llanishen High School, Cardiff CF14 5Y // Tel: 01443 435125 // www.southwalessunbeammcc.co.uk 9 Garstang Autojumble, Hamilton House Farm (on A586, off A6) Garstang, Preston PR3 0TB // Tel: Ian Sherrard 07836 331324 (day) or 01772 323654 (6pm-8pm) // Email: info@garstangautojumbles. co.uk // www.garstangauto jumbles.co.uk

9 Ace Cafe London, British & Classic Bike Day + BSA Special // www.ace-cafe-london.com 9 Sunbeam MCC third Oxon/Bucks Run, Chinnor, Oxon // Tel: Andy Middleton 01844 352844 // Email: apmiddleton@ btinternet.com 9 LE Velo Lancs & S Lakes, West Lancs Lt Railway, Hesketh Bank // Tel: 01772 782516 9 Prescott Bike Festival & Prescott Hill Climb, Gotherington, near Cheltenham GL52 9RD // www.prescottbikefestival.co.uk 9 Nottingham Triumph Owners Motorcycle Club – Bottesford Easter Egg Run, Red Lion PH, Bottesford NG13 0DE // Tel: 01780 762531 or 07790 583082.

9 Kenley Autojumble, The Portcullis Club, Kenley Airfield, Victor Beamish Avenue, Caterham, Surrey // Tel: 07772 169524 or 07971 823314 // www.facebook.com/ KenleyAutojumble 9 Bike Show at The Yorkshire Waterways Museum, Dutch River Side, Goole DN14 5TB // Tel: 01405 768730.

9 Squires Annual Easter Egg Run. Squires Bike Cafe, Newthorpe Lane, Sherburn in Elmet LS25 5LX // Tel: 07804 493412 // www.facebook.com/ events/1125537594232694.

12 Bike Night, The Plough Inn Town Street, South Leverton DN22 0BT // Tel: 01427 880323.

14-16 Festival of Power, Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants NN29 7XA // www.santapod.com 15 South Midlands Autojumble, Rosson-Wye Livestock Centre, Oveross, Ross-on-Wye HR9 7QQ // Tel: 01989 750731 // See us on Facebook

Suzuki has just announced an RRP of £4299 for the new GSX250R. The GSX250R Suzuki’s is an A2 licencefriendly machine that comes with a 248cc parallel-twin engine built for good low and midrange power.

Available in black, Suzuki has also announced a version dressed in Suzuki’s eye-catching MotoGP livery, which will cost £100 more at £4399 when bikes arrive in Suzuki dealerships in April.

It’s Stafford show time!

And Bayliss is here!

This bumper edition of MCM means that the countdown to the biggest and best classic bike show in the world has begun. The big news this year is that Aussie superbike superstar Troy Bayliss will be coming over as the event’s star guest. Plus, there’s the usual packed halls of trade stands, rows of autojumble stalls, the best machines on club stands and concours displays, live action and restoration advice. Head to pages 20 through to 46 for the latest show news and previews, and at the centre of this issue is a 12-page pullout show guide. You can get more information – including how to buy tickets – at: staffordclassicbikeshows. com

Get up to speed daily

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NEWS 11

✮ WIN WIN WIN WIN WIN WIN! ✮

A WHOLE YEAR OF BIKING FOR JUST

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Four nights TT accommodation for two people Last of the Monkeys

It’s where we stay when we go to the TT every year.

It’s brilliant and your bike is absolutely secure. And here’s your chance to win it for FREE. We’ve teamed up with the lovely people at Metzeler this month to offer you the chance to win a four night stay for two people at the famous Metzeler Village during the 2017 Isle of Man TT. A great option for TT fans who haven’t booked their accommodation for TT2017 yet, the Metzeler Village is based in the unique setting of the National Sports Centre on the outside of Quarterbridge, Douglas (for the fifth consecutive year).

The site is five minutes’ ride outside of Douglas and within easy walking distance of the TT course itself.

Effectively ‘glamping’ for bikers,

the village has proven popular with visitors from the UK and beyond for its location, simplicity and great facilities.

This brilliant prize package includes: ● Tent accommodation ● Sleeping bags ● Airbeds ● Pillows ● Breakfast Facilities include excellent washing/ shower facilities, 24-hour secure motorcycle parking, free Wi-Fi and a chill-out zone with satellite TV. Sofas and hammocks let fans relax after an intense day full of watching the race action and riding the Mountain circuit.

The Metzeler Village will be open f from June 1 to June 10 and the winner will be able to choose when w tthey would like to stay. For more iin nformation on the Metzeler Village, iin ncluding how to book, visit www.metzelervillage.com w To be in with a chance of winning th his fantastic prize, simply visit www.morebikes.co.uk and fill in w yyour details on the competition eentry form.

For full terms and conditions, vvisit www.morebikes.co.uk. The ccompetition closes April 21, 2017.

Good luck.

G

Fans of the original Get up to Monkey Bike will speed daily be delighted to hear that, as of today, Honda has released it’s final version of the small motorcycle commemorating the first factory mini-bike.

As part of a range of modern Monkeys made to look just like the original 1967 model, Honda has released this final colour red-andwhite bike with fetching tartan-esque seat material.

The tiny tearaway costs just over £2.5k (that’s us converting the Japanese price into pounds, there’s no news about it going on sale in Europe, so far).

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12 LAUNCH REPORT

Ducati’s Desert Sled Scrambler: Living up to the hype

Strangely, ‘Desert Sled’ isn’t Latin for Yamaha XT. The term, apparently, originates from the USA in the 60s and 70s, where heavy 500cc+ bikes were modified for desert sorties.

Ducati was also keen to mention its victory in the 1969 Baja rally during the press briefing – there was a tangible sense of off-road importance to this presentation, which was a good thing.

LAUNCH REPORT 13

Words: Alastair Fagan Photography: Milagro Just days after Ducati announced another record-breaking year for the Bologna factory in 2016, we were riding a new version of its pivotal sales success in Almeria, Spain.

The Scrambler family has sold 32,000 units during the first two years of its existence (about 16,000 each year) and ensured Ducati featured in the global top 10 for the first time in 2015. And now, with the Desert Sled, the Scrambler dynasty has something completely different to offer to the masses.

This isn’t just another Scrambler derivative with token amenities.

To cope with stresses and strains of off-roading, the steel trellis frame features extra tubing on the left that runs parallel with the shock mount.

There’s also additional beefing-up and structural reinforcing around the swingarm pivot that’s designed to reduce unwanted forces on the engine. More perceptible changes

include a 19in front wheel, and the tawdry 41mm non-adjustable forks featured on previous Scramblers have made way for all-new fully adjustable KYB 46mm forks – likewise, a new shock. Both ends boast a hefty 200mm of travel, and wheelbase has been lengthened by 25mm to 1505mm for grip and stability.

While the Scrambler range has proven to be a popular platform for entry-level riders and whimsical urban types, its diminutive stature has often deterred man-size pilots.

Ducati’s original target demographic – somewhat older than anticipated – proved drastically wide of the mark.

Bologna’s engineers have raised the Desert Sled’s saddle to 860mm (there’s also an 840mm option) but that shouldn’t discourage the vertically challenged among us either.

The Desert Sled’s all-new saddle is thinner, particularly at the front, and its new suspension is much softer for obvious reasons, offsetting the higher seat with a comforting amount of sag when mounting.

TECH SPEC Ducati’s Desert Sled Scrambler Price: £9395 (+£100 for white) Engine: 803cc, air/oil-cooled, V-twin Power: 75bhp @ 8250rpm Torque: 68Nm @ 5750rpm Transmission: 6-speed, chain final drive Frame: Tubular steel trellis Brakes: (F) 4-piston radial caliper, 330mm disc: (R) Single piston caliper, 245mm disc, switchable ABS. Suspension: (F) 46mm KYB fork, fully adjustable: (R) Monoshock, adjustable for rebound and preload Tyres: Pirelli Scorpion Rally STR (F) 120/70 R19: (R) 170/60 R17 Wheelbase: 1505mm Seat height: 860mm Fuel capacity: 13.5 litres Kerb weight: 207kg Contact: www.ducatiuk.com

14 LAUNCH REPORT

Ducati claims the 803cc air/oilcooled L-twin brags identical power and torque figures as before, despite Euro 4 compliance, and no internals were altered in the process – only exhaust catalyst and canisters are new, plus necessary ECU tweaks for emissions. There’s a joke in there somewhere, but…

Given its heritage and inspiration, it was no real surprise that Ducati chose a desert to launch the Desert Sled – more specifically, a spaghetti western locale in the mountains surrounding Sierra Nevada. With scant detail on the test ride, we were told to bring off-road boots and suitable attire, and I was soon glad I packed my Alpinestars Tech10s. Meandering out of the launch venue on dusty tracks, the Desert Sled’s new handlebars and grown-up ergonomics were immediately palpable, akin to a motocross bike’s riding position with plenty of room to manoeuvre around the cockpit. The only dispute I had with ergonomics was the protruding trellis frame fouling my right boot in search of the rear brake lever, which only truly came into fruition when panic braking later in the day.

Those opening stages to our relationship highlighted that it still feels very much like a Scrambler, only a more spacious and friendlier version. Regardless of the Sled’s abundance of aforementioned upgrades, perhaps the most pertinent was its new throttle action. A progressive cam situated in the throttle housing provides a vastly softer response during initial

openings, culling power and softening the ceremony. Previous Scramblers were renowned for their abrupt delivery, which often unsettled the bike in stop/start urban climes. The Desert Sled is infinitely smoother, allowing the power to be smothered on any surface beneath. Despite provocation, not once did I wish for traction control or any other form of electronic assistance.

Which was handy given the technical environment and deep sand we soon tackled: miles and miles of deserted trails usually reserved for pukka enduro steeds and buggies, although the Sled felt perfectly at home. There are plenty of people who will question the absurdity of offroading a perfectly decent £9000 bike, yet this is one of very few road-based motorcycles I have ever ridd den that inspires such confidence.

Notwithstanding the 191kkg dry weight (around 20kg heavieer than other Scramblers), it’s a bikee that backs up its looks with auth hentic

£100

How much extra cash the white paint option costs

pedigree, sifting through the sand with consummate ease. There’s an innate, almost supernatural balance, which belies its bulk and works beautifully alongside the newfound lenient power delivery, and no doubt the de rigueur 19in front wheel and Pirelli Scorpion Rally tyres ably assist, too. Also worth mentioning is the switchable ABS, which proved extremely handy during the desert forays.

Anyway, onto the road, where 99.9% of Desert Sleds will spend 100% of their time: there isn’t a better test of machine than the roads around Almeria, rich in every corner imaginable and readily available to punish poor handling in a jiffy.

Punching from corner to corner, it’s clear the off-road enhancements have made little diff fference to its ff tarmac etiquette. Aggain hiding its weight supremely, it takes little encouragement to fl flick from side to side, with copiou us amounts of leverage supplied by the bigger ’bars.

Steering is somewhat lazier than previously, though there can’t be many other bikes that weigh 190kg yet ride like they weigh 130kg, partly owing to its suspension: this new KYB kit lends the Sled a beautifully controlled stroke at either end, specifically the front. Okay, there’s no hiding the soft set-up, but this only exudes a mass of mechanical grip and the ability to absorb anything thrown underneath.

Not only does it steer with surprising pace, it also steers with precision and neutrality, and I was never wanting more from the chassis throughout the day. But the Desert Sled isn’t a bike that belongs on the side of the tyre.

As with any knobbly off-road tyre, there has to be certain compromises

on the Tarmac, and there’s a dull hesitancy seeping through the ’bars to warn you of the limits of adhesion.

Ducati reckoned that tyre pressures were dropped by 5psi to assist in the desert sections, which could explain the big-lean shimmies, but even at committed speeds, none of us had issues with ground clearance.

In a world where electronics have engulfed modern motorcycling, there’s something deeply satisfying with riding undiluted bikes. No buttons to press, no modes to faff around with, and only a humble dash to study; it’s pleasing that Ducati hasn’t over-complicated the DS and furnished it with pointless gizmos. As mentioned, the only real change in the drive department is that progressive throttle. Maybe I’m too much of a hard-nosed journo but there’s no doubt this Scrambler has lost some of its clout, most prominent when punching out of a turn. Previous Scramblers had a penchant for providing a rewarding instant hit, though that’s been culled for the Sled and you’re often left hankering for more from the motor at the bottomend. Yes, it proved practical in the sand, but it’s unquestionably slower.

If you’ve yet to sample the Scrambler’s 803cc motor, it’s a very modern, free-revving, yet basic lump, bereft of vibes and idiosyncrasies and a doddle to manage. Making most sense above 4000rpm and below 8000rpm, its claimed 75bhp fuels superbly and is now content at pootling on and off the throttle. Will we see a smaller capacity version of the Desert Sled, like the Sixty2? Not according to the Scrambler staff on the launch, who understand that the DS is a big boys’ toy.

LAUNCH REPORT 15 EXHAUST

It’s a stainless steel muffler mated to aluminium tail pipes.

Available at the end of March, the Desert Sled will cost you £9395 in red, although I don’t know why you’d want anything but the white, which is an extra £100. My only concern for UK buyers is the lack of dusty fire roads and appropriate single tracks to fully exploit its potential. Make no mistake; the Desert Sled isn’t an enduro bike, not even a trail bike, but Ducati has accidentally stumbled upon an inexpensive do-it-all adventure bike with colossal competence, even if long distance jaunts could become problematic with that puny 13.5 litre tank and poor wind protection.

Maybe the desert-derived looks aren’t to everyone’s taste but I’d highly recommend opting for this model over the rest of the Scrambler family.

Like the majority of this modern retro sector, the Desert Sled is all about cosmetics. Purchase decisions are often swayed way before reading reviews, but Ducati’s latest creation has the minerals to offset the hype, plus an innovative elegance that’s not previously been offered in a Scrambler. Put simply, it’s a bigger, better, more versatile member of the Scrambler family, with supplementary riding abilities.

OFF-ROAD ASPIRATIONS The front mudguard is raised up for clearance and off-road ability.

MOTORING IT

RAISING THE BAR FUEL SUPPLY Aluminium handlebars get strong cross-strut.

An 803cc air/oil-cooled V-twin kicks out 75bhp.

The petrol tank is a fairly small 13.5 litres.

IN THE FRAME Reinforced tubular steel frame.

SIT DOWN

Dedicated ribbed seat gives a riding height of 860mm.

RUBBER

The bike comes with Pirelli Scorpion Rally STR tyres.

16 NEWS

REVEALED!

Here’s the OFFICIAL design drawings for Honda’s V4 superbike.

1

It’s got a rear ‘wing’, single seat and looks like a suped-up Blade.

It’s real. It’s the V4. It’s real. That truly was worth saying twice. The reason? These actual, finished drawings of the bike from Honda itself. Real designs, real details, really want to ride it. Oh boy...

Here are the official patents filed by Honda for its upcoming V4 superbike.

Yes, these are 100% real. These images come from inside Honda’s R&D department. It’s the V4 that will appear in the firm’s line-up to bridge the gap between the new Fireblade SP2 and the super-exclusive RC213V-S MotoGP-bike-for-the-road.

Cleverly, Honda filed the patents under a description for a redesign on the footrest hangers rather than registering these patents as anything to do with a motorcycle in an attempt to keep things quiet, but this article now exposes the secrets for you.

The designs were filed in such a way

as to make the whole package look like some basic metal changes to an anonymous Honda vehicle, but a small part of the overall design outline relating to these documents has to show other factors of the motorcycle, namely the routing of the exhaust pipe from the rear cylinder of the motor – it’s this pipe that also has to be slightly altered to take in the footrest changes, too. The drawings also have to show an outline of the motorcycle that both the exhaust routing and aero bodywork relate to.

And that’s how we’ve got our hands on these official designs for the finished V4 superbike.

Complete detail

So what these ‘hidden’ official drawings show us is several aspects of the V4 superbike. And they are:

Sport attitude

PIC 1: The side-on view of the complete bike (above). Note these things: the engine outline as a dotted line which is marked like this because it’s hidden away behind the bodywork. It’s clearly a V – also note the number of pipes from the front cylinder and the pipes out the back cylinder which snake back around on themselves before joining up with the main, single low-mounted exhaust.

2

Above and left: The V4 was hidden behind a footrest design that shows the routing for the rear cylinder’s exhausts.

The aggressive, forward slanted stance of the bike is evident in the outline of the subframe, which runs all the way down from the back of the bike to the top of the motor. There’s no bulky frame shown in the drawings either, the motor is a super-strong stressed member negating heavy frame parts.

PIC 2: Here (left) is the top view of the new footrest design showing the two pipes from the rear of the motor and how they route to run behind the right footrest (the pipes are item 29R).

PIC 3: The large rear single seat unit. Other views on the patent spend a lot of time describing the way the air flows through a ‘wing’ built into the rear unit (in the drawings below, the top of the ‘wing’ is item 43b; the gap for the air to flow through is item 45b). This is, so far, the only nod towards aero on the future model but given the length and width of the seat unit, plus the detailed description of how the air can travel down through the seat unit, it’s a major factor in the V4’s development.

3

NEWS 17 From underneath it’s easy to see how the seat unit ‘wings’ give the bike’s tail a unique look that helps it slip through the air.

A WHOLE YEAR OF BIKING FOR JUST

£10

Call 01507 529529 or go to www.classicmagazines.co.uk/mcm20

Ducati gets into art If you just can’t get enough Ducati in your life, there’s now a range of art based around the Bologna bikes that’d probably be just about perfect for you.

Ducati has teamed up with art outfit BeArty to produce a range of motorcycle-related fine art prints.

BeArty, the online art marketplace based in London has now become the sole licensee for the official Ducati art collection.

You can see how compact the footrest and pivot point is.

4

Take a tour of Honda’s virtual museum

PIC 4: Item 48 in the drawing shows the side air-flow vents in finished position as the seat unit will be made.

In the side-on design, top left, you can clearly see the air-flow through the unit which is shown as two dotted lines with an arrow at the end of each out of the back of the unit. There are also lesser air-flow routes shown at the base of the seat unit.

And then THIS drawing turns up, too!

Not only did we get the FIRST set of drawings for the V4 from Honda’s designers, two days after the first batch appeared THESE additions were made.

MCM was also sent this extra design for the V4 which shows a bit more detail in the seat unit including where the bike’s brake light will go and there’s more detail in how the air will flow out through the seat unit and under the wing.

In the image you can see the new side-on view of the bike. What’s different in this image to what we’ve already shown you is featured in numbers 41 and 50. 41 (in the red loop) shows the tail-light unit and 50 (in the blue loop) is what Honda calls the ‘straightening plate’ which is attached under the seat.

The ‘straightening plate’ is fitted to the underside of the seat unit and, in the description for the design, it’s referred to as a heat shield which helps to divert hot air directly from the engine out of the back of the bike. The term used to describe the plate actually is ‘heat shield’, which seems a bit extreme given that it’s so far away from the exhaust and engine – but that’s what it’s been labelled with.

In addition to this drawing, a second one from the same batch of designs shows how the tail-light sits with some added detail into the strengthened wing sections and ‘straightening plate’.

Do you fancy killing a bit of time with a virtual tour of the Honda Museum?

It’s great. You can virtually walk around all three floors and have a look at some iconic motorcycles (including GP bikes and WSB machines).

If, like us, you could look at bikes all day then be warned that this likely to take up more of your morning/ afternoon/evening than you first thought. Go to: MoreBikes.co.uk and search ‘virtual’.

Tamiya to release 1/6 model kit of Honda Africa Twin!

If you are one of the many fans of the Honda Africa Twin then here’s something to fill up your evenings when you can’t get out on your bike (or even if you just really fancy having one and can’t afford it yet).

Top model firm Tamiya is soon releasing this latest kit, a 1/6 scale model of the hugely popular Honda.

The full kit includes everything you need to build the small version of the capable on/off roader including plastic parts, rubber tyres, cabling and waterslide decals.

We’ve not got a UK price for this kit yet, but it looks pretty good to us.

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18 PROJECT RGV PART TWO

Gluing g it all toge together T idea was there, and The so were the parts to make itt happen. Now it’s time too put all the bits together aand build a motorcycle...

W Words: Tony Carter Phhotography: Joe Dick

The rear pipe routing was a tad tight with such a large rear tyre on the superbike rim. It missed rubber by millimetres!

In last month’s issue, I took you through the start of Project RGV, going from the original idea scratched out on the back of an invoice for a 1994 Suzuki RGV250 to the point where we had some parts bolted together in the workshop.

With the tiny chassis now painted in a tidy gloss black and fitted with that achingly sweet Aprilia RS250 swingarm, 2004 Suzuki GSX-R1000 front end and the OZ race wheels from a 2004 Honda Fireblade – plus the quite frankly massive 320mm front Brembo discs, radially mounted calipers and svelte underslung rear caliper – the whole project had finally started to look like a motorcycle.

Mostly, that’s down to the skills of Nigel Kimber at NK Racing: a man who has the patience of a saint, especially when dealing with a magazine editor who has an idea that just won’t go away. A big thing I didn’t like about the original RGV250 (and this is my fifth one) was the

skinny tyres and wheels; it just didn’t look right to me. At the time of its popularity, the RGV was sold as a mini-GP bike. It certainly looked good as long as you didn’t take too much notice of the 140 section rear tyre and 110 section front, but here on our project was something altogether more meaty.

Yes, I’ve already come in for criticism for fitting a pair of wheels to the 250 that will take a 190 section rear tyre and 120 front. There appear to be plenty of experts out there who can’t wait to tell me how I’ve ruined the handling on the bike and how I’ve robbed it of the very qualities that made the 250 such a fun bike to ride.

They claim that the wheels won’t turn as easily, that the cornering abilities of a housefly that so dominated the reasons for getting a 250 on the road will be nullified by the bigger rubber.

Will it though? Remember, this is nothing more than theory. I haven’t ridden the bike yet and haven’t been

PROJECT RGV PART TWO 19

able to find anyone else who’s tried anything quite like this so I can’t say anything for sure, and won’t be able to until the first test ride. But, armed with nothing more than a couple of ideas and pretty big spanners, I can’t quite see how the bike’s handling will slow down.

The new front end has the same rake and trail as the original; apart from a few millimetres here or there the wheelbase is still the same; and as for weight – the new wheels and brakes are considerably lighter than the original parts that went before, by a total of four kilograms all-in. The wheels are 17-inchers instead of the original 17 front and 18 rear, but apart from that there shouldn’t be much difference. And the real trick will have come in changing both wheels – fitting a matching pair that have been designed to work together and with the bigger brakes should ease any potential problems with handling.

Previously, there have been quite a few specials built with a larger rear wheel but the same front. When that happens, the added grip and mass of the wheel at the back tends to push the front wheel and that will – if you’ll pardon the expression – properly bugger up the handling. So, as set in my mind as the bigger wheels were, I did do some asking around to see what others thought. Through this job I’ve met some serious mechanical brains and armed with a theory and little else I collared a recently retired HRC test rider I’ve known for some years now, Mr Dave Hancock.

24

The footrests are custom-made, the KOSO dash combines modern and retro and with the white wheels and white bodywork the planned Suzuki paint job is now delayed. The bike looks pretty factory-cool with the white and black!

In his working career, How much Dave (who helped the original lighter (in kg) develop FireBlade) earned his the project is living by developing and testing the over a stock Hondas we got to see over a span of more than bike 25 years. If anyone would

TECH SPEC Project Suzuki RGV250 Frame: Original 1994 Suzuki RGV250 Subframe: Tyga, replaces the original unit Engine: Original 1994 Suzuki RGV250 with new top-end Exhaust: Tyga race exhausts with brushed aluminium end cans, replaces original Suzuki exhausts Chassis parts: Rear wheel: OZ Racing 2004 Honda Fireblade 190/50 x 17 Front wheel: OZ Racing 2004 Honda Fireblade 120/70 x 17 (replaces: original 110/70 x 17) Rear hugger: Carbon RS250 Front mudguard: Carbon 2004 GSX-R1000 Swingarm: Aprilia RS250 with NK Racing paddock stand acceptors welded on, replaces original Suzuki tri-arm Rear shock: Nitron NTR Race built to rider’s specification, replaces original KYB stock item Front forks: 2004 Suzuki GSX-R1000 43mm fully adjustable upside-down with K-Tech cartridge system fitted internally to replace original KYB 38mm upside-down forks Bodywork/ancillaries: Full Tyga carbon body kit including front light. Tyga lightweight seat unit with separate back pad. Custom-made lightweight NK Racing footrests, Tyga race screen. Handlebars PP racing 50mm, KOSO GPStyle RX1N with white tacho replaces standard three-dial Suzuki unit Braking: Brembo 19 RCS radial brake master cylinder brake and lever Front brake discs: 320mm Brembo HPK, front brake calipers Brembo Radial HPK that replace original Tokico original units Rear brake: Underslung Brembo RS250 item, replaces original Suzuki Tokico brake caliper Original bike: 1994 Suzuki RGV250P VJ22 Power: 64bhp Weight now: 112kg

be able to give me a definitive idea of whether my idea would actually work it was him. “Yep, no problem,” Dave said when I explained the plan: “What you’ll find is that, with the changes you’re making, the bike will turn into corners easily as well as it did on the original heavy wheels and Bridgestone Cyrox tyres. The new parts you’re fitting to the bike might actually let it turn in a bit faster than stock given that the set-up is less heavy, too. But the benefit will come most of all when the bike is leant right over in turns. On its side it’ll be very stable because of the bigger tyre footprint. It should be good fun.”

Now, I’ll be honest with you. Up until he’d said that to me I was seriously starting to doubt whether this project would really work, but after getting the seal of approval from an HRC test rider, well, there was no stopping me. The idea was now ratified by a man who really knows about this sort of thing. If he said it’ll work, then it’ll work. And, here’s the rub; with the wheels, massive 320mm brakes, chunky radial calipers and suspension in the tiny chassis – and the small motor almost lost in the wrap-around frame – it just looks right. The bigger tyres and wheels fit the bill nicely and, with the beefy brakes gloriously on show, the RGV now looks much more like the 250GP machines that were axed by the loons at Dorna, the company that looks after the MotoGP championship.

Originally, I’d wanted to perhaps put a 500cc two-stroke motor in this bike, but once I was told that the 250s were to be phased out I was so outraged I decided there and then to keep this bike as a 250. It turns out around 64bhp on the dyno.

It’s plenty for the sort of roads the RGV was always a weapon on. This is my homage, then, to one of the truly great racing classes and I cast a pox on the person who made the decision to rob us of 250cc GP exotica. Besides, the 500 will have to go into the next project bike...

Back to this one, and with the wheels, brakes, suspension and swingarm changed it was time to focus on the other parts, the ancillaries, before adding the bike’s ‘look’. The motor had already been given its new top-end but essentials like mudguards and huggers, chain and two-stroke autolube bottle, smaller battery and footrests needed to go on. On top of that, the exhausts need fitting. I’m using Tyga pipes and end-cans for the project and they really are incredibly lightweight, tipping the scales at just 3.5kg for the pair instead of the original unit’s 11kg complete weight. That’s a huge saving right there.

I’ve also stuck with Tyga for the bodywork kit which is made from carbon fibre (so, again, it’s incredibly lightweight) for two reasons; it looked like a current GP motorcycle and was road legal. Although Tyga does bodykits built entirely for track work, the Thailand-based company’s road

kits come with tiny light units front and rear to keep you on the right side of the law here in Blighty! The quality is high, but fitting such a svelte seat unit to the firm’s subframe is tricky.

Incorporated in the tiny unit is the two-stroke bottle, battery housing and remote adjuster for the rear suspension unit. The whole unit itself is sealed with a close-fitting undertray to keep everything inside dry and away from the grime flung up by riding on the road.

When it came to the two-piece fairing there was patience needed to sort out the mounting brackets, side-stand access and lining the whole thing up. Because the Tyga set-up is so light and thin there was a very real worry during fitting that the whole thing could be bent, cracked or damaged in some serious way with little effort. As it turned out, the Tyga fairing and seat unit were surprisingly resilient while we fitted and pulled all the pieces around.

With the bodywork on, the bike looks a million quid, exactly what you’d expect from a modern 250cc two-stroke road machine, if one from a big manufacturer still existed. But we’re not finished yet. Getting the bike to this stage has been relatively easy, but it’s not that the final niggles and clean-up issues have surfaced.

We’ve got to make a bracket for the KOSO digital dash because it needs to be buried further into the back of the nose of the bike than the original chunky instruments. That’s no big deal in itself, but there’s a more substantial issue to sort at the back end of the bike where we’ve found that the gorgeous exhausts now just, just, miss the rear tyre. The bigger wheel and swingarm change have taken up those crucial millimetres which means we will have to cut the rear pipe and extend it ever so slightly.

Despite this, it really is ‘so far, so good’. The bike looks the business, has come together with much more ease than I ever thought possible. All we’ve got to do now is sort out the niggles before it gets out on track for its first test. Then we’ll see how well the theories work in practice.

Thanks to NK Racing: nkracing.co.uk Nitron: nitron.co.uk K-Tech Racing: k-tech.uk.com Tyga and Aprilia bodywork: jap4performance.com and thetuningworks.com Brembo Mode Performance: 01327 855999

20 THE CAROLE NASH INTERNATIONAL CLASSIC MOTORCYCLE SHOW

Muriel Hind and the Blue Devil The Stafford show is always a place that attracts the most wonderful (and sometimes weird) machines in the world, and this April sees one such example on display having not been to the UK mainland for more than 50 years...

It’s Stafford show time!

This year’s Carole Nash International Classic MotorCycle Show is another jam-packed two-day affair, and there can be few places in the world where classic bike enthusiasts can go and enjoy so much in one place at one time.

For 2017, it all takes place on Saturday and Sunday, April 22-23, at Staffordshire County Showground and among the many highlights will surely be the several hundred trade stands and autojumble plots that will pack into every corner of the venue offering all the bits and pieces you could possibly imagine.

There’s also plenty to see on club stands, in private entry displays and outside in the Classic Racer GP Paddock, Classic Dirt Bike Experience and classic motorcycle cavalcade.

And on stage being interviewed throughout the weekend will be threetime World Superbike champion Troy Bayliss, and wrapping up proceedings on Sunday is Bonham’s recordbreaking Stafford Spring Sale.

Within this issue of Motor Cycle Monthly there are a series of preview articles to give you a fuller flavour of what to expect, and a 12-page pullout Show Guide in the centre should provide all the information you need either ahead of the event or during the weekend itself.

Words: James Robinson, editor of The Classic MotorCycle Born in May 1880 (some reports say 1882) in Dorset, Muriel Hind was orphaned young, then raised by close relatives including Uncle Edward, one of England’s prominent early pioneer motorcyclists.

Initially, Muriel was a keen cyclist, before discovering motorcycling and acquiring a 2hp Singer Motorwheel, a 198cc engine-in-an-alloy-wheel that mounted in place of the rear wheel in a sturdy bicycle frame.

Muriel’s was in a dropped frame ladies-type cycle; Miss Hind was always keen to look ‘appropriate’ and always dressed the same; hat held in place with a veil, ankle length coat over equally lengthy skirts and button up boots.

The initial Singer gave way to a 2½hp model, then a 3hp job, and by 1905 she was a member of the MCC (Motor Cycling Club) and competed in events, by now in a Singer Tricar, including the London-Edinburgh Trial and the Land’s End to John O’Groats Trial.

Muriel – now domiciled in London – was becoming well-known on the scene and in 1907 had sufficient influence for AW Wall of Roc to build her a special V-twin machine, with her desired dropped (ladies type) frame. Next, there was a relationship with the Rex company of Coventry, this time as test rider, demonstrator

and works rider. She had various Rex V-twins before the machine which we are able to welcome to the show – The Blue Devil. By now, she also had a column in Motor Cycling.

Built in 1910, the Blue Devil was the fastest machine Muriel had ever ridden and was described as being ‘the devil’s own job’ to start. So a blue devil was painted on its petrol tank. Muriel had a special affection for the bespoke motorcycle but her competition career was drawing to a close. In 1912, she married Richard

Lord of the Rex motor company. The Blue Devil was robbed of its engine to power a giant lawn mower to cut the grass at their Wall Hill Hall, Coventry, home.

In the 1950s, it was acquired by Murray’s Motor Cycle Museum in the Isle of Man, where it has remained ever since. Now due for sympathetic recommissioning, it’s hoped the Blue Devil will ride again, in the Sunbeam MCC’s 2018 Pioneer Run. We can’t wait to see it on our main stand at the centre of the Stafford Main Hall.

THE CAROLE NASH INTERNATIONAL CLASSIC MOTORCYCLE SHOW 21 Trade and autojumble Hundreds of stands, loads to buy!

Methamon at Santa Pod’s Dragstalgia.

The Stafford show is the biggest of its kind to be found anywhere in the world. Nowhere else on earth will you find so many traders and jumblers come together to offer such a wealth of items available to buy whether it by classic bikes, or the parts, pieces, spares and accessories for them; and you can add to that riding kit, tools, cleaning gear and memorabilia.

Trade stands are spread across five large halls – including the huge Main Hall and balcony – so make sure you get your wish list drawn up in advance and give yourself enough time for a good rummage. You’ll need it, too, because outside you have rows and

rows of autojumble stalls ready and waiting to be explored.

A full exhibitor list will be posted at staffordclassicbikeshows.com prior to the event, and will also be on display on large map boards throughout the venue during the weekend.

Vintage Club to display historic sidecar machine The fascinating exhibits of the VMCC stand are always a highlight of the Stafford event, and it’s no different for April where Maurice Brierley’s Methamon will be on show. The organisation’s director Chris Illman tells us more about the legend…

Words and photography: Chris Illman It was more than 50 years ago that Hertfordshire resident Maurice Brierley hung up his leathers and retired his record-breaking supercharged Methamon Vincent Sidecar – the name derived from Methanol Burning Monster.

Between 1958 and 1966, Brierley was nigh on invincible in the field of three-wheeled sprinting, capturing around 100 outright sidecar wins and taking both class and course records whenever and wherever he competed.

These successes also included claiming two world records in 1964 and taking part in the first British International Dragfests held that same year.

Maurice was something of a character and has been likened to the archetypal ‘English eccentric’. However, he was also a very talented engineer. Having built and competed in various speed hill climbs in a home-built three-and-a-half litre Bentley Special – and after various sorties into racing motorcycles – he had the great misfortune to get sideswiped when leaving work from his job at the de Havilland factory at Hatfield. Unfortunately, this resulted in him ultimately losing his right leg.

Notwithstanding this handicap, Maurice resolved to continue riding competitively and set about building a special sidecar on which to compete in the then popular sport of motorcycle sprinting. His thought process was faultless. By fitting a sidecar, supplied especially

by Watsonian, on the ‘Wrong Side’ he would have somewhere to park his artificial leg; but it also meant that all the controls would need to be on the left side.

His choice of engine was a Vincent Twin, as spares were readily available and comparatively cheap back in the 1950s. In 1962, after developing the big twin to the point where his home-built dynamometer could no longer handle the power, he embarked on the often precarious route of supercharging. Adding a massive 1500cc Shorrocks ‘Blower’ and increasing the capacity to 1142cc necessitated a new layout involving both lengthening and lightening the chassis. The new chassis was fitted with AJS front forks (actually from a Porcupine!) and an extended Velocette swinging arm.

Because of the limitations of his dynamometer, any further development had to be conducted on the various airfields that provided the sprint community with most of their venues.

Throughout the next four years, Maurice continued to dominate the 1200cc three-wheeler class, culminating in a planned attack on the outright sidecar world speed record. Aiming for around 200mph, he secured the backing of Castrol to go to the USA for the attempt.

Classic Racer GP Paddock Hear them roar!

Maurice Brierley Tommy Ivo at the Dragfeand st.

However, at the 11th hour, Castrol backed out having spent its entire sponsorship budget on the Monte Carlo Rally – and Maurice was left without any backing. Shortly after, having achieved success on virtually every sprint course in the country, he called it a day and consigned his noble steed to museum status. To ensure that what he had learned from his experience was not lost, he wrote a small book entitled Supercharging Cars & Motorcycles which to this day is seen as essential reading for budding sprint and drag racers.

After a spell in the Shuttleworth Museum, Methamon was donated by Maurice to the Vintage Motorcycle Club’s Museum at Stanford Hall. From there it seemed to disappear off the radar for many years before turning up in the basement of the Donington Park Museum in 2010.

Dust and grime wasn’t the only effect of 45 years in storage, but apart from significant deterioration of the tyres, the machine was remarkably intact.

Before use, the entire unit including the engine was subjected to a nut and bolt rebuild and was carefully reassembled taking the utmost care to retain originality wherever possible with a view to achieving that ‘just used’ look of the mid-1960s when Maurice last rode it.

It was never envisaged that the machine be fully restored; to do so would have erased Maurice’s unique stamp.

Rather, a sympathetic recommissioning was the objective to enable it to be run again and the sight and sound to once again be enjoyed by a new generation.

Methamon is still owned by the VMCC and the machine is regularly demonstrated at key sprint and drag racing events. It is still capable of seeing off much of the competition!

Methamon is a true survivor and is an enduring reminder of a long-gone era when machines that were built in draughty sheds were capable of taking on the world – and winning!

Head out to our Classic Racer GP Paddock where famous race machines are fired up twice each day. Star guest Troy Bayliss will be on hand to give his thoughts on proceedings… that’s when he can get a word in edgeways over the deafening raw of some iconic monsters from racing’s glory days.

You can almost smell the Castrol R!

Classic Dirt Bike Experience Trials demos and off-road displays Over in the Classic Dirt Bike offroad arena there are two daily trials demonstrations hosted by Classic Dirt Bike magazine editor Tim Britton and aided by the Owd Codgers. Inside the Classic Dirt Bike hall there are static displays of some stunning historic off-road machines, along with some famous faces from days gone by.

22 HONDA FIREBLADE: 2017 WORLD LAUNCH REPORT

Honda’s new Blade:

PACKED WITH CONFIDENCE

How hard could it be? Don’t lean over too far and don’t run on; the electronics will take care of the rest, surely? APS, ABS, HESD, TBW, HSTC… so many acronyms (I counted 14) that there must be enough tech in this bike to keep even the least confident of riders upright on the latest Blade.

Words: John Milbank Photography: Zep Gori, Francesc Montero, Felix Romero On the day, and nervous as hell, I was surrounded by race professionals – I was out of my depth. Yet, realistically, I’d expect a large proportion of these bikes to be sold to road riders like you and me, so I wanted to cut through the race hyperbole and find out what a machine like this – bristling with the very latest electronic aids – is really like for an average road rider.

There are three models available – the CBR1000RR, the CBR1000RR SP and the CBR1000RR SP2. The top bike wasn’t at the launch, so the day started with a session on the RR, most easily distinguished by its black frame, before trying the SP. Both of them share the same engine and electronic rider aids that have long been awaited on the Fireblade, with the SP’s main selling point being its electronic suspension.

RUN ONE: CBR1000RR, S21 road tyres Scrawled across the page of my note pad in all caps after my first run was: “IT’S AMAZING. IT’S LIKE MY CBR6 BUT LIGHTER AND FASTER. IT’S INCREDIBLE.” I’d never felt so excited after riding something as when I first stepped off the new Fireblade.

But it’s not just the scream-inducing speed on the straights that got me – it’s also so easy to ride; so easy to make yourself feel like a hero (even as you’re being lapped by John McGuinness). The RR tips naturally into corners on the Bridgestone Battlax Hypersport S21s, the Showa suspension clearly more capable than I am.

I’d have preferred to have got time with it on the road, too – there are no potholes or cat’s eyes on Portimão’s Algarve International Circuit – but it didn’t feel stiff or jarring like a track bike can. The racers found it a little soft, so it’s easy to see this as the ‘entry-level’ suspension when the SP boasts

electronic Öhlins kit. It’s not – this is still very high-spec equipment that can be adjusted to suit your ride.

The power delivery is smooth and deceptively torquey. There are no surges, and on the start/finish straight the Honda kept driving forward – in my case to 170mph – before I had to brake for the first corner.

There’s a crest as you power onto the straight, and the lifted gently until I lost my bottle and closed the throttle. The wheelie control didn’t seem intrusive.

At no point did I feel cramped. I’m 5ft 10in, and while it was clearly a smaller machine than my 2000-model CBR600, it didn’t make my hips protest like BMW’s S1000RR. I felt safe and confident. But that diminutive size does have disadvantages – BSB rider Jason O’Halloran said that he found himself having to hold on to the bars tighter than usual due to the wind blast. This would likely be easily cured with a double-bubble screen, and

we are talking about speeds way beyond anything you’d see on the road – or tracks like Cadwell – but even I found that, above 150mph, the wind on my lower legs and feet was so strong as to make it a little more difficult to change gear.

An up and down quickshifter is standard on the SP, but an optional extra on the RR; it was fitted to our bikes, so stamping down three or four gears without touching the clutch was incredibly satisfying as the noisy titanium end-can barked. A couple of times I found the down-changes into the start/finish straight wouldn’t quite work – and I wasn’t the only one – but I was able to bring the clutch in briefly to reset it.

The faster-paced racers found it more of a problem. It seemed to be caused by not being positive enough with your boot, and I’m pretty sure that slightly adjusting the position of the selector would have been enough to cure it where I was concerned.

HONDA FIREBLADE: 2017 WORLD LAUNCH REPORT 23 RUN TWO: CBR1000RR, S21 road tyres As I learned more about the track, I was getting faster and faster. Some on test had been finding the limits of the roadbiased rubber, a couple getting spat out of the seat in a minor high-side. They didn’t crash.

Another rider had the front push as he clipped the kerb – there’s nothing that electronics could do to save that, had things gone further.

The traction control can help stop a slide, but whack the throttle open too hard and it’ll need to work more to prevent a disaster. Ride smoothly, and the electronics can interact more gently. The best example was when I started to get a bit gung ho over the crest just after turn eight – I’d been putting my weight over the front to stop the wheelies getting too high (there’s a fast left shortly after), but figured I’d give it a bit more gas. Bad idea – opening the throttle fast in second at the top of a hill would have been stupid on a 2016 Fireblade, and the 2017 bike had to cut the throttle quickly, bringing me down fast, before momentum could take me over the back. The wheelie control is aggressive when it needs to be.

The standard ‘street’ display of the TFT screen is very clear – I could quickly see my speed and gear position, despite there also being riding modes, revs, clock, gear indicator, temperature, date, odometer,

quickshifter info, and of course the usual array of indicator lights, oil etc. There’s no fuel gauge, just a reserve light, though a display does come into action showing remaining miles once you get to reserve.

The RR uses Tokico radially mounted four-piston calipers with a new pad material – they’re progressive and powerful, but I was starting to feel that they seemed a little weak as I braked hard for the tight left of turn 13. I was concerned I’d been dragging the front brake a little in the previous few corners, but I’d later understand – when riding the SP (which has Brembos) – that I just needed to increase the lever’s span. The system is so progressive that I wasn’t realising how hard I was braking (despite the sound of protest from the tyres), and was pulling hard enough to clip my bulky Knox Handroid gloves.

While the suspension is excellent, when braking late into corners the bike wanted to stand up a little; in future on track I’d increase the compression damping at the front to firm things up.

At £15,275, the new RR is slightly dearer than the outgoing 2016 SP model (£14,499).

The previous RR is currently £12,799, but you have to bear in mind that no Fireblade of any spec has ever had this level of electronic control.

TECH SPEC Honda CBR1000RR Fireblade / SP Price: £15,275 / £19,125 Engine: 999cc liquid-cooled 16-valve fourcylinder Power: 189bhp (141kW) @ 13,000rpm Torque: 84lb-ft (114Nm) @ 11,000rpm Transmission: Six-speed, chain final drive Chassis: Aluminium composite twin-spar Suspension: Preload, compression and rebound adjustable (F) Showa 43mm Big Piston fork; (R) Showa Balance Free Rear Cushion shock / (F) Öhlins 43mm NIX30 Smart-EC fork; (R) Öhlins TTX36 Smart-EC shock Brakes: Cornering ABS (F) two four-piston Tokico radial calipers; (R) Single piston Nissin caliper / (F) two four-piston Brembo radial calipers; (R) Single piston Nissin caliper Tyres: Bridgestone Battlax Hypersport S21 (F) 120/70 ZR17; (R) 190/50 ZR17 / Battlax Racing Street RS10s, but bike tested on Racing Battlax VO2 slicks Tank capacity: 16L (3.5 gallons) Seat height: 832mm [820mm] Kerb weight: 196kg [195kg] Contact: honda.co.uk/motorcycles

RUN THREE: CBR1000RR SP, VO2 slick tyres

“IT’S AMAZING. IT’S LIKE MY CBR6 BUT LIGHTER AND FASTER. IT’S INCREDIBLE.”

Our first session on the £19,125 SP was with the electronic suspension set to ‘Manual’ mode.

M1 is for track, M2 for winding roads and M3 for comfort. Within these are adjustable parameters for front and rear compression and rebound, adjustable in 20 steps (in 5% intervals).

Surprisingly, I found myself wishing I was back on the RR – this was more of a track set-up giving the firm ride that the racers wanted, but feeling a little too harsh for my road-focused behind. But I was leaning further still, egged on by the slick tyres that aren’t OE on the SP – buyers will get the Battlax Racing Street RS10s, which have less tread than the RR’s S21s.

The Bridgestone VO2s give an increased ride height thanks to their racier profile, and have more of a curve at the edges for improved surface area at high lean, but there was none of the aggressive turnin that I expected, and I was starting to get the ABS working as my speed, and hence braking, peaked.

Combined with the anti-lift control, the cornering ABS (which cannot be switched off) was a massive benefit to me, giving the confidence to brake as hard as possible. It meant I was scrubbing off speed earlier than necessary, and learning just how much further I could go. But racers were starting to grumble, saying it was getting the bike slightly out of shape as they entered turn one. On the road, it wouldn’t be a problem, and for racers at that level they’d likely disable the system or bypass it altogether. For riders like me, it’s brilliant.

Is this bike worth almost £4000 more than the RR? At this stage, I wasn’t sure. The suspension was impressive, but the Showa kit was still extremely good in comparison and felt more comfortable to me. The SP gains a titanium tank, but it’s hidden under plastic.

The quickshifter is worth having, but I’d buy it as an option on the RR, while the one-kilogram weight disadvantage wouldn’t worry me.

24 HONDA FIREBLADE: 2017 WORLD LAUNCH REPORT

RUN FOUR: CBR1000RR SP, VO2 slick tyres The final session was 45 minutes instead of 20 – a chance to try different settings on the suspension in ‘Auto’ mode. Working with data from around the bike, the system can – based on your chosen settings – make the tiniest adjustments to the damping rates as you ride, all at 100Hz. Everything can still be finetuned, and this ability to tweak the automatic suspension is a first for motorcycling; yet in typical Honda fashion, you still couldn’t go so far with your adjustments as to make a dangerous-handling machine. Öhlins claims that the interface means a rider doesn’t need to understand compression and rebound to get the best from the bike, with the three auto modes (A1 – track, A2 – winding roads and A3 – comfort) having four additional parameters, each with an adjustment range of plus and minus five – ‘General’ (overall firmness); ‘Brake’ (the nose dive character); ‘Corner’ (the feeling in turns);

‘Acceleration’ (the amount of pitching). This is a clever way of describing the objective of suspension changes, and one that does work impressively.

Either of these bikes would be absolutely awesome on any track; don’t for one second consider the RR as the ‘budget’ option. But with the electronic fork and shock, Öhlins has created a system that can be easily adjusted by anyone. For those with the money, this has to be the most accessible track tool ever built – for the first time in my life, I’ve started to want a litre-bike for track days, moving up from the 600 I used to feel so comfortable on, and finally feeling I could go into the intermediate, or even advanced groups.

Electronics have made me a faster rider. This bike has given me the confidence to consider doing the Nürburgring, able to concentrate on the world’s most complex and dangerous circuit, without worrying so much about the bike. And I’d be quite happy to ride the Honda to get there, too.

25

26 THE LAND OF MUSCLE

Secondhand muscle:

Why the Ducati Diavel should factor highly...

With the summer just around the corner you might fancy dipping your toe into the muscle cruiser market. But which is best? There’s only one way to find out.

Words: Bruce Wilson Photography: Joe Dick As a former BSB-level racer I’d like to think I can get a bike off the line quicker than most. Even more so when my bike’s got a 40bhp advantage. The Yamaha VMAX I’m sat astride is currently the fastest motorcycle from 0-60mph on the planet. And it’s faster than any production car, too. So how on earth have we just been trounced over the quarter-mile at Bruntingthorpe’s test track by a rider almost twice my age, with considerably more girth around the middle and with half my talent (come on, give me something here) riding a Diavel.

My VMAX might have 25% more power than the Ducati, but it’s just suffered a knockout akin to Mike Tyson’s stunning defeat at the hands of James ‘Buster’ Douglas.

Was it clutch drag? Poor fuelling?

Clunky gearbox? The right excuse doesn’t come quick enough before I have to face up to Tony and hear his words which cut through me like a rusty knife covered in barbed wire: “What happened there, mate?”

The truth is, I don’t even know – but I’m sure about one thing; I need a go on that Diavel.

Tale of the tape: How the Diavel beat the VMAX

Ducati’s DNA will always make sporty bikes. So where the VMAX weighs fractionally more than a small horse, the Diavel is nearly a third lighter at just 210 kilograms. To put it into context, that’s a couple of slender pillions. And where the Yamaha has a wheelbase of 1700mm – long enough to keep it stable under hard acceleration and so beat most sport bikes off the line – the Ducati measures just 1590mm; still a lot longer than a superbike, but short for a cruiser.

Plus, the Ducati has sophisticated traction control that keeps it running dead straight no matter how hard you dump the clutch.

It’s been practically unobtainable, but now I’m getting my turn as Tony hands me the Diavel's ignition fob and I make my way over to the mass of black metal, styled halfway between a street bike and stretched-out muscle cruiser. The styling is typical Ducati and long before I’ve even sat on the bike, I’ve fallen in love with this machine’s sexy curves and bold lines. Nothing looks out of place and there are just enough shiny bits strategically placed to make it feel expensive, without becoming a KitKat wrapper.

The bike’s twinstacked exhaust cans draw me in like a magpie and, despite the workmanlike welding and bizarre plastic wart on the collector box, I find myself following the flowing exhaust pipework as it worms itself towards the front of the bike before vanishing from sight beneath the Diavel’s tubular frame.

The whole bike’s packaged neatly and the cosiest of all components is the mammoth 1198cc, eight-valve, V-twin motor – a direct donor part from the Multistrada 1200, but tweaked to produce an extra 12bhp.

25

How much more % power the VMAX has over the Diavel

Everyone is raving about it

Up until now, the nearest I’ve been to riding the bike is watching it shoot off down the road on a daily basis, complete with one of my colleagues brandishing a full-face smile. To say this bike has been popular around MCM towers is a huge understatement.

It’s nestled down low between the bike’s chassis and a delicately styled belly pan which harbours the bike’s front cylinder. In a similar style to the VMAX, the Diavel’s smoothly shaped 17-litre fuel tank is a key attraction, sculpted in such a way that it’s profile flows perfectly into the scalloped single seat pod I’m about to lower myself into.

The ergonomics are perfect

I use the word ‘lower’ because that’s exactly the process required to locate you in the Diavel’s perch which sits all of 770mm high – a couple of inches less than most sports bikes. I’m 5ft 9in tall and this position feels perfect to me. Not only can I get both feet comfortably on the ground but from here I can reach out easily to the wide, roadster-style handlebars.

First impressions count and even though I’ve not yet turned a wheel on this bike, I’m liking it. The layout of the split screen instrumentation falls naturally in your eyeline – unlike on the VMAX where you’re constantly shuffling backwards to read the tiny data dash integrated into the bike’s fuel tank.

There’s no key for the ignition. Flick open the kill switch twice and the bike’s electronics spark into life. The

starter button is under the kill switch and the steering lock is electronic and switches off automatically when the ignition comes on. To switch it off you close the kill switch. To turn off the electronics you push the switch down a little further.

All very flash and guaranteed to impress anything with a Y chromosome, but it quickly becomes tiresome and you know that at some point it is going to break.

THE LAND OF MUSCLE 27 CHASSIS

In true Ducati style, the Diavel features a tubular trellis front frame, while the subframe is formed from a techno-polymer.

TRACTION CONTROL

The Diavel features no fewer than eight different levels of traction control, allowing you to customise the amount of electronic intervention you desire.

ENGINE

The Diavel uses the same engine as the popular Multistrada, with enhancements to the airbox and exhaust system. It produces 162bhp.

FORKS

RIDING MODES

Marzocchi 50mm forks work a treat on the roads and can be adjusted to suit your style.

The choice of three different power modes allows you to switch between Urban (100bhp), Touring (162bhp soft map) and Sport (162bhp full power).

WHEELS

The 240 profile rear tyre is the largest rear footprint fitted to a production bike.

Both wheels are aluminium forged, with the front tyre’s profile a more conventional 120 section.

The electronics let you ride it like a muscle bike

On sports bikes, traction control is a cover-up. Clever digital handholding that lets clumsy idiots ride like Valentino. On a muscle bike, the whole idea is brute force and clumsy ignorance of the laws of physics. Open it up as hard as you dare and let the rear tyre take care of the rest. Where the traction control on Kawasaki’s ZX-10R and BMW’s S1000R are performance aids, on the Diavel it’s largely there as a safety device. And it works. Tony left the bike’s settings in plain view for me to scrutinise. I knew this bike came with traction control, but I had no idea it featured eight different levels of it. The bike’s set in DTC 1 – minimal electronic intervention – with the power cranked to the max on Sport mode unleashing all 162bhp of this bike’s potential.

Now to try it.

Did I mention it was fast?

Bruntingthorpe, part two. My turn on the Ducati. The hydraulic clutch engages effortlessly, as does first gear.

My heart’s racing as I twist the bike’s fly-by-wire throttle, taking the revs up to 6000rpm. The VMAX is tricky off the line from these kind of revs, but I have faith in the technology.

With that, I drop the clutch and get catapulted forward at a rate that would make sport bikes run crying to their mothers – 0-60mph in 2.6 seconds. If you’re trying to fathom just how fast that is – it’s around the same pace off the line as an F1 car. It’s ripping my arms off trying to hold onto the thing and the only reprieve is when I accidentally hit the rev limiter, flinging me forward like I’ve just hit a brick wall. Second gear engaged, we’re off for more of the same. Through the gears and the traction control’s still engaging on and off, but its interaction is allowing me to keep the throttle pinned. How easy can going fast get?

TECH SPEC Ducati Diavel Engine: 1198.4cc Testastretta 11-degree, L-Twin cylinder, four-valves per cylinder, Desmodromic, liquid-cooled Maximum power: 162bhp @ 9500rpm Maximum torque: 94lb-ft @ 8000rpm Transmission: Six-speed CHASSIS/COMPONENTS Frame: Tubular steel trellis frame Suspension: (F) Marzocchi 50mm fully adjustable OUT forks; (R) Progressive linkage with fully adjustable SACHS monoshock Brakes: (F) Dual 320mm, semi-floating disc brakes with Brembo monoblock, four-piston ABS calipers; (R) Single 265mm disc with double-piston ABS caliper Wheels: Cast aluminium TYRES Front: 120/70 x 17 Rear: 240/45 x 17 DIMENSIONS/CAPACITY Seat height: 770mm Wheelbase: 1590mm Kerb weight: 207kg Fuel capacity: 17L Contact: ducatiuk.com

TECH SPEC Yamaha VMAX Engine: 16-valve, liquid-cooled, 65-degree V4 Maximum power: 197bhp @ 9000rpm Maximum torque: 123lb-ft @ 6500rpm Transmission: Six-speed CHASSIS/COMPONENTS Frame: Aluminium diamond-style frame Suspension: (F) Telescopic fork with spring shock absorption. Coil/spring oil damper with 120mm travel; (R) Fully adjustable monoshock, with gas oil damping Brakes: (F) Dual 320mm discs with six-pot calipers; (R) Single 298mm disc with single piston caliper Wheels: Cast aluminium TYRES: Front: 120/70 x 18 Rear: 200/50 x 18 DIMENSIONS/CAPACITY Seat height: 775mm Wheelbase: 1700mm Kerb weight: 310kg Fuel capacity: 15L Contact: yamaha-motor.co.uk

28 THE LAND OF MUSCLE

“It takes a few miles but you eventually get a feel for what you can and can’t get away with in the cornering.”

The wind’s contorting my body beneath the bike’s minimalist windscreen. But I’m well into the triple figures by this point. I watch the LCD display as it creeps higher and higher until it hits a ceiling just above 160mph. I’m staggered. Not just at the speed, but the pace at which it got there. Half the distance of Bruntingthorpe’s 1.8-mile runway.

on if you release the pressure on the bars halfway round a turn. There’s nothing you can do to combat that other than learn its ways and put yourself a step ahead. It takes a few miles but you eventually get a feel for what you can and can’t get away with in the cornering. Take trail braking for example; that’s a big no-no as it merely extenuates the bike’s desire to stand up mid-corner. The big difference between this and your typical street bike is the Diavel requires a tad more thought. But once you’ve calibrated just how deep this bike wants to bury itself nose first into a bend, you’ll learn to compromise the corner entry speed to get a fantastic exit making the most of the awesome electronic wizardry.

2.6

And it can handle

How many seconds it took to get the Diavel from 0-60mph

Other riders have raved about the Diavel’s handling. And for a cruiser it’s amazing. But that enormous (240 profile) back tyre is a tough old bugger and puts up a fair old fight when you ask it to turn. Not only that but it wants to run straight

Dropping the clutch from 5000rpm on a VMAX will cause your bike to slide violently while trying to throw you off fff bucking bronco-style.

THE LAND OF MUSCLE 29 I want a Ducati Diavel 2011: How much will it cost?

Current prices have a 2011 Diavel (the year they first went on sale) at a little more than £8000 from a dealer. That’s for a bike with 16,557 miles on the clock and a pretty decent overall condition. As a yardstick, to buy the first Diavel from a dealer we’d reckon on anything between £8000 to £9000 for a 2011 model with the higher price usually meaning the bike has something like an aftermarket Remus exhaust fitted.

Guilty pleasures: Steve Rose’s take on the Yamaha VMAX It doesn’t like town riding...

Big twin makes big power at big revs.

We all know where this is going. At low revs, especially in a higher gear, the Ducati pops and bangs as the chain snatches making you look like a novice and removing all the Ducati’s ‘cool’ in one quick and noisy chug.

Because the side-mounted radiators struggle in traffic on hot days, the fans are almost permanently on making the Diavel sound more like a hairdryer than a power cruiser. Like everything, though, you soon get used to it and find a way to preserve the image.

...or big lean angles

Actually that’s unfair. The ground clearance is excellent on the road. But riding it on the photoshoot – where tyres get warmer and lean angles tend to increase – the pegs go down, closely followed on the right side by the brake lever which then bends backwards.

And to be fair, any other cruiser would have been upside down in the hedge by that point. To give a comparator, the Diavel’s ground clearance was almost as good (but not quite) as the Kawasaki Z750R.

So, not perfect then?

Damn close, but not quite. That huge back tyre might make the Diavel look good, but it does have an influence on the handling; and let’s not think about the replacement costs shall we?

Then there’s the fussy starting procedure, chain snatch in town and seat cowl that scratches a little too

easily with a rucksack. Details, we know, but that’s our job. And none of them would stop us buying one.

And finally

I’ve sold my soul to the Devil. Or Diavel, if you want to get technical.

I’m a convert, and from now on I pledge to bite my tongue before saying bad things about muscle bikes, because I’ve seen the light (or should that be ‘the dark side’).

And it looks good. Looks are subjective, of course, but parked up in town no one even noticed the VMAX alongside – and that bike has always been the one motorcycle guaranteed to pull a crowd.

Everything about the Diavel is right.

From the undeniably sexy rear lights and whopping back tyre, through to the delicate fold down pillion pegs and neat pull-out grab rail.

It looks right, it goes right and it appears that everyone who rides it wants one. I appear to have kept the key, so roll on the next 2000 miles.

“If I bought you a VMAX, darling, would you let me ride it?” Okay, I’m getting desperate and my other half is far too smart to be taken in with that one.

But the sad truth is that I want a VMAX. Again.

I had the same sort of feeling in 1985 when the first VMAX came out, then déjà vu in 1996 when I finally got to ride one.

That first MAX was the last of a line. The end of the first great age of Japanese superbikes. Back then the biggest thing that mattered – heck, the only thing – was “how fast does it go?”

If you wanted to go quickly round corners you bought an Italian bike, or an RD350LC. Most of us weren’t that bothered about corners, all we wanted to do was go faster than anyone else in a straight line and the VMAX, released in 1985 with a claimed 145bhp, was the biggest and the baddest. Okay, truth be told, 1985 was actually year two of the great handling superbike. Suzuki’s GSX-R750 and RG500, plus Yamaha’s own FZ750 joined Kawasaki’s year-old GPz900R in being fast and nimble, too, but it took another couple of years before mainstream biking caught on. And another 24 years before Yamaha updated the VMAX. The new bike might share a silhouette with the original but it’s a significant step further on again.

Don’t be fooled by the powercruiser styling, this is a bike stuffed full to the brim of state-of-the-art tech. Fly-by-wire throttles, variable length inlet tracts, ABS brakes and suspension that looks surprisingly like Öhlins sprayed black. The V-Boost twinchoke carb gizmo has gone, as have the carbs of course, and power has leapt by a colossal 33% in line with the engine capacity. So you’d be right to expect a wild ride, wouldn’t you?

You certainly won’t be disappointed. The VMAX is insanely fast and bloomin’ well feels like it too because the riding position only serves to exaggerate the effect. Imagine, if you will, sitting in a public toilet with no lock on the door. Assume the squatting position while pushing against the door to keep it shut at the same time. That was the template Yamaha used. Now imagine that self same crapper being hit by a rocket propelled grenade and blown backwards into the middle of last week – that’s how it feels when you open the throttle. Hanging on is all you can manage. Don’t worry about control or stability – the humungous wheelbase will take care of that. But, at some point you will come to a corner and you will have to shut the throttle. Sorry.

It’s at this moment that the Yamaha unveils its biggest surprise. The handling on the new MAX is actually pretty good, once you’ve reached an agreement. My contract with the VMAX goes

as follows: “I, the undersigned, promise to get my braking done nice and early (easy because the ABS-equipped ex-YZF-R1 brakes are very good indeed), release the brakes in plenty of time to allow the suspension to settle and therefore maximise ground clearance as I gently roll the bike into a turn on a nice, wide line. I, the undertalented, do also accept that on applying the throttle mid-corner the crude shaft drive will display a torque reaction not seen since BMW’s early K100 machines and attempt to kick the back wheel an inch or two to one side. But so long as I keep my nerve and eyes on the exit we will make it round the corner.”

And besides, what’s so bad about gently wagging handlebars and a slightly loose, ahem, back end.

Next to the old VMAX this one handles like a works racer. Next to a YZF-R1 it handles like a 1984 GSX1100. It’s perfectly adequate and still at least 10 years ahead of any other cruiser.

There’s just one problem. At £21,795 for the 2011 model, the VMAX was (at the time) pretty much the most expensive production motorcycle you could buy.

The thing is, Yamaha never tried to sell that many and there was no stock sitting in dealers. VMAXs are sold via a special website and even when this model was new, Yamaha UK only looked to sell around 100 machines a year, so the reality is that this is a bike more closely comparable with one of those crazy American choppers. As such, the bike has held it’s value pretty well, but not as well as the Diavel.

A 2011 model we saw recently was up for sale for £6495 with 5200 miles on the clock. A more recent 2016 model – by comparison – would lighten your wallet by nearly £16,000.

It’s the ease of use that wins it for the VMAX for me. Slow down to legal speeds and the Yamaha is so docile, so easy to ride, that so long as you can get your legs around it (the seat is low, but very wide) you could ride it to work every day with one condition: you need to leave a little spare cash in the bank to pay for petrol. You’ll not get more much more than 33mpg, and with a 15-litre fuel tank you’ll be pushing after 110 miles and the awkward weight distribution and sharp (for a cruiser) steering head angle makes the VMAX clumsy at low speeds, feeling like it wants to flop on its side all too easily.

Annoying, but trivial next to the overwhelming desire to ride it again and again and again. I can’t afford one – probably never will be able to, but I can afford an old one. £5000 is enough to buy a real tidy older example. Hmm. “Evening, darling... have you lost weight?”

£6495

That’s the best dealer price we found for a 2011 Diavel

30

FREE 12-PAGE PULL-OUT SHOW GUIDE 31

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Closing date for advance ticket sales is 11.59pm on Sunday, April 16, 2017.

Where: Staffordshire County Showground When: April 22-23, gates open from 9am What: The biggest event of its kind – celebrating the very finest pioneer, vintage, veteran and classic motorcycles.

32 FREE 12-PAGE PULL-OUT SHOW GUIDE Sponsor’s message: Carole Nash

Welcome to the Stafford show It’s that time of the year once again when Staffordshire County Showground turns into the biggest classic motorcycle marketplace in the world.

We don’t make that statement lightly – we really are not aware of any other event of this kind that offers so many trade stands and jumble plots containing every piece, part, spare and goodness knows what else you can imagine. And of course, if you’re looking for something to buy those pieces, parts and spares for then there are projects aplenty that you could be walking away with.

It’s no wonder that this Carole Nash-sponsored April weekend is a Mecca for bike restorers, maintainers and general enthusiasts from across the UK, Europe and sometimes even further beyond.

With so many visitors descending on the place, we need to make sure there’s enough going on to keep everyone entertained and this year we’ve got one of our most packed line-ups to date. The recent news that Australia’s three-times World Superbike champion Troy Bayliss will be joining us as guest of honour has certainly created a buzz – particularly on our Facebook page where you can see his exclusive video message to you, our Stafford show visitors.

We’ve been working once again to ensure the Main Hall is full to bursting with stunning concours examples, and it’s the same story in the Classic Dirt Bike Hall where there will be several superb off-road machines on display. Many excellent exhibitions from many excellent club stands will

be a highlight once again, there’s the usual action over in the Classic Racer Paddock and trials area, showgoers can enjoy the thrills of the Wall of Death, plus the Cavalcade will be running in the main ring (weatherpermitting). And, that’s not all…

We’re delighted to welcome the Gold Star Owners Club to the Restoration Theatre where technical officer John Luke will be sharing and presenting a range of useful and informative hints and tips, and rounding off proceedings on Sunday afternoon will be the record-breaking Stafford Spring Sale from auction house Bonhams.

The only problem is finding the time to fit it all in! Have a great weekend, and ride safe.

Nick Mowbray Exhibition manager

Welcome to Staffordshire County Showground for what is set to be another memorable Carole Nash International Classic MotorCycle Show.

We’re proud to once again be the event’s title sponsor, continuing our long-standing partnership with what is simply the biggest classic bike event of its kind anywhere on the planet.

Speaking of partnerships, we were excited to announce last year that we will be teaming up with Bonhams – another name synonymous with Stafford – and we are the auction house’s recommended insurance broker for its Stafford Spring Sale that takes place on the Sunday of the show. In a quirky twist of fate, and as a fitting way to mark the occasion, the first ever Carole Nash policyholder – Ivan Rhodes – will actually be selling

a bike from his collection. We’ll certainly be keeping our eye on the bidding.

One of the best bits of any show for us is getting the chance to meet and chat with fellow biking enthusiasts, so head over to stand M68 in the Main Hall and say hello. We’ll be handing out on-the-spot insurance quotes that include an array of benefits as standard.

You can also grab yourself some great Carole Nash goodies.

We hope you have a fantastic weekend and enjoy all the entertainment on offer (while grabbing a biking bargain or two, of course) and we look forward to chatting with you at the Carole Nash stand.

Rebecca Donohue Head of marketing, Carole Nash

FREE 12-PAGE PULL-OUT SHOW GUIDE 33

34 FREE 12-PAGE PULL-OUT SHOW GUIDE

Private entries

Awards List ● Best in Show, The Whitehead Rosebowl (perpetual), £100 and Rosette

● Best Machine of Technical Interest ● Veteran (manufactured prior to 1915) 1st, 2nd, 3rd – 1st place, The Pete Sole Memorial Trophy (perpetual) ● Vintage (manufactured prior to 1931) 1st, 2nd, 3rd ● Post-Vintage (manufactured prior to 1946) 1st, 2nd, 3rd ● Post-War (manufactured prior to 1965) 1st, 2nd, 3rd ● Classic (manufactured since 1965) 1st, 2nd, 3rd ● Best Japanese Machine ● Best Military Machine ● Best Autocycle ● Best Scooter ● Best Sidecar Combination ● Best Continental Machine ● Best Competition Machine ● Best Scrambler Machine ● Best Trials Machine ● Best Enduro Machine ● Most Original Machine ● Best Racing Machine ● Best Oldest Machine ● Best Indian ● Award for Engineering Excellence, Kay Engineering Trophy (perpetual) ● Outstanding Service to the Classic Motorcycle Movement, The Frank Farrington Award (perpetual) ● Best Villiers Engined Machine, Villiers Services Trophy (perpetual) ● Best Lady Entrant, Tracy Tools Trophy (perpetual) ● Best Ex-TT Machine, Hailwood Trophy (perpetual) ● Best Triton (perpetual) ● Best Classic Special, Greg Roberts Motorcycles Trophy (perpetual) ● 30 Highly Commended Rosettes

CLUBS AND STANDS

● Club Stand 1, £1000 and 15 Rosettes ● Club Stand 2, £500 and 15 Rosettes ● Club Stand 3, £250 and 15 Rosettes ● British Club Stand, £100 ● Non-British Club Stand, £100 ● Mixed Make Club Stand, £100 ● Local Area Club Stand, £100 ● Best Trade Stand Exhibit ● Best Trade Stand Display ● Best Classic Racer Grand Prix Display

Private Entry List Main Hall G Bowen D Stewart D Stewart R Phipps K Edwards G May I Johnston I Johnston D Cartwright A Campbell A Campbell D Gothard M Clayson M Bracken B Jones K Baxter A Roberts R Martin R Snuggs R Hamilton R Hamilton P Knight R Rhodes D Meredith S Moffatt K Arkle H Bullough L Francis L Francis M Pemberton A Sweetland H Powell D Powell R Homa R Homa I Ross P Rogerson J Weedon R Thurston J Hamilton S Gollings P Gollings P Gollings A Altinier

1963 Triumph Bonneville 650cc 1914 Victoria 269cc 1921 Douglas B/21 600cc 1970 BSA A65 Thunderbolt 650cc 1959 Gilera Giubileo 1941 Matchless G3L 350cc 1967 Triumph Trophy TR-6C 650cc 1972 BSA Rocket 3 M2 750cc 1965 BSA SS80 C15 250cc 1971 BSA A75V Rocket 3 750cc 1970 BSA E35R Fury 350cc 1964 Honda CB77 305cc 1958 Triumph Trophy TR-6B 650cc 1962 Ducati Daytona 248cc 1958 Triumph Thunderbird 650cc 1964 BSA Beagle 75cc 1960 Triumph TR-6B 650cc 1957 Norvin RM Special 998cc 1948 Triumph Tiger 100 500cc 1912 Harley-Davidson X-8 190cc 1916 Harley-Davidson J-F Head 1000cc 1960 BSA Super Rocket 650cc 1963 AJS 31 CSR 650cc 1956 BSA DBD 34 600cc 1981 Vespa 90 90cc 1968 Norton 750 Atlas 750cc 1968 Triumph Bonneville 650cc 1954 Norton Jawa 500cc 1960 Norton Triton 750cc Norton ES2 490cc 1979 Triumph Bonneville Special 750cc 1963 BSA Rocket Gold Star 650cc 1960 BSA Super Rocket Special 650cc 1973 WSK 175 175cc 1972 WSK 175 175cc 1980 Triumph Bonneville 750cc 1967 BSA Barracuda 250cc 1957 DMW MK8 197cc 1966 Velocette Thruxton Enduro 600cc 1935 Triumph MK2/5 1961 Greeves DC25 249cc 1964 Cotton Continental 249cc 1965 Cotton Continental 249cc 2000 Paton 500 V4 500cc

Thousands of painstaking hours are spent by owners ensuring their exhibit is in its best possible condition ready for display and inspection by the packed crowds and award judges. As would be expected at the April show, there is a focus on British machines and marques such as Cotton, Norton, Sunbeam, BSA, Triumph and Ariel that all feature heavily. But the likes of Suzuki, Laverda, Indian and Harley-Davidson – among others – do provide an international flavour, too. Alongside the machines on the show’s club stands, the private entries will compete for a host of show awards including the coveted Best in Show.

Private Entry List Classic Dirt Bike Hall H Cockerton J Rose A Kinder D Wake D Price S Wilkes A Wright J Wisniewski A Hallam G Nock G Nock T Palmer J Beck J Danter K Parry

1965 Suzuki K11 T 80cc 1961 Triumph Trial 199cc 1978 Bultaco Sherpa 175cc Lambretta Puma Cross 50cc 1973 Hodaka Dirt Squirt 125cc 1986 Kawasaki KE 100cc 1970 Montesa Cota 247cc 1965 Greeves TFS 250cc 1976 Honda XR75 72cc 1966 Dot Demon MK3 250cc 1963 Cotton Cobra 247cc 1964 BSA C15T 250cc 1956 James Trials K7T 197cc 1975 Fantic Trials 175cc 1978 Rayner Yamaha DT175 MX 175cc

FREE 12-PAGE PULL-OUT SHOW GUIDE 35

Club and race stands

Classic Brit bikes, exotic continentals, rare contraptions… our expansive mix of club stands has it all. A quick browse of the A-Z list and all the big-hitters are there from the likes of the multi-interest VMCC and VJMC through to the specialist owners’ clubs covering marques such as Francis-Barnett and BSA, among others.

Classic Racer Grand Prix Paddock 569 BRT Racing 563, 564 CRMC 570, 571 Lloyd Dickinson 565 Joe Johnson 561 National Motorcycle Road Races 566 Neil Allman 558 Real Race Bikes UK 559 Rob Baker 568 Solo Motorcycle Products 562 Steve Ledsham 567 Tony Haywood 560 Works Racing Motorcycle Ltd

36 FREE 12-PAGE PULL-OUT SHOW GUIDE

CLUBS

718 I Jamieson

ACRONS MOTORCYCLE CLUB Balcony | B126 252 B Hall 1966 ETH Grass Track 253 D Bloor 1983 Yamaha MX Outfit 254 T Latham 1972 AJS Stormer 255 A Talbot 1972 Kawasaki HIB Triple 256 D Joburn 1983 CZ 540 257 R Simkin 1968 BSA Victor 258 J Dutton 1961 Greeves Scottish 259 J Jackson 1965 Greeves Anglian 260 R Hall 1961 Greeves Hawkson 261 C Bloor 1972 Bultaco Persang AJS & MATCHLESS OWNERS CLUB Main Hall | M70 650 AJS & MOC 1961 AJS Model 31 Special 651 T Smith 2016 AJS Cadwell 652 J Burgess 1960 Matchless G5 653 A Foxley 1964 Matchless G80 654 R Woodford 1963 Matchless G9 655 I Massey 1960 Matchless G3 ARIEL LEADER & ARROW CLUB Side Hall | S24 311 S Davies 312 K Harding 313 R Lee 314 B Hinchcliffe 315 R James 316 B Hazelden 317 P Reed 318 P Bennet 319 G Proudfoot 320 T Haywood 321 D Guy 322 H Mattox

1962 Ariel Arrow SS 1958 Ariel Leader 1959 Ariel Leader 1963 Ariel Leader 1962 Ariel Arrow 1960 Ariel Arrow 1962 Ariel Arrow 1958 Ariel Leader 1964 Ariel Arrow SS 1961 Ariel Arrow 1962 Ariel Leader 1963 Ariel Leader

ARIEL OWNERS MOTORCYCLE CLUB Main Hall | M66 346 L Grant 1930 Ariel Model F 347 A Simpson 1932 Ariel Cammy 348 D Down 1930 Ariel Colt 349 C Diamond 1931 Ariel Two-Valve Sloper 350 B Page 1930 Ariel Side Valve 351 P Kemp 1929 Ariel Model F ASSOCIATION OF PIONEER MOTORCYCLISTS Side Hall | S23 131 B Glover 1903 Royal Sovereign 132 D Earnshaw 1914 Zenith 133 T Cowley 1914 Sunbeam 134 P Goodall 1935 Norton/JAP Special 135 D Millington 1948 EMC Split Single 136 V Carrington-Porter 1960 BSA Shooting Star 137 J Goodall 1969 Norton Manx Ken Taylor Special 138 B Slack 1970 BMW R60/5 BEARTOWN BIKERS Balcony | B125 670 J Bee Suzuki RG400 671 D Robson 2011 Yamaha Midnight Star 1300 672 P Spencer 1987 Honda Z50 673 J Peters 1982 Yamaha RD200 674 J Peters 1977 Honda 400/4 675 H Agusta 1975 Honda 750/4 676 J Warrillow 1959 Matchless G12 BENELLI MOTO CLUB Argyle | A21 709 I Page 710 S Peace 711 I Kitching 712 S Jackson 713 P Rimmer 714 P Rimmer 715 W Hill 716 K Latham 717 K Latham

1973 Benelli 125 2C 1984 Benelli 125 T/2C 1978 Benelli 250/4 Racer 1982 Benelli 124/4T 1976 Benelli 125 Sport 1968 Benelli Hurricane 1983 Benelli 654 Sport 2012 Benelli Trek 1130 1979 Benelli 254 Quattro

1970 Benelli Tornado MK 1

BIRMINGHAM & WOLVES TRIUMPH OC Main Hall | M64 438 T Wilson 1946 Triumph Tiger 100 439 A Geering 1952 Triumph Trophy 440 M Griffith 1951 Triumph Tiger 100 441 I Timson 1932 Triumph Model Z 442 P Edgell 1970 Triumph Bonneville 443 T McKie 1981 Triumph Bonneville AV 444 M Davies 1970 Triumph T120 Cafe Racer 445 J Strirrup 1939 Triumph Tiger 80 446 O Lewis 1960 Triumph Tiger Cub 447 K Talbot 1973 Triumph Trident 448 A Bromwich 1958 Triumph Tiger 110 449 G Langman 1967 Triumph Bonneville BMW CLUB Balcony | B107 500 B Thomas 501 R Garner 502 R Evans

1926 BMW R42 1974 BMW R60/6 1983 BMW R80 GS PD

BRIDPORT CLASSIC BIKE CLUB Balcony | B128 280 P Wright 1993 Triumph Daytona 281 D Hooper 1953 Norton International 282 D Hooper 1949 Norton International 283 C Cannon 1940 BSA Special 284 C Cannon 1959 Triumph Cheney 285 P Ackerman 1980 Triumph TR7 286 N Bartlett 1949 Ariel Red Hunter 287 C Shepherd 1960 Puch 288 S Park 1937 Ariel Red Hunter BRITISH HISTORIC RACING CLUB Main Hall | M60 763 M Whittaker 1957 BSA A10 Outfit 764 S Whittaker 1962 Royal Enfield Bullet 765 J Scrivener 1968 Aermacchi Ala d’Oro 766 R Moss 1934 Scott Flying Squirrel 767 T Pearson 1933 Morgan Supersports 768 J Hebb 1971 Honda 500/4 BRITISH MOTORCYCLE RIDERS CLUB (OXFORD) Side Hall | S31 610 G Ives 1947 Velocette KSS MK2 Special 611 C Brennand 1970 BSA Woodsman 612 J Lay 1914 Wall Autowheel 613 P Albert 1946 Norton Model 18 614 C Downing 1964 Francis-Barnett Falcon 615 J Thrussell 1939 BSA M24 Gold Star 616 R Taylor 1988 Silk 617 A Taylor 1973 Rickman Interceptor 618 J Herredge 1950 BSA ZB32 Gold Star 619 S Orme 1960 Norton Dominator 620 K Drinkwater 1959 BSA A7 BRITISH MZ RACING CLUB Balcony | B114 125 D Sutch 126 C Watson 127 D Barford 128 G Towler

1986 MZ ETZ 1986 MZ ETZ 1986 MZ ETZ 1988 MZ ETZ

BRITISH OWNERS CLUB ESSEX Dirt Bike Hall | DB5, DB6 532 D Arter 1950 Greeves Scottish 533 P Brough 1958 Greeves Scottish 534 C Cocrane 1961 Dot Trials 535 B Fairservice 1949 BSA Gold Star 536 F Moody 1968 Cheney MK 3 BSA 537 J Vale 1967 Greeves Wessex 538 R Wood 1964 Triumph Tiger Cub BSA BANTAM CLUB Side Hall | S14, S15 291 M Kilvert 292 K Owen 293 D Lewis 294 A Lewis

1965 BSA Racer 1952 BSA D1 1967 BSA D7 Silver 1967 BSA D10 Sport

295 M Kilvert 296 A Humphreys 297 N Bramley 298 D Legge 299 Z Legge 300 R Leggett

1965 BSA D7 1970 BSA B175 Trials 1964 BSA D7 Racer 1952 BSA D1 GPO 1955 BSA D1 GPO 1971 BSA B175 GPO

BSA OWNERS CLUB (NORTH STAFFS) Main Hall | M75 234 C Podmore 1925 BSA Round Tank 235 S Foden 1948 BSA M33 236 G Thompson 1946 BSA B31 237 B Roberts 1955 BSA M21 238 D Hill 1958 BSA C12 239 I Jamieson 1959 BSA C155 240 T Alcock 1966 BSA Beagle 241 J Berrow 1958 BSA C115 CAIMAN MOTORCYCLE CLUB Side Hall | S10 394 A Delfly 1964 Triumph 395 J-P Tancrez 1969 Triumph Trophy Sport 396 D Duthoit 1970 Solex 3800 CBX RIDERS CLUB (UK) Balcony | B124 175 D Carrol 176 J Cocker 177 C Woodcock 178 S Golding 179 P Bennetts 180 D Kane 181 CBX RC

1980 Honda CBX 1979 Honda CBX 1979 Honda CBX 1979 Honda CBX 1979 Honda CBX 1979 Honda CBX 1979 Honda CBX

CHRISTIAN MOTORCYCLISTS’ ASSOCIATION Balcony | B108 417 C Pownall 2001 Triumph Thunderbird 418 B Evans 2004 Triumph Thruxton 900 419 P Raybould 1964 Honda CB160 420 P Raybould 1964 NSU Quickly 23-S 421 A Raven 1991 BMW K75RT 422 G Hambledon 2012 Suzuki Volusia CLASSIC 50 RACING CLUB Main Hall | M88 Exhibits TBC CLASSIC OFF-ROAD LYMM Dirt Bike Hall | DB3, DB4 560 A Price 1974 Steen Trials 561 M Price 1978 Bultaco Trials 562 D Price 1995 RTX Trials 563 Gayle 1979 Bultaco Trials 564 T Hemings 1972 Hodaka Trials 565 S Kingston 2001 Husky Trials 566 J Mutch 1964 Triumph TC Trials 567 Dave 1951 DMW Trials 568 B Allen 1957 BSA D1 Trials 569 D Davies 1972 Husky Scrambler 570 J Davies 1973 Kawasaki Trials 571 G Walker 1964 Triumph TC Trials 572 A Gas 1979 Suzuki Beamish Trials 573 Derek 1958 FB Trials 574 A Whitehead 1958 Triumph TC Trials 575 Nael 1974 Yamaha Trials 576 P Colins 1978 JAP Speedway CLASSIC RACING MOTORCYCLE CLUB Balcony | B116 374 J Freeman Yamaha FZ 375 L Judkins MBA 376 J Hynes Ducati MK 3 377 H Swetnam 1971 Seeley Norton Commando 378 G Freeman 1972 Honda K4 379 J Davidson 1969 Yamaha TDIC 380 D & L White Yamaha Spondon TZ 381 B Mills Norton M30 Manx CLASSIC YAMAHA MACHINERY COMPETITION Dirt Bike Hall | DB7 688 A Bell 1979 Yamaha YZ100G

689 J Kennewell 690 S Batt 691 B Baxter 692 S Robinson 693 K Alderman

1974 Yamaha YZ125A 1976 Yamaha DT100 1979 Yamaha TY175 1978 Yamaha YZ250E 1976 Yamaha YZ175C

COSSACK OWNERS CLUB Balcony | B120 696 T Jones 697 M Woodward 698 P Codling 699 P Whitney 700 M Stevens 701 G Inman 702 P Greensmith 703 B Toland 704 C Carl 705 K Platek 706 P Rushworth

1980 Wasp Trials 1975 Voskhod 2 1980 IMZ M67 1971 IMZ M63 1973 Riga No 3 1999 IMZ Classic Solo 1999 KMZ Dalesman 2004 IMZ Gear-up 1985 KMZ MT11 1950 ISH 49 1986 KMZ MT16

DOT MOTORCYCLE CLUB Main Hall | M86 480 P Davy 481 G Voice 482 A Davy 483 R Cusworth 484 S Cusworth 485 P Lockwood 486 G Hancock 487 G Hancock

1921 DOT Lightweight 1924 DOT Bradshaw 1929 DOT V4 1952 DOT Motor Truck 1953 DOT TDHX Trials 1959 DOT 5CH Scrambles 1959 DOT WR Trials 1960 DOT 5CH Scrambles

EXCELSIOR TALISMAN ENTHUSIASTS Side Hall | S21 303 C Powell 1959 Excelsior S8 Super Talisman 304 D Rutherford 1958 Excelsior S8 Super Talisman 305 K Thurlow 1960 Excelsior S9 Super Talisman 306 D Bates 1960 Excelsior S9 Super Talisman 307 T Biglands 1961 Excelsior S10 Super Talisman 308 C Mitchell 1960 Excelsior S10 Super Talisman FRANCIS-BARNETT OWNERS CLUB Main Hall | M42 752 P Rogerson 1956 Francis-Barnett Falcon 76 Trials 753 D McLachlan 1959 Francis-Barnett Trials ’85 754 T Williamson 1962 Francis-Barnett Fulmar Trials 755 K Booth 1963 Francis-Barnett Trials ’92 756 D Heckle 1954 Francis-Barnett Falcon ’65 Overseas 757 M Ranson 1963 Francis-Barnett Trials ’92 758 J Harding 1954 Francis-Barnett Six-Day Trial 759 K Booth 1959 Francis-Barnett Falcon ’81 Trials 760 R Adams 1962 Francis-Barnett Fulmar ’88 GAWSWORTH JESTERS Main Hall | M82 490 D Turner 1959 Triumph Tiger Cub 491 J Potts 2011 Sachs Midas 492 M Mountford 1998 Suzuki GS 493 J Wakefield 1999 Gas Gas GTX 494 C Wakefield 1973 Yamaha TY 495 C Tranter 2007 Yamaha MT01 496 D Moore 1986 Suzuki RG 497 D Groves 2004 Harley-Davidson Softail 498 P Harrison Suzuki Bandit 600 Custom GOLD STAR OWNERS CLUB Main Hall | M46 730 A Wood 731 G Wander 732 G Wander 733 B Sheldon 734 B Greenough 735 J Raybold 736 J Birchall 737 G Sheldon 738 M Stancer 739 D Camm 740 D Hardman 741 B Bartholmen

BSA Rocket Gold Star 1924 BSA M24 Gold Star Brooklands Replica BSA Gold Star DBD 34 BSA Gold Star DBD 34 BSA Gold Star DBD 34 Norton Frame BSA Gold Star DBD 34 BSA Gold Star CB 34 BSA Gold Star DBD 32 BSA DBD 34 Scrambler BSA DBD 34 Racer BSA BB 34 Gold Star

FREE 12-PAGE PULL-OUT SHOW GUIDE 37 742 J Crooks BSA Jubilee Gold Star DBD 34 743 K Beacroft BSA Gold Star ZB Racer 744 D Hunter BSA DBD 34 Seeley Frame 745 B Shackleford BSA V-Twin Goldie 746 J Luke BSA DBD 34 Racer 747 G Inger BSA Goldie Cafe Racer 748 J Luke BSA Goldie Cafe Racer DBD 32 749 F Piddock BSA Gold Star Racer GREEDY PIGS MCC Balcony | B127 579 K Wood 580 K Byrne 581 B Wootton 582 D Poole 583 S Byrne 584 P Philp 585 G Slater 586 A Greatbach 587 D Bennell

1954 BSA B25 Starfire 1950 Triumph Thunderbird 2002 Suzuki Bandit 1986 Honda Magna 2002 Harley-Davidson 1971 BSA A65 TBC 1996 Suzuki Bandit 1999 Kawasaki VN

GREEVES RIDERS ASSOCIATION Main Hall | M69 Exhibits TBC HEDNESFORD MOTORCYCLE CLUB Balcony | B118 550 R Gallear 1964 BSA C15D 551 P March 1937 SOS Onslow Special 552 B Jarvis 1948 Merlin Francis-Barnett 553 A Farnsworth 1969 Triumph T120 Bonneville 554 B Jones 1963 Velocette LE 555 P Onions 1965 BSA A65 556 R Aldridge 1967 Triumph T120 Bonneville 557 R Humpage 1978 MZ TS HESKETH OWNERS CLUB Balcony | B117 244 D Sturgess 245 D Sturgess 246 TBC 247 TBC 248 TBC 249 TBC HISTORIC HONDA COLLECTION Argyle | A8 623 A Samra 624 J Dale 625 C Coates 626 L Dale 627 A Samra 628 B Saunders 629 C Saunders 630 J Saunders

1982 Hesketh V1000 1993 Hesketh Vampire

1977 Honda CBK4 1963 Honda CR93 1964 Honda CB77R Honda S90 1977 Honda MT 125 1982 Honda RS500 1963 Honda S65 1979 Honda RSC

HISTORIC POLICE MOTORCYCLE GROUP Side Hall | S30 203 G Scott 1982 BMW R80/TIC 204 K Owen 1969 Triumph TR6P Saint 205 B Hollis 1985 Honda CG125 206 C Blundell 1968 Norton Atlas Police

207 R Lindberg 208 T Watkin 209 K Baxter 210 A Tuncliffe 211 N Millard

1961 BSA A10 Gold Flash 1996 Kawasaki P15 1938 Brough Superior SS80 1966 Velocette LE200 MK3 1969 Triumph TR6P Saint

INDIAN MOTORCYCLE CLUB OF GB Balcony | B105 Exhibits TBC ITALIAN MOTORCYCLE OWNERS BALCONY | B130 101 G Arnold 1963 Benelli Sprite 102 S Wood 1955 Benelli Spring Lasting 103 M Bracken 1960 Ducati Super Sport 104 G Hallet 1957 Mi-Val TV 105 I Tigwell 1957 Bianchi Mendola Gran Turismo 106 K Gooding 2014 MV Agusta Brutale Italia 107 M Kremin 1982 Fantic Trials 108 I Ritchie 1977 Garelli Cross 109 C Yardley 1989 Ducati Pantah 110 G Wood 1956 Beta Mondial 111 C Stockton 1957 Ducati TS 112 R Dudding 1977 Moto Guzzi Le Mans 113 D Frier 1963 MV Agusta Germano 114 P Cody 1966 Garelli Works Racer JAWA-CZ OWNERS CLUB Balcony | B132 264 K Wright 265 R Gibson 266 J Woods 267 L Packer 268 M Wainwright 269 B Negus 270 A Williams 271 I Bridges 272 H Waldron 273 S Morgan 274 G Newport 275 P Edwards 276 G Derland 277 J Blackburn

2011 Jawa Style 640 1957 Jawa 356 1935 CZ Model 98 1965 CZ Twin-port 1969 Jawa 638 1937 Jawa Lidova 1978 CZ 482 1991 Jawa 600R 1966 CZ 470 Sport 1970 Jawa Gaunt 1952 Jawa Perak 11 1969 CZ 450 1971 Jawa 360 1991 Jawa 369

KETTLES & KWAKS STAFFORD Balcony | B119 354 B Millar 1967 Bridgestone 350 GTO 355 B Amies 1971 Kawasaki H2 356 C Wright 1977 Suzuki GT750 A 357 P Bibby 1972 Suzuki GT750 J 358 M Williams 1978 Suzuki GT185 A 359 M Andrews 1974 Suzuki T500 L 360 A Perkins 1975 Suzuki GT750 M 361 S Long 1976 Suzuki GT750 A LE VELO CLUB Main Hall | M61 505 D Ball 506 A Ball 507 A Smith 508 M Skinner 509 P Tolley

1948 Velocette MK 1 1970 Velocette MK 3 1965 Velocette Vogue 1961 Velocette Viceroy 1964 Velocette MK 2

510 J Wright 511 B Hook 512 J Rose

1956 Velocette Valiant 1957 Velocette Valiant 1956 Velocette LE/Valiant

LONDON DOUGLAS MCC Main Hall | M62 720 B Bailey 1927 Douglas EW 721 G Hall 1914 Douglas U 722 D Pitt 1936 Douglas Comet 723 J Ramsey 1956 Douglas Dragonfly 724 C Borley 1916 Douglas V 725 C Borley Pre-war Douglas cut-away engine 726 TBC 727 TBC MARSTON SUNBEAM REGSITER CLUB Main Hall | M72 141 K Waters 1915 Sunbeam 3½hp 142 L Hobbs 1922 Sunbeam 8hp V-Twin 143 M Webster 1926 Sunbeam Model 6 144 P Nutt 1928 Sunbeam Model 9 145 A Orton 1929 Sunbeam Model 80 146 M Webster 1931 Sunbeam Model 90 147 I Marhsall 1935 Sunbeam Model 8 MC PISTON Balcony | B104 Exhibits TBC MORINI RIDER’S CLUB Balcony | B106 452 P Bootherstone 1960 Moto Morini 150 Corsaro 453 P Compton1952 Moto Morini 175 GT Race Bike 454 W Almond 2010 Moto Morini 1200 Granpasso 455 D Williams 1957 Moto Morini 175 GT Race Bike 456 J Westwood 1982 Moto Morini 3½ Sport (K) MZ RIDERS CLUB Balcony | B109 70 M Pedley 71 R Fardoe 72 J Mather 73 B Lumb 74 A Pratt 75 N Rodgers 76 A Garbett 77 G Nickerson NABD Side Hall | S11 399 NABD Loaner 400 NABD Loaner

1971 MZ Trophy 1984 Simpson 550 Enduro 2005 MZ RT 125 1987 MZ ETZ 125 1971 MZ Trophy Sport 1974 MZ TS 250 1994 MZ Sayon Tour 1996 MZ Skorpion

2000 Suzuki GS 2000 Yamaha SR

NATIONAL AUTOCYCLE & CYCLEMOTOR CLUB Argyle | A3 87 J Burgess 1957 Ducati M55 88 J Robinson 1951 Bown Autocycle 89 M Hele 1935 German Express Autocycle 90 D Beare 1999 Dales/Bernardi Clip On 91 B Danks 1965 Raleigh RM6 92 J Slaine 1950 Trojan Clip On 93 B Rushton 1957 New Hudson Restyled

94 B Jeffcoat 95 R Hele 96 P Raybould 97 I McGregor 98 N Devonport

1960 Norman Nippy 1950 ABG-VAP 4 Cyclemotor 1957 BSA Dandy 1936 CYC Auto Wallington Butt Engine 1971 Poirier Trike

NORTH WILTS MCC Side Hall | 2 Exhibits TBC NORTON OWNERS CLUB Main Hall | M63 515 I Loram 516 C Streater 517 A Marks 518 M Treasure 519 I Somerville 520 N Shoosmith 521 K Perch 522 N Harris 523 M Biggers 524 K Rawlinson 525 A Gillingham 526 M Harris 527 D Loram 528 J Streather 529 TBC

1923 Norton Model 2 1928 Norton CS1 1934 Norton Model 30 1949 Norton Model 30 1957 Norton Manx 1958 Norton Manx 1961 Norton Manx 1974 Norton Gus Kuhn 1991 Norton F1 Sport 1972 Norton JPN Replica 1974 Norton JPN 1959 Norton Domi 88 1972 Norton Commando 1956 Norton Model 30

OWD CODGERS AND FRIENDS Dirt Bike Hall | DB1 Exhibits TBC RALEIGH MOTORCYCLE CLUB Balcony | B123 459 D Frier 460 D Comber 461 R Thomas 462 M Sleap

1923 Raleigh 4 Raleigh TT Engine 1926 Raleigh 16 1929 Raleigh 15 D/L

ROBIN HOOD COUNTY RIDERS Argyle | A19 403 R Phillips 1964 Aermacchi Ala-d’Oro 404 D Mitchell Sr 1981 Spartan GP500 405 S Kirkpatrick 1976 Yamaha DT175MX 406 S Smith 1929 Ariel G 407 T Birch 1954 AJS Trials 16MC 408 J Phillips 1946 James ML Competition 409 P Oldham 1959 Velocette Dodkin Replica 410 T Smedley 1958 TSS C15R 411 D Smith 1992 Yamaha TZR 412 M Wainwright 1972 Seeley G50 413 S Massie 1968 Ducati Sport 50 414 D Mitchell Jr 1972 Suzuki Difazio ROLLS-ROYCE VINTAGE & CLASSIC MOTORCYCLE CLUB Balcony | B122 337 A Trueman 1924 Cotton Dart 338 K Waklin 1930 AJS R2 339 T Steeples 1946 Triumph Speed Twin 340 R Philips 1912 FN Single 341 J Philips 1954 BSA Gold Star

38 FREE 12-PAGE PULL-OUT SHOW GUIDE 342 T Ball 343 C Auden

1925 Brough Superior SS100 1950 BSA A10

ROYAL ENFIELD OWNERS CLUB Main Hall | M65 541 E Barnes 1960 Royal Enfield Super Meteor 542 N Finney 1964 Royal Enfield Interceptor 543 D Hollyman 1969 Royal Enfield Interceptor S2 544 A Hitchcock 2013 Royal Enfield Continental GT 545 J Budgen 1963 Royal Enfield Crusader Sports 546 A Hockley 1967 Royal Enfield GT 547 J Hughes 1934 Royal Enfield Bullet RUDGE ENTHUSIASTS CLUB Main Hall | M79 633 M Farrell 1934 Rudge TT Rep 634 C William 1935 Rudge TT Rep 635 T Perkins 1938 Rudge Special 636 E Perkins 1938 Rudge Special 637 H Tyrell-Smith 1929 Rudge Work TT Rep 638 G Nott 1929 Rudge Work TT Rep 639 G Walker 1929 Rudge Work TT 640 W Handley 1930 Rudge Work TT 641 M Griffiths 1938 Rudge Rapid 642 S Bolger 1939 Rudge Ulster 643 M Wild Rudge Multi 644 P Clacey 1937 Rudge Ulster 645 P Clacey 1937 Rudge Special 646 R Gardiner 1938 Rudge Ulster 647 D McMahon 1939 Rudge Rapid SOUTH WALES SUNBEAM MCC Balcony | B110 364 B Farmer 1959 Norton 99 365 D Harrison 1971 Dresda Triton 366 A Jenkins 1963 Triumph Cub 367 D Capaldi 1980 Kawasaki KH250 368 M Williams Triumph T140 369 A Dart 1944 BSA M21 370 S Shannon 1952 Bown 371 K Lewis 1965 Greeves Scottish

SUNBEAM MOTORCYCLE CLUB Argyle | A18 164 R Rosenthal 1929 Sunbeam 90 165 S Marks 1920 Henderson K 166 R Parkington 1915 Blackburn 167 B Empsall 1928 Triumph N De Luxe 168 J Buckingham 1936 Douglas Aero 169 M Needham 1928 Ariel B 170 J Diplock 1939 Velocette KSS 171 R Lancaster 1904 Rex 172 J Robinson 1938 Brough Superior SS80 SUNBEAM OWNERS FELLOWSHIP Argyle | A20 80 R Darling 1951 Sunbeam S7 Deluxe 81 M Bratby 1951 Sunbeam Special 82 C Temple-Smith 1948 Sunbeam S7 83 C Martin 1947 Sunbeam S7 84 P Knight 1951 Sunbeam S8 THE MAICO OWNERS CLUB Balcony | B111 384 D Kent 385 P Cooper 386 M Plummer 387 C Cantle 388 P Pateman 389 N Powell 390 R Winter 391 D Robotham

1956 Tandon Super Imp 1959 Sun Wasp 1960 Greeves Trials 1976 Ossa S Sports

THE SCOTT OWNERS CLUB Argyle | A12 117 L Onions 1913 Scott Standard 118 R Duffin 1935 Scott Sports 119 R Tann 1930 Scott TT Replica 120 M Heckscher 1922 Scott Standard 121 A Waite 1928 Scott Three-Speed Super 122 B Hardy 1935 Scott Flying Squirrel TRIDENT & ROCKET 3 OWNERS CLUB Balcony | B129 590 J Hodges Triton 591 R Hunt 1971 Triumph Trident 592 I Strong BSA R3 Harrier 593 Charlie 1972 Rickman Trident 594 J Joy Triumph Sprinter 595 D Bloor 1975 Triumph T160 596 M Taylor 1969 BSA R3 597 K Charles 1972 Difazio BSA X75

TAMWORTH DISTRICT MCC Side Hall | S29 Exhibits TBC

TRITON OWNERS CLUB GB Balcony | B112 214 S Blackwell 215 D Codd 216 P Andrews 217 M Dewitt 218 J Driffield 219 R Downham 220 P Ozanne

THE BRITISH TWO STROKE CLUB Side Hall | S27 658 M Taylor 1926 Dunelt Model G 659 D Johnson 1951 James Comet 660 S Elkes 1953 Francis-Barnett Falcon 58 661 E Williams 1953 Francis-Barnett Falcon 54 662 D Turner 1954 James Colonel 663 K Pinches 1954 Motobi Spring Lasting

TRIUMPH TERRIER & TIGER CUB CLUB Argyle | A14 464 A Lewis 1963 Triumph Tiger Cub T20 465 D Leverland 1959 Triumph Tiger Cub T20 466 C Jenner 1954 Triumph Terrier 467 L Robbins 1962 Triumph Tiger Cub Trials 468 M Powell 1962 Triumph T20C Cub 469 M Estall 1962 Triumph Tiger Cub T20

Show Officials Show organiser: Mortons Media Group Exhibition manager: Nick Mowbray Administration manager: Glynis Roberts Exhibition sales executives: Andrew Catton, Sophie Brown, Jake Beeson Health and safety: Kyle Curtis Trade Gate: Jake Beeson, Matt Corrigan Press officer/Show Guide editor: Jack Harrison Founder and consultant: Alan Whitehead Sponsors: Carole Nash Consultants Ltd, The Classic MotorCycle, Classic Racer, Classic Dirt Bike.

Commentators:

1961 Maico Maicoletta 1960 Maico Maicoletta 1959 Maico Maicoletta 1962 Maico Maicoletta 1957 Maico Maicoletta 1957 Maico Mobil 1960 Maico Maicoletta 1968 Maico Maicoletta

664 I Hathaway 665 B Wilson 666 S Freeman 667 P James

Steve Plater, Tim Britton Head Judge: Dennis Frost Caterers: Jenkinsons Ltd, Barn Enterprises Outside Catering: Severn Valley Catering Bars: Pegasus Hospitality Electrician: TG Hughes Electrical Security: TSS Security Display equipment: Hire Requirements PA system: Peter Lewis Communications Traffic control management: TMS Auctioneer: Bonhams First aid: British Red Cross, Stafford

Show Guide printed at Mortons Print as part of Motor Cycle Monthly, mortonsprint.com

Want to organise a club stand or private entry at one of our bike shows?

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1959 Norton Triton 1958 Triton Morgo 1958 BSA 4 Hybrid 1957 Triton 1958 Triton 1956 Triton Triton Special

470 N Skinner 1962 Triumph Tiger Cub T20 471 C Davies 1968 Triumph Tiger Cub T20 472 K Millor Triumph Tiger Cub 473 M Gummirsal 1957 Triumph Tiger Cub T20 474 G Greaves 1964 Triumph Tiger Cub T20 475 B Harrison-Jennings Triumph Tiger Cub 476 B Walsh 1967 Triumph Mountain Cub UNWANTED MCC Balcony | B121 Exhibits TBC VELOCETTE OWNERS CLUB Main Hall | M89 600 G Austin 601 T Ainley 602 K Riley 603 I Rhodes 604 J Cook 605 J Carter 606 P CLancey 607 R Walker

1954 Velocette MSS Goodwood Special Velocette Stroud Venom 1938 Velocette KSS MK2 Racer Velocette KTT MK1 1967 Velocette Venom 1952 Velocette MAC Sprinter 1958 Velocette Venom Sprinter 1960 Velocette Venom Special

VINCENT HRD OWNERS CLUB (NORTH STAFFS) Main Hall | M74 150 N Lowe 1950 Vincent Comet 151 D Perry 1955 Vincent Black Knight 152 H Worrall 1969 Vincent Egli 153 J Ellor 1949 Vincent Meteor 154 E Elkin 1950 Vincent Comet 155 C Jackson 1955 Vincent Fox 156 C Jackson 1950 Vincent Special 157 G Baxter 1939 Vincent Rapide 158 D Vernon 1938 Vincent Comet 159 D Vernon 1950 Vincent Rapide 160 A Scott 1951 Vincent Comet 161 A Scott 1955 Vincent Black Knight VINTAGE MOTOR SCOOTER CLUB Main Hall | M44 325 I Harrop 1955 Dayton Albatross 326 A Schofield 1955 Scoto

FREE 12-PAGE PULL-OUT SHOW GUIDE 39 327 P Whittle 328 T Heath 329 P Mowbray 330 A Mills 331 B Clough 332 J Truluck 333 A Porter 334 B Drake

1956 Lambretta D 1954 Victoria Nicky 1960 Vespa 150 1954 Lambretta C 1953 Lambretta B 1957 NSU Prima D 1960 Laverda 50 1968 Winn City Bike

VJMC Main Hall | M77 425 P Eaton 426 M Barge 427 P Spicer 428 J Sellers 429 D Lenoan 430 S Northall 431 R Gibbons 432 G Jeffery 433 D Summer 434 M Ridley 435 M Linsley

1988 Kawasaki ZXR750 1981 Kawasaki Z1R 1965 Yamaha YDS3 1969 Yamaha FS-1 1985 Suzuki RG250 1969 Suzuki T250J 1985 Honda VF750 1982 Honda CB250N De Luxe 1969 Bridgestone 350 GTR 1971 Rockford CHIBI 60 1998 Yamaha R1

VJMC (SOUTH STAFFS) Balcony | B131 184 R Wooton 185 O Abbotts 186 T Shale 187 A Titterton 188 P Starling 189 B Wilkes 190 T Farrington 191 S Griffiths 192 G Farrington 193 B Homer 194 D Kingston 195 K Thompson 196 A Squire 197 T Rogers 198 E Fawlk 199 R Walters 200 J Starling VMCC LTD Main Hall | M59 771 K Wain 772 B Walsh 773 J Abram

1975 Kawasaki Z1B 1984 Suzuki Katana 1967 Yamaha Classic Racer 1980 Yamaha XT 1993 Yamaha YZF 1978 Suzuki GT 1991 Kawasaki ZR 1989 Honda CBR 1976 Honda C 1978 Suzuki GT 1985 Kawasaki GPZ 1974 Suzuki TS 1977 Honda VF 1990 Yamaha FS-1 2009 AJS/Honda Rebel 1975 Honda Camino 1981 Yamaha RS

Ducati 900SS 1961 BSA C15S 1975 Triumph T150

774 C Illman 775 M Morris 776 J Jones 777 S Ormrod 778 VMCC 779 VMCC 780 B Slack 781 D Machon

Methamon-Watsonion Racing Sidecar Outfit Triumph T140 1961 BSA Super Rocket 1938 Rudge 1928 Brough Superior 1982 Suzuki GS1000 1973 BMW R75/5 1911 Rudge Single Speed

WIRRAL DUCATI OWNERS Side Hall | S26 222 T Mallion 1990 Ducati SP3 223 N Mallion 1962 Ducati 250 224 C Lee 1974 Ducati 750 SS 225 L Scott 1993 Ducati 900 SS 226C West Ducati 748 227 R Dudding 1980 Ducati MHR Replica 228 M Linley 1998 Ducati Senna Series 3 229 S Rose 1962 Ducati Diane 230 S Rose 1962 Ducati Scrambler 231 N Wakefield 2000 Ducati 748 WOLVERHAMPTON CLASSIC MCC Side Hall | S25 679 K Wilson 1958 Triumph T110 680 M Holmes 1961 Triumph T110 681 T Clements 1972 Triumph Commando 682 J Williams 1971 Triumph Daytona 683 L Williams 1963 Triumph Tiger Cub 684 G Taft 1962 BSA A10 Golden Flash 685 G Ash 1958 BSA Super Rocket

A full trader list is available on large map boards throughout the venue.

40 THE CAROLE NASH INTERNATIONAL CLASSIC MOTORCYCLE SHOW

Race, Rock ’n’ Ride

Fast motorcycles, static displays, fast motorcycles, camping and entertainment, fast motorcycles, trade and club stands, fast motorcycles, stunts and demonstrations… oh, and did we mention, FAST MOTORCYCLES. Following a hugely successful debut in 2016, Race, Rock ’n’ Ride sponsored

by Principal Insurance returns to Santa Pod Raceway on May 20-21, and for this second running of the event it’s all about the need for speed.

For the first time, the weekend-long festival of motorcycling will be an official round of the ACU National Drag Bike championships, which means there will be a whole host of bikes in all shapes and sizes going insanely quick down the quarter-mile.

Topping the bill will be the Funny Bike class, featuring monsters capable of completing the run in an astonishing six seconds! For road riders, the biggest draw might well be the Super Street Bike class with relatable machines that have been known to clock speeds of more than 200mph.

That promises to be special, and so does this: Eric Teboul will be making a few passes, and these are spectacles you do not want to miss (and if you blink, you might!). Eric holds the

world record for being the fastestaccelerating man on two wheels having reached speeds in excess of 280mph over the quarter-mile in his hydrogen peroxide-powered machine… that’s a breathtaking five-second run!

Stunts, static displays and more

All the best action and attractions from last year are back, which includes jaw-dropping stunt action.

This year it will be the Broke FMX team treating visitors to a couple of action-packed performances each day as they leap 35ft up in the air across distances approaching 100ft… and if that’s not enough they’ll do a few flips and tricks for good measure.

Leading magazines Fast Bikes and Back Street Heroes are in on the action once again, with the Fast Bikes Run What Ya Brung competition allowing have-a-go heroes the chance to test their mettle on one of the world’s

most famous drag strips. And it’s the Custom Show for BSH, with several exquisite motorcycles on display which will have showgoers in awe.

Classic Racer is involved for 2017 also, and will provide something else for the senses as iconic race machines are fired up in the GP Paddock. You can almost smell the Castrol R! From old favourites to ‘new for 2017’ events and this year we’ll be introducing Drift Trikes, Get On, and scooter displays from 100mph Scooter. And, if all that wasn’t enough, there will be displays from motorcycle clubs, runs down the quarter-mile from the thunderous FireForce Jet Car, Podzilla monster truck demos, the Wall of Death and a trade area so you can pick up a bargain or three or four. Plus, there will be high-octane musical entertainment for campers on Saturday night in the Fuelers Bar, headlined by world-renowned Thin Lizzy tribute act Limehouse Lizzy.

Now that’s what we call a weekend!

The Restoration Theatre returns to the Stafford show Now a hugely popular part of the Stafford events, expert hints and tips on all things restoration will be on offer once again in the Meat Hall, just off the Main Hall.

This year our Restoration Theatre is being run by the Gold Star Owners Club, but technical officer John Luke will be offering advice applicable to a variety of makes and models.

Nine sessions held across the weekend (see timetable) will see the rebuild of a BSA Gold Star DB32 Cafe Racer: Saturday, sessions 1-5 1: Assembling the front wheel, mudguard, handlebars and clocks 2: Installing engine plates and gearbox 3: Installing engine 4: Installing primary drive 5: Installing the oil tank, rear mudguard and seat

DON’T ✮ MISS ✮ OUR ✮ ✮ NEXT ✮ ✮ EVENT

Bookmark the new Stafford website

Sunday, sessions 6-9 6: Installing the rear wheel, chain, rear brake rods and setting the alignment 7: Installing the exhaust system and carb 8: Clipping up the cable runs and installing the petrol tank 9: Installing final fixtures and fittings

The two annual Stafford bike shows have now got their own website. For all the information you could possibly need on both events, head over to staffordclassicbikeshows.com

and add it to your favourites.

As well as learning about what’s on, you can also follow the links to buy your tickets in advance and make a saving against gate prices.

FREE 12-PAGE PULL-OUT SHOW GUIDE 41

SHOW TIMETABLE SATURDAY, APRIL 22 9am: Show opens 10am: Bonhams’ Stafford Spring Sale open for viewing Bonhams auction hall, Sandylands Centre Catalogue required for entry 10.30am: Guest of honour Troy Bayliss on stage with commentator Steve Plater Main Hall 10.30am: Owd Codgers’ trials demonstrations Classic Dirt Bike Experience 11am: Gold Star Owners Club Restoration Theatre Meat Hall 11.30am: Firing up sessions with Steve Plater Classic Racer GP Paddock 12pm: Cavalcade session Main Ring 12pm: Gold Star Owners Club Restoration Theatre Meat Hall 1pm: Guest of honour Troy Bayliss on stage with commentator Steve Plater Main Hall 1pm: Gold Star Owners Club Restoration Theatre Meat Hall 1.30pm: Owd Codgers’ trials demonstrations Classic Dirt Bike Experience 2pm: Gold Star Owners Club Restoration Theatre Meat Hall 2.30pm: Firing up sessions with Steve Plater Classic Racer GP Paddock 3pm: Gold Star Owners Club Restoration Theatre Meat Hall 4pm: Guest of honour Troy Bayliss on stage with commentator Steve Plater Main Hall 6pm: Show closes All times subject to change.

Please listen for PA announcements.

SUNDAY, APRIL 23 9am: Show opens 9am: Bonhams’ Stafford Autumn Sale open for viewing Bonhams auction hall, Sandylands Centre Catalogue required for entry 10.30am: Guest of honour Troy Bayliss on stage with commentator Steve Plater Main Hall 10.30am: Owd Codgers’ trials demonstrations Classic Dirt Bike Experience 11am: Gold Star Owners Club Restoration Theatre Meat Hall 11.30am: Firing up sessions with Steve Plater Classic Racer GP Paddock 12pm: Bonhams’ Stafford Autumn Sale commences Bonhams auction hall, Sandylands Centre Catalogue required for entry 12pm: Gold Star Owners Club Restoration Theatre Meat Hall 1pm: Guest of honour Troy Bayliss on stage with commentator Steve Plater Main Hall 1pm: Gold Star Owners Club Restoration Theatre Meat Hall 2pm: Cavalcade session Main Ring 2pm: Owd Codgers’ trials demonstrations Classic Dirt Bike Experience 2pm: Gold Star Owners Club Restoration Theatre Meat Hall 3pm: Firing up sessions with Steve Plater Classic Racer GP Paddock 4pm: The Carole Nash International Classic MotorCycle Show awards presentation with guest of honour Troy Bayliss and commentator Steve Plater Main Hall 5pm: Show closes All times subject to change.

Please listen for PA announcements.

42 FREE 12-PAGE PULL-OUT SHOW GUIDE

44 FROM THE TIME OF THE STROKERS

You little Teazer

There’s something so very right about a sporty two-stroke 250, says Mark Forsyth.

The late 1980s was a bonanza for the quarter-litre two-stroke, and its appeal was easy to understand.

These compact, light, race-inspired water-cooled strokers offered sophisticated technology, explosive performance and handling so sharp you had to make sure your tetanus booster was up-to-date. Machines both official and unofficial percolated down, via the racetracks, onto our roads and back again during those heady, smoky days. Machines such as the Kawasaki KR-1 and KR-1S, the Suzuki RGV250 in VJ21 and 22 forms, Aprilia’s mid-1990s RS250 – with borrowed Suzook lump and, of course, then there was Yamaha.

The TZR 250R 3XV marked the zenith of the dominant TZR range.

It replaced the reverse cylinder 3MA (known, unkindly, as the reverse seizure) whicch, in turn, succeeded the original Deltabox framed, parallel twin 2MA. Un nsurprisingly, these trends of engiine configuration closely mirrored exacctly what was going on in 250 Grand Prrix racing with the firm’s purre racers, the TZ range.

The 3XV pro oduction run lasted from 19991 to 1998, although from 1995-19998 the specifications remained uncchanged. Eight variants camee along in that time, with diff ffering ignition, ff carb, clutch (w wet or dry) and different cylin nders and power valves, dependant on n which model of the following you u had: 250R, RS, R-SP, SP and 250SPR. Interesting fact: senior executive officer at Yam maha Motor Co, Mr Kunihiko Miw wa, may now hold a lofty position n at the company, but he was once the TZR’s instigator and designer. You u may recognise this name as he was the man also behind both the origiinaal Yaamaahaa YZF-R66 and d

the 1998’s YZF-R1 and that’s quite a wide-reaching CV, wouldn’t you agree? But enough of history, there’s only one way to enjoy one of these machines – and that’s to go ride it.

What’s it like to ride?

Since Honda’s groundbreaking FireBlade rocked up in 1992, 170kg superbikes have a ubiquitous feature of the motorcycle market.

Sure, their power outputs have risen by 60 or 70bhp but that weight figure, a 190 profile back tyre and a 120 profile front have been pretty constant specifications for most of what has filled showroom floors for the best part of two decades. It’s an acquired taste, though. With so much rubber and so much power, the experience is skewed by having to ride these bikes like they want to be ridden rather than how you want to ride them.

Fast in, stop, square it off and fire it out. Without the luxury of traction control it’s a riding sty tyle y that invites

a highside-induced trip to accident and emergency. But it doesn’t have to be like that – Yamaha’s diminutive TZR250 is the proof.

You get your first inkling you’re in for a pleasant experience the moment you swing a leg over the low (780mm) seat and hoik it off the side-stand.

What the hell? It takes so little effort you’d swear blind someone had stolen the whole engine without you noticing. These things are the weight of a London ‘Boris bike’ and easily light enough to lift into the back of a van on your jack jones without a ramp; I know, as I’ve done it. The lack of cake is a real shock because, today, it’s such a rarity where even 50cc twist-and-go scooters tip the scales at around 100 kilograms. The 3XV weighs a piddling 126 kilograms, the bulk of which is centred on an axis through the centre of the crankshaft.

Click the ignition keey a quarterturn clockw kwise w and th he buzzing and whirring of the computer controlled power valve servos teells you all is well. A bit of ch hoke and a quick prod on the kick-starter ignites the rich h mixture almost instantly. The crackle from the standard twin reaar pipes is much louder than we’re useed to in today’s Euro-stifled environm ment. The noise is aftermarket, not production line.

As a bit of temperatu ure courses through the water gaalleries, ease off the 26mm Mikuni flaat-slides mixture richeners and the tickk over settles to a smooth but very smoky 1000rpm. It’s a process best conduccted in the open air, not a closed garagge. This little TZR is running on Rock Oil fully synthetic and the smell is intoxxicating, cloying and addictive.

In the best pit lane tradition, the warming process is liffe or death for a highly strung two-stro oke and it takes a minute or three to get things up

to temperature and for it to clear its throats. Your neighbours might not be as appreciative, but anyone with a sense of race heritage will revel in the ying, ying, yang crackle as the revs rise and fall at pure race bike pace. The lack of flywheel weight is noticeable. Counter-balancers keep vibrations to a minimum. There’s a fair old clonk as first gear engages but the clutch lever is lighter than a pair of barber’s scissors and the snappy, fastaction throttle is equally un-taxing to operate. The controls are almost learner-friendly.

But then things get a bit trickier

The TZR is not a bike for a relaxing potter. If bumbling around, doing a bit of sightseeing and relaxation is your two-wheeled thang, you’re possibly looking at the wrong bike. The bike for you is called a Honda Deauville.

In stock trim the 3XV puts out around 45-48bhp and while it’s admirably tractable and well-mannered at low revs thanks to those power valves and computer-controlled ignition, the source of the main hilarity lies much

nearer the red zone of the rev counter.

The first burst of through-the-gears, full throttle, full revs acceleration results in a smoke screen behind you of epic Dick Dastardly proportions. I spent a great deal of time before my test ride setting up the cable operated auto-oil pump to avoid any issues.

Despite this, the first throat clearing blast of the day still proves dramatic enough to trigger oncoming cars to flash their lights thinking my pants might be on fire, or something. It’s not a problem. It’s just how it is.

The exhaust smoke, I mean, not combustible trousers. That would definitely be a problem.

Clear-out blast completed and temperature gauge settled at 80ish, normality is resumed. That rich-mixture woolly sound and four-strokey feeling is replaced by a hard-edged rasp and minimal smoke from the tailpipes within just a few minutes of riding. Once warm, the throttle response is electric. With revs north of eight grand, the little 3XV zaps and cracks, responding to every tiny wrist input with alacrity and rabid urgency. In pure G-force

FROM THE TIME OF THE STROKERS 45

This article comes from the Classic Motorcycle Mechanics stable.

To get the brilliant mag for yourself go to classicmechanics.com

TECH SPEC 1992 Yamaha Engine: 90º V-twin two-stroke, reed valve induction Capacity: 249.7cc Compression ratio: 7.5:1 Bore x stroke: 56 x 50.7mm Power: 45bhp Torque: 40Nm Transmission: Six-speed Clutch: Wet multi-plate Weight:126kg Suspension: Front: 39mm USD Rear: Monocross monoshock Wheelbase: 1340mm Rake: 24º Trail: 90mm Top speed: 112mph

Eight variants of 3XV came with differing ignition, carb, clutch (wet or dry) cylinders and power valves, dependant on which model you had: 250R, RS, R-SP and 250SPR. Kunihiko Miwa designed the TZR and later the R1 and R6. terms it doesn’t feel modern-day fast but the utterly unique soundtrack and manic engine response convinces you otherwise, especially as you clutch-less shift up through the slick six-speed cassette box clinging on to every last rev with the throttle cables stretched to the max. Peak power is all over at 11,000rpm, although it will rev to 12 if you need to hold onto those revs through a series of corners rather than waste shifting time.

But that GP-inspired engine is only half of what makes the 3XV such a brilliant bike to ride. It was Lotus founder Colin Chapman who coined the phrase ‘add lightness’ and I reckon it’s long forgotten in the bike industry today.

Not in 1992 it wasn’t.

The bantamweight TZR takes some adjusting to, or at least its limits and capabilities take some time to familiarise yourself with. It was 21 years ago when I first rode a brand new TZR 3XV and, like I said, since then everything has got progressively fatter and definitely worse for it.

You’ve got to be super neat-andtidy with everything you do to extract the last few percent from the little Yam. That doesn’t just apply to your physical inputs (and it does – massively) but also your forward planning and execution. To get the best out of this TZR you suddenly find that your whole world relies on maintaining momentum and micro-perfecting your lines. It’s a real science – a science that punishes laziness and rewards diligence.

Corner speed is at the very foundation of this discipline, and the potential here is just massive.

With its unfashionably skinny 17-inch tyres (110-150) this mini-GP bike corners like nothing you’ve ever

ridden before. Turns become smooth, kerb-to-apex-to-kerb arcs, handlebars almost in the dead-ahead position even though your boots are scraping the ground.

It’s an amazing experience and one I’d like to have pushed further (but not on 10-year-old rubber). This narrow rubber, with very little width difference between front and rear tyres, is surely a major contributory factor of the TZR’s immaculate steering and pinpoint precision.

Never has a bike’s steering, weight distribution, road-holding and grip been so well suited, so well matched to an engine’s character and performance as can be found in this lastof-the-line V-twin TZR. Setting up for corner entry at the peel-in point is just a question of a gentle tug on the opposite bar to counter steer it on its way to a millimetre-perfect apex point. And I really do mean the gentlest of touches. It flicks from full upright to hard cornering mode in the blink of an eye even at threefigure, sixth-gear speeds (on the Isle of Man, obviously) with a ridiculously small amount of physical effort.

In fact, at corner entry time you can pretty much remain in a racing crouch, head behind the bubble, both knees gripping the sculpted cut-outs of the four-gallon fuel tank. There’s no need to showboat with cocking a knee out or hanging off like a magazine road-tester (ahem). Shift your bum a couple of millimetres to the side maybe, but subtlety is the way to get the best out of the TZR. Like fingertips and tip-toes subtle.

In left-right flicks it’s even more amazing. I got the chance to have a blast over the Mountain on the Isle of Man and through Tower Bends on the

48

The amount of bhp kicked out by the little TZR

fast approach to the Gooseneck (flat out all the way from Waterworks to the Gooseneck braking point) and it was a revelation, flipping from side to side like a pure race bike. Two fingers on the clutch, though.

I’m not sure how much credit the alloy twin-spar Detabox chassis should get here. With a 24-degree head angle, a 1340-millimetre wheelbase and 90 millimetres of trail the dimensions are pretty run-ofthe-mill for a bike in this category.

While the chassis and banana swing arm mimic John Kocinski’s GP bike, I assume this silhouette is more marketing than mechanical necessity: especially with only 45bhp in stock trim. They could’ve have made the frame out of Meccano and achieved the same superlative results, although it might’ve been a harder sell.

The suspension is lightly sprung (it can afford to be), stiction-free and beautifully damped. Not once did I suffer any lock-to-lock moments – it just floats over poor surfaces – and that’s without a steering damper fitted. In standard form the 39-millimetre USD forks – a pretty cool luxury item back in 1992 – are prone to bottoming out in aggressive, bumpy braking zones, but considering they’re set up for much smaller Japanese-market riders, that’s to be expected with a lardy AngloSaxon aboard.

Speaking of stoppers, it’s not exactly what you’d call under-braked, even with the original rubber hoses fitted: a pair of four-piston calipers bite floating discs with enough power and feel to easily lift the rear wheel with just one finger. Your physical size might be an issue for TZR ownership, though. Like the best MotoGP riders, you’re probably best off, like Dani Pedrosa, being the size of a malnourished 10-year-old boy, but at least the TZR’s seating position is roomy enough to accommodate

normal people as well. I’m 5ft 8in and 80kg, and while the suspension would probably prefer me to spend more time in the gym, the bar-seat, peg positions are far from cramped.

A lack of bum-stop on the seat helps here. Nope it’s not about trans-Europe touring or loading up with luggage for a camping holiday. The TZR’s a thrash-happy, rev-box, cornering monster that you can ride flat out without the risk of going to jail if you get caught.

Conclusion There’s something immensely pleasing about thrashing the absolute tatters off a bike without feeling utterly intimidated, and it’s for this reason that the TZR250R 3XV might just be one of the greatest road bikes ever made; because you can do just that with impunity. Below 100mph is this bike’s purple patch and that might be a damned sight more relevant in today’s speed-

fearing era than it was in 1992.

Depends how much you love your driving licence, I guess.

And you can do all the above to the soundtrack of John Kocinski winning the 1990 250 GP title from Carlos Cardús and the pungent, heady aroma of a carbon-rich, fully-synthetic bygone era of loveliness.

That’s nirvana, right? A proper full-scale assault on every sensory level.

46 THE CAROLE NASH INTERNATIONAL CLASSIC MOTORCYCLE SHOW

Best of British headlines Bonhams’ Stafford sale

Bonhams’ record-breaking Stafford Spring Sale returns to the April Sunday event once again, with hundreds of lots comprising motorcycles, April 23 spares and memorabilia set to go under the hammer...

Entry to the Bonhams auction Headlining this year’s event is the ex-Freddie Frith world championship-winning 1948 Velocette 348cc KTT MKVIII DOHC racing motorcycle which is being estimated to fetch between £120,000-£150,000.

Another two famous British marques feature at the top of the bill, with a 1949 Vincent 998cc

White Shadow Series C expected to fetch £50,000-£60,000, and a 1937 Matchless 1000cc Model X valued at £26,000-£33,000.

A pair of Douglas examples from 1917 (£7000-£10,000 and £4000-£6000 respectively, both of them pictured below) are also expected to generate interest.

requires the purchase of a Bonhams Stafford Spring Sale catalogue in addition to day ticket(s) to the Carole Nash International Classic MotorCycle Show.

Buy your tickets, purchase your catalogue For the first time you can order your catalogue direct from the Stafford show team ahead of the event when you purchase your ticket in advance. The catalogue costs £28 – including postage – and allows entry for two people into the auction hall on both days. It also provides all the information you need on every lot going under the hammer in a beautifully presented,

high-class publication. Please note: If you order the catalogue direct from the show it will be sent out from Bonhams one week prior to the event and not posted along with your ticket(s).

You can order online when buying tickets (visit staffordclassicbikeshows.com), or by calling the customer services team on 01507 529529.

Left: The ex-Freddie Frith worldchampionship-winning 1948 Velocette 348cc KTT MKVIII DOHC racing motorcycle.

The 1937 Matchless 1000cc Model X.

The 1949 Vincent 998cc White Shadow Series C.

The 1917 Douglas machine.

Bayliss excitement builds It was revealed in the last issue of MCM that three-time World Superbike champ Troy Bayliss will be guest of honour at the upcoming Stafford show, and now the Aussie legend has sent a video message telling us all how excited he is ahead of his rare visit to the UK. Surrounded by memorabilia from his racing career and with a table full of trophies beside him, Tory sings the praises of British motorcycle fans and explains just how much he’s looking forward to being

back on our shores in the not too distant future.

Troy will be in attendance at the event throughout the entire weekend, heading on stage with compere Steve Plater,

appearing in the Classic Racer GP Paddock and meeting with showgoers too.

To see the awesome video, head over to MoreBikes.com and search for ‘Bayliss’.

The classic motorcycle Cavalcade If the weather conditions allow, a select handful of the machines on display at the Stafford show will head out to the showground’s main ring for our Cavalcade event – where visitors get to see them in action.

And you never know… maybe a famous face or two will throw a leg over these beautiful machines.

Check the show timetable and listen to announcements on the day for the times of the sessions.

48 THE BIKES THAT CHANGED BIKING

Shades of grey...

Grey imports had a massive impact on the UK bike world back in the 1990s. We take a look at how an avalanche of awesome 250cc and 400cc machines shook up and left their mark on the industry.

Words: Alan Dowds Photography: Mortons, Bat/Alan Dowds Variety is the spice of life and so it is with motorcycles, too, so it’s a shame that we get what we are given – or at least what the UK importers think we would like.

But there was a time in the 1990s when all that changed, thanks to grey importers. Grey imports were models made by the Japanese but not officially imported into the UK. In the UK, Honda’s CBR, Suzuki’s GSX-R, Kawasaki’s ZZ-R and ZXRs and Yamaha’s FZRs all came in 600cc, 750cc and litre-plus flavours, but they also had an incredible range of smaller bikes that we never saw – not via dealer imports, at least.

The licensing laws in Japan at the time made it very difficult to ride, insure, or own any bike bigger than 400cc, and the rules were very specific on power, weight and speed. As such, there was a huge demand for sub400cc bikes in Japan. That, together with intense competition between the big four firms, meant some astounding bikes were produced, but sadly (for Japanese riders) there was an incredibly strict MOT-style road-worthiness test in Japan that was all but impossible to pass after a couple of years. Toshihiro Wakayama, a Japanese bike journalist and former 250GP racer, said: “From 1975, Japanese riding laws were set at 400cc and it was very difficult to pass the unlimited test. Another aspect was the inspection system for vehicles – motorcycles above 250cc have to pass the inspection every two years.”

Roger Campbell used to co-own grey import specialist Bat Motorcycles in South Norwood. He says that the Japanese economy had a lot to do with the appearance of grey imports in the UK. “Licensing laws were a factor, yes – they had a number of different licences for different capacities in Japan. But the main thing was they sold a lot of motorbikes there, and people didn’t keep them for very long.”

John Younge from Wemoto also ran a grey import business at the time, World’s End motorcycles in Hammersmith. He agrees: “The Japanese home market was very affluent – and they just didn’t buy secondhand bikes, so for them they had very little value. Also, they only used their bikes for leisure so mileages were low.” The result of all this: a huge glut of cool, Japanese Domestic Market (JDM) sub-400cc bikes, which were unwanted there.

And the market in the UK was more than ready for them, starved as they were of much below 600cc. Official importer prices were also high in Britain’s recession-hit early 1990s: a new Honda CBR900RR FireBlade cost £7390 in 1992. “Just at the end of a recession in the late 1980s, people were still fairly poor,” said Younge.

“And even the likes of Honda NTVs and CB350s were still expensive. We imported bikes because we couldn’t buy decent bikes here, and it was better to get them from abroad.”

your bike into one of the productionbased racing classes, you had to officially import a certain number into the country to make the model eligible. So Honda brought in the NC30 VFR400 for a couple of years and Yamaha imported a few hundred FZR400RR SPs. Kawasaki had its ZXR400 from 1991-2002 and the twostroke KR-1S were regular imports.

Similarly, Suzuki brought in the VJ21 and VJ22 versions of the RGV250, before refusing to bring in the VJ23 model. Its GSX-R400 and GSX-R250 were also never officially brought into the UK. It wasn’t long before firms such as Bat, DK Motorcycles and World’s End were bringing in container-loads of exotic, nearly new bikes, and they were selling like hot cakes. “I ran the Bat shop in England,” said Campbell.

“My partner would go to Japan for three months at a time and we had some Japanese colleagues there that worked with us. In 1990 we even opened our own warehouse in Tokyo.”

This article comes from the Classic Motorcycle Mechanics stable.

To get the brilliant mag for yourself go to classicmechanics.com The environment was perfect for a growth in unofficial or grey imports.

The official importers of Japanese bikes in the UK had decided not to bring across many of the more exciting models; either because they didn’t think they would sell enough of them, or perhaps they couldn’t sell them at the right price. One exception was for racing: if you wanted to enter

The supersport models grabbed most folks’ attention – the racereplica craze was strong, both in Japan and in the UK, so the GSXRs, ZXRs, FZRs and CBRs were big sellers. But there were other models too – small-capacity trail bikes like the Yamaha Serow 225 and Honda Baja were a success – and naked bikes, in particular, were very popular.

Indeed, some of the most common bikes around first appeared in small-capacity form in Japan only.

Kawasaki’s ZRX400 pre-dated the ZRX1100, as did Honda’s Hornet 250, which came out before the 600 and 900 versions.

Sadly, the little buzz-bombs that made the grey import world are becoming rare sights on the road. The two-stroke models fell by the wayside in the early 2000s, finished off by ever-tighter emissions regulations and declining sales. But what happened to the four-strokes? Why did bikes like the CBR400RR and CBR250RR stop being brought into the UK? Firstly, the Japanese licensing laws changed. So the need to ride bikes 400cc or smaller declined in Japan.

But the increase in strength of the Japanese yen, and the long Japanese economic slump were more relevant.

The yen varied wildly in the 1990s: a pound was worth 285 yen in 1991, but only 131 yen in 1995, ending the 1990s at around 160 yen.

That meant the pound lost 44% of its value in Japan during the decade.

Roger Campbell agrees: “A big reason for the decline was to do with exchange rates – the money wasn’t right. Japan also had a recession for so long that there weren’t as many decent secondhand bikes. They started to keep their used bikes and weren’t buying as many new ones.”

In addition, from the UK point of view, the average age of riders increased and it meant that it wasn’t as expensive for most riders to insure larger capacity bikes. Many looked at greys as an inexpensive steppingstone bikes to larger capacity machines, only to find the 400cc four-strokes were often of a higher specification than a British-bought 600cc sports bike.

Eventually middleweights came along like the Yamaha R6 and Kawasaki ZX-6R. These were much more exotic in terms of technology, bringing in upside-down forks, radial brakes and ram-air systems to the smaller class, and they offered much of the lightweight handling that the 400s had previously – with the extra with an extra 200cc of grunt.

The price of bikes fell in the late 1990s. Thanks in part to parallel importers – who brought bikes in from Europe through non-official channels – it became much cheaper to buy new European-market bikes. Given the choice of a brand-new 1999 Honda CBR600, or a used RVF400 NC35, for much the same cash, most people plumped for the 600. It all spelt disaster for the grey import sector, which declined through the 2000s.

But, there are plenty of us who’ll never forget the incredible little grey imports which – for a decade or so – made biking far more interesting.

THE BIKES THAT CHANGED BIKING 49 TThe grey bikes (aka, the good times) T rules in Japan were pretty simple. Up until The 1996 most riders passed a test that meant they 1 could only ride a sub-400cc bike. Within that range, c tthough, there were several classes. Four-strokes came in 250 and 400cc sizes, generally with inlinec ffour cylinder motors, making about 60bhp for the 400s, and about 45bhp for the 250s. The 250s in 4 particular became legendary for their incredible rpm p limits: the tiny valves and pistons, plus the short sstroke and concomitant low average piston speeds meant they could easily hit 18,000rpm without any problems. The real rev-demons were the a CBR250RRs, which hit the limiter at 19,000rpm.

C On the two-stroke front there were 400cc versions of the two big 500cc two-stroke multis – Yamaha’s o RD500LC and Suzuki’s RG500, but the real action came in the 250cc class. Honda’s a NSR250, Yamaha’s TZR250, Suzuki’s RGV250 and Kawasaki’s KR1 series all excited and Honda’s NSR250R a MC28 was arguably the techlleader, with a smartcard-controlled iignition map, dry clutch, digital dash, NSR500-style fairing, and d ssingle-sided rear swingarm.

Jap market bikes might have llooked amazing, but they were a bit hamstrung in terms of performance. h There were power and speed restrictions T iin place on Japanese market 400s and 250s ffrom 1989, limiting power to 60bhp (400s) or 45bhp (250s) and speed to 112mph. These early 4 rrestrictions were easily bypassed by electronic revbooster boxes, for about £30. b So what machines were the highlights of the grey bike boom? Well, the CBR250R appeared in 1986, b and was updated over the next 10 years until the a final CBR250RR MC22 model. fi Meanwhile the Hornet 250 – produced in 1996 – predated the 600 version and used a detuned CBR250RR motor in a steel backbone frame with C a single front disc. Honda’s nakeds were also joined by the CB400 Super Four: think CB1300 ffor tiddlers. We’ve mentioned the two-stroke NSR,

but in the 400 class there was the CBR400RR; well-built, super-reliable and the inline-four engine is a jewel, with gear-driven twin camshafts and a punchy 55-odd bhp. Perhaps the most sought-after four-strokes now are the likes of the NC35 RVF400, a replacement for the venerable NC30. The RVF400 had the same basic engine layout as the NC30 but with different carbs and exhaust. The chassis was more radical: the RVF had USD forks, different swingarm and updated bodywork.

Kawasaki’s screaming 250 four-stroke was the ZXR, while it’s bigger brother – the 400 – also came in as a grey in both H-spec models (like our ZXR750) and J-models complete with ‘Hoover’ pipes. Naked Kawasakis included the ZZ-R400powered ZRX400, and the ZXR400 motor did end up in the quirky Xanthus naked. In two-stroke guise the mid-1980s machines like the KR250 gave way to KR-1/S two-stroke parallel twins along with SP versions of the UK stock machines.

Suzuki was well-served with the likes of the VJ21 and 22 in the UK – although you could find SP versions in the grey importers. The VJ23 broke cover in late-1995 with a narrowerangle 70-degree V-twin engine, electric start, and sweet styling.

Yamaha’s grey machines included the SDR200, a simple single-cylinder two-stroke in a tiny trellis frame. Weighing a little more than 100kg dry and with 34bhp claimed power, it was only produced from 1986-87.

The big beans were with the TZR250. The 2MA version came to the UK, but we missed out on the later ones. The 3MA ‘reverse cylinder’ model of 1989 had the cylinders reversed so the exhaust expansion chambers went straight back over the gearbox and out under the seat.

But the truly trick TZR is the last 3XV V-twin version, which had all the cool tech of the time: read more about that on page 44. For the naked community, the XJR400 took the XJ400 motor and made it look like a retro.

60

The maximum bhp that an import 400 was limited to

50

NEW RIDER 51

Hearing protection:

THE ESSENTIALS Looking after your hearing is vital. We looked into what options are available and how they work.

Biking may be good for the mind, but it’s not that great for the hearing.

A study conducted at the University of Southampton found that noise levels under motorcycle helmets can be very high. Above the speed of about 40mph the wind noise

exceeds the noise from the motorcycle itself. The faster the speed of travel, the louder the wind noise gets, and after about 25 minutes of riding at 70mph your hearing will start to suffer. At higher speeds the damage is done much sooner.

Disposable earplugs Generic disposable earplugs are cheap (a few pence each if bought in bulk) and readily available. They are usually made from foam and come in a range of colours from the boring yellow to some rather psychedelic colour combinations.

These plugs are designed for single use, so you’ll need a new pair every time you’re exposed to noise. If you don’t change them often enough dirt will start to build up and their ability to expand/contract reduces, so don’t be tempted to wear the same pair for long.

If your hearing sounds muffled after you have been riding, or if your ears ring, then you are suffering temporary hearing damage, which, if repeated regularly, may become permanent hearing damage. The best protection against this is wearing earplugs.

Ear protection also helps with concentration as the constant wind noise in your ears is tiring. Wearing earplugs may seem a little strange at first, but most people get used to them very quickly.

What are the options?

Disposable earplugs are easy to use, just roll them between your thumb and fingers to compress them into a thin cylinder that fits inside your ear, pop them in and that’s it. The foam re-expands inside the ear to provide the best possible fit.

Simple as anything!

Most products reduce noise levels by around 30dB.

Multi-use generic earplugs

If you don’t like the idea of disposable foam earplugs, the next step is multi-use generic ones. These are usually made from a rubbery material that doesn’t have the same issues as foam in losing its shape, so they can be cleaned and reused multiple times without a problem.

Some multi-use earplugs are designed to block the harmful wind noise but to let some noise in through precision noise filtration. This means that as opposed to the foam earplugs that reduce noise indiscriminately, these ones let you hear sounds like car horns while still protecting your ears from harmful noises. This may also help reduce the feeling of ‘blocked ears’ that some people experience with disposable earplugs.

There are three main types of earplugs favoured by bikers: disposable ones, multi-use generic plugs and custommade moulded earplugs. Each have their merits and all of them are better than not wearing hearing protection, but we’re all different and at the end of the day choosing one option over the next often comes down to personal preference.

How custom earplugs are made We wanted get a better understanding of what getting custom-made earplugs actually involves, so we went to the experts at Ultimate Ear. The whole process of getting fitted for custom

earplugs only takes about 10 minutes, feels a little peculiar (but not unpleasant), and once you have the moulds you can order as many earplugs as you like.

To begin with, both ears are checked for any build-up of wax or infections. The process can only go ahead if both ears are fine.

A foam stop is inserted halfway down the ear canal to stop the silicone going too far in. It needs to have a good seal against the ear.

Custom earplugs The main problem with generic earplugs is that one size does not always fit all. And if they don’t fit perfectly or become loose while you’re out riding they don’t protect you properly.

With custom earplugs the fit is perfect because the plugs are created by taking impressions of each ear. This creates a unique fit, so you can be sure that your hearing is protected while you’re out on the bike.

Most custom-made earplugs last for years even under heavy use, but because your ears never stop growing (true story, Google it!) a new mould will need to be made every three years or so to ensure that the fit is still perfect.

If you want to plug into your music, communications systems or sat nav, there are options with built-in speakers.

Silicone is injected into the ear to form the mould. The feeling of cool silicone in your ear is a little unusual, but not unpleasant.

The mould needs about five minutes to set. Talking is not allowed as it might affect the shape of the ears and ruin the mould fit.

After five minutes the moulds are removed, labelled and sent to the production team that will put the final product together.

After a few weeks (depending on how busy they are) you get the new earplugs in the post, ready to be used.

52 PRODUCTS

Frontier Jacket from Indian Motorcycle

Caberg Freeride Rusty

RRP: £209.99 // Sizes: S-3XL // Colour: Black

RRP: £199.99 // Sizes: XS-2XL // Colour: Rust

The Frontier Jacket has CE protectors over the shoulders and elbows.

Visually it can be identified by its quilted pattern across the shoulders and the contrasting brown suede collar. The outer material is water resistant and made from a micro fibre fabric with a brushed cotton effect. Vent zips are hidden away and there’s an inner quilted liner that can removed on warmer days.

For further information: www.indianmotorcycle.co.uk

Oxford F1 luggage range RRP: From £29.99 // Sizes: Various // Colours: Siver, Red, Green, Blue, Orange

Vespa mug RRP: £7.99 Brew up a cuppa in one of these official Vespa Ceramic Mugs, featuring some of the most iconic Vespa advertising campaigns including: ‘The World on Two Wheels’, ‘Get Ahead on a Vespa’ and ‘Go Vespa!’

For further information: www.fowlersparts.co.uk

Oxford says that its new F1 luggage range offers sophisticated styling and quality materials. It boasts a semi-rigid construction which looks and works better on the bike and allows much easier access to the various compartments.

The new rip-stop style fabric is hard-wearing and is supported by a removable waterproof lining.

Every bag also comes with five colour swatches. The range offers two sizes of pannier, two sizes of tail pack and four sizes and types of tank bag, including magnetic and strap-on.

For further information: www.oxfordproducts.com

Caberg says that having a small shell allows the Freeride to easily fit under narrow seats. Caberg carefully focused on refined materials and key features, all made in Italy, such as the five rivets on the rim, the steel air intakes on the neck device, leather details, and the goggle holder with serigraphy. During winter time or long ride routes, the Freeride can be used either with an easy to mount long clear visor which is included, or Caberg vintage goggles which are available as accessories.

The lining is completely

removable and washable, made with breathable fabrics and leather details.

For further information: www.cabergcares.co.uk re

Spada Rigger glove RRP: £59.99 // Sizes: S-2XL // Colour: Sand The slick urban aesthetics of the Rigger gloves hide an impressivee range of features, from a natural pigmented leather outer to an official 3M, 70gm Thinsulate lining.

Spada claims the gloves are 100% waterproof, with rubber pads to knuckles and fingers. They have double palm reinforcements with Kevlar and stretch panels in key areas for comfort. For secure fastening, there’s a zip at the cuff.

For further information: www.spadaclothing.co.uk

PRODUCTS 53

Tucano Urbano Central Park and Hyde Park parkas

New T-shirts and hoodie as Weise celebrates its 30th RRP: T-shirts £14.99 / Hoodie £29.99 // Sizes: S–3XL Weise is celebrating its 30th birthday with a new range of casual clothing, all are made from quality materials and are styled for British riders.

There are three T-shirt designs – Hard Wearing, Reputation and Emblem – each in a choice of three different colours. All are

RRP: Central Park £209.99 / Hyde Park £219.99 // Sizes: Central Park S–3XL / Hyde Park XS–2XL // Colours: Central Park dark blue and dark green / Hyde Park dark blue The new Tucano Urbano Central Park jacket (for men) and Hyde Park jacket (for women) are three-quarter length armoured riding jackets with fashion looks. They have been designed to keep you warm, dry and safe while commuting on two wheels.

The windproof, waterproof and breathable outer shell is made from Polyamide fabric and has taped seams to keep rain at bay. There’s a removable thermal inner liner that can be easily taken out for riding during the warmer season.

made from 100% pre-shrunk Jersey Cotton with tubular construction. The neck and shoulders are taped, with a seamless double-needle collar for a comfortable and hard-wearing finish.

The hoodie is made from a 50/50 cotton/polyester blend, with a comfortable brushed fleece inner finish. Produced in black, with the Hard Wearing design on the front, it’s traditionally styled with a draw cord to the hood, a pouch pocket and elasticated cuffs and hem.

For further information: www.thekeycollection.co.uk

Shoei X-Spirit III Marquez TC-6 replica helmet RRP: £699.99 // Sizes: XS-XL // Colour: Marquez replica graphics The jackets come with D3O shoulder and elbow armour and there’s a pocket for an optional back protector.

There’s an elasticated and windproof liner beneath the cuffs, an adjustable and detachable hood, handwarmer pockets on the sides where your pillions can keep their hands toasty, and an elastic drawstring to adjust the waist too.

For further information: info@tucanourbano.co.uk / www.tucanourbano.com

The new Marquez replica graphics hide Shoei’s flagship helmet the X-Spirit III underneath them. Shoei says it has pushed the boundaries in design, innovation and technology with the X-Spirit III, working with riders to create the perfect balance between safety and functionality.

With improved aerodynamics, ventilation and comfort as well as an ultralight shell, this new helmet is built with nothing but speed and performance in mind, making

it Shoei’s most technologically advanced sports helmet to date.

The aggressively styled helmet shape has been completely redesigned from the ground up for even higher performance at speeds over 300kph and has an intricate and sophisticated ventilation system to counteract the heat and breathing rates associated with such high speeds.

The helmet features a double D-ring fastening system, four different outer shell sizes, emergency quick release

system, three dimensional cheek pads, fully removable lining, six closable air inlets and outlets, as well as sophisticated aerodynamic system to reduce drag, lift and vibration.

For further information: www.shoeiassured.co.uk

54 TRIED & TESTED

Öhlins STX 46 piggyback shock absorber for Honda CRF1000L Africa Twin

Alpinestars Supertech R boots Reviewer: Mikko Nieminen // RRP: £379.99 // Sizes: EUR: 39-48 // Colours: Black, Black and white, Black, white and red, Black, white and fluo yellow // Info: www.alpinestars.com

Reviewer: Mikko Nieminen // RRP: £875 // Info: www.ohlins.eu/en There is very little to criticise about the Honda CRF1000L Africa Twin.

The 998cc parallel twin engine packs a punch, and despite tipping the scales at 242kg the bike feels agile and light; the riding position is comfortable and the bike looks good. So what more could you ask for? Well, how about upgraded rear suspension?

Suspension specialist Öhlins is world-famous for high-quality products, so I was delighted to test the new STX 46 piggyback shock that had been designed for the Africa Twin.

In terms of adjustments available, the Öhlins shock absorber offers the same options as the OE shock: it features a remote spring preload adjuster, and both compression and rebound damping are adjustable too.

So, whatever the difference, it comes down to performance.

To make sure I got the most out of the new shock I went to have it bolted on and set up at Mick Gardner Racing in Barnsley (www.mickgardnerracing. com). The chaps there are not only suspension wizards, but Öhlins

specialists too, and sure enough they swapped the shocks and set up the adjustments bang on before I had time to ask for another cup of coffee.

The new shock is a bit of a stunner: the Öhlins trademark yellow and gold unit looks as exclusive as the price tag would suggest. But it’s all about the performance. Initially I was struggling to feel much difference with the new setup: in town the ride quality was good, but then it doesn’t really test the suspension much; out on the open road, in fast cornering, the rear felt stable, firm and planted, but it had been fine with the original shock.

When the going got rough, the shock got going: over a stretch of road with more potholes than I ever thought possible, the Öhlins unit really came into its own. It soaked up the bumps in a way that felt more refined than the OE shock. It seemed to make light work of the poor road surface when in fact it must have been working overtime to keep the rear steady. My overall impression of the shock was that it didn’t so much transform the handling of the bike as refine it.

Interphone Urban intercom system Tested by: Mau Spencer // RRP: £109.99 // Info: www.interphone.com Interphone does a range of different products to suit individual tastes, but the one I’m reviewing here is the ‘Urban’ system which comes in a twin pack kit (including two microphones (making it suitable for either a full face or open face helmet). It offers ‘rider to rider’ (100m range) or ‘rider to passenger’ communication via Bluetooth connectivity; you can also receive calls during your ride commute, or follow the Bluetooth navigator instructions.

The Interphone Urban is designed to fit most of the major helmet brands currently on the market and was fitted to my Shark Evoline 3 flipup helmet with no problems whatsoever. It is compatible with all smartphones using Bluetooth technology and Bluetooth GPS navigation devices. And as well as being compatible with earlier Interphone models, it should also connect to intercom system from other manufacturers.

The problem with some intercom systems is the battery life, but the Interphone Urban allows a talk time of up to

12 hours (recharge time: two hours); this is pretty good in terms of most intercom systems – which is just as well because the battery has to provide the power for other features like the FM radio system (with eight pre-set stations) and allows the option of connecting to your smartphone to listen to the music of your choice.

In use it does take a little practice to get the hang of operating all the system functions correctly, but once you’ve mastered that, then using it is a doddle. Of course, attaching any intercom system (or a video cam for that matter) to the side of your helmet does increase the possibility of additional wind noise, but if you can live that then they are well worth the investment.

These are the first proper sports boots I have ever owned, and they have been a bit of a revelation. I always thought that sports boots would be stiff and uncomfortable because they feature such high levels of protection, but the Supertech R boots are among the most comfortable I’ve ever worn.

The outer boot is made of micro-fibres rather than leather to make it lighter, stronger and more durable, yet still flexible.

To be honest, it looks and feels pretty much like leather to me.

The separate inner boot is soft and plush, and it can be fully removed for cleaning. It’s such a clever idea, and it makes it really easy to keep the boots stink-free.

Getting the boots on and off is a doddle: the outer boot is fastened with a long TPU zip and a micro-ratchet buckle on the outside of the foot, while

TECH SPEC Shock absorber length: 395mm Stroke: 101mm Spring rate: 95N/mm Spring free length: 250mm Spring preload: 12mm Compression: 10 clicks Rebound: 14 clicks

It was already good, but the shock added a layer of luxury to it.

Given how the shock improved its performance as the roads got worse it would probably make a bigger difference off road, but unfortunately I didn’t have a chance to take the Africa Twin off-roading. Maybe next time…

Richa Nora jean Tested by: Julie Robinson // RRP: £99.99 // Sizes: Ladies 8-20 // Colours: Blue, black, denim // Info: www.nevis.uk.com This is my first pair of riding jeans and so far I’ve been very impressed with them. I love the fact that they look just like a regular pair of jeans while still offering a level of protection – ideal for the days when you’re on and off the bike a lot and don’t want to be weighed down by your bulky and heavy gear.

The fit is snug, without being tight, and very flattering and comfortable.

I was particularly impressed by the long length of the jeans – at 5ft 9in, I was not expecting to find jeans long enough. On the down side, the jeans only come in the one length and I’m not sure they’d work so well for the shorter lady. Off the bike, these jeans look exactly like your normal jeans – the only giveaway would be that the knees bulge out slightly due to the knee protectors when you sit down, but if you want the protection then you can probably make your peace with this!

The jeans are made of denim and have a soft Dupont Kevlar fibre lining. At the front, the lining comes down almost to the ankles and incorporates the adjustable knee protectors. At the back, the lining stops just below the bum, which feels slightly odd when you first put them on, but you quickly get used

to the feeling, and the extra padding will obviously make for a more comfortable ride on longer journeys.

The front lining incorporates D3O knee protectors (CE-certified to level 1) which are held in place with Velcro strips. By opening and closing the different fastenings you can move the protectors up or down the leg as needed, and the fit of the jeans helps to prevent any sideways movement. The pads can be easily removed to wash the jeans.

There are no hip protectors, and no pockets to add them, which might be a consideration for some – I’m not sure I’d feel confident making long journeys at high speeds without my significantly more substantial textile trousers. In addition, these jeans are obviously designed only for summer wear, since as with normal jeans they do not offer any protection against wind, rain or cold.

However, for short journeys and day trips on dry summer days, you couldn’t ask for more.

These jeans are a stylish and lightweight alternative to textile or leather trousers. Even with the unpredictable British summer, at under a hundred quid, I think I’ll get my money’s worth.

the inner has a pull-string with a quick-fastener. Both the zip and the pull-string have a bit of Velcro at the end so you can secure them in place and nothing will be flapping in the wind as you’re riding.

Boots like these, designed for track and road, are generally very well protected, and the Supertech R is no exception.

The boot (available in vented or non-vented options) is CEcertified, and features TPU shin protection, replaceable TPU/aluminium toe sliders and replaceable polymer heel plate sliders.

I have worn the boots on both road and track and they have been comfortable, snug and secure – and they look great.

They’re a pricey pair of boots, but the materials and build quality are great, they are supercomfortable and I can see myself wearing these for years.

56

THE INSIDE LINE TO CLASSIC JAPANESE IRON WITH STEVE COOPER FROM THE VJMC 57

The engine: part one

“The home of the Japanese classic”

When it comes to the motive power unit of your restoration, there’s only one way to do it – and that’s by doing it properly.

Words and image: Steve Cooper Skimp on parts, reuse components that are worn, cut corners or bodge something and it will end in tears; you can be certain of that. There are no cheap options when it comes to rebuilding an engine, only the ‘right way’ – which is using original parts. That said there are some very good aftermarket components out there, and it’d be remiss not to consider them, however OEM – or Original Equipment Manufacturer – is the preferred route.

If you are new to all of this it might be advisable to get an acknowledged expert to carry out the refurbishment to the engine of your first restoration, and for very good reason. Little is more demotivating, more frustrating and more vexatious than having a restored bike that has a duff engine.

Just one misplaced circlip, a wrong bolt or bearing in the wrong way can be enough to stop an engine dead; in fact, any of the above and much more besides can mean it might never start!

Fortunately the VJMC has numerous guys who can take rebuild engines

almost in their sleep. Seek one of these out and listen to what they have to say as they know more about old Japanese motorcycles than the rest of us put together. If they say ‘such and such is a weak point on this engine’ or ‘you always need to replace that in the gearbox’ then take that advise on board; it will be infinitely cheaper than doing the job twice.

A perfect example are the main bearings of Yamaha two-stroke crankshafts. On any engine that’s sat around for years, unloved and stored in a damp shed the main bearings will almost certainly have picked up a little moisture which can – and often does – lead to corrosion of the ball bearings. With the engine down to its component pieces, it’s tempting to simply replace the outer pair of bearings as it’s a quick and easy fix.

Well, it is until the older centre-pair let go! The trouble with centre bearings is that to replace them the crank needs to come apart and this takes more time and parts which, in turn, costs money. You might, just might, get away with it but chances are you won’t. Have the crank broken down, checked and fettled as necessary,

then rebuilt as a new unit. When the connecting rod is poking out the bottom of the crank case because you were too mean to replace the big end, you might want to reconsider being parsimonious about new bearings.

Whether you are rebuilding the engine, it’s being done by a friend in the know or it’s being shipped off to an expert, clean it and clean it properly.

Yes that may sound patronising but working on a motor that’s thick with grease and corrosion does no one any favours. Neither is it viable to break down a motor when it’s covered in crud. If grit or similar gets into an oil way, a cam carrier or a bearing that’s been passed as being reusable it will cause chaos pretty much instantly. If the engine is still in the frame make sure there are no open plug holes, filler caps etc. then set to with a proper engine degreaser and a stiff brush.

Once it’s rinsed off and dry, the engine will be easier to take out of the frame.

With it still in one lump any further dirty areas can be cleaned with brake cleaner and a smaller brush. Brake cleaner is almost magic in the way it lifts off grime and dirt to leave a clean surface behind. Work with plenty of

ventilation and preferably outside, absorbing the run off with rags.

Now, and only now, are you in a decent position to fully inspect the power unit – and we’ve still not undone a single nut, bolt or screw!

With a decent digital camera take shots of the motor from every angle including the underneath – aka, the sump. This will be part of your rebuild reference library and will, without question, be extremely useful. Study the engine, its cases, the cooling fins, various castings and mounting points noting for any signs of damage, corrosion or past butchery. If fins are missing, broken or bent they

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can be recreated by clever people with specialist welding knowledge.

Get such repairs sorted or find replacement parts before committing to the engine’s rebuild. Once you’ve taken stock of what you have it’ll be time to take the engine apart.

So, naturally, our next step will be to go inside the engine.

The VJMC – run by motorcyclists for motorcyclists.

For membership enquiries only: Tel: 01634 361825/07948 563280 Email: membership_vjmc@yahoo.co.uk Address: PO Box 1949, Yate, Bristol, BS37 0BX Office hours: Monday-Thursday,10am- 4pm (please leave a message)

58

USED BIKE GUIDE 59

Street Triple 2007: Still a Triumph for road riding This is the first time in three years writing this column I have seen a Street Triple at my local Triumph dealer... and not found it was sold before I got there!

The Street Triple arrived in 2007, spawned from the 675 Daytona less fairing and with bars rather than clipons, and it has been a sales success ever since (I was told it is the best-

selling new bike in the range and used examples rarely hang around). What makes it so special? I took out a 2012 model – the last one with underslung exhausts – with some desirable mods.

Give me some spec

A 675cc four-stroke, three-cylinder engine puts out 78kW/108hp @ 11,850rpm with 68Nm/50lb-ft torque @ 9750rpm, lives in an aluminium twin-spar beam frame. Slowing the svelte (167kg dry/187kg wet) package’s top speed of 139mph are two 308mm discs with Nissin sliding callipers up front with a 220mm disc with one piston calliper at the back.

So what’s it like to ride?

Words and photography: Bob Pickett

Narrow, it allows riders who might normally struggle with an 800mm/31.5in seat height to get their feet down easily, but taller riders will be fine with the upright sitting position (this bike is fitted with bar risers, a common modification).

Pegs are set back slightly from centre, but it isn’t cramped at all.

The 675cc triple will give whatever you ask of it. Feeding the power gently, it sat up and took me down the road with no fuss, no bother and no vibrations.

In traffic, the riding position and excellent balance made for relaxed trundling. Once clear, controlled opening of the throttle sees power build steadily. Crack it open and be rewarded with an exhilarating induction roar as the ’Trip charges forward.

The jewel in this bike’s crown is the handling, cornering any way you want: hang off, keeping it upright to drive round? We do that sir, glued to the floor. Want to get it leaning?

With masses of ground clearance and great poise, it leans and leans. Look where you want to go and it takes you there. Talented riders on a Street Triple would embarrass full-blown sportsbike riders on track days, with the ’Trip roasting them in the corners.

How about longer rides?

No worries. Photos aside, I spent hours in the saddle and got off feeling fresh as a daisy.

Of course, you have to slow down sometime. Piles of control, loads of feel. Can I have the ’Trip’s brakes on my bike please?

Downsides?

I did have trouble locating neutral a few times. And those micro-mirrors?

Ugh. They might look cool, but for me didn’t fulfil their prime function.

What nick is it in?

It was clearly loved by its previous owner. Aside from the mods (most of which are useful...), they kept it clean and cared for, with nothing worth mentioning.

What’s it worth?

The dealer is asking £5250 for a 2012 model with 4499 miles logged. My dealer search showed there are a fair few about, with prices ranging from £3299 for a 2010 bike with 38,274 miles under it’s belt to a 2016 model with 608 miles recorded for £7500.

Thanks to Jack Lilley Romford, 249 London Road, Romford, Essex RM7 9NB Tel: 01708 752 111 www.jacklilley.com

WHITE DALTON 61 Th he MCM legal column is compiled byy managing pa artner Andrew ‘Chef’ Prendergast and P his bike-riding barristers and ssolicitors at White Dalton W Motorcycle M Solicitors.

S The firm deals with personal w injury claims and its sister a company, Motor Defenc company Defence Solicitors, deals with all the motoring offences.

White Dalton lawyers have a vast knowledge of bike law – and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice.

For road traffic offences call the Motor Defence solicitors on 0800 280 0912 For non-offence cases call White Dalton motorcycle solicitors on 0800 783 6191

Need advice If you need advice on a biking-related legal question or query, email mail@whitedalton.co.uk The best Q&A will be published in MCM, in confidence, of course.

Q&A

Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles...

Q

I have had my old GS1200 for the last five years and have covered about 60,000 miles with no problems… until last month. I had got back from France after a two week tour and needed new tyres.

I ran the bike into a local dealer who changed them.

I thought no more about it and covered another 500 miles the weekend after to Wales and back.

Anyway, all was well until I trundled to work the day after in the rain. I was heading down a main A-road around a gentle right-hander when the front end just lost grip, causing me to fall off, smash my ‘swede’ on the road and knock two teeth out (I currently look very attractive… not). Upon the police checking the bike, they found that both tyres had been put on the wrong way round. I reckon this caused me to fall off. Do I have a claim?

A

Not one tyre but two! These people shouldn’t be allowed out on their own; let alone be allowed to meddle with motorbikes. Rant aside, every case turns on its own facts and evidence will be paramount to winning. On the face of it, if the tyres were on the wrong way round then you can follow why the front end lost traction in the rain. However, it is not just enough to assert something; you still have to ‘prove’ your claim. With this in mind, take good photos of the tyres still on the wheels on the bike showing they are on the wrong way round. There should be an arrow on the side wall showing the intended direction of travel. If liability isn’t admitted by the dealer you need an expert to provide an opinion as to whether ‘on the balance of probabilities’ the dealer’s cock-up caused you to lose control in the rain. If you can do this you will win and the dealer will have to pay.

Q

While riding my Fazer thou’ a woman pulled out from a minor road to my left directly in front of me without looking. I had to slam on my brakes

with the result that the rear locked up and I fell off.

I took a proper tumble and fractured my back. I have two witnesses who back me up as to her crazy driving (one of them actually had to chase her down the road to get her to stop!). However, the issue I have is the third party insurer is denying liability because I actually made contact with the woman’s car. Are they right?

A

No. At best the third party insurer is mistaken and at worst they are trying to pull a stunt. In simple terms, your case is that but for the woman pulling out, you would have continued on your merry way. Therefore, the first link in the ‘chain of causation’ is the third party driver. If she had not pulled out then you would not have had to brake and therefore you would not have fallen off. In the event the defendants do not want to play ball, make sure you get a specialist motoring solicitor to represent you when issuing court proceedings.

Thereafter, they can present your case in front of a judge and let the court decide. I am of the view that your case is a strong one.

For more info, go to:

K-World dates announced Dates for the 2017 K-World Tour have been announced – with three dates planned throughout June and July at venues around the UK, Kawasaki fans have three chances to take part in a full track day run by No Limits, take a demo ride on one of the new 2017 models and see Lee Bowers performing his stunt show.

The K-World Tour begins on Saturday, June 10, at Lydden Hill, Canterbury (CT4 6ET), heads to the iconic Lincolnshire-based Cadwell Park (LN11 9SE) on Saturday, July 8, and then finishes at Mallory Park (LE9 7QE) on Saturday, July 29.

Get up to speed daily SOLICITORS

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for private readers

HONDA INNOVA 125 in red, 2007, 18k miles, MoT, carrier removable, top box, full windscreen, indicator bleepers, in really nice all round condition, £725. Tel. 01723 515546. N Yorks.

APRILIA PEGASO 660cc, 2007, 24,000 miles, MoT October 2017, heated grips, handguards, Givi rack touring screen Yamaha XT660 engine, £1650. Tel. 07979 361356. Cheshire.

APRILIA RS125 Extrema, 2000, Harada Edition, full power, unrestricted, two stroke,a rare example of the lovely classic two stroke Aprilia RS125, 10,000 miles, rides well, fast, small tear in rear seat, Sorned, MoT expired, two keys, V5C, £1450 ono. Tel. 07563 999999.

Hampshire.

BSA BANTAM B175 MoT, red, been restored, engine been rebuilt, run well. Tel. 01376 339426. Essex.

BUELL FIREBOLT 2006, black/ cherry XB12R, 16,000 miles, C reg, adjustable levers, zero gravity d/bubble screen, Free Spirit secondary air duct, Free Spirit spring belt tensioner, carbon fibre frame protectors, new front wheel bearings, SBS front pads fitted Buell workshop manual/ handbook/ two keys, two owners, £3250 ono. Tel. 07818 897511. West Sussex.

CAGIVA GRAN CANYON 904cc, black/red, vgc, standard bike, tool kit, owner’s book, mature owner, MoT March 2017, Sorned, 17,592 miles, view anytime. Tel. 01472 238204. N E Lincs.

ARIEL NH350 nice runner, +20 new speedo cable, needs new rear tyre, docs, book, history, £3800. Tel. 01767 691209.

Beds.

BMW R100RT Monoshock model, 1992, blue, with approx, 77k, MoT till June 2017, with panniers, garage kept, £2600.

Tel. Bill 01502 742351; 07549 182059. Suffolk.

BMW R850R 2002, 33k miles, full BMW luggage, excellent tourer, nice tidy bike, £3000 ono.

Tel. 07790 957238. Lincs.

BMW K1100LT 1994, green, usual equipment, 51,710 miles, overhauled by main dealer in 2013, MoT Aug 2017, garage space needed, £2000 or offer.

Tel. 07850 787156 for details.

Herts.

BMW K1600GTL 1649cc, 2011 reg, 22k + fsh, every extra + sat-nav, Bowkers cared for, new MoT for buyer, silver, mint, garaged paperwork, 100% not another like this anywhere, £10,500. Tel. 01254 395133.

BSA BANTAM rare Trials Motorcycle, 1964, 175cc, Villiers rebore & new piston, excellent original condition & some spares, £1950. Tel. 01244 535413.

Flintshire.

COMPLETE TRIKE just needs a bike, professionally built, includes all brakes, lighting and shaft drive unit, new tyres, WP alloys, Robin axle, all painted and in vgc, garaged since build, donor bike needed for another project. Email: patjm12@outlook. com Dorset.

CONDOR A580 1953, exc orig cond, quite a rare Swiss post war military bike, V5C, £5500, also selling my MZTS250A 1978, rare E German army spec, V5C, £2395. Tel. 07798 866071.

Middx.

DOUGLAS 80+ ‘51, 350cc, H/O Twin, Sports version, innovative design, bought 1959, dismantled, everything possible renewed, for assembly, as new, with original spares!

170s photos emailable, superb spares (illustrated) list, painting and electro-plating required, £3600. Tel. 0208 6690503. N E Surrey.

DUCATI MULTISTRADA 2004 1000DS, v tidy bike, very good condition overall, due a service, engine paintwork poor, tyres (Michelin Pilot Road 2) a bit worn, odd scuff and stone chip due to age/ use, have replaced starter motor clutch mechanism, fuel pump, fuel sensor & belts checked by a qualified Ducati mechanic, c/w rear carrier, top box & panniers; ideal if you’re touring this year, also has carbon fibre r/mudguard, Scottoiler, recovered seat in black/red, all keys, owners books, some paperwork (MoT August), rear paddock stand, £3500. Tel. Nigel 07495277622. E Lancs.

DUCATI 900SS 904cc, 2002, only 6,500 miles, black, new relays, new belts, brakes, serviced, some s/h, £2600.

Tel. 07710 949799 for details.

Cheshire.

HARLEY-DAVIDSON 1200 Sportster, 1990, 43k, vgc, MoT, cheap p/x possible, £3000. Tel. 07810 162057. Northumberland.

HONDA 1250 Cross Tourer, black & silver, 13,000 miles, MoT end of May, new battery, good tyres, full luggage, engine protectors, high rise screen, excellent condition, dry miles only, £6600. Tel. 07749 800597. Lincs.

HONDA 125 SILVER WING scooter, under 10,000 miles, current owner four years, now retiring, black, very reliable, garaged £1300 ovno Tel. 01476 562923. Lincs.

HONDA CB1300 slip-on Akrapovic titanium exhaust, excellent condition (looks like new), £250; cargo panniers (used), but in excellent condition, £50; Sat nav waterproof cover with power cable, £20.

Tel. 01424 425856 or 0777 3084372. E Sussex.

HONDA CB400/4 408cc, rear brake assembly, brake plate, £15; rear wheel spindle including adjusters, £10; front wheel including brake disc, £15; front forks, £25; front mudguard, £5.

Tel. 07774 056526. Leics.

HONDA CB450 450cc, Black Bomber, with Swansea provenance, £5500. ono Tel. Robert 01624 898240. Isle of Man. HONDA CD250U TWIN 18,800 miles, 1991, MoT, top box, chromed crash bars, with extras, good clean reliable bike, always garaged, retiring due to ill health, £600. Tel. 0161 6818792. Man. HONDA CG125BR 125cc, white, original condition, new battery, good compression, gears, clutch, lights, indicators, brakes, all working, needssomeattention,agoodclassic bike, easy learner bike. Tel. 07599 580309. Northumberland.

HONDA DEAUVILLE 650cc, 2003, green touring/commuter, built in side panniers, top box, fairing, screen, rides well, MoT Dec 17, £1500; no offers. Tel. 01392 255397. Devon.

HONDA DEAUVILLE 2000 reg, red nose fairing r/h middle fairing, 2 small pannier lids, tall touring screen, front mudguard, deluxe bike cover, large and many more, all vgc Tel. John on 01723 581593.

KAWASAKI VERSYS Grand Tourer, as new, £6100. Tel. 01637 830069. Cornwall.

HONDA NT650V Deauville, 12 months MoT, two new tyres, recently serviced, seat recovered, not immaculate, £1100. Tel. 07588 397223.

Leics.

HONDA SH300I 300cc scooter, 2008, black, 9,066 miles, MoT, heated grips, alarm, top box, screen, exc cond, £2100. Tel. 02476 325930. Warks.

KAWASAKI W650 October 1999, 26,000 miles, second owner, MoT July 2017, vgc, braided brake, loads of history, rides well, good tyres, £3500 ono can deliver at cost Tel. 07767 671960. Oxon.

KAWASAKI W650 red/cream, 16,236 miles, Givi top box, side planners, lovely condition, £3400 ono. Tel. 01446 790157. Glam.

HONDA VARADERO 125cc, for sale, 2009 mod, black, taxed, MoT, heated grips, new tyres, discs, alarm, £1600. Tel. 01670 351645. Northumberland.

HONDA VFR1200FA Sept 2011, 46,000 miles, MoT August 2017, full s/h, panniers, top box, c/ stand, h/grips, good tyres, £5600. Tel. 07876 426745.

Rotherham.

HONDA VFR750 green, 1996, rebuilt three years ago many new parts, £2000. Tel. 07976 736253. Cambs.

HONDA VISION 49cc moped, 1980s, blue, completely dismantled, one owner, good condition with some new parts, log book, Liverpool area, buyer must collect, cash only Tel. 07752 751791.

HONLEY HD3 125cc, Sept 2016, as new, only 5 miles, black/gold, petrol gauge, digital gear indicator, rear rack, retired from bikes, £950. Tel. 01427 330307. Lincs.

JAMES TRIALS 1949, 224cc alloy wheels, new tyres, V5 document, dry stored for a while, good spark, needs recommissioning, £1625 ono.

Tel. 01270 811762. Cheshire.

HONDA HORNET CB600 2001 reg, 14,000 miles, Smartwater protected, tyres & chain as new, new battery, excellent condition, good runner, £1900 ono p/x for older British bike + cash Tel. 01900 814767. Cumbria.

KAWASAKI EN500 1996, 19,000 miles, MoT, low mileage, tyres, used daily, £990. Tel. 07741 691510. Shrops.

HONDA HORNET 600cc, 2001/Y, 44,509 miles, yellow, MoT July 2017, average condition for year, £500 ono. Tel. 07599 244081.

Grantham.

KAWASAKI KLX300 300cc, 200, road registered, good condition, FMF pipe Renthals road legal tyres, reliable bike, £2000 ono.

Tel. 01225 743415. Wiltshire.

KAWASAKI ZRX1200R 2005, green, 37,400 miles, gold chain, new tyres, Acrapovic exhaust, heated grips, good service history, vgc, MoT August 2017, £2950.

Tel. 07952 581159. Notts.

MATCHLESS G3LS 350cc, 1953, ex-AFS, full restoration, correct numbers, dating certificate, superb condition, £5000. Tel. 07572 931129. W Sussex.

MORINI 350 SPORT 1980, repainted powdercoated & overhauled, new C&S, elec-start, Hagon shocks, exhausts, Avon Road Riders, seatcover, brakes, cables, NLM ignition system, rearsets, Jap switch gear, 1st kick starter, carbs balanced & serviced ready for summer, mint condition, £4250.

Tel. 07788 442155. Bristol.

MOTO GUZZI V50 1982, good cond, lightweight, good handling with lots of stainless customised Kawasaki switches gel battery etc, £2200. Tel. 07814 724146. E Riding of Yorks.

NSU QUICKLY 50cc, Honda moped 50cc, Honda CF scooter 250cc, Yamaha BWS Scooter 50cc, Italijet packaway scooter 50cc, GPO red phone box. Tel. 02920 625735 after 5pm. S Wales.

PIAGGIO BEVERLY Sport Touring, 350cc, immac, 2,490 miles, new Aug 2015, full s/h, Road Angel Tracker, top box, winter skirt. Tel. 01789 299093. Warks.

R1200GS TU 2010, 1 owner, 22,143m(nowinter),fulls/h,inclESA, ABS,h/grips,enginebars,BMWVario panniers and liners, recently fitted rear tyre, Givi top box. Also incl BMW -fitted sat nav (recently updated), £6250 ono. Tel. Jeff 01332 513861; 07890 576346. Derbys.

SUZUKI GS500 2007, had slight damage, but repaired now, MoT August2017,mileage29,111,£1300 ono. Tel. 01299 210758. W. Mids.

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ROYAL ENFIELD 2006 Bullet, 500cc Electra X, 9,000 miles, MoT to March 2017, 5-speed, electric start, Dellorto carb, Hitchcocks exhaust, new battery, £1500. Tel. 01522 813842; 07817 688862.

RUDGE AUTOCYCLE 1953, excellent condition, original cycle and motor controls, c/w old and new log books, manuals and parts books, unable to ride now, £900. Tel. 07919 158173.

Hants. geoffrey.downing@ ntlworld.com

SUZUKI BURGMAN 200cc scooter, 09 reg, 3,840 miles, MoT, lovely cond, like the 125 but much faster, huge storage under seat, Oxford heated grips. Tel. 07866 622196. N Yorks.

SUZUKI GSX1250FA Sport Tourer, 2011/61, 10,750 miles only, one previous owner, fsh, MoT Nov-2017, all keys, security tag, hand & service book intact, full Givi luggage, Monokey system, including spare luggage keys, 500m only on new tyres outstanding condition, £4600.

Tel. 07775 680094. Essex.

SUZUKI GSX-R400 GK76A Special, new rings stage one head, £1650 plus spare frame, wheels, engine, carbs etc too much to list has £400 pounds of exhaust on now, needs finishing battery & carb rejet. Tel. 07751 376907. Grt Manchester.

SUZUKI SV650S 2015, nimble, economical & nippy too, only 700 miles from new, bought for the wife last year, she hates the clip ons though, two prior owners, p/x Guzzi? £3000. Tel. 01291 641073. Bristol.

SUZUKI 1250 Bandit, aluminium chainguard, £15. ono Tel. 0789 4078815. Notts.

SUZUKI DRZ400S 400cc, W reg, 2000, blue and white, low mileage, Sorned, new battery, throttle cables, brake fluid, good tidy bike, new side panels, £1750.

Tel. 07500 912419. Worcs.

SUZUKI FREEWIND 650cc, T reg, MoT May, excellent condition, low mileage, £995 ono. Tel. 07788 881142. Yorks.

SUZUKI GSX-R1100K 1100cc, 1989, black, 24,000 miles, in exc original standard cond, will come with new battery, full MoT & major service, contact for further details and photos £5500. Tel. 07496 583885 between 6pm9pm. Tyne & Wear.

SUZUKI GSX-R750 2010 model, blue/white, 3k miles, standard exc brake upgrade, viewing essential, £5850 ono.

Tel. 07791 930629. Kent.

CLASSIFIEDS SUZUKI M1800R full exhaust for B.O.S.S, been on bike for 800 miles only, £345 ono. Tel. 078940 78815.

SUZUKI M1800R Tornado spike air filters, hardly used, £175. ono Tel. 07894 078815. Notts.

SUZUKI SRAD 1998, great cond, best colour blue/white, 17,500m, sports silencer, orig silencer incl, orig owner’smanual,crashbungs,single seat/rear cowl, swop for something slower. Armstrong MT350/500, R Enfield, BSA, BMW airhead or something similar or sell, £1650.

Tel. 01383 825245.

TRIUMPH BONNEVILLE T120V 1973, 59,000 miles, beautiful cond, daily rider, MoT, new tyres, runs well, no traumers, no oil leaks, all good, sounds great, rides well, roars like a lion, grab a deal at £4500, these bikes restored well go as high as £11-12,000. Tel. 07460 457280.

Hampshire.

TRIUMPH DAYTONA 955I 1999, MoT, serviced, Scottoiler, factory alarm, datatagged, all original spec, future collector’s bike, view anytime, £1950 ono. Tel. 07932 717593. Leics.

TRIUMPH ROCKET III 2300cc duel seat, off classic, like new, £150; single seat, like new, £75; sissy bar, back rest, chrome blanking plates, £20; vgc rear tyre, loads tread, £10; new battery, £35. Tel. 07933 726295.

Glos.

TRIUMPH ROCKET III 230cc touring model 2008, low miles, service history, blue silver, ultimate touring machine, reluctant sale, new battery, recent tyres, serviced, £8995. p/x considered Tel. 07950 398760. W Mids.

TRIUMPH SCRAMBLER 900cc, Bonneville, 2009, excellent condition, 13k miles, one owner, new tyres and battery, 2 tone green/silver, c/stand, sump plate, Givi rack, photos available online via email, £3950. Tel. 07712 859953. Derbys.

Subscribe to Motor Cycle Monthly: www.classicmagazines.co.uk/MCM or call 01507 529529 Parts for sale

TRIUMPH SPRINT ST1050 good tyres, lovely condition, serviced 2006, tail tidy, £2650 ono. Tel. 01530 244450.

Leics.

TRIUMPH SPRINT ST1050 2009, 30,000 miles, run well, mechanically sound, very fast, in great condition, must be seen, selling for £100 less than value at £3500. Tel. 07460 457280.

Hants.

TRIUMPH STREET RX 2016, just 900, as new condition, Quick-shifter, FTSH, Triumph warranty, dry use only, desirable colour. Tel. 07740 395127.

Bedfordshire.

TRIUMPH T100 very good condition & low mileage (1500 miles), lots of extras, 2012 reg, MoT expires Sept 2017, £5000. Tel. 07891 210588.

Suffolk.

TRIUMPH THUNDERBIRD 900cc, 23,000 mostly long distance continental touring, excellent condition, garage kept, MoT until May 2017, no offers, no time wasters, £2300.

Tel. Jonathan 07720 667287.

Swansea.

TRIUMPH TIGER 800XC, orange, full documented history, recent major service, ABS, arrow, panniers, top box, tall screen, low seat, many extras, good tyres, ready to tour Europe, 24,700 miles, superb tourer, £4500. Tel. 07989 326304. Leics.

WK GTR300 Nov 2015, ‘65 reg, black, MoT not needed till Nov 2018, under 500 miles, top box, centre stand and side stand, 16” wheels, £1150 ono; possible swap, p/x for bike and sidecar, trike, Moto Guzzi?? Tel. 0791 3032864. W Yorks.

YAMAHA RD400 1977, blue, US import, matching nos, three months MoT, 17,420 miles, many new parts, vgc, £5450 ono. Tel. 07960 925189.

Surrey.

YAMAHA SEROW 225cc, standard trim, £700. Tel. 01302 390667. S Yorks.

YAMAHA TT600S 600cc, G reg, vgc, loads spent, road legal, Dakar tank tub of spares, new rebuild engine, plastics, electrics, too much to list, collector’s classic Enduro £2100. Tel. 0777 3771829 for more info.

YAMAHA XT600E 2003, Scottoiler, leather seat cover, Quill s/s exhaust, rack & top box, one owner, 26,500 miles. Tel. 07734 458593. Glos.

YAMAHA FZR1000 1000cc, Genisis, low mileage, owned last 26 years, orange/black/ white, JMC s/arm, £1500 ono.

More details tel. 01572 756254.

Rutland, Leics.

YAMAHA SEROW 225cc, std trim, £700. Tel. 01302 390667.

S Yorks.

YAMAHA TDM 850cc, 2000, 2 into 1 exhaust R1 calipers, new tyres, new cam chain and coils, £31,165 miles, £1100. Tel. 01905 755657. Worcs.

YAMAHA TT600S 600cc, G reg, vgc, loads spent, road legal, Dakar tank tub of spares, new rebuild engine, plastics, electrics, too much to list, collector’s classic Enduro £2100. Tel. 0777 3771829 for more info.

BMW R65 ENGINE light flywheel, £350; fuel tank, excellent, original, red, (518), paintwork, £175; various crash bars, silencers, etc. Tel. 0151 2608612. Merseyside.

CAGIVA 125 Elephant, 87-88, parts fr/rear wheels, forks/ yokes, petrol tank, seat, plastics, fairing-frame, rear shocker, s/arm, brake, m/cs, caliper, radiators, locks, rear brake pedal etc, Lucky Strike colour scheme.

Tel. 07858 134475 for details.

Durham.

DOUGLAS DRAGONFLY gearbox, complete except for levers, £325, also second box, similar, possibly earlier, stripped, not complete, good case, gears and selectors, £85. Tel. 01270 811762. Cheshire.

FAZER FZS600 engine & carbs, Mk 1, full working order, £250 ono or buy sperate if required Tel. 07831 090190. Bedfordshire.

FAZER FZS600 Mk1 (2000), engine & carbs (32k), Gel seat, grab rail, belly pan & other parts available all in working order, offers considered Tel. 07831 090190. Bedfordshire.

GL1200 SPARES Vetter windjammer fairing, £75; despatch rider gauntlets, £35; Speedmaster rear section silencers, £300; boxed Givi bulldog carrier, £50; pair round chrome mirrors, £30; pair rectangular mirrors, large £25; CBF1000 mudguard, £35; brand new torque wrench boxed new, £30. Tel. 07434 513161. Lancs.

HARLEY-DAVIDSON Screaming Eagle tuner, part no 32109 08C, £245 ono. Tel. 07894 078815.

Notts.

HARLEY SPORTSTER 883cc, Solo seat, new, never used, £75; no plate bracket, new, never used, £15. Tel. 07826 873933.

Hants.

HONDA CB1-400 Jap import, parts engine, £150; spares/ repair, rear end complete, £75; petrol tank, black, £70; complete odd marks, dent, tail piece, £15; rear shocker, £60; carbs, £80; air box, £35; inner mudguard, tail light mudguard, £35 complete. Tel. 07858 134475. Durham.

HONDA CB500F 471cc, 2016, Givi 1152 F2, mono rack arms, as new, £50 ono; Suzuki Inazuma 3013, centre stand, as new, £20 all p&p. Tel. 07852 326696. Leics.

HONDA RC30 750cc parts: two wheels, £800; two headlights, £300; gearbox, £750; four camshafts, £800; full exhaust system c/w micron race can, £120. For further details and photos tel. 07496 583885 between 6pm-9pm. Tyne & Wear.

KAWASAKI W650 1999 plenty parts f/fender/rear, petrol tank blue/silver, silencers left/r clocks, carbs, headlight Tel. 01446 790157. Glam.

KAWASAKI Z200 front mudguard, good condition; also seat, carburettor and Z200/ KL250 manual. Tel. 07425 716876. W Yorks.

KAWASAKI ZZR600D complete plastics and fuel tank, stainless, 4-into-1, plus Viper cans, £120.

Tel. Tony 07758 515696. Lincs.

MT-09 YAMAHA TRACER low seat, as new used once, cost £200 accept £90 + p&p. Tel. 07480 743747. Lancs.

POWERBRONZE TINTED SCREEN to fit Triumph Street Triple, 2012-14, fly screen, unused, £45. Tel. 01948 66402; 07873 7001119. Shrops.

SUZUKI GSX-R400 frame, swinging arm, seat subframe, front wheel r/wheel with tyres in good condition for age, no forks, £160 ono. Tel. 07751 376907.

SUZUKI RGV VJ23 1995-1997, full ABS, body fairing kit, Lucky Strike colours, brand new, never used, £200. Tel. 01384 831042.

W Mids.

SUZUKI TS50/80X PARTS early 80s, chrome rims, in lovely condition, petrol tank, front pipe, plastics, seats, clocks, 80 carb, frame no, V5, forks/yokes, swing arm etc, Suzuki RG125 motor, £150. Can post UK/Europe. Tel. John 07858 134475 for details.

Durham.

TRIUMPH 650cc, 9 stud cylinder head, one exhaust stub has been replaced with a more substantial one, mating face looks original, no broken fins, £220 ovno. Tel. 01482 634464. East Riding of Yorkshire.

TRIUMPH SPARES all cheap, Hillman parts must clear, many car and bike manuals, SU carbs, 1½”, £50. Tel. 07919 158173.

Hants. geoffrey.downing@ ntlworld.com TRIUMPH TIGER 1050cc, engine bars, £90; Triumph Sprint 955 Comfort seat, £60; luggage rack, £60; carbon s/s silencer, £60; seat cowl, £20; headlamp protectors. Tel. 01302 340667.

S Yorks.

YAMAHA MT-07 panniers and fittings, £90; rad guard, £20; small screen, £20; collection preferred. Tel. 01302 840172; 07523 126067. S Yorks.

WANTED RHS silver fairing panel to suit Triumph Daytona 955i year 2003 Tel. 01942 790486.

Greater Manchester.

WANTED: HONDA, TRANSALP 700 or V-Strom 650, Bonneville, cash waiting up to £3500. Tel. 07812 939036. Derbys.

Wanted

BELSTAFF PRO BIKA size L, jacket from 80’s, brand new and unused in original packaging, removable inner quilted liner jacket and arm/shoulder armour Tel. 07470 396685. Herts.

BIKER HOUSE 2 bedroom terrace, covered yard, 4/5 bike parking area, ground anchors, log burner, low maintenance, no garden, ready to move into, no chain, £69,950. Tel. John 07858 134475 for details. Durham.

BIKETEK SERIES 3 front paddock stand, with under fork adaptors, vgc, £20; front lift for Abba stand, £20 collect plus p&p extra. Tel. 0208 8684740.

London.

BMW F800S double bubble clear screen, £20. buyer to collect Tel. Phil 01476 550072. Lincs.

ROYAL ENFIELD Owners Club “The Gun” magazines, issue no. 207, Oct/Nov 2008 to issue no. 242, Aug/Sept 2014, all 36 issues, good condition, £5. collect or pay postage Tel. 01299 266565. Kidderminster, Worcs.

SEAPLANE US NAVY COMPASS Briitsh Aircraft instruments, all 1940/1950s, excellent display pieces, £180. would split plus open face helmet, 1970, £50 Tel. 07919 158173. Hants. geoffrey. downing@ntlworld.com SHOEI NXR CRASH HELMET (£400 new) XL 61/62cm, bought 2015, (Date code: W-3) hardly used, excellent undamaged condition and definitely never been dropped, Pinlock fitted, soft carry bag, £125. ono despatch extra or collect Tel. 07866 622196. N Yorks.

STREETMATE red/black, medium, armoured jacket, hardly worn, £8; large black full/helmet, £8; XL black full/helmet, £8; two disc locks, £4 each; in cases. Tel. 07471 739455. W Yorks.

CAGIVA CANYON 500/600 all parts, or complete bike for spares only. Tel. 07758 515696.

Lincs.

EXCHANGE: HONDA 250cc Night Hawk, on the road, perfect cond; wanted any 500cc suitable for sidecar work, any condition, will collect. Tel. Barry 01527 836644. Worcs.

HONDA VFR VARIANT 750cc, wanted fairing plus seat cowl for my Honda VFR or racing fairing and seat for the same bike. The bike is 1990 and red if possible.

Tel. 01227 281373; 07934 535525. Kent.

MOTO GUZZI Nevada Classic 750cc wanted, front crash bars.

Tel. 07759 566869.

NORMAN PARTS WANTED B4 frame or rolling chassis, desperately need complete front and rear wheels for Norman B3, reasonable condition and price.

Tel. David 01256 321436. Hants. thehubbards1954@hotmail.com VELOCETTE LE PARTS rebuilding a very sad and battered machine, any parts very welcome, grandson’s first Classic Bike restoration. Tel. 07919 158173. Hants. geoffrey. downing@ntlworld.com WANTED BSA half-width rear wheel for 1930s B26 and gearbox; also for 1940 WB30 engine and gearbox BSA. Tel. 01580 819377; 01580 819377. Sussex.

Parts wanted HONDA “50” CR110 engine, parts wanted, why? have CR93 engine parts to exchange or will buy, also Suzuki TR50 parts sought. Tel. 0777 5558399.

Middx.

Miscellaneous

69 ACCESSORIES

BRAKE HOSES

EXHAUSTS

PAINTWORK

MOT AND SERVICING

CHROMING

PARTS/SPARES

CLOTHING & ACCESSORIES

PLASTIC REPAIRS

SEATING

NUT & BOLTS

SPEEDOMETERS/COMPUTERS

OFF ROAD EXHAUSTS

70 SERVICES

TRAINING COURSES

TRAILERS

TRACKDAYS/RACE SCHOOLS TRAVEL

TRAILERS

TYRES

WEB WATCH

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