ftj nhf yt

SUZUKI

MICHAEL LAVERTY TALKS…

00 LS W

BSB, MOTOGP AND LIFE THE OTHER SIDE OF THE CAMERA

STREETBIKE

AU G ISS UST UE 20 382 21

2007

BUYER’S GUIDE

H

ALL YOU NEED TO KNOW ABOUT THIS BARGAIN BULLET: RUNNING COSTS WHAT GOES WRONG HOW WE RATE THEM WHAT YOU SHOULD PAY

LIFE BEHIND THE BARS OF BIMOTA’S NEW TESI H2

G

GETTING TO GRIP S WITH THE BES M T NAKED KE .

YAMAHA MT-07

APRILIA TUONO 660

TRIUMPH TRIDENT 660

KAWASAKI Z650

ISSUE 382 AUGUST 2021

THE KNOWLEDGE Used Bike Guide .............................54 All you need to know about Yamaha’s 2007 R1

Track Craft .....................................82 Dean Ellison is back with more track wisdom

YOUR LIFE ON BIKES You and Yours ................................. 86 All of your adventures

Chatter ............................................ 88 A page dedicated to the best readers in the world…

TESTS Bimota Tesi H2 ................................ 18 The biggest, fastest and best sportsbike test in the world (we reckon)

Middleweight Missiles ................... 28 Getting to grips with the best mid-capacity nakeds

Suzuki GSX-S1000........................... 54 Hitting the hills on Suzuki’s new scratcher

COLUMNISTS

30

Tom Neave ...................................... 94 Trials and tribulations from Oulton BSB

Peter Hickman ................................ 95 Hicky gets pumped at the season opener

Gaz Johnson.................................... 93 Top tales from our TT star

Christian Iddon ............................... 97 He’s second in the BSB championship... here’s how

Steve Parrish................................... 98 Steve’s back to make us laugh

FEATURES Michael Laverty exclusive .............. 66 The one-time GP rider talks all things racing

Track Spec....................................... 78 We check out a very special Ducati 1199R

Race Riot ......................................... 76 Tim and Farmer Brod have been flying the Fast Bikes flag

BUY

GEAR

FASTBIKESMAG.COM

IBE R C S SU

8 See page for t

66 18

WELCOME

What’s the hook?

W

hy do we like bikes? Is it about the looks? The performance figures? The simple riding pleasures? For me, the appeal is individual. Over three decades I’ve ridden a load of motorcycles, including my first bike that didn’t even have an engine. Me and my brothers would push our KE175 up a hill and take it in turns to roll back down on it. In terms of performance, it couldn’t pull the skin off custard, but the pleasure it offered us was off the scale. Since then I’ve owned new bikes, old bikes, V4s, strokers… and too many race bikes to mention. I’ve owned some absolute pigs, and some corkers I wish I’d kept. Throughout time, I guess the core appeal for me has been the performance of a motorcycle – but the engineering of a machine is equally as appreciable and quite often fuels the performance in the first place.

That’s probably why I got more than a little excited when the opportunity arose for us to do a bit of speed dating with Bimota’s new Tesi H2. I say ‘we’ in the royal sense, because Johnny called shotgun on the test ride long before my brain could compute an answer, but I didn’t mind because I still got the chance to look over a piece of craftsmanship that pioneers a look and design that is truly unique, using a multitude of machining processes and a shed-load of materials to create the £59,000 specimen. Yep, £59k. For that kind of money I’d want something special, and by all accounts, that’s Johnny’s take on it – as you’ll find when you flick forward a few pages.

Of course, money doesn’t always equate to happiness, and it was on some of the scabbiest bikes imaginable, held together with bailer twine and random bolts, that I had some of my most cherished rides. In my late teens, me and my mates would blast around on whatever our wages could afford – which never amounted to much. I had a VFR400 but most of my friends were in the SV650 club. What they did on those bikes, without tech or fancy paintwork, without getting caught by the cops, was unforgettable. It hammered home the good times you can have with under 100bhp to your name, or a bank balance with £59 in it, let alone £59k. It also fuelled the notion for this issue’s other big test: middleweight nakeds. We pulled together four of the best options in the sector

38 Join us on Facebook:

Facebook.com/ FastBikesMagazine

View Fast Bikes video content:

Join us on Twitter:

youtube.com/ fastbikesmag

@FastBikesMag

and had a right laugh on them, on road and on track, revisiting our youth and seeing whether today’s crop of ‘first big bikes’ could hold a candle to the reprobates that came before them. I’ll let you be the judge.

Enjoy the mag.

BOSSY MAN

BSB SU PER S TA R

RACING PUNDIT

‘Dangerous’ Bruce Wilson

Christian Iddon

Steve Parrish

dangerous@fastbikes.co.uk

...and Britain’s best builder

...and pro at pranks

MONEY MAN

TRACK RIDING GURU

SUPERSTOCK WINNER

Charlie ‘The Sheriff’ Oakman

Dean Ellison

Tim Neave

coakman@fastbikes.co.uk

...and super nice bloke

...and flail mowing's finest

YOUNG MAN

TT WINNER

SUPERSTOCK WINNER

Carl ‘Pretty Boy’ Stevens

Gary Johnson

Tom Neave

teaboy@fastbikes.co.uk

...and karaoke king

...and combine king

OLD MAN

MOTOGP SAGE

SUPERBIKE SNAPPER

John McAvoy

Jack Fairman

Jamie Morris

gramps@fastbikes.co.uk

...and wine connoisseur

...and eBay addict

SUBSCRIBE! See page 8 for the best deals, or visit classicmagazines.co.uk/ subscription/FB/fast-bikes

6 AUGUST 2021 WWW.FASTBIKESMAG.COM

Download Fast Bikes:

Mortons.co.uk/FB

ROAD RACING LEGEND

LEGAL LORE

Peter Hickman

Andrew Dalton

...and BSB winner

...and hardcore off-roader

SUBSCRIBE AND SAVE Pay just £3.46 per edition That’s a 25% saving when paying by direct debit

Great reasons to subscribe >> Free UK delivery to your door or instant download to your digital device >> Save money on shop prices >> Never miss an issue >> Receive your issue before it goes on sale in the shops

PRINT ONLY

DIGITAL ONLY

One year FOR £44.98

6 issues FOR £15.99

Direct Debit

Credit/debit card »

One year FOR £45.49

13 issues FOR £29.99

Credit/debit card

Credit/debit card »

Two years FOR £82 Credit/debit card

 classicmagazines.co.uk/FBDPS  01507 529529 and quote FBDPS Lines are open from 8.30am-5pm (Monday-Friday)

TERMS & CONDITIONS: Rates are based on UK orders only – for overseas please visit www.classicmagazines.co.uk/fb-overseas. Subscriptions will start with the next available issue. Offer closes 05/09/21. Direct debit payments will continue at the price you paid, on this offer, every 12 months thereafter unless you tell us otherwise. Full terms and conditions can be found at www.classicmagazines.co.uk/terms. Quoted savings are based on a 13-issue direct debit subscription when compared to the cost of 13 full-price printed issues.

S & RE VIEW S W NE , AL ET M W NE – S KE BI ST FA PL ANET

SHOCK TREATMENT! WORDS: SIR ALAN OF DOWDS

British firm launches 200mph-plus electric record bike – with a hole in the middle…

I

t’s not often you see a really new idea in motorcycling but this wild electric land-speed record bike has a touch of mad genius about it. Built by British firm White Motorcycle Concepts using F1 racing technology, the WMC250EV has a radical ‘V-Air’ through-duct to channel high-speed air right through the centre of the bike. That cuts drag by a massive 70%, and, the firm hopes, will help it break UK and world land-speed records.

Electric motors drive the front and rear wheels, with the battery pack integrated below the air duct and the rider mounted up high, streamlined into the upper fairing half.

The duct is a structural part of the billet aluminium chassis construction, with cable-operated hub-centre steering and all-carbon bodywork.

At about 140bhp, the power output is modest for a land-speed record machine, especially considering the 300kg all-up weight of the WMC250EV. But the aerodynamics are so effective that the firm reckons it should touch 200mph at its first UK record attempt – with 250mph possible with some simple motor upgrades.

“There’s 40kw on the front and 60kw on the rear,” said WMC founder Rob White when we spoke to him. “So 100kw all in, or 137bhp – which isn’t a lot of power. But with the

power available and the drag coefficient, we think we’ll be able to snatch 200mph.”

White knows how hard it is to hit 200mphplus over the strict measuring conditions needed for a speed record.

“I’ve been riding a Hayabusa in Straightliners for a couple of years so I know a bit about it,” he said. “Historically it’s worked with brute force, but we’re coming at it from a slightly different point of view.”

The V-Air duct doesn’t just cut drag, though. It also boosts stability, with the design helping to reduce lift at speed compared with a conventional machine, as White explains.

“The duct removes the centre of pressure from the front of the bike, which reduces lift.

So the front wheel is loaded much more than a conventional bike. We can also create downforce at the rear of the bike; the bottom part of the duct ends at the tyre, and the upper surface of the duct continues on.”

And the duct even acts as a massive air brake to aid stopping. “We have an aerodynamic element that sits in the duct to close it to increase drag in the braking zone.”

White is aiming to attack the British record over the next couple of months, at various ex-RAF air bases throughout the country. “We have multiple options in UK for testing over the next 10 weeks. We’re going to Cottesmore, and we’re also looking to run at Straightliners

events. I have a relationship with Guy Martin and his Project 300, so there may be opportunities there for us to go testing together.

Elvington is the likely choice.”

The WMC250EV will then go on to make an attempt at a world record at the largest salt flat on earth – the Salar de Uyuni in Bolivia, in July 2022.

The speed records are just part of WMC’s plan. The firm’s main aim is to utilise its patented V-Air technology on everyday road bikes, to reduce drag and improve efficiency on more normal machinery. It’s working on the WMC300FR, a 300cc three-wheel hybrid scooter aimed at fast-response vehicles in cities. It includes V-Air technology to reduce drag by 25%, cutting fuel consumption by 18% and boosting performance to around the 500cc level – with much lower emissions.

Longer term, the firm hopes the V-Air could be licenced for use by much bigger firms.

“We have UK patents granted, and we have patents pending in Japan, US and Europe,” said White. “We’d like to enter a tech partnership with a major OEM and include it in future motorcycles through licensing. It would be incredible if one of the big four picked it up.” *We’re looking much more in-depth at the WMC250EV next month.

This is a really new idea in motorcycling.

10 AUGUST 2021 WWW.FASTBIKESMAG.COM

2022 HONDA MONKEY 125 The legendary Honda Monkey mini-bike is 60 years old this year, and it’s fair to say it’s come a long way from its roots. The original bike was built for a kids’ ride in a Tokyo amusement park, with a 50cc motor, before Honda turned it into a handy fold-up scoot for jammedup Tokyo roads.

It’s since evolved through various 50cc forms into today’s 125cc fun, urban

commuter bike. It still looks properly fun, and as a city run-around, pit bike or motorhome transport, you can’t go wrong. It’s also a great toy to hone your slow-speed wheelie control on…

The 2022 bike has a new 9.2bhp air-cooled engine with a five-speed gearbox (up from four cogs) and new dual-rate rear shocks. Price is £3899, and it’s in the shops later this summer.

Caption 3

Fun... and urban.

TT RULES, OKAY Big shake-up is coming for Isle of Man races in 2022 and 2023 The Covid-19 pandemic has ruined a lot of things for a lot of people – including the Isle of Man TT races in 2020 and 2021.

But there’s one tiny upside to the TT’s cancellation, according to the organisers – they had the chance to completely re-think the event. They’ve spent the last 15 months working on ways to bring the TT into the digital age, with an all-new online video streaming package, as well as spreading the racing out more evenly across the first two weeks in June.

From 2023, racing will begin on the middle weekend, with the Superbike race on the Sunday after practice week and the Senior race on the following Saturday. That will help hotels, ferries and airlines by distributing visitors more evenly over two weekends, rather than the current sharp peak demands around the big races.

Fast Bikes readers online had a mixed response to the proposals, though. “Fuck yeah,” said Joel McCabe on Twitter. “I was worried it would never come back.”

Over on Facebook, David Windsor commented: “Quality, thanks for the update guys!” Darrell Middleton added: “Can’t wait for it to start up again. Not sure how I feel about paying to stream it on the net though, rather than it being on the telly.”

The pandemic’s led to a re-think of the TT.

“Look... is that a shake-up on the horizon?”

E10 FUEL FOR YOU? Petrol is changing in the UK – new Government rules mean all normal unleaded fuel will now be E10 fuel, containing up to 10% ethanol. That’s arguably a more renewable fuel than crude oil but it’s not suitable for all older machines. There’s a Government website for you to check your bike, at www.gov.uk/ check-vehicle-e10-petrol. Our advice? If you’re not sure, stick to super unleaded.

AUGUST 2021 WWW.FASTBIKESMAG.COM 11

PRODUC TS CE AN M OR RF PE ST KE IC TR & T ES ALL THE LATEST, CO OL

WEISE APEX GLOVES Short cuff and sporty, these gloves can be worn under a jacket sleeve while still offering a serious amount of safety. Made from full-grain leather, which is double layered in the critical zone, they feature integrated TPU knuckle reinforcement and scaphoid protection on the palm, too. Like top-end race gloves, there is a leather bridge between the little and ring fingers to minimise separation during a fall. Stretch panels provide extra flexibility for comfort and to aid precise operation of the levers. A silicone print on the palm increases grip, and the index finger and thumb are touchscreen compatible, allowing device operation without removing the gloves. The padded cuff has a Velcro closure for a secure fit. They’re available in black or black/white, in sizes S-3XL.

RRP £59.99

www.weiseclothing.com

RICHA VELOCITY BOOTS New for 2021 in the racing collection, the CE approved Velocity boots are very stylish and provide all of the right protection. They have a Hipora waterproof and breathable membrane inside the mattfinished leather shell. An off-set 3/4 zip makes them easy to put on and take off. There’s a quilted leather flex zone on the ankle for comfort and ease of movement, and reinforced TPU areas on the ankle, heel and shin. They feature a double leather and TPU overlay for gear change, and a replacement plastic and metal toe slider as well as a replaceable metal scuff protector on the top outer shin area. They’re available in sizes 39-48 in a choice of two colours – black and black/white.

RRP £109.99

ALPINESTARS FASTER V2 LEATHER JACKET Alpinestars knows how to make good-looking kit and its Faster V2 leather jacket is no exception. Constructed from 1.3mm leather with Nucleon Flex Plus ultra-flexible shoulder and elbow protection means that the Faster V2 will look after you in the case of a spill, while ventilation inlets on the shoulders will keep you cool on those warmer rides. The rear of the jacket is slightly longer so it doesn’t ride up your back while on the road, and there are zip pockets as well, for chucking in the stuff like your phone and wallet.

RRP £369.99

www.alpinestars.com

www.nevis.uk.com/richa

OXFORD PREMIUM HANDGUARD WITH ALUMINIUM LEVER GUARDS There is nothing worse than taking a stone to the knuckles at speed, so Oxford has that problem solved!

These beautifully created handguards will protect riders’ hands from stones, weather and general road debris. With a universal fitting of up to 22mm diameter handlebars and constructed from lightweight CNC alloy, the unique Oxford design will add that finishing touch to your bike and protect your hands. These handguards can easily be converted to smaller race-style lever guard with the addition of the converter piece, as well.

RRP £69.99 12 AUGUST 2021 WWW.FASTBIKESMAG.COM

www.oxfordproducts.com

PRODUCTS

R&G TITANIUM SPROCKET NUTS Time to bling up your bike and add that factory racing touch with the all-new R&G Titanium Sprocket Nuts. Made from grade five – 6AL-4V – 1068 MPA titanium, these sprocket nuts offer motorcyclists extraordinary strength and weight reduction, and are available in titanium and black titanium finishes. The black titanium sprocket nuts go through a physical vapour deposition treatment, ensuring longevity and corrosion resistance. Available in bike-specific sizes, the sprocket nuts fit using the manufacturer torque settings, and should be fitted with a medium thread lock and copper slip which is included.

Price varies depending on the kit. Around the £30 mark

www.rg-racing.com

LS2 VICTOR EVO One of the most technically advanced helmets from LS2, the Vector Evo offers premium protection, comfort and spec at an accessible price – and now, has a load more colours as well. The outer shell is made from highperformance fiberglass composite, providing high penetration resistance yet weighing only 1390g. Aerodynamically sculpted to keep the head stable at higher speeds, it features a chin curtain to help keep the weather out and lower wind noise. A one-click 3D optically correct visor gives a clear view of the road; it’s both scratch and UV-resistant, and features the Pinlock anti-fog system. Behind that is a flip-down sun visor, allowing low sun and glare from wet roads to be dealt with in seconds.

Dynamic flow-through ventilation helps keeps you cool and comfortable, and if you do get sweaty, then the Magna-Tech liner is removable and washable for freshness, and gives a snug reassuring fit. If that wasn’t enough, you also get a neck roll and a reinforced quick-release chin strap, which is secured with LS2’s unique metal security plate, and emergency release cheek pads, as well.

RRP £169.99 (graphics) and £159.99 (solid colours) www.ls2helmets.com

IXON VENDETTA EVO

Over the years, Ixon really has come on leaps and bounds in terms of its kit, which is reflected massively in the amount of riders you see wearing the Ixon brand on the world stage in MotoGP and even over here in BSB. And with its latest range-topping suit, you can see why. It comes equipped with full CE level one protection in the elbows, shoulders and knees, alongside level two protectors on the hips. It’s constructed from thick and supple cow leather, and has high abrasion resistance synthetic fabric reinforcements on the exposed areas, such as your forearms and your knees. There’s even two layers of leather on your rear end. The Vendetta Evo also comes equipped with MotoGP inspired dual-density shells on the shoulder and knees, and with micro-perforations and stretch sleeves, it should feel nice and snug.

The Vendetta Evo is available in a range of colours and sizes, and is fully compatible with the Ix airbag-U03 vest.

RRP £650

www.ixon.com

AUGUST 2021 WWW.FASTBIKESMAG.COM 13

THE VERY BEST KI T

RST RACE DEPT V4.1 AIRBAG SUIT TESTED BY: TIM NEAVE MILES: 1000+ TIME: TWO YEARS PRICE: £999 WEB: www.rst-moto.com TEL: N/A

I absolutely love my RST suit – it’s honestly the most comfortable suit I’ve worn. It fits like a glove and what’s better, it has the almighty air bag protection too. I raced in this spec of suit last year, albeit a custom fit and design, and I have to say I was so impressed with the quality and the fit. It is made up from 60% kangaroo hide and 40% cow hide, with extra thick leather just where you need it. As far as all-in-one suits go, the V4.1 is very lightweight.

14 AUGUST 2021 WWW.FASTBIKESMAG.COM

The suit looks trick, there’s no two ways about it – the angular TPU armour on the shoulders and knees really adds to the styling, and the cut of this suit is perfect for that full racing tuck and all-out flexibility.

The leather is perforated for maximum ventilation, and this suit is available in an extensive range of sizes. For this year’s ltimate Sports Bike test, Bruce, Johnny Mac and I used the V4.1 suit and to pay estament to RST, I used a standard off-the-peg size and the fitment was bang-on. With plenty of sizes to choose from, you’ll be sure to find the perfect one for you.

This suit is also kitted out with all of the smaller details which makes it great for racing... a neoprene collar and cuff, a removable inner mesh liner for extra comfort, and rubberised aramid knee panels to help you grip the tank during heavy braking.

My favourite feature is undoubtedly the airbag system, which has been designed by

In&Motion. It’s slick, it’s built into the suit, and you don’t know it’s there. The system is very easy to use; the control unit is stored in the built-in CE Level 1 back protector, and it’s removable for easy charging. The control unit connects to an app on your smartphone, which allows you to keep track of the battery life, GPS signal, and the air canister. You get one inflation per canister, and these are also very easily accessed in the top of the back protector. The airbag system works on a subscription and membership basis, and can be purchased with a one-off or monthly payment (prices differ between road or track riding).

I can’t recommend this suit enough. It ticks all of the boxes for me, and with a price tag just short of a grand, you really won’t find a suit with better value for money.

RST PRO SERIES AIRBAG SUIT TESTED BY: JOHN MCAVOY MILES: 500 TIME: TWO WEEKS PRICE: £749.99 WEB: www.rst-moto.com

I’ve always had a love/hate relationship with airbag suits. On one hand there is no denying the safety benefits of an airbag, but on the other they’re bulky and heavy – much like myself, plus they are a pain in the arse to get on and off. So I had mixed feelings when my

suit arrived for Ultimate Sportsbike... here was another airbag suit I was going to have to do battle with just to get it on.

Imagine my joy when I noted that the airbag is built into the suit and therefore it just goes on like any other, so full marks to RST for making an airbag suit that’s not like an airbag suit.

This is RST’s mid-priced airbag suit and at £749.99 is astonishing value. As far as I can tell, it’s virtually the same as Tim’s and Bruce’s posh V4.1 suits but made from cow hide instead of kangaroo leather. I assume ST achieve this price point y virtue of the fact that you have to subscribe to In&Motion for the airbag system to actually work, and therefore probably pay very little – if anything – for the system (£120 a year for road use and another £25 a year for track use)... presumably the algorithms are different for each

application. On the surface it feels like a bit of a swizz, but a tenner per month for constant updates to the system via your wi-fi, FOC replacement if there’s any problems, and a few other benefits on top of the obvious advantages of an airbag is reasonable, especially when the purchase price is so low.

Elsewhere, the quality of the leather and stitching seems okay but without having thrown myself into the scenery, I can’t really comment as to its structural integrity. The fit came up big for me, and I could have easily worn a size smaller than my usual, but otherwise I’ve got no complaints.

There’s nice touches and details around the suit too, like the neoprene cuffs and collar. The stretch panels are massive, and the shoulder cups and the area where you attach a knee slider is neatly finished.

However, the elbow sliders look like an afterthought and are at odds with the rest of the suit’s finish.

Otherwise the RST Pro Series makes a strong case if you’re on the market for an airbag suit… just be aware that the airbag bit comes with a subscription on top of the purchase price.

ARAI RX-7V TESTED BY: JOHN MCAVOY MILES: 500 TIME: TWO WEEKS PRICE: £669.99 (PLAIN); £789.99 (GRAPHICS) WEB: www.whyarai.co.uk

The Arai RX-7 has been around forever and, if I’m honest, it’s starting to show its age a bit. There’s no denying it is built to the highest quality, and with the know-how of a company like Arai behind its design and construction, you’re in safe hands.

It’s just that bit heavier than newer helmets, and the visibility is that bit less than newer helmets, and the visor removal system on other helmets is easier, and for me at least it needs a real push to get on my head. Once it’s on, it has the sort of comfort that you know you could leave it on all day and not suffer any discomfort in the slightest.

Ventilation is extraordinary, to the point that if I opened all the vents it was draughty enough to make my eyes water, so no danger of steaming up.

Arai is one of the very best in the business and the RX-7V just drips with the sort of fit and quality you should expect from a handmade helmet that costs the guts of seven hundred quid.

The things I’ve pulled it up for are only incidental observations that are age-related rather than actual faults or shortcomings. The RX-7V is without doubt one of the very best and safest helmets money can buy.

AUGUST 2020 WWW.FASTBIKESMAG.COM 15

THE VERY BEST KI T

TRACTECH EVO 4 GLOVE TESTED BY: BRUCE MILES: 2000 TIME: ONE YEAR PRICE: £89.99 WEB: www.rst-moto.com

Just like my boots, my gloves were the ones I wore and crashed in last year… but there was nothing wrong with them. In fact, it was great to slot on gloves that required no bedding in and fitted my hands so well. The general feel is supple, and it’s easy to feel exactly what your hands are doing. The gloves aren’t restrictive or overly armoured, despite an abundance of carbon knuckle protection and features such as palm sliders and double layers of kangaroo leather in their make-up. The wrist and forearm closures allow for a great, secure fitment and there’s extra piece of mind from an additional padded flap that overhangs the wrist closure.

To be honest, these are some of the best-value gloves on the market and I rate them more than many pricier options that haven’t felt as good in everyday use or done so well when thrown down the road.

TRACTECH EVO III SPORT BOOT TESTED BY: BRUCE MILES: 2000 TIME: ONE YEAR PRICE: £129.99 WEB: www.rst-moto.com

While Johnny and Tim were swanning around in their shiny new boots, I dusted off my Evos from last year. There was no reason to replace them, despite a bit of superficial damage from a crash I had in them during last year’s big test when I was set upon by a tyre wall. They still looked good, felt good, and did me proud throughout USB 2021, with the only niggle being a toe slider coming loose after one too many impacts with the ground. It’s hardly their fault, and it was a problem fixed in a jiffy by a few turns of an Allen key.

On the whole, these are decent boots.

They’re comfy on and off the bike, and can be worn all day long thanks to good ventilation and supple but strong construction. I like that they’re not too restrictive for movement and that they offer plenty of feel. The zipper works a treat, and the Velcro tab at the top securely bonds the boot. I will say, my only real issue – that seemed most common during track use – was the plastic fixture on the inside of the boot occasionally catching on the heel guard of a few bikes, which wasn’t ideal.

Maybe it’s just me and my wayward ankles, but that’s just what I found.

16 AUGUST 2021 WWW.FASTBIKESMAG.COM

AGV PISTA GP-RR MATT CARBON TESTED BY: BRUCE MILES: 1000 TIME: ONE MONTH PRICE: £999.99 WEB: www.agv.co.uk

I’ll admit I almost passed out when I saw the price of this helmet, but any questions of value for money soon dispersed once I had the Pista in my hands. It is a thing of beauty, especially in the matt finish where you get to clearly see the beauty of its 100% carbon fibre shell construction. The design is something else, and the weight of the product is also impressive (1450grams).

I can’t remember the last time I wore an AGV, so it was new territory for me and a feel I had to get used to. As well as being lightweight, it’s also really well vented, which wasn’t always a good thing on our

chilly USB test. The extreme venting also meant the Pista was on the noisier side, and I wasn’t a fan of the internal chin adjuster for the front vent, as it proved a mission to put my finger on when riding.

On a positive note, the peripheral vision was exemplary and I found the system to change visors intuitive and quick.

The more I used the AGV, the more I came to like it for more than just its looks, as it actually proved very comfortable throughout the course of hundreds of miles clocked and countless hours of use. This lid really came into its own when I was on the track, which is arguably its natural habitat… as the OE fitment drinks tube suggested. It’s a feature that seemed a little over-the-top for me, but maybe that’s because it’s not normally too scorchio in Lincolnshire.

LAUNCH

BIMOTA TESI H2

TESTING THE

18 AUGUST 2021

...

BIMOTA TESI H2

WORDS> JOHNNY 'BIG' MAC

PICS> STU COLLINS

In a world where conforming seems pretty much mandatory, it’s refreshing to see Bimota’s zest for innovation and uniqueness is definitely alive and kicking.

AUGUST 2021 WWW.FASTBIKESMAG.COM 19

LAUNCH

“How much do you think we’d get if we sold the dog?”

A

ny doubt as to what the Tesi H2’s purpose is in life is written right there in front of you on one of the huge carbon fibre wings. “Tesi” is the Italian word for “Thesis”, which, to give its full meaning according to the dictionary, means “a theory that is put forward as a premise to be proven”. In other words, the Tesi H2 is Bimota’s attempt to prove a theory – specifically that hub-centred steering is a viable alternative to the traditional telescopic fork as a form of steering and suspension for the motorcycle.

The origins of the whole Tesi concept go back to when Massimo Tamburini (the TA of Bimota) developed a project based on a thesis he had when studying engineering at university. The fact that the Tesi H2 is, strictly speaking, the fourth Bimota to use a Kawasaki engine but doesn’t get the name KB4 backs this up. Think of the Tesi as Bimota’s equivalent to Lockheeds Skunkworks division, a place for engineers to research and develop solely for the purpose of radical innovation, pushing the boundaries of physics and, yes, test theories.

Tesis have been around since the late 1980s as various conceptual prototypes, but the 1D was the first one to make it into production. It used the engine from a Ducati 851 that got increased to 907cc by increasing its stroke for the later models. The 2D followed in 2004 and was essentially the same as the 1D but without bodywork, and instead of the liquid cooled 851 engines, it got the air/oil cooled 992cc engine from a Ducati Multistrada. Bimota collaborated with another small Italian manufacturer on the 2D called Vyrus, and inevitably the companies

IT'S NOT A BIG SURPRISE THAT THE ENGINE IN THE LATEST TESI HAS GRABBED ALL THE HEADLINES AND THE ATTENTION.

20 AUGUST 2021 WWW.FASTBIKESMAG.COM

BIMOTA TESI H2

fell out. Vyrus went its own way, marketing the 2D as its own, presumably because it had enough intellectual property invested in the 2D for there to be no comeback.

The main difference between the Bimota 2D and the Vyrus was that the Vyrus had much more powerful engines. Then in 2007 the 3D came along, an evolution of the 2D in so much as it got some clothes, and the swingarms were made from tubular steel, and it got the 1100cc engine from the Ducati Multistrada.

I’ve been lucky enough to have ridden the Vyrus and the 3D, both of which were thoroughly enjoyable bikes; a bit “out there” but also a lot of fun. They made a lot of sense due to their very light weight, narrow

chassis and punchy engines. Enter the supercharged 200+bhp behemoth that is the Tesi H3, which, as well as being the first Tesi not to use a Ducati engine, is a very different proposition due to the sheer size, mass and output of the donor engine from a Kawasaki H2.

It’s no big surprise that the engine in the latest Tesi has grabbed all the headlines and the attention. It’s a very big departure for the concept, but the location of the front shock absorber is the first thing that catches my eye. It’s mounted alongside the rear shock absorber in the rear swing arm, with its linkage connected to the front swingarm via a long rod running underneath the engine.

It’s bonkers. The radiator is

LAUNCH

ON THE ROAD, INEVITABLY THE TESI HAS A DIFFERENT FEEL TO A BIKE WITH TELESCOPIC FORKS.

TECH DATA

Bimota Tesi H2 ENGINE

Type:

Bore x stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

998cc, liquid-cooled, four-cyl, DOHC, 16-valve, Supercharged 76mm x 55mm 8.5:1 EFI, 50mm throttle bodies 240bhp @ 11,500rpm 141Nm @ 11,000rpm

CHASSIS

Frame:

F Suspension: R suspension: Front brakes:

Rear brake:

Aluminium alloy billets with rear swingarm mounting plate Billet alloy swingarm, Öhlins TTX36 monoshock Billet alloy swingarm, Öhlins TTX36 monoshock Brembo four-piston monobloc calipers, 330mm discs Brembo twin-piston caliper, 220mm disc

Yes Yes No Yes Yes No No No No

DIMENSIONS:

Wheelbase: Seat Height: Dry Weight (Claimed): Fuel Capacity:

1445mm 840mm (+/- 10mm) 214kg 14 litres

INFO:

Price: From:

ENGINE:

Front and rear swingarms are painstakingly machined out of solid billet alloy. The front swingarm is two pieces of billet alloy bonded together with a carbon fibre section in the same way the Bimota SB8 uses a carbon section in its frame. Probably the components that sum the bike up the best. There are so many easier (and cheaper) ways to produce the same part, but that’s not the Tesi way.

Lifted from the Kawasaki H2, the supercharged 998cc motor should need no introduction. On the Tesi it gets a bespoke full titanium exhaust that would cost around £3000 but is included in the price of the bike. Like every other component on the Tesi, it is straight out of the top drawer in terms of quality. Power delivery is vicious.

mounted near horizontally beneath the clocks where the forks would usually be, with an elaborate system of vents and fins to help send and remove air to and from the radiator area. I even tell myself that the cartoon-esq wings are also part of the cooling solution as opposed to the current buzzword – downforce.

Mounting the radiator horizontally means the achingly gorgeous headers of the full titanium Arrow exhaust system are there for all to see. Surely vanity can’t be why Bimota took advantage of the lack of forks to repackage the radiator so Tesi H2 owners can show off their titanium headers? Could it?

ELECTRONICS.

Riding Modes: Traction Control: Slide Control: ABS: Quickshifter/Autoblipper: Wheelie Control: Launch Control: Pit Limiter: Cruise Control:

SWINGARMS:

£59,000 www.bimotauk.co.uk

22 AUGUST 2021 WWW.FASTBIKESMAG.COM

Elsewhere there are details and evidence of craftsmanship that have become the hallmark of Bimota bikes over the years. Theories that play with the laws of physics aside, the sheer quality of the manufacture of the various components is off the chart. The carbon is as stunning as it is paper thin, and the rods that make up the steering system are machined from solid alloy, as are the rearsets. The system they use to adjust their position is a perfect example of how everything else on the bike is engineered. The humble rearset doesn’t get a mounting plate with combinations of holes drilled into it to line up and set the position of the rearset – oh no.

There’s an elaborate solution involving a pinch bolt, eccentric cam and a slider, all machined from solid alloy that just screams out this is what you get when you let the designers loose and keep the bean counters out of the room. It’s the same story with the ride height adjuster. Bimota doesn’t do locking nuts at the top of the shock absorber like everyone else does, no – it’s more pinch bolts and machined eccentric cams.

Carbon handlebars are a first for me, and I don’t recall ever seeing a swing arm that has been machined from a billet of alloy – but there’s two on the Tesi H2. The front swingarm is actually two pieces of alloy bonded to a large piece of carbon, in the same way Bimota introduced a carbon fibre section to the frame on the SB8. Using box section alloy to manufacture the swingarms would have been much easier (and cheaper), but this is Bimota.

So, I’ve established that it’s possible to spend hours looking at the Tesi H2, soaking

BIMOTA TESI H2

CARBON BODYWORK: Paper-thin, finished off with a coat of matt lacquer, it is literally everywhere on the bike and of the very, very highest quality. In particular the main fairing has so much going on that it is possible to spend unreasonable amounts of time trying to work out what all the slots, wings and curves – a lot of which are out of sight – are all doing. Are they there for aero effect, cooling or just style? Who cares?

Highlights 240bhp 141Nm of torque 214kg wet Art in motion Stupidly fast Supercharged

STEERING: Like it or not, the Tesi's unique if nothing else.

up the details, and without doubt that’s part of the brief that the folk at Bimota have set themselves. But they’ve also built it to be ridden.

I’m very lucky to have been able to ride previous versions of the Tesi and every version of the Kawasaki H2 since it came out in 2015. So, is this the best Tesi or the best H2? Well, it’s neither. It’s way too heavy and way more powerful than any other Tesi to make a comparison to them, plus it’s much lighter and has a very different riding position – not to mention costs twice as much as a H2 to make any meaningful comparison the other way, too. There is the small matter of its front suspension set-up that really makes any comparison pointless, not least because Bimota itself isn’t presenting its hub centred steering as better than telescopic forks; it’s just a theory, it’s a Tesi.

On the road, inevitably the Tesi has a different feel to a bike with telescopic forks.

It’s very subtle when I was just riding normally but the harder I pushed it, the more noticeable the differences became. It took me a while to work out what was going on, but after a while and forcing myself to move my little brain on from just saying, “this is different, I don’t like it”, I started to try and

In the absence of any forks, there are eight bolts, three rods and two rocker levers that connect the carbon handlebars to the front wheel. The set-up has lots of adjustability and means the cockpit area is incredibly neat due to not having to allow space for forks to pass through it.

FRONT & REAR SHOCK ABSORBERS: A genuine WTF moment when you first see two Öhlins shock absorbers mounted side by side in the rear swingarm. Each has their own individual ride height adjuster machined from billet alloy, of course, and the front shock is connected to the front swingarm via a rod and linkage that run beneath the engine.

AUGUST 2021 WWW.FASTBIKESMAG.COM 23

LAUNCH

The Tesi took some getting used to.

Thirsty work...

work out what exactly was so different and what was causing me to develop some genuine trust issues... and it comes down to information.

It’s true that you don’t know what you’ve got until it’s gone. On a bike with telescopic forks, there is a direct path between the palms of my hands to the tyre/Tarmac for information to travel. Handlebar connected to the top of the fork, bottom of the fork connected to the wheel spindle, wheel spindle to the wheel, wheel to the Tarmac.

Not so on the Tesi. Tarmac to tyre, tyre to wheel, wheel to wheel spindle, wheel spindle to swingarm, swingarm to linkage, linkage to bottom of shock absorber, bottom of shock absorber to top of shock absorber, bolted to frame. There is no path for the subtle yet essential information to get from Tarmac to hands. This may sound like a small thing but when you’ve literally grown up riding bikes with telescopic forks, the brain – even subconsciously – is used to receiving information through various sources, so when one of them, no matter how small, is shut down, the brain’s response is – “there’s a problem here.”

It’s the same story with the gyroscopic effect of the front wheel. Usually the invisible force that keeps the bike upright is passed up through the forks that the handlebars are attached to and into the chassis via the headstock. On the Tesi, it never reaches the handlebars, so that line of communication about a force that changes with speed and forms a big part of how much you need to pull the bike over to get it to turn is also gone. It’s very off-putting and makes trusting what the front end is doing a real challenge.

But one of the amazing things about human beings is that we are really good at adapting and figuring stuff out... and the best way to learn is by doing.

I must have spent about five miles on a dual carriageway swerving from left to right across the lane, just feeling what the bike was doing at the point of changing direction.

On a bike with forks, there is a certain amount of bounce that comes from the forks 24 AUGUST 2021 WWW.FASTBIKESMAG.COM

BIMOTA TESI H2

The low-slung exhaust is just tempting fate...

as the bike changes direction and comes over the vertical, and the springs are nearly fully extended, then dive and compress into the next turn. You could call it a threedimensional movement; the bike is going from left to right to left to right over and over, and it’s also going up and down as the suspension extends and compresses. Not so on the Tesi – it just turns with little or no dive or extension from the front suspension, which after a while becomes the new normal.

Off the dual carriageway and back on to some roads I’m familiar with, having accepted that the information my brain is looking for isn’t there, I tell it to stop looking and instead to grow a set and put some trust into the front Bridgestone RS11 tyre. Instead of focusing on what I don’t know, I remind myself that it’s a circa 200kg bike with trick tyres and high-quality suspension, so it will take a monumental effort from me to get the front tyre to wash out. It will stick, it will stick, it will stick…

The sense of achievement when my knee slider met the Tarmac for the first time on the Tesi H2 was right up there with the first time I ever got my knee down – the leap of faith was just as big. The “Lean-ometer” on the dashboard said 54 degrees of lean was achieved, which I’ll take, but it felt like at least 70 degrees and way more than anything Marquez and his mates manage.

Happy-ish that I could lean it over without crashing, I started to notice other nuances, like how it reacts to trail braking into corners.

It’s insane just how hard and how deep it’s possible to brake into a corner without the bike wanting to stand up and understeer. It literally just turns as you expect it to without any forces countering the steering, and this is where the theory and physics of the Tesi really do make the most sense and provide the biggest wow of the riding experience.

Well, that and the engine…

The Kawasaki H2 engine should really need no introduction. The supercharged 998cc motor gets a bespoke £3000 full titanium Arrow exhaust system included in the £59,000 price that probably makes the

claim of 240bhp not as wild as it may seem.

Opening the throttle up on any H2 is always an event, but the Tesi is 24kg lighter and 10mm shorter, so opening the taps is a violent experience to say the least. It’s not the most sophisticated or refined power delivery, just a build-up of revs until about 6000rpm, then it’s as though the next 5000rpm all gets delivered at the same time.

Boom!

There’s 200bhp pretty much all at once, which, as exciting and terrifying as it is, does cause the electronics to kick in almost constantly through the first four gears, cutting the power wheelies abruptly and making the whole point of having that sort of power pointless as it fights with itself,

metaphorically punching itself in its own face. It’s screaming out for a much more refined electronics suite; in particular some smooth anti-wheelie would go a long way to being able to get to more of what the engine has on offer. In terms of acceleration, I think the Tesi H2 rates as the most violent accelerating bike I’ve ever ridden… apart from the one that cannot be mentioned.

The fuel injection is the same as the H2’s, which is to say it’s perfectly smooth, except for the off/on throttle pick-up; it’s very snatchy. I’ve always been reluctant to put it down to just fuel mapping. Kawasaki is one of the very best at fuel injection and the H2 is the only Kawasaki I’ve ridden that displays the characteristic, and it’s also the only There's so much engineering to get your head around.

AUGUST 2021 WWW.FASTBIKESMAG.COM 25

LAUNCH

WANT TO GIVE ONE A GO?

If this bike has tickled your fancy and you want to try it out for size, get in touch with Bimota UK and book a test ride – 01603 920240 / www.bimotauk.co.uk

Kawasaki that has a supercharger. It feels like there’s a small build-up of pressure from the supercharger somewhere in the system while off the throttle that gets suddenly released when the throttle is initially opened. By using a higher gear and lower revs to corner, it disappears – which also points to it not being fuel mapping because if it was, the problem would still exist regardless of revs. Either way, it’s a characteristic of the engine and it’s easy to work around.

The sound from the exhaust is really loud, as in anti-socially loud, and has a high pitch that, for me, doesn’t really suit the bike’s image. The Tesi H2 isn’t an all-out sportsbike any more than a H2 is, and having the soundtrack of a Fireblade is a bit like me playing S Club 7 tunes really loud on my car stereo. As gorgeous as the exhaust is to look at, it would be a lot better if it was an octave or two lower in tone, and many, many dBs quieter. During the 300 miles I did on the Tesi, I didn’t once hear the supercharger chirping on a shut or partial throttle due to the sheer volume of the exhaust, which is a shame.

To put it bluntly, bikes that make a racket with loud exhausts are everywhere. Bikes that make chirping noises because they’ve got a supercharger are like hens’ teeth. One of the Tesi’s party tricks is drowned out in the name of appearances. Just no.

So, is the Tesi H2 any good? Well yes, it’s brilliant for several reasons. The engine is a monster, the craftmanship is off-the-scale brilliant, the quality of the components is all premium, the backstory is fantastic, and if exclusivity is your thing, look no further. The Tesi H2 will make Ducati Superleggeras look common.

I can’t say that it’s flawed just because there’s a raft of information missing from the handlebars that makes riding it hard and more a test of bravery than a test of skill – that’s just the laws of physics rather than any flaw in the bike. Personally, I had a ball on it for lots of reasons, mainly because I enjoyed the challenge of understanding it, and trying to unlock its secrets. If I could, I absolutely would own one in my dream garage but not necessarily because it’s a

particularly dynamic bike, but because I would love to spend more time with one figuring it out... a bit like learning a new language.

Up to now the Tesi has always been a lightweight and playful bike that was a lot easier to throw about and build confidence on thanks to being a much gentler proposition. The Tesi H2 is none of those things; it’s much heavier and much more powerful, and that brings about a whole new level of forces and demands on the concept. I think that extra mass and speed brings the unfamiliar handling characteristics into sharper focus than the previous Tesi’s.

Nonetheless, with Kawasaki now taking a 49% stake in Bimota to keep it going, there’s no denying that the Tesi H2 is its calling card and proof, if it were needed, for the reasons why Kawasaki has bought into Bimota.

The engineering flare and “out there” attitude of the Italian company is obviously something Kawasaki appreciates and wants to be part of, so it’s good to know I’m in good company for appreciating the thinking.

I can’t help but love the Tesi H2. It’s not perfect; there are loads of bikes that are better propositions and better value for money for the road and track, but if that is

We rode it, we liked it. What a bike.

26 AUGUST 2021 WWW.FASTBIKESMAG.COM

the measure, then that’s missing the point completely. The Tesi H2 is one of those bikes that come along once every 20 years, and their biggest appeal is that it is different – but not different for the sake of it.

All motorcycles are ultimately variations of the same theme and there’s a good reason for that, but really, where is the harm in doing something just because?

Human beings are, in general, naturally curious. We do things like look at the moon and think how we would go about getting a man on it for no reason other than the engineering and technical challenge. We are also sometimes guilty of fearing the different and what we do not understand, so it is a breath of fresh air to know there are manufacturers like Bimota out there falling into the former category and prepared to put theory into practice. Or, to put it another way, their balls on the line.

Verdict:

7/10

The Tesi concept lives on and gets a massive increase in power and weight. It challenges perceived wisdom and asks questions of its rider, just like all the previous versions – only this time at warp speed. As a piece of engineering or even art, it has no rivals. As a road bike it is perfectly decent at most speeds, but tests your ability to trust when pressing on.

INTERVIEW

WHILE WE’RE AT IT...

It’s not too often we get the chance to feature an all-new, mouth-watering Bimota in the mag. By the same virtue, it’s a rare occasion to have the chance to quiz Bimota itself on its thoughts and intentions. Post-H2 test, and to get a fuller picture of where Bimota is at, we asked the marque a few questions...

D

o you know how long it takes to make a Tesi H2? I imagine the swingarms alone take hours to

machine.

Bimota is producing 20 TESI H2 units per month – five each week, one per day.

Every Monday, five engines are positioned on the assembly islands (the name Bimota gives each work station). Every Friday, five TESI H2 units are ready to be delivered.

To make this happen, Bimota has a CNC machine working 24 hours a day to machine the billet parts.

All parts are pre-assembled and then fitted onto the motorcycle.

Does Kawasaki’s 49% ownership of Bimota mean only Kawasaki engines will be used in future models?

Not necessarily – Bimota is independent on this decision. With Kawasaki engines, Bimota can take many advantages; for example, the possibility to use the same homologation documents, homologated parts, the electrics and electronic systems, and software exclusively made for Kawasaki motorcycles.

Can we expect to see Bimota back in the race paddock?

Racing activities are in the DNA of Bimota, but currently it does not have a motorcycle model suitable for the racing activities.

But in the future, once Bimota has a motorcycle model which matches the racing rules, you will see Bimota again in the paddock.

This is something that the brand has lacked in the past, and is something that the importance of which can easily be underestimated.

A manufacturer can have the best product on the market but if the service and/or support is incorrect or inaccessible to the consumer, the consumer will often overlook that brand completely.

Any plans for an EV? EV are not in Bimota’s plans at the moment.

We believe an EV actually cannot be designed with Bimota characteristics like low weight, great handling, and a low ratio of kg/ kw.

What Bimota will do in the future is to include in its range of motorcycles some models to start the fidelity process for young riders and future Bimota owners.

What kind of person is buying the Tesi?

Are they buying them to add to a collection or to ride? Are they super wealthy playboys or super enthusiastic bikers?

We are seeing a mixture. As the TESI H2 is an extremely limited production model (only 250 TESI H2s will be produced for the world market), it is, of course, appealing to collectors, but to date, we are mainly seeing buyers that intend to use/ride.

One aspect all the buyers have in common – irrespective of the reason for purchase – is that they buy because they appreciate the engineering and production quality that only a Bimota provides in a production motorcycle.

What’s the plan for Bimota in the UK? To establish a reliable dealer network, ensuring the consumer has the correct level of service and support that matches the product.

AUGUST 2021 WWW.FASTBIKESMAG.COM 27

MIDDLEWEIGHT NAKEDS

M

I

28 AUGUST 2021 WWW.FASTBIKESMAG.COM

WORDS> BRUCE

PICS> CHAPPO

If you’re after a mid-capacity naked, you’ve never been so spoilt for choice.

D

o you remember when CB500s and SV650s dominated the naked middleweight scene? If you didn’t own one, chances are your neighbour did, or their neighbour was about to buy one.

Neither bikes were high tech, high power or anything special, but way back when, at a time when getting your knee down and learning how to wheelie were at the top of your riding agenda, these were the machines that delivered… and quite often on a budget.

Times have moved on and bikes have too, of course. You could argue that motorcycling has never been more rife, with great options of mid-capacity nakeds, the likes of which tower down on the credentials of old-school CBs and their kin of the late 1990s and early 2000s.

With the exception of chocolate bars that seem to shrink on an annual basis, most

things in life are better, faster and that little bit more desirable than they’ve ever been... as we were reminded by this assembled mass of middleweight maestros.

For 2021, this sector’s been given a hefty boost with the introduction of three new models.Aprilia’s Tuono 660 got us all excited after testing it on its launch, and we were also pretty keen to see how Yamaha’s updated MT-07 would perform when stacked up against its rivals. Triumph’s Trident is a completely fresh face to this scene, and well and truly warranted a slot in this shootout.

As for Kawasaki’s proven Z650, that was the benchmark for the others to beat – being both a proven and popular choice on the roads, plus on the racetrack.

To put them through their paces and know them better than the excuses Carl gives us for not being able to keep up, we gave the quartet a good seeing to on an epic road ride before bouncing them off the limiter around our local kart track. The results speak for themselves…

AUGUST 2021 WWW.FASTBIKESMAG.COM 29

MIDDLEWEIGHT NAKEDS

Tim’s yoga is coming on strong...

W ORDS> T IM NE AV E

KAWASAKI Z650 I

have to say, I wasn’t exactly slathering with excitement when I first clapped eyes on the Kawasaki Z650. They aren’t the sexiest of beasts, definitely not the biggest nor the fastest, but don’t be so quick to dismiss this bike. You’ve only got to look at the timesheets at the Isle of Man TT to see that these Kwak twins sit at the top of the pecking order in the lightweight category, and while we’re on that topic, if it wasn’t for minitwins, I probably wouldn’t have got the opportunity to go road racing. Late braking and high corner speed is the answer with these bikes, and it was a great starting place in learning the craft of going fast.

Away from the track and on the road, the Z650 sits very low to the ground compared to the other bikes in this naked middleweight grouping. From a distance, I couldn’t help

30 AUGUST 2021 WWW.FASTBIKESMAG.COM

but feel it had a certain Honda Grom minibike look about it. Obviously it was bigger in stature once I got up close, but it’s much more compact than the others in this field.

I really wasn’t expecting great things from this small machine, but with the first crack of the throttle, the twin cylinder gurgle took me right back to my minitwin days and it didn’t disappoint once I got it on the road either. I had forgotten just how punchy these twin-cylinders are, and I was honestly really impressed with the motor. It felt refreshingly torquey and pulled like a trooper, right through the rev range and in all of the gears.

The power delivery is very linear, and I’ll vouch that it would definitely pull the skin off a rice pudding! I hate to admit it, but on several occasions I selected the wrong gear

KAWASAKI Z650 Right: The brakes perform better than they look.

Left: Serpentshaped headers get our vote.

Below: A horn’s about as hi-tech as the bike gets.

for the corners, but thankfully the little Zed didn’t have any trouble getting through and pulling out, so I was able to hold onto that last little bit of vanity with Bruce hard on my tail.

Before I get too carried away, though, this engine really does seem to lack in the character department. There is nothing endearing about it. It just doesn’t seem to have the wow factor of some of its rivals.

Being a shorter-than-average fella, I actually liked the size of this bike, and in true Kawasaki style, you really sit into it – it’s almost like you’re the final piece of the jigsaw as your knees wrap around the carved-out tank, which to me gives a feeling of control and safety. I can’t say it was the same experience for Johnny Mac though; he looked like Bowser of Mario Kart, bless him.

On his way with a pizza delivery...

As far as the riding position is concerned, I was comfortable, with plenty of leg room, but I think anyone over 5ft 10in is going to be oversized for this little bike. Unfortunately, the handlebars weren’t to my liking; the narrow width and angled back combination means the leverage has been reduced and personally put my wrists in an unfamiliar position. Admittedly, leverage isn’t something you need to worry about with this bike, as its lightweight and narrow chassis really makes it easy to change direction at low and high speeds – it’s more of a rider comfort issue for me, and I’m never going to turn down leverage if I’ve got the option.

Slurping my coffee in Maccies car park, I couldn’t help but notice the Predator-esque ZX-10RR angular styling on the nosepiece, so kudos to Kawasaki for incorporating that into a naked bike which basically has no bodywork. I know it caused quite the stir when they changed the front fairing on the new ZX-10RR, but I quite like the styling and it really sets this middleweight bike aside from the others. There’s no overlooking the ‘Z’ tail braking light either, which is a trick feature. The new-for-2021 colour scheme is pretty neat too; I’m quite the fan of the

Highlights Torquey motor Flashy angles Safe comfort feel 187kg 67Nm 67bhp BRAKING

7

STABILITY

6

AGILITY

9

DRIVE

7

FUN

6

Gets the job done Support needed

Light and nimble More than expected I wouldn’t go that far

AUGUST 2021 WWW.FASTBIKESMAG.COM 31

MIDDLEWEIGHT NAKEDS

TECH DATA

Kawasaki Z650 ENGINE

Type: Bore x Stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

649cc Parallel Twin 83mm x 60mm 10.8:1 Electronic injection 67bhp @ 8000rpm 67Nm @ 6500rpm

metallic green trellis framework and wheels, and in the right light you can really appreciate this.

We’ve all heard these bikes being referred to as shopping bikes, and as much as I’d like to disagree, unfortunately I can’t. It’s definitely not the bike for turning heads at your local bike meet or out dragging the boy racer in his A-Class. It’s more likely the bike

you’d jump on for the milk run or the commute to work… I guess it has been designed to serve a purpose. With this in mind though, and from a practicality point of view, I can’t help but feel Kawasaki could have done a little more, especially since this bike will commonly be used by commuters. I tested this bike on what felt like coldest day in history, and with no wind protection

ELECTRONICS

Riding Modes: Traction Control: ABS: Quickshifter/Autoblipper: Wheelie Control: Launch Control:

No No Yes No No No

CHASSIS

Frame: Front Suspension: Rear Suspension: Front Brakes: Rear Brake:

Tubular steel trellis 41mm telescopic forks Horizontal monoshock with preload adjustment 2x twin-piston calipers, 300mm discs Single-piston caliper, 220mm disc

DIMENSIONS

Wheelbase: Seat Height: Wet Weight: Fuel Capacity:

1410mm 790mm 187kg 15 litres

INFO

Price: From:

£6849 www.kawasaki.co.uk

32 AUGUST 2021 WWW.FASTBIKESMAG.COM

I COULDN'T HELP BUT FEEL THIS BIKE WAS UNDERSPRUNG IN THE FORKS, AND I'M NOT A HEAVY LAD.

KAWASAKI Z650

whatsoever. Heated grips and a small wind shield would have been an absolute godsend!

Once you’ve collected your shopping, you won’t have any issue getting this bike around a busy Co-op car park. The steering lock is mega and I wish all bikes had this same quality! If I had a pound for every time I’ve nearly decked it when trying to turn a bike around, I’d be a very wealthy man. But don’t go too heavy with your shopping; I couldn’t help but feel this bike was undersprung in the forks, and I’m not a heavy lad. It’s not too bad for plodding along but as soon as you want to turn it up a notch and brake a little later, you soon find yourself searching for that bit more support in the front end.

The dash is all digital and the TFT LCD display gives the cockpit a high-tech appearance. You can connect your smart phone to the dash via Bluetooth, but I wouldn’t waste your time downloading the

Tim was flying on the Kwacker... literally.

app because this doesn’t bring anything to the table as far as performance is concerned.

As far as tech goes, that’s about your lot. It’s a pretty basic machine, but who’s saying that’s a bad thing? It’s one less thing to go wrong.

To conclude, I think it’s a great little bike that does exactly what it’s meant to. This supernaked isn’t going to set the world alight, but I don’t think Kawasaki ever intended it to.

The Zed lacks in character, but there’s nothing technically wrong with it… and with a price tag of £6199, I don’t think we could expect much more.

Verdict

6.5/10

More of a commuter than a sport feeling. Bare minimum springs to mind, but a bike you can rely on to get the job done. + COMFORT, STYLING, PRICE TAG - SOFT FRONT END, CHARACTERLESS

AUGUST 2021 WWW.FASTBIKESMAG.COM 33

MIDDLEWEIGHT NAKEDS

Above: The Aprilia won in the looks department.

WORDS> FRODO

APRILIA TUONO 660 ou know that expression about bringing a gun to a knife fight? Well, it seems like with Aprilia’s new Tuono 660 in this group test, I bowled up with a bazooka while the other lads where faffing about with blunt spoons. Oops.

You see, the capacity of Aprilia’s (fairly) naked Tuono is just about the one redeeming factor that brings it close to the MT-07, Trident or Z650. Aside from that, it’s got more gadgets, more goodies, and more go than all of those combined – but it also comes in at the most dosh as well, sitting pretty at a hefty £9700. If you’re reading this wondering why on earth you’d part ways with a fair few extra notes than the other three, then strap yourself in because Aprilia has been busy creating an absolute monster.

Looking at the spec sheet alone, in all honesty, I reckon the 660 deserves to be in the fight against higher capacity upper-class nakeds like the MT-09 and the 890 Duke.

I mean, for starters, just feast your eyes over that engine. Borrowed from the faired RS 660, the motor has been developed from the front bank of the 1100cc V4, which has shared its tech with the 660’s cylinder head, combustion chambers, ducts, cylinders and pistons. They’ve put a lot of thought into making the parallel twin feel, well, as little like a parallel twin as possible... everything from the firing order to the way the crank has been crafted to create a more exciting soundtrack and riding experience.

In order to make the ride a little more exciting for the Tuono though, Aprilia has

Y

actually gifted it with lower gearing to make it peakier and more responsive – although annoyingly, the power output has been dropped by five horses (to 94bhp) compared the RS to half the power and sell it as an A2 option. Boo. Saying that, the Tuono 660 is by no means an under-performer. It comes equipped with some fairly hefty Brembo stoppers alongside adjustable Kayaba pogos both front and rear, all nicked from the RS 660 – although they’ve been given a revised set-up for the naked, which comes equipped with higher, flatter bars and its own yokes, with a slightly altered fork offset. But that’s not all, oh no.

Aprilia has been kind to a bike in this category in terms of electronic wizardry. It has the RS 660’s new Magnetti Marelli ECU that powers a full raft of traction control, wheelie control, cruise control and ABS... that’s all fed through a six-axis IMU, complete with changeable rider modes, engine map and engine brake strategies... that’s all fed through a chunky, funky TFT dash. Although, disappointingly, Aprilia decided not to bother taking over the shifter and blipper from the RS, which seems like an absolute crime to me. I mean, you’ve given it everything else, why leave the most helpful bit of tech in existence? Saying that, it’s still £449 cheaper than its faired sibling and Aprilia reckons it offers just as much in terms of fun and excitement.

I was on the launch of the RS 660 at the back end of last year and it was an absolutely awesome bit of kit. If that’s anything to go

It also had the best dash.

It looks a bigger bike than it is.

34 AUGUST 2021 WWW.FASTBIKESMAG.COM

APRILIA TUONO 660

AUGUST 2021 WWW.FASTBIKESMAG.COM 35

MIDDLEWEIGHT NAKEDS

I FOUND MYSELF ANCHORING UP SO HARD THAT THE REAR WHEEL COULD EASILY LIFT OFF THE FLOOR.

TECH DATA

Aprilia Tuono 660 ENGINE

Type:

659cc forward facing parallel twin

Bore x Stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

81mm x 63.93mm 13.5:1 Electronic injection 94hp @ 10,500rpm 67Nm @ 8500rpm

ELECTRONICS

Riding Modes: Traction Control: ABS: Quickshifter/Autoblipper: Wheelie Control: Launch Control:

Yes Yes Yes No/No Yes No

CHASSIS

Frame: Front Suspension: Rear Suspension: Front Brakes:

Rear Brake:

Double beam aluminum frame 41mm Kayaba USD adjustable forks Adjustable Monoshock Brembo four-piston fixed calipers, 320mm floating discs Brembo dual-piston fixed caliper, 220mm disc

by, then this road test is sewn up before we’ve even turned a wheel.

Gazing upon the Tuono 660 for the first time, I really was taken aback. I think the Tuono V4 is a thing of beauty, yet the 660 actually looks more striking in my humble judgement. I know it’s split opinion to people worrying that it has too much fairing cover for a naked but my god, it really is sharp, edgy and drop-dead gorgeous in the flesh/ metal. Everything – from the swingarm to the exhaust cover, and the high bars to the headlights – just looked utterly marvellous, and upon closer inspection, the finish was just as impressive.

And it just kept on getting better. Where the other three had their smaller, more budget conscious cockpits, the Tuono 660’s felt seriously top spec; from that gorgeous, easy-to-use dash and interface to the adjustable brake lever, everything felt above and beyond what a middleweight naked should be... though I must admit it bugs me when the clutch lever isn’t adjustable. I mean, come on – you’ve done one on the other side! That said, the riding position felt big, roomy and inviting, just like with its bigger V4 sibling. Somehow, everything about the riding position felt absolutely spot-on for me, and it even sits fairly nice

and tall for a 660. It felt like the real deal before we’d even spun a wheel.

As the Tuono comes equipped with a wide range of maps and settings, I did the honourable thing and stuck it straight in the most responsive – dynamic – and fired it up for the very first stint. On its own, the 660 really does sound absolutely incredible, with a rumble that is genuinely reminiscent to a much beefier V4. Compared to the other three, it is better by leaps and bounds – the Tuono has a lion’s roar, whereas the others seem to have a bit of a wimpy growl.

As we set off, the Tuono’s fuelling and throttle connection instantly impressed me. I know it’s a smaller capacity machine housing double igures in terms of power but even so, they can actually turn out to be the snatchiest of them all, yet the Tuono really is an absolute beaut at low speeds, and with those high bars, navigating through towns, cities and traffic would be a real piece of piss.

But instantly, my very favourite thing about the Tuono is its very heart. The engine, although slightly down on power from its faired brother, actually feels no different whatsoever, and the fact it’s geared different for that little extra punch actually makes it feel insanely responsive, as the revs pick up way quicker than a naked twin really ought

DIMENSIONS

Wheelbase: Seat Height: Wet Weight: Fuel Capacity:

1370mm 820mm 183kg 15 litres

INFO

Price: From:

£9700 www.aprilia.com

It’s pretty much half a V4’s motor.

36 AUGUST 2021 WWW.FASTBIKESMAG.COM

APRILIA TUONO 660

to. It guns its way north to the 11,500rpm redline with the glorious soundtrack that kept egging me on to add more fuel to the fire. I have to say though, on arrival to the redline, one of the biggest disappoints on this bike makes itself very well-known, and that’s the lack of a shifter, and then of course, a blipper. It seems insane that a bike of this kind, priced at a premium, doesn’t come equipped with, in my eyes, the most useful electronic gadget on road bikes today; especially as it has all of the other technical wizardry you’ll ever need, and more. It really took a shine off things for me, as chopping the throttle to blast through the gearbox is just not as fun as being able to feather a crisp, responsive gear change. Just why, Aprilia? Why? A redeeming factor for tech has to be the cruise control – a really welcome addition.

Sure, you might not want to be doing massive mileage, but if you do it has a fairly chunky tank and decent range, and even for little motorway blasts it’s a really nice addition, especially as that 660 will sit happily at motorway speeds (70mph, honestly, officer) without too much of a buzz or too high in the revs. Having a fairly prominent screen, you even get some wind protection too.

And just like having cruise control, there is a lot of premium on this bike, with one of the best components on the Tuono being its big old Brembos sitting both front and back. Not only does it come equipped with some chunky calipers, but the whopping 320mm discs offer up an absolutely

incredible amount of stopping power; the 660 literally stops on a sixpence, and with the ABS on its least intrusive mode (which is what you want, as it doesn’t have cornering ABS for some insane reason), I found myself anchoring up so hard that the rear wheel could easily find its way off the floor – and the back would even allow for skids, if you’re that way inclined.

Thankfully, it wasn’t just the braking power that felt absolutely top-notch. As soon as we came across a serious set of corners, the Tuono felt instantly at home, scratching and being pushed hard. I’m not sure if it’s the slightly altered suspension settings or if it’s the magic of the new top yoke just for this bike, but I could not get my head around how the Tuono flicks into corners so easily, and having the extra leverage on those high ‘bars made it perfect for attacking tight and twisty second and third gear corners. Yet somehow, it still felt gutsy in terms of its cornering prowess and incredibly stable as well when it came to longer, faster cornering. Getting a bike to be both agile and stable is a tight line to cross, yet whatever magic Aprilia has worked on those pogos really has given the 660 the best of both worlds – a bit of a miracle considering how flighty and flimsy some of the other bikes in this group test are.

Saying that, after about 150 miles or so of riding, there were a few things that did my nut in a bit, the main thing being the location of the full beam switch. I don’t know if I mentioned it much earlier, but the Tuono doesn’t come equipped with a Carl seemed to struggle with the lean angle...

Highlights Peach of an engine Sublime chassis Big-bike feel 183kg 94hp 67Nm of torque BRAKING

10

Stops like a brute

STABILITY

8

AGILITY

9

DRIVE

9

FUN

9

Mighty for a middleweight God yes

Serious punch Made for it

It's got stonking brakes.

shifter/blipper, and it seemed like every single time I went for the clutch, I caught the little nib that sticks the full beam on, flashing whoever was in front of me. Aprilia also chose not to give it cornering ABS for some strange reason, even though it comes on the RS, but in all honesty, it didn’t bother me too much; as a unit, the electronics are incredibly efficient.

With the Tuono 660, it’s very hard to stick it squarely into a single category. On the one hand, looking at the capacity, it really is a middleweight naked, much like the Z650, MT-07 & the Trident. Yet if you look at the tech, and ultimateyly the price, it sits way ahead of those, closer to the likes of the 890 Duke and the MT-09. And for good reason too, as the middleweight Tuono really is an absolute corker of a machine, and att the heart of that is just how good the engine is.

Aprilia then worked some serious magic in creating a brilliant chassis and went the extra mile in gifting it some incredible brakes, a decent set of pogos and a big ole range of electronics.

The Tuono 660 really did feel like a special bike. It felt big and proper, and with every crack of the right wrist, there was a feeling I was straddled on something way more than just a middleweight naked.

Okay, it’s a lot of cash, so is it worth all that wonga? It’s a hard call to make, especially since I still haven’t got over the fact that Aprilia forgot to stick a quickshifter on the thing.

At the end of the day, it really does feel like a premium bit of kit, and is more than enough, for most of the time, on UK roads.

But yeah, I do think it is worth the cash. The Tuono 660 is the real deal. If you’re looking for a premium Italian bit of kit that will leave you smiling with every ride, then this is the thing for you.

However, if you’re strapped for cash and want some confidence-inspiring laughs, there’s definitely some more cost effective offerings in this group test, let alone the market.

Overall, the Tuono won this hands down for me – it really is a mega machine. Kudos, Aprilia.

VERDICT: 9/10 A serious bit of kit – it feels like a proper weapon, rather than a middleweight naked. + A SERIOUS MACHINE IN EVERY ASPECT - THE PRICE, FULL BEAM SWITCH, NO SHIFTER/BLIPPER

AUGUST 2021 WWW.FASTBIKESMAG.COM 37

MIDDLEWEIGHT NAKEDS

WORDS> BRUCE

TRIUMPH TRIDENT 660 I

The Triumph’s basic in more ways than one.

t’s easy to understand why Triumph’s elected to produce a competitively priced, entry-level street naked, but why it had to go down the route of appeasing the Shoreditch scene when it could have credibly dipped into its vast array of R&D design and prowess to create a more Street Tripleinclined, sportier proposition is a little beyond me. Maybe, just maybe, that would have been to the Trident’s detriment; seen as the poor man’s Street, with less power, less tech and less brilliance. The last thing any manufacturer wants to do is dilute a successful lineage that’s evolved over decades and has global adoration.

That’s one way to warm the tyres.

Nope, the Trident had to be different, because it was always intended to be different. It doesn’t take a genius to see that the Trident is Triumph’s attempt at luring the high-volume sales that Kawasaki’s Z650 and Yamaha’s MT-07 have enjoyed largely unchallenged for quite a while. Who can blame them? Once I’d had my fill of the styling’s plentiful hints of hipster, there was just one question on my mind… could the riding experience win me over?

From a spec point of view, armed with a wholly new 660cc triple motor, a box-fresh frame and a wet weight of just 189kg, the Trident’s credentials got my attention for all

TRIUMPH TRIDENT 660 The brakes work better than they look.

Float your boat?

the right reasons, and I’ll admit that once I was sitting on the bike, the relationship between the large seat, relaxed pegs and wide bars also scored it a few more brownie points. The bike looks stunted, in my opinion, but when you’re on it feels perfectly formed, and the view of the quirky yet simple dash just seems to make sense. This bike is minimalist in so many ways, which I’m sure is by design rather than a sneaky way of saving a few pennies on materials, but the detail and finish is impressively good.

The switchgears are great and the tech on tap, which includes rider modes and traction levels, is just enough to leave you satisfied.

As random as it might sound, the substantial single headlight with its integral Triumph logo is actually my favourite part of the bike, and I like how the exposed triple headers leave you in no doubt that you’re on a triple.

Of course, the noise the motor makes is

another giveaway of this fact, featuring that stereotypical Triumph amalgamation of a whirring induction noise and a throaty exhaust note that would give Dot Cotton a run for her money.

Triumph claims the triple makes 80bhp, which isn’t too shabby, but it was the 64Nm of torque that really caught my attention when I slipped the Trumpet into gear and got my joyride underway. I was impressed by how strongly and smoothly the engine came to life at pretty low revs, reminding me much more of an MT-07 than a Z650. For a smaller bike, it had some go about it, and the linear nature of its delivery made accessing its limiter both fast and fun. Whether that’s solely down to the motor’s characteristics or the dinner-plate sized rear sprocket, I really cannot tell you, but as first impressions go the bike’s acceleration made a pretty solid one.

FOR A SMALLER BIKE, IT HAD SOME GO ABOUT IT.

AUGUST 2021 WWW.FASTBIKESMAG.COM 39

MIDDLEWEIGHT NAKEDS TECH DATA

Triumph Trident ENGINE

Type: Bore x stroke: Compression: Fuelling: Claimed power: Claimed torque:

660cc inline three-cyl 74mm x 51.1mm 11.95:1 Electronic injection 80hp @ 10,250rpm 64Nm @ 6250rpm

ELECTRONICS

Riding modes: Traction control: ABS: Quickshifter/autoblipper: Wheelie control: Launch control:

Yes Yes Yes No/No No No

CHASSIS

Frame: Front suspension: Rear suspension: Front brakes: Rear brake:

Tubular steel perimeter frame 41mm Showa USD separate function forks Showa monoshock with preload adjustment Nissin two-piston sliding calipers, 310mm discs Nissin single-piston slider caliper, 255mm disc

DIMENSIONS

Wheelbase: Seat height: Wet weight: Fuel capacity:

1401mm 805mm 189kg 14 litres

INFO

It’s a laugh on the road.

Keeping up with the others was a doddle, and my only real grievance with the Triumph’s performance was its lack of a shifter, or blipper, for that matter. Of course, I was asking for the world on a silver platter, but in reality, costing under £7.5k, the Trident had little to apologise for.

On the open road, riding enthusiastically, it impressed me with its stability, agility and general table manners. It was easy to place exactly where I wanted it to be, and aside from the odd wobble from the slightly soft suspension, the bike’s road holding did too.

It really didn’t take long to have absolute confidence in the package, which carried that typical plush Triumph feel from its nonadjustable Showa suspension. Well, actually the rear shock’s preload could be fettled with, but I genuinely didn’t feel the need as I

The build quality’s decent.

40 AUGUST 2021 WWW.FASTBIKESMAG.COM

carved my way along a succession of B roads, depositing micro-plastics at will as my sliders were forced again and again into the cold Tarmac. I was having a right laugh and felt pretty convinced that I’d not only picked the most comfortable bike of the test, but arguably one of the most fun too. A solid road ride later and even the looks were proving less offensive, but it certainly looked the odd one out whenever we pulled up for burgers, chips or whatever else Johnny demanded we ate.

The real test came when we got to the kart track and I had the chance to thrash it for all it was worth. You learn a lot on the roads, but it was only at this point in time that I fully got a grasp of the dual Nissin calipers’ braking performance, which did a respectable job of hauling the bike up and without too much ABS intervention.

Despite the lack of a shifter or blipper, the gearbox was hard to fault. Going into the hairpin, dropping down a few gears in quick succession, I was impressed by the punishment the slip and assist clutch seemed to take, with the rear wheel only mildly chattering until the excess revs were brought under control. My thoughts on the handling of the bike were only reaffirmed on track, with the nimble nature of the package proving an absolute god-send on the nadgery circuit.

Don’t get me wrong, there were a few occasions when I felt like I wouldn’t want to push the bike harder or deeper into bends, but everything has its limits. The suspension

Price: From:

£7395 triumphmotorcycles.co.uk

TRIUMPH TRIDENT 660

Highlights 80bhp 64Nm of torque 189kg wet Good handling Decent tech Hipster friendly BRAKING

8

STABILITY

7

AGILITY

9

DRIVE

8

FUN

9

Decent at stopping Hugs the road a treat Nice and nimble It’s got some go!

Oh yes!

A-frame to the max!

was really quite talkative and, with the traction turned off, there was plenty of info coming my way as I began to find the limits of the OE Michelin Road 5 rubber.

The TC itself wasn’t too bad when the bike was set in the sportier of its two riding modes, but the Trident was so much more fun and responsive on the track when the system was turned off. It also meant wheelies and burnouts were on the cards, so I needed no other encouragement.

The triple motor was easy to mess around with and it felt rewarding on track, being able to ride it hard in a way you just can’t on big bikes. On the roads the versatility of engine had impressed me, especially at low speeds in town, but now on track its energy got my vote at the opposite end of the speed spectrum too, made all the sweeter by its solid delivery of torque from low down.

There was nothing unnerving about the triple engine, or the rest of the bike for that matter.

It had proven to be an easy-to-ride bike, but with enough zest and character to keep me and my childish mannerisms entertained. Did I like it? Most certainly. So much so, in fact, I can almost forgive its looks.

VERDICT

8/10

It’s a stonking mid-capacity bike and refreshingly different from everything else in the sector. Great motor, handling, tech and value for money. + PRICING, SPEC, FINISH - NO SHIFTER/BLIPPER

THE SUSPENSION WAS REALLY QUITE TALKATIVE, WITH PLENTY OF INFO COMING MY WAY.

AUGUST 2021 WWW.FASTBIKESMAG.COM 41

MIDDLEWEIGHT NAKEDS

WORDS> JOHNNY 'BIG' MAC

YAMAHA MT-07 “I

f it ain’t broke, don’t fix it” might as well be a saying invented for the Yamaha MT-07. To say it has been updated for 2021 really is asking a lot of the imagination.

Yes, there’s a new kitten-friendly exhaust, some bigger brake discs, wider handlebars, LED lights and a digital dashboard, but the “new” MT-07 still has the same chassis, same engine, same hilariously low price tag and – crucially – the same fun factor.

On paper the MT-07 really shouldn’t get a look-in. There are no rider aids apart from ABS, no rider modes, no bling suspension, no fancy brakes... it makes a modest 70bhp, and it’s not even that nice to look at compared to the other bikes on this test.

However, there is a massive “but” that comes with the MT-07. There is no getting away from the fact that it is a laugh to ride.

When Yamaha came up with the MT-07’s overall layout and architecture, it absolutely nailed it – so well that even though the suspension is on the soft side and could do with more damping, and the engine doesn’t have a dazzling rush of power at the top of its revs, it really doesn’t matter.

It's a proper laugh on the roads.

WHEN YAMAHA CAME UP WITH THE MT-07’S OVERALL LAYOUT AND ARCHITECTURE, IT ABSOLUTELY NAILED IT.

Above: The CP2 motor is epic.

Right: Tweaked styling, but it’s largely the same bike underneath.

42 AUGUST 2021 WWW.FASTBIKESMAG.COM

YAMAHA MT-07

The brakes do an okay job.

The MT-07 is possibly the perfect antidote to the current trend that more is better when it comes to motorcycle development. More power and more toys is not the MT-07 way.

Some bikes impress by being brilliant pieces of engineering and design, and some by having reserves of performance so far beyond my reach that I can only be in awe.

Some bikes impress by their genius or their ability to put a smile on my face regardless of my current mood. The MT-07 is one such bike. Its riding position is at the core of the MT-07’s playful character, along with the engine. It doesn’t make a massive amount of power but what it does is made in the best way possible – most of it all at once.

The result is a bike that can be thrown onto its side with knee and footpegs on the ground as though it’s the easiest thing in the world, and can be wheelied in third gear. In other words, it is impossible to not enjoy riding an MT-07.

There is very little to complain about and there isn’t anything that stands out for the wrong reasons that can’t be excused, because the bike has such a small price tag. It’s been built to a price but Yamaha has managed that – not by cutting corners but by leaving out things that frankly don’t belong on a sub-100bhp

Highlights Price 72bhp 67Nm of torque Easy to ride Easy to wheelie Brilliant power delivery Modern-day TDR250 BRAKING

8

STABILITY

7

AGILITY

7

DRIVE

9

FUN

9

Not bad at all Hold on tight

Nimble enough Oh yes!

Brightens your day

AUGUST 2021 WWW.FASTBIKESMAG.COM 43

MIDDLEWEIGHT NAKEDS

THE PUNCHY ENGINE FIRED THE YAMAHA OUT OF THE SLOW CORNERS INSTEAD OF JUST PULLING IT OUT. TECH DATA

Yamaha MT-07 ENGINE

Type: Bore x stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

689cc, liquid-cooled, twocyl, DOHC, four-valve 80mm x 68.6mm 11.5:1 EFI 72bhp @ 8750rpm 67Nm @ 6500rpm

ELECTRONICS

Riding Modes: Traction Control: Slide Control: ABS: Quickshifter/Autoblipper: Wheelie Control: Launch Control: Pit Limiter: Cruise Control:

No No No Yes No No No No No

CHASSIS

Frame: F Suspension: R suspension:

Front brakes: Rear brake:

Steel diamond frame 41mm telescopic forks, not adjustable Monoshock adjustable for preload and rebound damping 2x 298mm discs, fourpiston calipers 245mm disc, single piston caliper

motorcycle <cough cough, Aprilia>. The MT-07 is uncomplicated and straightforward, and it just works. The fuel injection is spot-on, the brakes are plenty for an A or B road blast, and the soft suspension works because both ends of the bike are matched.

Too-soft suspension is only usually a bigger issue if it’s at just one end of the bike; on the MT-07 there’s a good argument to make that the suspension is undersprung and underdamped, but because it is like that at the front and the rear, it’s not a massive issue.

It says a lot about the Yamaha that – admittedly, with the benefit of some local knowledge to my advantage – it was a doddle keeping up with Carl and the much more powerful and higher-spec Aprilia, and matching him wheelie for wheelie in all the right places. I’m not sure if that says more about the MT-07’s abilities when things get spirited on the road or the limitations of the Aprilia, but either way, from point A to point B, the plucky Yamaha had no problem holding its own against the pair of poseurs.

Rounding off the day with a few laps of the local go-kart track gave the MT-07 another chance to shine. The track is narrow with virtually no run-off but quick enough to be in second and third gear for most of the lap,

and has a couple of places where the footpegs could get mashed into the Tarmac.

The punchy engine fired the Yamaha out of the slow corners instead of just pulling it out, making it squat and wheelie out of pretty much all of them and a lot of fun (there’s that word again). The ABS system was a bit keen in places, but not so much that I was having to brake much earlier than I wanted to avoid its intervention and subsequent trip to the tyre wall.

Special mention must go to the OE Michelin tyres. The Road 5 tyres are perfect for the bike; another example of Yamaha resisting the urge to either fit the MT-07 with fashionable, racy tyres that need to be screaming hot to work for the sake of image or, at the other end of the scale, cheap and nasty tyres that don’t grip in the dry, wet, hot or cold in the name of keeping the price of the bike down. Yamaha has fitted the bike with exactly the right tyres for it and its purpose in life.

The Michelins make a big contribution to the way the MT-07 handles, and they also work well when they’re cold – or, as we found when we went to the go-kart track, they warm up fast and have more than enough grip. The choice of OE tyre really

DIMENSIONS

Wheelbase: Seat Height: Wet Weight (Claimed): Fuel Capacity:

1400mm 805mm 184kg 14 litres

INFO

Price: From:

£6902 www.yamaha-motor-eu

Basic, but it gets the job done.

44 AUGUST 2021 WWW.FASTBIKESMAG.COM

We’ve seen worse.

YAMAHA MT-07

sums up the MT-07 well and shines a light on Yamaha’s understanding that cheap doesn’t have to mean nasty.

The MT-07’s basic recipe of a punchy engine, short wheelbase, aggressive riding position, soft but matched suspension, decent components, very good tyres and not much else is as refreshing as it is effective.

When Yamaha announced it was updating the MT-07 I held my breath and hoped it wasn’t a reinvention, only to miss the mark.

I need not have worried. The MT-07 is still very much a bike that delivers on its brief to be fun, easy and versatile without being cheap and nasty.

It’s bloody brilliant, and apart from the fact that the Aprilia looks so damn good and that I look like a bear riding a mini-moto on the

MT-07 – neither of which are Yamaha’s fault, I didn’t spend the day wishing I was on any of the other bikes in the test.

Verdict:

9/10

Basically, the same as the previous MT-07, which is a very good thing because the MT-07 was quite possibly the best value in motorcycling. Perfectly decent and doing all the basics, and simply impossible not to have fun on. A bike that makes me feel 30 years younger.

Where do I sign?

What this thing was made for...

AUGUST 2021 WWW.FASTBIKESMAG.COM 45

MIDDLEWEIGHT NAKEDS

WORDS> BRUCE

ROUNDING OFF

S

o what have we learned? Mostly, how different all four of these bikes are. Yeah, the thinking might be the same and the capacities quite similar, but aside from the wide bars and lack of wind protection, they each had their own characters, strengths and weaknesses.

The Aprilia was undoubtedly the most sophisticated, mature in its stance and capable on the track… but it also cost a fair chunk more than all of its rivals. If money wasn’t an issue and we were being true to ourselves, it was the bike that floated our boat in ways the others simply couldn’t.

The Tuono has moved the game on in a way that would have been inconceivable even five years ago, packing much more performance, sophistication and appeal than you expect from someone’s ‘first big bike’.

From a pure riding point of view, the Triumph whetted our appetites and ranked the second best bike to hustle around on –

the reason being that it handled a treat and harnessed that unmistakably plush feel that only Triumph knows how to master. The triple motor was respectable too, and packed enough zest throughout its rev range to keep us entertained on road and track. It was far from a handful but a good sparring partner that came equipped with all the credentials you’d look for in a bike of this nature – and just enough tech to keep you happy without causing any headaches. The looks, on the other hand, polarized opinion like battered Mars bars. But for all its hipster styling cues, the engineering was exemplary.

The Kawasaki and the Yamaha were the same but different. If wheelies are your thing and you demand torque at the touch of a throttle, the MT-07 should be your choice of weapon. Thanks to its ludicrous CP2 motor it is a riot to blast around on, and its supple suspension made the riding experience all the more lively and exciting when you started pushing on. Yamaha’s definitely stepped up the MT’s game again, but not enough to

46 AUGUST 2021 WWW.FASTBIKESMAG.COM

scrap toe-to-toe with the likes of the Tuono. It feels that bit more raw and ready, but that’s part of its charm – it simply delivers.

The Z650 carries a bit more composure – a machine that seemed to come to life the more miles you clocked on it. It took time to win us over, but it was hard not to like thanks to its decent frame and usable motor. The brakes were good and the tech respectable, and the general feel of the bike didn’t let it down. Kawasaki’s built on firm foundations to improve its product, and we like the direction this machine’s going in. We’re also fans of its pricing, being the most affordable of the quartet. It’s probably the bike closest to the nature of where this sector’s evolved from, and there’s nothing wrong with that.

We liked it, but then again we liked them all.

As for which is right for you, that’s your decision to make. What we’ve hopefully made clear is the variety of weapons to pick from is plentiful, and the kind of performance you can expect from each of them is possibly that’s what we found.

WORDS: CARLOS

DUCATI’S PANIGALE V4 SP There isn’t much that looks sleeker than the latest sportsbike, in a stealthy black colour scheme. And Ducati really did nail it with the V4 SP…

s look the dog’s gonads thanks ucati’s V4 Panigale range really doe tte and muscly appearance to sharp lines, an aggressive silhoue age riding experience. For – without even touching on the sav its range uably the best-looking edition in 2021, Ducati unveiled what is arg t tha S V4 the of a jazzed-up version though, in the form of the V4 SP; sive clu a-ex parts you’d find on the ultr comes equipped with a bunch of rims the lightweight, carbon five spoke £90k Superleggera. It’s been given fted cra ly ed aluminium), the exclusive (a whopping 1.4kg lighter than forg ote mbo brake pump, and even a rem Brembo Stylema R calipers, a Bre d, and dar stan as in cha able rearsets, a 520 adjuster. Couple that with adjust does lly rea SP the and S has a wet clutch), Ducati’s dry clutch (whereas the is kit try me tele A not forget that the DD sound quite special. Oh, and let’s and k loo it kes ide a track kit, which ma thrown in for good measure alongs ride even meaner!

D

IM AGES: DUCATI

.

.

M

AUGUST 2021 WWW.FASTBIKESMAG.COM 53

FEATURE

UPPING Suzuki GSX-S1000 Y

ou know that sinking feeling in your stomach when you’re talking to someone who’s name you forgot, and you then have to somehow navigate your way through the conversation without needing to refer to said name? That was me the evening before the press launch for the “new” Suzuki GSX-S1000.

During the technical presentation and subsequent socially distant drinks, I believe I managed to bluff my way through the entire evening without letting on that for the life of me I couldn’t remember what the outgoing GSX-S1000 looked like. No matter how hard I tried, there was nothing in my memory bank but emptiness where there should have been a visual of the old GSX-S. Nothing.

So, it is with a certain sense of smugness that after spending a day on the new GSX-S1000 and digesting all the information and all the miles on it, by far the biggest difference between it and the bike it replaces is… its appearance. Love it or hate it, it definitely makes a lasting visual impression that clearly the other one didn’t. I’m willing to bet that if you haven’t already, at some point before you reach the end of this report, you’ll Google a picture of last year’s bike just to check if it’s the one you’re thinking of, or – like me – to see what it actually looks like.

So, the number one improvement the GSX-S needed above all else has been done: a new look. In keeping with the current trend by manufacturers to style in particular their naked bikes aggressively, Suzuki has sharpened up the lines and introduced angles where once there were curves. There’s also a snazzy stacked LED headlight to complete the look and, more importantly, divide opinion. Job done? Well, not really.

As with the vast majority of bikes launched in 2021, or relaunched in the case of the GSX-S, good ole Euro5 compliance has dominated most, if not all, of the changes to the engine. So, just like the 2021 Hayabusa before it, the GSX-S gets ride by wire, the cams have less lift but longer duration, smaller throttle bodies and a different exhaust for all the extra catalytic converters. Unlike the Hayabusa, the GSX-S doesn’t get a full suite of rider aids due to the absence of an IMU, so no anti-wheelie, no cornering ABS, no launch control – just five-stage traction control and three rider modes that, bizarrely, each deliver the same power output but do have different throttle responses. ‘A’ is terrible due to being far too snatchy from off to on, and on a constant/small opening on the road.

Even the smallest bumps are enough to cause the subsequent tiniest of movement in the throttle to be

SUZUKI GSX-S1000

Some introductions are memorable than others, as Johnny recounts on the launch of Suzuki’s latest naked.

WORDS> JOHNNY (BIG) MAC PICS> SUZUKI GB

AUGUST 2021 WWW.FASTBIKESMAG.COM 55

FEATURE

picked up by the fuel injection. ‘C’ mode just makes the bike feel numb and void of any sense of connection between me and it. The good news is that ‘B’ mode is on the money, so much so that it leaves me wondering what Suzuki was thinking with two extra modes that do nothing other than offer worse throttle response. I’d understand if there was a difference to the overall power output between them, but there isn’t. Odd. On the subject of power output, the 2021 GSX-S gets a bit more than the 2020 one by virtue of revving 1000rpm higher to get to a claimed 150bhp, which is true and there’s no reason to doubt it – it makes the GSX-S the most powerful bike you can buy today if you factor in its price; 150bhp for £10,999 cashes in at £73/bhp to save you doing the sum. The closest bike to it just happens to be its nearest rival, the Kawasaki Z1000R, which is £75/bhp. For reference, Suzuki’s very own GSX-R1000 works out at £90/bhp. So, there it is, the GSX-S makes a very strong case for best value in motorcycling... sound familiar?

If you were about in the 1990s and had even a passing interest in motorbikes, you will have owned either a Suzuki Bandit 600 or 1200, or you will have known someone who owned one of them. For a while, there were more Bandits insured on the road than any other bike – they were everywhere, and for good reason.

The Bandit was a parts bin special that took most of its parts from other bikes in the Suzuki range at the time, specifically the GSX600F and GSX-R1100. Its genius was its simplicity, image and, crucially, affordability, which made it THE go to bike for kicks, commuting, first big bike, touring, racing, stunt riders… you name it, it could do it.

To this day, the Bandit probably rates as one of Suzuki’s greatest ever bikes, not just from a commercial perspective but also as an icon. It is still much-loved and stands for those same values it did in the 1990s – affordability, value, fun, versatility and, yes, being fast.

So, for the life of me, I can’t think why no one at Suzuki decided to rename the GSX-S to Bandit, not just to try and cash in on former glories and trade on heritage but because the truth is that the GSX-S1000 is every bit a Bandit. A part of its relaunch/ facelift would have been more than worthy of a new name – Bandit 1000.

Zero effort required.

Alas, GSX-S it is, and despite the missed opportunity to rename it with something catchier, meaningful and more befitting, the bike itself is a perfectly decent thing, especially for the money. Suzuki hasn’t messed with the formula more than it had to.

Aside from its fresh look and compliance to Euro5, about the only other notable difference is the arrival of a quickshifter and blipper, and the handlebar position; it’s 20mm closer to the rider and 23mm wider, which is quite a big change.

The only change to the suspension is its settings and everything else is the same as last year’s bike, so to call this a launch report feels a bit like I’m overselling. Think of it more as a refresher of the bike that, if you’re anything like me, probably forgot even existed, and given the day out planned by Suzuki to reintroduce the GSX-S into my consciousness, I’d say the agenda there was pretty much the same.

Every mile I spent on the bike was in its natural habitat and served not only as a reminder of how decent a bike the GSX-S is, but also to reaffirm (as if I needed to anyway) my love for motorbikes in general.

A hundred miles or so in the morning The new dash is decent.

criss-crossing the Yorkshire Dales, then an afternoon razzing up Harewood Hillclimb over and over again with its 10 corners in the space of just 1500m is pretty much as close to my idea of the perfect day out on a motorbike. Just as well, then, that the GSX-S didn’t spoil it by having a gutless engine, soft suspension or wooden brakes. Once I’d worked out it needs to be in ‘B’ mode, the GSX-S and I had a great day out, with very few complaints at all.

Personally, I didn’t really like the new handlebar position. They felt too close; the extra width is noticeable and only adds to the unnatural feel of the riding position. I’d like the brakes to have had some more initial bite, and the suspension felt a bit choppy on the road but okay on the hillclimb course.

These are personal preferences rather than notable shortcomings of the bike, and nothing that different brake pads and some time adjusting the handlebars wouldn’t sort.

It’s entirely possible that the rear shock could be adjusted to be less choppy by backing off the damping, but there’s a voice in my head telling me that the shock is probably oversprung. Either way, I’m sure with a bit of time spent tweaking it could be made better, but an aftermarket shock would transform it.

As it is, the GSX-S is a genuinely fun bike that’s engaging to ride with an engine that likes to be revved. John Reynolds, who was present at the hillclimb, was appalled to learn I was using first gear for some of the sections of the course, pointing me to the bike’s excellent low down power, meaning second gear is all that’s needed for the whole course. I countered that obviously he knows better than me when it comes to going very very fast, and that if I wanted to set a fast time I would (and did) follow his advice. But as I said to him, thanks to my lack of his levels of god-given talent, I make up for it by doing wheelies.

With him trying to sell the virtues of the engine for being strong low down while I countered him with the fact it likes to rev and wheelie, without realising it we were both inadvertently identifying that the engine in the GSX-S is in fact very flexible. In fairness, as the afternoon went on and the

SUZUKI GSX-S1000

LED HEADLIGHT:

BUILT TO A PRICE:

No idea if it’s any good in the dark; it doesn’t really matter. The function that the stacked LED headlight unit has to perform is far more important – to give the bike a new, fresh and memorable look. It manages this with ease.

Do not read that as diplomatic talk for cheap and nasty. There are bits and pieces around the bike that were probably the cheapest Suzuki could find. The bolts that hold the reflectors on the side of the forks are horrific. However, all the bits that matter are of a perfectly decent quality for the price and performance of the bike.

hillclimb course started to give up more of its secrets, the pace increased which, in the absence of a stopwatch, I know to be the case. The giveaway clues were the occasional use of third gear, frequent “shit, I’m not gonna stop in time” comments, ABS intervention moments, and the removal of metal from the footpegs. The harder I rode h it on the hillclimb, the better it felt – which is at odds with how a bike built to a price usually reacts to pace, and supports my suspicion that the suspension is oversprung, feeling choppy on the road, but responding well to higher cornering loads on a track.

On the road, the Bandit… I mean GSX-S is proof that not having the big numbers or the big spec that the sueprnakeds now have is not necessarily the be-all and end-all, certainly if getting from A to B with a smile d gh feedback from the tyres to give enough confidence to take liberties? Yes. Can it wheelie off the throttle in the first two gears and with a whiff of clutch in third gear? Yes. Does it make a suitably angry noise? Yes. Does any part of the bike’s capabilities in any way hinder the ride? No. At any point in the day did I wish I was on a supernaked? No, not really.

If anything, the GSX-S’s relative lack of punch very low down in its revs compared to something exotic like a KTM Superduke R is an endearing quality. I don’t have an issue with having to earn my speed or wheelies.

Where a supernaked appeals primarily is by being intimidating and utterly over-the-top; the GSX-S appeals by being much less so, and therefore in much more need of input from its rider – you’ve got to work with it. Neither characteristic is right or wrong, just different.

FRAME AND SUSPENSION: Unchanged apart from different settings in the suspension. New handlebars that are wider and closer to the rider make the bike feel more playful.

ENGINE: A very tenuous line drawn between it and the mighty GSX-R1000 K5 which really should be ignored, as it is about as related to it as I am to Bruce. However, it’s now clean enough for Euro5 emissions thanks to a new ride by wire system, exhaust, cams and airbox. All that really matters is that it’s got 150bhp and likes to rev.

No chicken strips were harmed in the making...

AUGUST 2021 WWW.FASTBIKESMAG.COM 57

Highlights 150bhp 74.66ft-lb of torque Most bhp/£ of any bike Playful engine Playful handling New aggressive look

Beauty is in the eye of the beholder.

Johnny will be back for more action on the GSX-S1000.

Well, they're certainly bright.

TECH DATA

2021 Suzuki GSX-S 1000 ENGINE

Type: Bore x Stroke: Compression: Fuelling:

999cc, liquid-cooled, DOHC, 16v.

IL4 73.4mm x 59mm 12.2:1 by wire

Claimed power: Claimed torque: ELECTRONICS

RBW/Riding Modes: Traction Control: ABS: Slide Control: Quickshifter: Wheelie Control: Launch Control: Pit Limiter Cruise Control Autoblipper:

Yes Yes Yes No Yes No No No No Yes

CHASSIS

Frame: Front suspension: Rear suspension: Front brakes: Rear brakes:

Aluminium twin spar 43mm USD, fully adjustable Monoshock, fully adjustable Brembo four-piston monobloc calipers, 310mm discs Brembo single-piston caliper, single disc

DIMENSIONS

Wheelbase: Seat height: Wet weight (claimed): Fuel capacity:

1460mm 810mm 214kg 19 litres

INFO

Price: From:

£10,999 www.bikes.suzuki.co.uk

58 AUGUST 2021 WWW.FASTBIKESMAG.COM

The naked bike sector has split apart in recent years with the arrival of the supernaked genre, and it would be easy to say that the likes of the GSX-S have been left behind by the near-200bhp rockstars but, in fact, the now humble naked class is arguably more relevant than ever. Bikes like the Suzuki GSX-S 1000 and Kawasaki Z1000 that cost just a few hundred quid over £10k make a clear and strong case in much the same way the likes of a Ducati Streetfighter or Aprilia Tuono V4 do, but for different reasons. If the GSX-S represents the extreme end of cost versus performance and the supernakeds represent the extreme other end, then the likes of a Yamaha MT-10 or BMW S1000R fall somewhere in the middle and are arguably less clear propositions.

Either way, just because the GSX-S doesn’t have any bling to speak of or bothers 200bhp on the dyno does not make it any less relevant to today’s market and bike buyers than an all-singing, all-dancing supernaked.

By the end of the day, I had become quite attached to the GSX-S; something, if I’m honest, I wasn’t expecting. It was only after several runs up the hillclimb after the fuel light had come on that I found myself reluctantly pulling into the temporary pit area Suzuki had

set up for fear of running out of petrol on the course and suffering the walk of shame.

I had been playing fuel light roulette on a bike that 24 hours previously I couldn’t even visualise, and there I was with the sort of disappointment that only happens when the fuel light comes on in the middle of a track day session on something much more exclusive.

By playing to strengths and sticking to core values, Suzuki has played a blinder with the relaunch of the GSX-S, breathing life back into it in much the same way it did with the Hayabusa earlier in the year. Returning the Hayabusa into a sector abandoned by every other manufacturer was an easy win from a corporate point of view (as it happens, it was quite a technical undertaking to get the ‘Busa through Euro5). Similarly with the GSX-S, it got the one thing it needed above all else. Yes, as with the Hayabusa, there is a hefty list of changes made to get it past Euro5, but the difference a daft-looking headlight and some fluro stickers makes to the previously forgettable GSX-S is as brilliant as it is simple.

If only they’d called it the Bandit.

AUGUST 2021 WWW.FASTBIKESMAG.COM 59

Used Bike Guide

BACK TO BASICS Yamaha’s no-compromise YZF-R1 is a bit of an animal...

WORDS> JON URRY PICS> MORTONS ARCHIVE

60 AUGUST 2021 WWW.FASTBIKESMAG.COM

2007-2008 YAMAHA YZF-R1

PRICE GUIDE:

£4750-£6999

Cheapest private: £4750 19,865 miles, Fiat rep fairing, in good condition with extras Our choice private: £5925 19,000 miles, very clean with a good service history and three keys Cheapest dealer: £5990 28,246 miles, 2007 bike with Micron pipes and good service history Our choice dealer: £6490 8473 miles, lovely low mileage bike in black with new tyres Ex-demo:

N/A

AUGUST 2021 WWW.FASTBIKESMAG.COM 61

USED BIKE GUIDE 2007-2008 YAMAHA YZF-R1 TECH DATA

2007-2008 Yamaha YZF-R1 ENGINE

Type: Bore x Stroke: Compression: Fuelling: Tested Power: Tested Torque:

998cc, liquid-cooled, 16v, inline four 77mm x 53.6mm 12.7:1 Electronic Fuel Injection 155bhp @ 12,200rpm 102Nm @ 9400rpm

CHASSIS

Frame: Front suspension: Rear suspension: Front brakes: Rear brakes:

Aluminium twin spar 43mm conventional forks, fully-adjustable Monoshock, fully-adjustable, twin-speed Six-piston radial calipers, 310mm discs Two-piston caliper, 220mm disc

DIMENSIONS

Wheelbase: Seat height: Weight: Fuel capacity:

1415mm 835mm 177kg 18 litres

SPEED

0-60: 0-100: 0-140: Standing ¼mile: Standing mile: Top Speed:

3.07 sec 5.60 sec 10.14 sec 10.44 sec @ 141.80mph 27.03 sec @ 17.39mph 177 mph

MODIFICATIONS: A lot of R1 owners modify their bike; stubby levers, loud end-cans, rearsets, taller screens, tail tidies and even aftermarket bodywork are quite common. Extras are a personal taste thing, so don’t pay over the top for them and always be wary of non-standard paint or fairings as that hints at crash damage being covered up.

TPS: A fairly common fault on older sportsbikes is a Throttle Position Sensor (TPS) going down. While this generally won’t stop the bike running, it will throw up a fault code and also make the bike tick over poorly or unevenly. The sensor is about £80 (pattern units are available for cheaper) but fitting it requires a bit of skill to cali rat it, calibrate it and a that t t means a workshop bill ill off about ut £200. £

VALVE CLEARANCES: Despite its new head, this generation has the same 24,000-mile valve clearance intervals as previous (and future) R1 models. If the bike is reaching this mileage, factor in a bill of around £500 to your offer to get them checked, which is worth doing as a few owners report that they can close up, and that could harm the motor if left unchanged.

The 2007 R1 got a new four-valve cylinder head.

I

n the mid-2000s Yamaha faced a dilemma. Having totally redesigned theYZF-R1 in 2004 to create the ‘underseat pipe’ generation, the firm was being met by an odd reaction from riders. Despite boasting more than 170bhp (it was the first bike to claim a 1:1 power-to-weight ratio), the R1 had developed a reputation for being a very refined – but not actually that thrilling to ride – sportsbike. And that didn’t sit well with the bosses.

Yamaha prides itself on its forward-thinking engineering technology, and its sportsbikes have always been the products to show off this prowess and through it stir riders’ emotions.

Going back as far as the 1985 FZ750 (which had a five-valve 62 AUGUST 2021 WWW.FASTBIKESMAG.COM

head) through to the 1998 R1 (first vertically-stacked gearbox on a sportsbike) and even the 2006 R6 (first ride-by-wire system), Yamaha’s products were designed to thrill, so being described as dull certainly wouldn’t do.

So they turned their back on old technology, introduced a dash of new tech and looked to the 1998 R1 for inspiration.

In many ways the 2007 R1 is a bit of a stop-gap model. While a lot of it is new, by the same token quite a lot is recycled where possible because the firm knew that the 2009 crossplane R1 was just two short years away.

Why spend development cash on a bike with such a short lifespan?

So what was changed? Yamaha reworked the existing litre bike engine and, looking to its MotoGP team for confirmation, abandoned the five-valve head in favour of a four-valve design with titanium intake valves. A

EXUP WOES:

ELECTRONICS:

As on any older bike, check the EXUP valve is opening and shutting smoothly as they can be a right fight to unseize. If necessary remove the cover to watch the valve move when you rev the motor and also, on a test ride watch out for the Yamaha ‘tacho tango’ as the rev counter indicates a fault code by sticking at a number, resetting, then reverting to displaying the actual revs.

The 2007 R1 was the first to gain ride by wire (YCC-T) as well as the variable throttle intake system (YCC-I). A few owners disable the YCC-I and fit fixed velocity stacks, which isn’t a good idea unless you only ride flat-out on track. Always check for fault codes on the dash and ensure you have the red ‘master’ immobiliser key included in the sale.

TOASTY FEET: With stricter Euro emissions regulations coming into force, the R1 has a huge cat stuck in its exhaust just behind where your right foot sits on the peg. In summer it can get really toasty, so fitting a de-cat link pipe is a great idea to avoid a hot heel...

GEARING: Owners report that swapping the 45-tooth rear sprocket for a 47-tooth item (what the 2009 model got as standard) gives the R1 a bit more drive and an impression of mid-range. If you like the look but are frustrated by the motor, this is well worth doing.

SUSPENSION: The suspension linkages should have been stripped and regreased by now, so ask when this was done – if this is skipped they can start to seize up and that can be a real pain to sort. Inspect the forks for leaks (wipe a bit of kitchen cloth around the seal after a test ride) and also check the shock’s damping as it isn’t rebuildable, so you will need to buy a new one if it is shot.

DISCS: Yamaha reduced the thickness of this generation’s front discs, meaning they are more susceptible to wear. The minimum service level thickness is 4.5mm, which is worth checking as a set of replacement discs will set you back more than £420 for OE units or about £250 for pattern ones.

fairly bold step considering they had been championing the five-valve head for 22 years, this was joined by a ride by wire throttle (YCC-T), and in a first for mass production bikes (the MV Tamburini doesn’t count...) also added variable intake funnels (YCC-I). The result was a motor that had a totally different character and was designed to be far more thrilling to ride. Would this win riders over? That is both the problem and joy of the 2007-2008 YZF-R1.

If you like a litre bike to make the hairs on the back of your neck stand up, this generation of R1 is more akin in character to the original model than the 2004 generation.

By altering the engine’s construction, Yamaha introduced a far faster revving nature into the way the R1 makes its power – but at the sacrifice of low-end drive. Whereas on the first underseat pipe bikes you can be lazy with the throttle, on the 2007 model there is a decided lack of

bottom end, which then gives way (after a bit of a hole in the power curve at 7000rpm) to a searing top-end rush as the YCC-I allows the motor to greedily gulp down air to feed its screaming motor.

Thrilling it most certainly is; however, due to its lack of bottom end, the problem is that to get these thrills, you need to be working the R1’s engine – and that means travelling at a heck of a rate of knots, something that doesn’t sit too well on modern roads and makes the bike awkward and a bit frustrating to ride at legal speed limits. And then there is the chassis...

With a far greater emphasis on track handling, the all-new chassis is firm and unforgiving on anything other than super smooth roads. You can do a bit to take the harshness out by twiddling the adjusters (the suspension is fully-adjustable with the shock having high and low speed compression adjustment), but you are limited in how far you

Not too shabby.

can go and a slightly flighty ride quality (much like the 1998 bike) is just something that needs to be chalked down as ‘character.’ At least the mighty six-piston brakes are more than up to the job of hauling the R1 up should you spot one of the boys in blue on the horizon.

So, is it worth considering a 2007 R1 as a used buy? That depends on what you are after in a litre bike. While there is no

A suspension upgrade is recommended.

USED BIKE GUIDE 2007-2008 YAMAHA YZF-R1 RUNNING COSTS: Service interval: Minor: Major: Valve clearances: vice costs: Minor: Major: Valve clearances:

£6000 £12,000 £24,000

£160 £280 £500

Right fairing:

£358.91

RH Engine casing:

£227.28

Brake lever:

£41.72

AFTER THE INITIAL THRILLS HAVE WORN OFF, YOU WILL BE LEFT FRUSTRATED. ALSO CONSIDER THESE: 2008 KAWASAKI ZX-10R Private: £4500 Dealer: £5300

Replacing the ‘wheelbarrow’ ZX-10R, the 2008 model captures the wild side of the original but adds more refinement and even a (very basic) form of traction control.

Engine: 998cc, l/c, 16v inline four Power: 159bhp @ 12,000rpm Torque: 101Nm @ 10,200rpm

2007 SUZUKI GSX-R1000 Private: £4700 Dealer: £5500

The updated K7 is very similar to the K5 but has twin pipes and a few subtle tweaks to the chassis and motor. Lacking the K5’s reputation, it’s cheaper and easily sorted.

Engine: 998cc, l/c, 16v inline four Power: 159bhp @ 12,000rpm Torque: 103Nm @ 9500rpm

2008 HONDA CBR1000RR Private: £4500 Dealer: £5200

The ‘stubby nose’ Blade arrived in 2008 and marked Honda’s return to the litre bike class with a bang. A very balanced road or track bike but it’s not that thrilling to ride.

Engine: 999cc, l/c, 16v, inline four Tested Power: 162bhp @ 12,000rpm Tested Torque: 107Nm @ 8600rpm

denying it is one of the prettiest R1 generations ever built (especially in the red/white colour scheme), it is also one of the more demanding to own and that’s why it splits opinions.

If you are the kind of rider who likes to take it easy on a litre bike, ride on mid-range and avoid having to tap-dance on the gear lever, the 2007 R1 won’t be for you.

After the initial thrills have worn off, you will be left frustrated at how demanding it is to ride and wishing for a bike with a bit more guts and less aggression.

If, however, you like to take your R1 on track, enjoy working a motor and aren’t too worried about straying on the wrong side of the speed limit on occasions, the 2007 R1 will certainly make you smile, as it delivers an engaging ride that only gets better the faster you go.

It’s a full-on R1 in the purist sense of the word.

Verdict

+ LOOKS, BUILD QUALITY AND THRILLS - REV-HAPPY MOTOR, OVERLY FIRM CHASSIS

64 AUGUST 2021 WWW.FASTBIKESMAG.COM

7/10

A rip-roaring sportsbike, the 2007/08 R1’s all-or-nothing character won’t appeal to everyone. But if you want a thrilling litre bike, it most certainly delivers.

INTERVIEW

WORDS> JACK FAIRMAN – TWITTER @FAIRMANGP PICS> FB/MORTONS ARCHIVE, BT SPORT

MICHAEL LAVERTY:

We know his face from both sides of the mic, which gives him credibility like few others. We sat down with the racing star turned TV pundit for a good chinwag.

T

he Lavertys are like the best possible throwback: a no-nonsense, properly oldschool bike racing dynasty. With selfconfessed road racing nut Mickey Laverty for a father, it was almost inevitable that at least one of his kids would follow in his footsteps. It’s natural for any dad to want their kids to surpass their own achievements, and with brothers Michael, John and Eugene having been an ever-present fixture in pretty much every major paddock around the world for the last 20 years or so, Mickey can be justifiably proud of himself and his boys.

We last caught up Michael in 2017 when he was racing in the British Superbike Championship for McAMS Yamaha. It’s safe to say that a hell of a lot has happened since then. He’s had had an amazing career, spanning AMA, BSB, World Superbikes and MotoGP, and now he’s rapidly becoming known to a new generation as that man off the telly – talking all things technical when it comes to MotoGP for BT Sport’s flagship coverage. The Great British Public can be a funny old lot at times, particularly when it comes to sports commentators and so-called experts.

They definitely know what they hate, and they’re never afraid to show it... so maybe it’s down to Michael’s incredible depth of technical knowledge, combined with a natural ability to translate what’s basically a highly technical foreign language into something even the greenest of laymen can get their head around, that you’ll struggle to find anyone with a bad word to say about him. We sat down with MotoGP’s Mr Nice Guy to talk bikes, mics, tykes and, well, anything else for that matter.

So, on the subject of mics, what was the catalyst for the change in career path? “It’s weird how it all came about because I wasn’t ready to stop racing,” he said. “In 2018, I was still racing for Tyco BMW in BSB, and I started working with BT Sport as a pundit on a round-by-round basis. I was offered a full-time

MICHAEL LAVERTY

INTERVIEW

role for the following year, but it meant stepping away from racing. It was really hard, but I spoke with my brother John (now a top rider coach and manager to younger brother and WSBK BMW rider Eugene). He said once you make that first move and get out of the bubble, it’ll only get easier. At 38 years old, I was still competitive at BSB, but I knew it was only going to get harder the closer I got to 40.

“In 2019, I made the step, but I was able to continue racing in the World Endurance Championship for the WEPOL team. I had a lot of fun and it was good to keep my toe in the water.”

Listen to Michael for a couple of minutes on any live broadcast and it’s clear he’s a total geek for the insane technology that now comes as standard in the sport’s premier echelons. Being up close and personal week on week with the kind of pit lane access afforded to broadcasters like BT Sport has definitely helped with his transition from poacher to gamekeeper. “I love the technical side, so working in MotoGP was brilliant, looking at the best bikes in the world going up and down pitlane, and I was also involved with Chaz Davies (his brother-in-law) in WSBK.” Most of us can only dare to dream of making it to MotoGP Above: Grafting, and chatting to champs.

Right: Michael played a pivotal role on the development of the PBM CRT bike.

68 AUGUST 2021 WWW.FASTBIKESMAG.COM

as a rider but Michael always had his eye firmly on getting there. That dream became reality in 2013 when he joined the premier class with BSB stalwart Paul Bird Motorsport.

It was a pioneering role that he and the team ultimately played. This was during the CRT period of the sport. Essentially, smaller teams with far smaller budgets could whack a (highly modded) superbike engine into a prototype chassis and get a few other concessions in the process, such as double the amount of engines as the factories and more fuel.

With the introduction of standard ECUs, this was the start of the evolution towards what is now the closest, fastest and most powerful pound-for-pound championship on the planet. Although he was sharing the track with the likes of Rossi, Marquez, Lorenzo and co, he knew where he needed to be and

MICHAEL LAVERTY Trying out an R6 for size.

Laverty had an awesome career in BSB.

adjusted his goals accordingly. “I had to set my own personal targets because I was never going to trouble the top 10; when you’re giving away 40 or 50hp, it’s just not possible – it was a hiding to nothing. I could always compare myself to Petrucci though, as we had the same Aprilia engine but a different chassis. When I beat him, I always knew I’d done a good job.

“My targets were finishing within one minute of Marc Marquez in the race or qualifying within two and a half seconds of pole position. To the people at home, it probably makes no sense, but I hit my personal goals and that was the only way I could stay motivated. We had an English team, and we had some success beating Aprilia, with their engine and our own chassis, so that felt really good”.

Having become so accustomed to the BSB life – one that affords you the luxury of being able to drive home at the end of a race week as well as being a far shorter season and less hectic schedule, Michael had to prepare himself for the adjustments needed for what is a gruelling travelling schedule from February to November. Was it a case of putting the personal life on hold?

“Pretty much, yes,” he said. “I was a professional racer in BSB, and was always busy in and around that, but with MotoGP, the travel and the schedule dictates that as your sole focus. In the first year, my wife decided to travel with me and we had a great time exploring Europe between races. But for

the second year, she was planning our wedding and so I travelled with the team. It was great fun, but it does put everything else on hold. I can’t say I was putting myself out though; I was doing what I wanted to do – riding the best tracks in the world, with the best tyres and carbon brakes”.

Speak to anyone who’s made the jump from any form of Superbike racing to MotoGP and the question they get asked most is just how good are the bikes and how do they feel? “The bike was fantastic but whenever you’re against such high-level machinery, it looks distinctly very average – but it was a great bike to ride. The first year was tough, but once we got the anti-wheelie and traction control working, and smoothed that power delivery out and got the chassis working, it was actually really nice to ride. People think it must be a piece of shit because you’re finishing in 15th place, but it was honestly really good. And if you put it in WSBK, it would have been brilliant on Pirellis.”

Michael doesn’t seem the kind of guy who’s big on regrets. Top-level racers rarely have time to worry about what might have been. Those who do often find themselves on a slippery slope to retirement. Does he have any regrets about walking away after two seasons or, having seen plenty of riders do amazing things into their twilight years, was it the right time for him to draw a line under it?

“I watched Shakey (Byrne) ride into his 40s and still take a load of race wins, along

Look and learn, lads.

AUGUST 2021 WWW.FASTBIKESMAG.COM 69

INTERVIEW

Laverty is a natural on camera.

His career has ha d many highs.

with (Max) Biaggi and (Carlos) Checa. I believe if you’re still motivated, like Rossi, then it is still possible. If I’d have had another MotoGP offer on the table at the end of 2014, I’d have stayed for sure. I would have loved a shot on something a little more competitive, though. I started a testing role for Aprilia in 2015, so I was riding a MotoGP bike which was closer to a prototype that year, but it was still bridging the gap between a CRT. “We had a good development programme and I was riding a lot. (Marco) Melandri was racing for them and was struggling, so when he stepped away, I got to do one wild card in Sachsenring, so I got to share the MotoGP grid with my brother Eugene. That was really special.”

Stepping away from life as a rider has given him a more objective view of the sport. Michael explained how things have changed recently, particularly as the gap from first to last has become so tight across all classes of Grand Look at the size of those chicken strips...

70 AUGUST 2021 WWW.FASTBIKESMAG.COM

Prix racing. “At world level, the margins between everyone are so close,” he said. “It is about getting the right equipment, working with the right people and having the right background, and doing those thousand hours of practice at a good level.

“The sport has evolved, especially in the last five or six years, and now it’s moving even more to the younger kids because they

Michael enjoyed his time in GP.

are getting such a good schooling in Moto2, and they are arriving in MotoGP ready to ride them properly.

“But I don’t think it’s impossible for the older generation of MotoGP riders, such as Dovi, Rossi, Lorenzo and Pedrosa. If they can focus on adapting their style, then it’s still possible”.

The sport has given Michael an almost immeasurable amount. You’ll struggle to find anyone as passionate about it. Fortunately for the next generation, he’s just as passionate about nurturing young talent, particularly young British talent – so much so that he launched the MLav Vision Track Academy last year. The long-term aim is to give some of the best UK prospects at least a fighting chance of lining up against the hordes of Italian and Spanish starlets produced on their amazing conveyor belts of blisteringly quick kids.

He definitely wasn’t short on motivation for getting it up and running. “The British Talent cup funded by Dorna no longer exists, which is a real shame, because the lads at the front there have seen no benefit from it and are now back in BSB. I’m trying

MICHAEL LAVERTY

Broc Parkes was his teammate.

Back when we had Brits in MotoGP.

to create a structure in the UK with my new academy to give our next crop of talent the platform to get into MotoGP. We have great tracks in the UK and a great series (in BSB), so let’s use it and create something that prepares the kids to look at a career in MotoGP.” Cal Crutchlow’s departure from the grid at the end of 2020 caused a bit of a gaping hole –leaving no Brits on MotoGP-spec machinery in 2021 for the first time since 2010. How does Michael rate the prospects of the other Brits currently in the paddock getting a MotoGP ride?

“Sam Lowes should be considered for next year,” he said. “His level is good enough, but he now has a three in front of his age and Dorna are a little age prejudiced. It’s a shame because I think British riders are in their prime between 32 and 36. Jake Dixon is now primed and he can step up in the Petronas team, so it could just be a one-year stopgap for the Brits in MotoGP.” In the shape of BSB we can be proud of having the best domestic championship in the world. After all, Cal Crutchlow, Sam Lowes and Jake Dixon, not to mention the mighty Jonathan Rea among others, all cut their teeth in the BSB Paddock. Why aren’t we seeing more guys coming through into the MotoGP classes?

“I think there’s a certain stigma attached to being a superbike rider that’s hurt us because we’ve got such a strong series, and we’ve become the best in WSBK; obviously Spies,

Crutchlow and now Dixon have bucked that trend, but the Spanish and Italians see it that you’re supposed to grow up on proper race bikes, and not converted production bikes.

“It’s probably easier to make that adaption to get onto a MotoGP bike, but it certainly isn’t impossible to come from a Superbike.

Jake stepped into Moto2, and in his first year he was very close to coming back to BSB. He had a tough year on an uncompetitive bike, but the door opened at Petronas at just the right time and now his career has a whole different outlook”.

With the announcement at Assen of Maverick Viñales’ bombshell exit, a year before the end of his contract from the Factory Yamaha Team, there’s likely to be some serious reshuffling of the order by the Iwata manufacturer. Combine that with the official announcement of the worst-kept secret in MotoGP – namely two grid spots for the Aramco Racing Team VR46 for 2022 backed by Ducati machinery, plus the increasing likelihood that 2021 could finally be Rossi’s last as a rider. The prospect of the GOAT retiring and Morbidelli’s potential promotion to the factory team... maybe that’ll open the door for Dixon within the Petronas SRT stable?

Laverty didn’t rule it out, suggesting if Jake keeps making progress, then there is every likelihood that when Rossi steps aside, Jake could step onto the bike. As for Marc VDS rider Sam Lowes, the other Brit in Moto2, Michael’s a little more cautious. “I think it’s

One of Laverty’s last BSB rides was with McAMS.

Good times.

tough for Sam. Gresini really like him, and they have two MotoGP bikes on the grid next year – I’d love to see him get that opportunity. I know that second seat on the Aprilia ruined Sam for a year, and he’s just back to his best now. I think it all relies on politics, and his age could go against him”.

And what of Rea? The greatest superbike rider and six-time WSBK World Champion hasn’t got a thing to prove. If he decided to have a blast at MotoGP, even just for a season, he’d command a top ride.

“He said when he signed his first Kawasaki contract in 2015, in his late 20s, that he was too old and that he’d missed the boat for MotoGP,” said Michael. “I think he accepted that he would finish his career in WSBK. He’s riding for a factory team, winning races, earning good money, and has the adulation in WSBK, so why would he go into MotoGP on inferior machinery for a lot less money, and have to grind away to get up to that level? He would have made it, no doubt, but he’d have had to put in a few tough years, and it would have been hard because Cal was already there as that British presence. It’s been tough for Johnny; he’s done fantastic in WSBK, but he never got that real opportunity in MotoGP”.

Laverty has made no secret of his admiration for MotoGP’s most successful ever rider, Valentino Rossi. He’s certainly more qualified than most to have a view on the GOAT. After all, not many people get to line up alongside him on the grid of a Sunday.

How does he feel the sport will cope when Rossi moves on to pastures new? “I think the core fan base is at a level now where it would be fine; it’s so exciting with the likes of Marquez, Mir and Quartararo. There are always going to be die-hard Rossi fans; it doesn’t all depend on him, even if it does lose a little panache. It’s great that he’ll always remain involved, as a team manager.”

Life seems pretty sweet for Michael and the Laverty clan. He’s got the next generation of British talent in safe hands, the future of MotoGP is in great shape, the TV coverage is better than ever and, best of all, he gets to enjoy the action from both sides of the fence.

Those who get into this industry do so because we love immersing ourselves in every little thing about it. We’re fans, at the end of the day, but you’ll struggle to find anyone more fanatical about bike racing than the Lavertys.

Here’s to many more years of us lucky buggers getting to enjoy that passion.

AUGUST 2021 WWW.FASTBIKESMAG.COM 71

FEATURE

GETTING TO GRIPS… DUNLOP

Each month we’re spinning some laps on Dunlop’s awesome range of sportsbike tyres while putting together a video on our YouTube channel to help you learn a circuit. This time we’ve been to Brands Hatch on the GP circuit, where we got to grips with Dunlop’s D212 GP Racer rubber. Be sure to check out the video and in the meantime, here’s a bit about the rubber in question…

What is it?

Dunlop’s D212 GP Racer offers its users the best of both worlds – it’s a fast and long-lasting road-legal tyre that also possesses all the features and spec you’d expect from a grippy trackday tyre. It was designed to be that faster halfway house in among Dunlop’s impressive range of sports tyres, and boasts key track technologies such as the brand’s NTEC carcass at the rear, that allows for pressures to be run lower for a broader footprint and higher levels of adhesion. Derived from the legendary D212 GP Pro – Dunlop’s Isle of Man TT race specification bloodline – the road-legal GP Racer D212 delivers the kind of performance, handling and endurance that until just a few years ago was only available to factory-backed teams.

72 AUGUST 2021 WWW.FASTBIKESMAG.COM

SIZES TO SUIT… If this rubber’s whetted your appetite, you’ll be pleased to know it’s available in a broad range of sizes, including those appropriate for adventure bikes with 19” front wheels. For more info, head over to www.dunlopmotorcycle.co.uk

Front:

Rears:

120/70/17

180/55/17 190/55/17 200/55/17

IN ASSOCIATION WITH

SEE IT IN ACTION ON

WESTFIELD

If you want to see this rubber in action and learn a track while you’re at it, head over to the Fast Bikes YouTube channel and watch us put the D212 GP Racer through its paces at Brands Hatch GP in our new track guide.

DINGLE DELL

DEREK MINTER STRAIGHT

SHEENE CURVE

BRANDS HATCH GP… Fast facts Huge variety of corners Wide track/easy passing Plenty of garages Great facilities Established 1950 2.6 miles long

HAWTHORNS

STIRLINGS

HOW FAST

8

FACILITIES

7

DIFFICULTY

8

TECHNICAL

6

FUN FACTOR

9

Very fast down downhill section and fast flowing corners CLEARWAYS

Everything you need, but the canteen and showers are a good walk from the garages

PILGRIMS DROP McLAREN DRUIDS

Ballsy sections, fast straights, blind corners

CLARK CURVE SURTEES

Nothing too tight or twisty, flows lovely Awesome when you’re nailing it, has a bit of everything

HAILWOODS HILL

COOPER STRAIGHT

GRAHAM HILL BEND

BRABHAM STRAIGHT

PADDOCK HILL BEND

Who The D 2 GP Racer is brilliant for sporty riders on the road, but leans m r warmers aren’t a necessity but it’s recommended with these tyres.

How do we rate it?

This tyre handles predictably and offers good levels of grip and stability; you get more feedback as you get faster.

It’s a grippy tyre, and this came in handy when filming our Brands Hatch video in the baking 26°C heat. It’s a very capable tyre that is definitely focused more towards the fast tr you (grip the dist

THANKS TO

NO LIMITS TRACKDAYS

A huge thanks to our friends at No Limits Trackdays for getting us out on track. Head over to nolimitstrackdays.com to get your next trackday booked.

AUGUST 2021 WWW.FASTBIKESMAG.COM 73

LONGTERMERS

Johnny still wants more power...

JOHNNY MAC SUZUKI HAYABUSA TIME ON TEST: THREE WEEKS

PICS> CHIPPY WOOD

S

0 1 6 9 7

ODOMETER MILES

ince my last (first) instalment of my time with the Hayabusa, it’s been pretty full-on for me, with, among other things, the small matter of Ultimate Sportsbike that basically means two to three weeks of doing nothing else. I also organise a charity motorbike ride called The Longest Day Challenge that gets people to ride £300 motorbikes from Lands’ End to John O’Groats without using motorways on the longest day of the year to raise money for Cancer Research UK. It’s a fair undertaking, organising everything for this year’s 34 riders, and takes a good chunk of my time – all of which is

A suspension fettle is on the cards.

74 AUGUST 2021 WWW.FASTBIKESMAG.COM

BHP: 187 GAIN: 1344

NEXT AIM: DYNO, E

a way of getting my excuses in for not actually having done anything to my Hayabusa in the last month.

However, I have been riding it… a lot.

I’ve been going backward and forward to the Bathams Racing workshop in Dudley as the season approaches. As well as Fast Bikes, I also work for them and occasionally need to go to the workshop to help with a lot of the admin and PR. I’ve also been using the Hayabusa to go to the various pre-season tests they’ve been to, all of which has given me plenty of time in the saddle to get to know the ‘Busa, what I like about it and what I don’t.

Annoyingly, I can’t make it to Dudley and back home on the same tank of fuel (a 170-mile round trip). This should be possible on a bike with ideas of being a continent crusher... alas, it can only just about make it from the East Midlands to the West Midlands on a tank. To be fair, it’s not the end of the world, because the Hayabusa’s riding position, in particular the seat-tofootpeg distance, is excruciating after just 45 minutes. It’s so cramped. For the life of me I can’t understand why, having gone to all the trouble to get the engine through Euro5, and redesign the whole bodywork, and design a bespoke ride by wire system on the bike, that nobody thought to address something that to anyone over 5ft 2in tall would know isn’t even close to being right.

For a bike that’s supposed to be able to dispatch long distances with ease, it just doesn’t make sense. I’d happily swap the Hayabusa for a GSX-R. The

Price from new: Insurance group:

£16,499 17

Modifications: None RUNNING TOTAL

£0 £0

prospect of riding it to the Knockhill round of BSB to work for Bathams Racing gives me nightmares.

The range issue is down to the adaptation of the motor and fuel injection for Euro5. The fuel tank is smaller to make way for the new airbox and throttle bodies, so range is already reduced. Then there is the reduced valve overlap, which a lot of manufacturers have had to do to get cleaner emissions.

In short, one of the ways engine designers get the most air/fuel into the combustion chamber is to time the exhaust valves to be open at the same time as the intake valves. This accelerates the intake charge, which means more gets in before the valves shut and it gets burned, which means more power. Inevitably some unburned air/fuel passes through unburned and into the exhaust, which basically ruins the emissions.

Instead of using valve overlap as a way of getting the most air/fuel into the combustion chamber, manufactures are now moving to greater valve lift, i.e., opening the valves higher with lumpier cams. To do this, stiffer valve springs

LONGTERMERS

In association with Sponsored by

Don’t worry... there’s a Yoshi on the cards.

are fitted to the Gen3 Hayabusas valves to get them shut in time. Downstream the exhaust is now packed full of catalytic converters to clean up the gasses that do get burned. The result is that, thanks to having less fuel/air to burn, then a bunged-up exhaust system, not only does the latest Hayabusa make a touch less power than the previous one in the name of saving the planet, but due to having to work so hard to make that power it has… wait for it… worse fuel consumption. So, it’s cleaner but uses more fuel to be cleaner. Oh, the irony!

In theory, what the ‘Busa needs is a catalytic-free exhaust system and a re-map to get better tank range… and more power. Since it’s a Suzuki, it will have to be Yoshimura. I don’t make the rules up but Suzuki and Yoshimura go

together like salt and vinegar, or fish and chips. As for the riding position, I’m going to do some digging on a taller seat or seat gel, anything to raise it, and some adjustable rearsets with a view to lowering the footpegs to get some distance between my feet and arse.

Otherwise, apart from the short tank range – which, in some ways, is actually a blessing due to the cramped riding position – I’m finding the Hayabusa to be a sound travelling partner. The engine is the star of the show, mostly due to its flexibility, so I’m sure that an aftermarket exhaust will not only make it more powerful and in theory more economical, it will also make it lighter.

A trip to K-Tech after might be a good idea to get its take on where the suspension is, and set it up following its diet.

The seat’s a little low for His Lordship.

Nope, the bike’s not shrunk.

75

CUSES.

Rider: Farmer Brod Track: Croft Series: No Limits Class: Pirelli Super Series 600 Bike: 2018 Yamaha R6 Fastest Lap: 1.25.6 Position(s): 11th, 9th, 7th Championship Position: 11th Excuse: Hungover Following the previous disappointment at Cadwell Park and a weekend full of struggles, things definitely turned around for me at round four of the No Limits championship at Croft. It always amazes me how taking a little break away from the sport can make all the difference to your riding and mindset.

We headed up north with the goal set firmly on improving and moving further up the field. The first few rounds have been difficult, with many of British Championship riders entering the race – it was looking no different for Croft; I think with the BSB calendar being pushed back, a few of the riders have

Team owner Nigel was on lifeguard duty.

Farmer Brod bagged some strong finishes and fast laps.

decided to go club racing to kill the time. Although it makes things harder, I can’t say I disagree with it – I just need to dig deeper and ride faster. I’ve always enjoyed Croft and I’ve won races there before, so I was more than ready to try and turn things around!

The practice day went really well and I can’t fault the bike... it’s been on rails since I got the suspension sorted. We made a few small changes to soften the set-up, which really helped as Croft is notoriously bumpy.

I was really happy to match my previous PB lap time in qualifying (1.26.8) and I ended up 10th, but I have to say a thanks to my team mate Tom Fisher, who gave me a good a tow around. Having someone fast to follow always helps you relax while riding, and we all know how much difference that makes.

Race one was more difficult though, as everyone picked up the pace. It’s a good job I made a good start and was fifth into turn one. We’ve had the bike to the BSD Dyno since the last round, and what a difference that has made to the power delivery and race starts. Finding eight tenths in the race and setting a new PB of 1.25.9 was just what I needed after the tricky start to the year.

The Saturday evening antics down at the pub reminded me exactly why I go racing, having a great time with great people and

76 AUGUST 2021 WWW.FASTBIKESMAG.COM

Next stop Anglesey.

riding motorbikes. We even managed to get Nigel (the team owner) on a push bike we found against the pub wall. That was sight for sore eyes, but I don’t think the regulars were too impressed!

At Croft the racing always starts late on a Sunday, and we had two races fairly close together because of this. I made a blinding start once again, but I was a little hesitant into turn one and slipped back to the middle of the pack. I managed to fight my way back up to ninth place, but that was all I could muster after trying probably too

hard to catch my mate Lee Wells, and arm pump put an end to my fight.

My goal for the final race was to improve my times, and I did just that with another PB, this time a 1.25.6. It might not sound much but I was able to find a second a lap since my last visit, and to round the weekend off with a seventh place and well inside the top 10 was mission accomplished for me at Croft.

It’s so good to be back in the mix and enjoying my racing again. I can’t wait to carry on this form onto Anglesey in a few weeks’ time.

PICS> DOUBLE RED

F Rider: Tim Neave Track: Oulton Park Series: British Superbikes Class: National Superstock 1000 Fastest Lap: 1.37.085 Positions: 5th Championship Position: 5th Excuse: Chicken arms It’s been a while coming, but I can finally say round one is done and dusted, and most importantly I’ve got some points on the table.

It’s been a long old build-up, and 35 weeks since the last British championship race at Brands Hatch at the end of last year. Even though we’ve had plenty of testing over the last couple of months, I’d be lying if I said I wasn’t nervous for round one. Testing had gone really well and so I guess the expectation to match and improve on those lap times was prominent in my mind.

With 53 riders entering the Superstock 1000 grid (that’s surely a record!?), it meant splitting up the class into two groups,

Tim’s season got off to a strong start.

A and B. The top 16 riders from last year were split evenly between the groups; I was in the A group, and always out before group B. The practices went really well and I was able to

finish second and first in those, and qualify first in group A with a new personal best lap time around Oulton Park. But since group B followed straight after, they alw time to beat, and benchm so I qua with the Supe place th with some brilliant riders, and a handful of ex-supe class, it honestly looks set to be the mos ompetitive year in the history of the class and qualifyin would h position last year with my lap time.

I star the fron a prett average start to be hones

on my starts but this wasn’t my best. I was able to make my way up to fifth place on the first few laps, but lads at the front were setting a brilliant pace and lapping half a second quicker in the 1.36s. In an attempt to claw back some time, I would say I started to ride tight and probably over-ride my Suzuki, and I soon developed arm pump, which made braking and opening the throttle incredibly hard. My lap times dropped in the second half of the race and I really couldn’t respond how I needed to, but the two riders who passed me crashed out and I was able to hang onto fifth place and get some decent points on the table.

If that’s my result on a bad weekend, I’ll take it! It’s never a nice feeling knowing you can’t ride how you know you can and being a sitting duck at the end of a race, but overall, it’s been a brilliant weekend and I’ve definitely made a step forward in my riding and lap times. Next up we are at Knockhill in Scotland, and I’m looking forward to getting stuck in and improving on round one.

Full-send mode...

78 AUGUST 2021 WWW.FASTBIKESMAG.COM

WORDS> T IM NE AV E

PICS> DANNY INWOOD

WE WANTED TO KNOW A BIT ASKED DARREN… DARREN MAYNE’S

DUCATI 1199 PANIGALE R Ducati might have turned its back on racing big v-twins, but there's no way we could ignore this thing of beauty.

W

alking through the Cadwell Park paddock on a cold spring morning, I couldn’t help but notice the fluorescent orange 1199 Panigale R gleaming in the sun. These bikes are quite a rare sight in the trackday paddock, and this one certainly stood out from the rest. As you’ll get to find out, there is a lot more to this bike than first meets the eye.

Darren Mayne, from Grimsby, is the owner of this beautiful bike and, as it turns out, he’s probably the biggest trackday addict I’ve ever met. I thought I had a busy riding schedule, but Darren has 25 track days planned this year, covering most of the tracks across the UK. Although he’s been riding bikes since the age of 15, trackdays have only been a recent affair, starting about five years ago. He’s already bagged around 100 days... and there’s no sign of him stopping any time soon.

As you can see, this isn’t your average 1199 Panigale R and its history is way more interesting than I could have hoped – it is better travelled than I am. This beast was built by the Barni Racing World Superbike team and raced by Niccolò Canepa in the European Superstock 1000 series in 2013, finishing the championship in second place.

So how did a 59-year-old from Grimsby end up with it? Darren found the bike online, but it was in France.

Thanks to the trusty old Google translate, he communicated with the owner (who didn’t speak a word of English) and organised collection just after Christmas.

As I’m sure you can imagine, with it being an ex-race bike, pretty much all bases have been covered when it comes to the spec – albeit a superstock spec. It’s hard to know exactly what remains true to the 2013 race-winning machine, but putting that aside, it’s pretty decent.

Why did you go for this bike?

“Because I didn’t want to fall off my beloved road bike (another Ducati), and these track bikes are a lot cheaper to repair.”

(I mean, he’s got a very valid point, but it’s still not going to be cheap to repair – in my tight-arse book, anyway.)

What changes have you made to this bike?

“The first thing I did was change all of the fluids. I’ve used Brembo racing brake fluid – I thought I’d best run that because it’s what the MotoGP boys use, so it’s got to be worth a second a lap (he laughs), and I replaced the engine oil with Motul 300V. I’ve fitted a blip-box on it, so now I have the quickshifter and blipper for up and down gear changes, and I’ve removed the ABS pump using an ABS delete module. I’ve also fitted a lithium battery to help keep the weight down.”

What’s the maintenance like with this bike?

“I only bought this one at Christmas so I don’t know yet, but my last two bikes have been 1299 Panigales so I’ve got a good idea what I’m doing with them. I change oil every two or three track days, or as soon as the green colouring of the Motul oil disappears. Changing the oil and filter on the bike is no big job. It’s not true what they say about Dukes dropping to pieces... as long as you use a drop of thread lock and keep an eye on everything.”

(Hmmm, sounds reassuring.)

Is there anything else you want to do to it?

“The ECU has been locked so I can’t get into it. I’m going to get some Woolich software so I can tune it myself at the track. I think this bike is used to running around in warm weather...

(Darren chuckles) I don’t think she likes 6°C, so I just want a little tinkle with it to see if we can clean it up a bit.”

Is there anything you don’t like about this bike?

“Not at the minute, but it still feels like somebody else’s bike. I did have the suspension set up

by Colin at 100% Suspension which has helped, but I just need some more time on it.”

I think after 25 track days this year, it’s safe to say it’ll soon feel like Darren’s bike.

The motor has been hand-built with titanium rods and pistons, and it also has a lightened crank, meaning it spins up super-quick and produces a – whopping 202bhp and 115 ft-lb torque sounds like a right weapon!

Of course, the big Duke is fitted with Italian suspension; a Matris Suspension cartridge kit in the forks, and a Matris rear shock which works alongside the fully adjustable swingarm pivot. e Darren tells me he’d been having som nd arou instability with the rocket ship Cadwell Park, and a small change to the swingarm pivot had dramatically improved the handling. Lightech rear e sets are the choice of footpegs, and thes . ifter cksh Qui work together with the HM is one As far as cockpits go, this pretty trick. It’s got all of the play station controls bolted onto the racing clip-ons and, as you’d expect, it has a quick-action throttle and remote

80 AUGUST 2021 WWW.FASTBIKESMAG.COM

adjuster front brake. This is all tied together nicely with a CNC top yoke.

The bike uses a standard dash and loom which would have been in keeping with the now-deceased European STK1000 championship regulations.

Darren’s choice of tyres are Metzeler Racetec TD slicks, fitted to lightweight Magnesium OZ wheels, and when it comes to stopping, he can rely on his Brembo discs and HPK 4 billet calipers to get the job done.

The standard dash bracket and subframe has been replaced by Motoholder parts. These not only reduced the weight of the bike but, in r the event of a crash, are much cheape ati to replace then the standard Duc parts. Since we mention crashing, s Darren tells me in around 100 track day not t’s Tha ). (yet r he hasn’t hit the floo bad going for a fast group rider... I just hope I haven’t jinxed him!

2013 Ducati 1199 Panigale R Spec

■ Matris rear shock ■ Matris cartridge kit in the forks ■ Swingarm pivot adjus ter ■ Ride height adjuster ■ Pramac slipper clutch ■ Termingnoni 170 titaniu m race exhaust system ■ CNC top yoke ■ Motoholders clock mo unt and subframe ■ Quick-action throttle ■ CNC switch gear ■ Samco hose kit ■ Standard ECU and loo m (road bike bits removed) ■ Braided race brake line s ■ GB Racing crash protec tion ■ Lightech rearsets ■ Fibre glass fairings ■ Metzeler TD slick tyres ■ Magnesium OZ whee ls ■ Brembo billet HPK4 cal ipers ■ Brembo Z04 brake pa ds

AUGUST 2021 WWW.FASTBIKESMAG.COM 81

MASTERCLASS

Buying a used track bike is a gamble.

LEARN FROM THE BEST For the ultimate one-to-one instruction, which includes everything from initial bike checks to video playback and on/off track tuition tailored to suit all abilities from a former WSBK racer, check out Dean Ellison Rider Coaching at www.Ellison42.co.uk

BUYING A TRACK-READY

MACHINE

Are you better off building a track bike or buying one built? We’re covering the latter scenario this month, with some solid tips to take note of...

WORDS> DEAN ELLISON PICS> MORTONS ARCHIVE

F

Pukka race teams are more likely to have proof of work and maintenance.

inding or building the perfect track bike is an impossible task. Even with an unlimited budget you would still have to choose the right bolt-on parts suitable for you and your pace, and with that likely excursion to the gravel trap, you need to accept that you may need to buy some of those aftermarket parts again… and again.

Trackday riding isn’t cheap but you can be smart with where your money goes. This issue I want to give some tips for buying a track-ready bike, which could be an absolute bargain or a huge mistake plagued with problems,

with a follow-up piece next time on buying new and building your own track-ready machine.

If you have a fixed budget, it might be a little easier to find something pre-loved and ready to roll, but the biggest problem you will have is finding out the bike’s real history. You can get some real gems from trustworthy race teams by going down this route; you’d expect these bikes to be professionally maintained, the engine refreshed, kitted out with all the latest performance parts, and even some data to help get you started. However, I could share a hundred stories that have gone the other way, where a

TO BOOK ONTO A DAY WITH NO LIMITS, CHECK OUT WWW.NOLIMITSTRACKDAYS.COM OR CALL 01525 877087 82 AUGUST 2021 WWW.FASTBIKESMAG.COM

RIDING IN ASSOCIATION WITH

NO LIMITS TRACKDAYS

Used superbikes are often on the cards.

customer has purchased an ex-pro racers race bike from a few years back and it turns out certain components are missing or held back, and the bike becomes a lifetime of messing around and missing out on sessions due to breaking down.

If I had a fixed budget to buy a race bike, I would consider the following points: Age – The older the bike, the more problems you’re likely to have. Wires and electrical connectors weaken, bearings and bushes wear, sensors start to fail, and badly maintained engines can let go at any time. When looking for a machine to fit your price range, definitely go for as new as possible. Each year, higher quality materials and new technologies are used as manufacturers develop their machines.

Engine – If you are only riding on trackdays then you probably want to avoid any highly-tuned engines. Race engines can be really hard to ride if not mapped

Chances are your new purchase has been down the road...

and fuelled properly, and they need regular maintenance, so make sure you check what max RPM the bike has been run at previously, when the engine was last refreshed, and when the next rebuild is due. It might seem like a bargain at the time, but it could be due a £5k engine refresh after two trackdays.

ECU – I know I’ve mentioned this already in 2021, but having a replacement ECU is beneficial if you understand the capability fully, and what to do in order to get the best from it. If you want to just turn up to a trackday and keep turning in the laps and topping up the fuel, then I recommend sticking with a standard ECU, a standard RPM limit, and an aftermarket refuelling device such as the Dynojet Power Commander V, which, if set up correctly on a rolling road, will give you a really nice throttle connection and improve power throughout the range, especially in the mid-range.

The simpler the better for simple trackday riding.

A decent spares package makes a bike more attractive.

Wheels – Some older superbikes can come with magnesium wheels and at least one set of spare rims, which really does save money – and it is extremely useful to have a spare set of wheels with wet tyres for those typical March trackdays in the UK. I would check the age of the race wheels because they do have a recommended life and I have experienced old race wheels eventually cracking and even collapsing. Check with manufacturer or even take advice from an engineer. If the wheels are stock, then check the mileage and consider replacing the wheel bearings and valves at least.

Workshop Tools – This is an opportunity to make your trackdays easier. If it’s a race bike from a race team, you should ask about purchasing some of the special tools and paddock stands. Buying cheap paddock stands can be the worst purchase to make, so at least strike up a deal for the front and rear stands. You might also want to consider having some footrest stands, a ride-height measuring tool, some race-spec tyre warmers, or wheel stands. Even some suspension tools and

additional springs could be really useful in the future.

Receipts – It’s a trustworthy seller who provides a history of receipts, more so for any engine work and engine components that have been recently purchased. You can’t check the tolerances of an engine when purchasing a race bike and once you’ve paid your money, there’s no comeback for any failure because all race bikes are sold as seen.

Recent Dyno – If I was buying last season’s race bike from a reputable team, I would expect them to provide me with the mileage on the engine and have it prepared like their rider was racing it again that weekend, so a run on the dyno to check fuelling and power isn’t too much to ask.

Buying used can mean your bike’s littered with trick parts.

TO BOOK ONTO A DAY WITH NO LIMITS, CHECK OUT WWW.NOLIMITSTRACKDAYS.COM OR CALL 01525 877087 AUGUST 2021 WWW.FASTBIKESMAG.COM 83

YOUR LIFE ON BIKES

WIN A TRACKDAY

COMPETITION THE PRIZE: ONE UK TRACKDAY OF YOUR CHOICE FOR ANY UK CIRCUIT WITH NO LIMITS TRACKDAYS.

IN ASSOCIATION WITH

NO LIMITS TRACK TRA KDAYS K

FastBikesMag.com/ FastBikes-Forum

Facebook.com FastBikesMagazine

@FastBikesMag

WANT TO WIN?

To be in with a chance of winning a No Limits trackday, send us a pic on our Facebook page or email one to letters@fastbikes.co.uk Closing date: July 29, 2021

Here at Fast Bikes magazine, we love trackdays. So much so, we wanted to give something back to you, the reader! We’ve teamed up with the lovely lot over at No Limits Trackdays to offer a free trackday every month. All you have to do is send us a picture of yourself at your last trackday for a chance to win. If you’re the lucky person highlighted on these pages, you’ve won a trackday of your choice. If it’s you, get in touch and we’ll look after the rest... and if you haven’t won this time, there’s always next month. There are no cash alternatives available. The winning image is drawn at random. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of Fast Bikes magazine), please visit www. mortons.co.uk/privacy

AUGUST 2021 WWW.FASTBIKESMAG.COM 85

YOUR LIFE ON BIKES

WIN A FAST BIKES

WINNING RIDE

HOODIE!

To be in with a chance of winning this most tasteful of tops, just email us (letters@ fastbikes.co.uk) or post on our Facebook page with a pic of you, your bike and a few words about it, where you’ve been on it and why you rate it so highly. We’ll then pick our favourite post each month and that lucky person will be the proud owner of their very own Fast Bikes hoodie – which is proven to make you at least 60% faster!*

*Disclaimer: May not actually make you any faster.

Send yours to letters@fastbikes.co.uk Bill Bryant

Yamaha FZR600 I finished the restoration and rebuild of my 1989 Yamaha FZR600, and took it to a track to run it in and then put it through its paces. Ran like a charm and had an absolute blast.

Andy Howard

Suzuki GSR 750 Getting back on two wheels three months ago after having to sell my bike due to lockdown last year. Had sportsbikes since getting my licence 15 years ago and fancied a change... it’s a cracking little bike – fun, light and great on the corners.

Steve Fry

Phil Reevo Reeve

Yamaha FZ750

Kawasaki ZX-7R

Keeping the oldies going...

Matthew Watkins

Enjoying trackdays. This one is from Mallory at the hairpin, where later in the day I came off.

James Greig

Suzuki GSX-R1000 Being in the sun… when we get it.

Airbag testing Went well.

Cameron Antcliff

Ohvale I have been racing at the BMB in the Ohvale Cup.

Mike Taylor

BMW K1300S Introducing my 13-year-old to biking... she’s hooked! This was on her birthday before the first run.

Tee Jay

Husqvarna 701 Supermoto Newnes State Forest, NSW, Australia... love the fact I can enjoy my Sumo on and off-road.

86 AUGUST 2021 WWW.FASTBIKESMAG.COM

Laurie Myers

KTM Superduke R Taking my Superduke R round Cadwell.

FastBikesMag.com/ FastBikes-Forum

Facebook.com FastBikesMagazine

@FastBikesMag

Will Brinkley

Yamaha MT-09 Melton Mowbray to Market Harborough. Best road in the Midlands!

Tim Koopmans

Yamaha R1 I’ve been hooning around on the Nürburgring Nordschleife.

John Duke

Honda CBR650F Spent the day riding around Yorkshire and stopped off at Whitby for fish and chips. Can just see the abbey in the background.

Philip Sheen

Honda SP1 Early morning run over the mountain.

Terri Marie

Yamaha MT-07 Enjoying the Welsh roads while trying to avoid sheep and the rain!

Hiding in the countryside.

Manjunatha G Rao

Kawasaki ZX-10R Quite a few track days here in NZ.

Kieron Hanna

Pit bike Driving my seven-year-old around the country because he can ride a bike 100 times better than I can.

David Holmes

Suzuki GSX-R 750 I come from a land down under!!

David Morris

BMW M1000RR What a pair.

SUBS

John Jess

Ducati Multistrada

IBE R C

See page 8 for the best deals

YOUR LIFE ON BIKES

S TA R L E T T E R KNEE DOWN... OR NOT?

I’ve been riding for many years on the road and never had my knee down, and to be honest I’ve never felt that I’ve needed to. I’ve recently started doing some track day riding and still haven’t touched down with the knee. Do I need to get my knee down and how important is it?

Darren R

Hi Darren, I couldn’t agree with you more. I’ve never felt the need to get my knee down on the road either and, to be quite frank, it feels much safer riding within the bike and not hanging off too far while on the road. I think this is a personal preference; you’ve only got to look at the three of us on the magazine (Bruce, John and me, Tim), and we all ride very differently. Bruce is the king of the A-frame and whenever there’s a camera in sight, he’ll have his knee down – even in a straight-line. John is old school and will only get his knee down if he’s asked to. I feel I’m somewhere in the middle. It’s definitely not

needed on the road, however, I feel it plays a much bigger part when it comes to riding on a track. I don’t force it on the track but use it as a reference for lean angle, and almost a point of confidence – when it touches down you feel in control and much safer to carry the corner speed. I wouldn’t force it if it’s new to you though, just take your time and build you get, the easier it’ll be.

You can win a Weise Scout Jacket for simply writing the Fast Bikes Star Letter.

With retro-look quilted shoulders and classic colour options, complemented by mesh airflow panels, the Scout Jacket will keep you as cool as it looks. See more at www.weiseclothing.com

WO £12 RTH 9.9 9!

ROUGH AND READY

Regarding the test with golden-era superbikes, I was a little miffed as the SP1 you had to use was such a poor specimen. How was this so?

The owner had either no respect or no empathy with his machine. And why did you not do the comparison with bikes from the same model year?

For myself (I’ve got an absolutely mint SP2), I thoroughly road-tested all three of these bikes at the time (SP2 though) and found by some distance that the Honda was the star for me, hence why I bought it and still have it – though now I’m a bit precious about it. I only now use it for a minimum of 100 miles rides, but it always amazes me. Even now, things like the brakes are easily on a par with the other modern bikes I’ve got. While the SP2 isn’t the easiest of rides compared to the Blade, for example, it is still a superb bit of kit on any level and was way ahead of its time when I got mine in 2004.

The handling, effortless poise and

the way it goes is exceptional, even today.

David Hi there David, When it comes to testing road bikes, especially used ones, we depend on the decency of our readers to lend us their machines.

The truth of it is, the SP you’re referring to here is 20 years old and has been used every day, and

so it’s going to show signs of weakness and wear that some of the newer bikes may not. It’s always a role of the dice with anything used and, of course, there will be tidier examples out there, but it did the job just fine and we had a great time riding it. I have to agree with you: the Honda SP2 is a brilliant bike. It’s timeless and a classic that’ll definitely be worth holding onto for the future.

Want your greatest riding cock-up, triumph, or just the missus’s naked form immortalised in these hallowed pages? Email letters@fastbikes.co.uk 88 AUGUST 2021 WWW.FASTBIKESMAG.COM

AUGUST 2021 WWW.FASTBIKESMAG.COM 89

WWW.FASTBIKESMAG.COM

THE BIKES

THEY SHOULD STILL BUILD…

There are a lot of bikes that should have never been pied off from the production line, such as KTM’s RC8R, Suzuki’s GSX-R750 and Ducati’s Streetfighter. We revisit these used legends to remind ourselves of what we’ve been missing out on.

Email: letters@fastbikes.co.uk

BLURRING THE LINES

Ducati’s new SuperSport proves to be a one-stopshop for going long distance and scratching on the race track.

EDITORIAL Editor: ‘Dangerous’ Bruce Wilson, bwilson@mortons.co.uk Designer: Michael Baumber Production Editor: Lucy Wood

CONTRIBUTORS Words: Steve Parrish, Tim Neave, Tom Neave, Jon Urry, Andrew Dalton, Jack Thompson Gary Johnson, Christian Iddon, Jack Fairman, Rob Bean, Jamie Morris, Peter Hickman Photography: Gary Chapman, Dave Parsons, Double Red, Les Liddle, Matt Sayle, Danny Inwood, Jamie Morris, Rob Gray, Polarity Photo

ADVERTISING Group Advertising Manager: Sue Keily Divisional Advertising Manager: Tom Lee, tlee@mortons.co.uk Tel: 01507 529412 Media Business Manager: Charlie Oakman, coakman@mortons.co.uk

MARKETING Marketing Manager: Charlotte Park

CIRCULATION Sales and Distribution Manager: Carl Smith

MORTONS MEDIA GROUP LTD Publisher: Tim Hartley Publishing Director: Dan Savage Commercial Director: Nigel Hole

SUBSCRIPTIONS Phone our UK hotline on: 01507 529529 Overseas orderline: + 44 (0) 1507 529529 (From outside UK only) Subscribe online at: www.classicmagazines.co.uk Customer services number: 01507 529529 Telephone lines are open: Monday-Friday 8.30am-5pm NEXT ISSUE ON SALE: 17.08.2021 Fast Bikes is the trademark of Mortons Media Group LTD. All rights reserved.

Cover printed by William Gibbons & Sons on behalf of Mortons Media Group Ltd Printed in the UK by William Gibbons & Sons on behalf of Mortons Media Group Ltd. Distributed in the UK by Marketforce (UK) Ltd, 3rd Floor, 161 Marsh Wall, London, E14 9AP. Tel: 0330 390 6555 .

RACING TO TRIUMPH

FAST BIKES (USPS:710-470) is published monthly by Mortons Media Group Ltd., PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK.

The British firm has an unbelievable history of racing achievements, as we were reminded on a visit to the factory.

PLUS LOADS MORE:

BALLISTIC ON A BUDGET – PART 3. WE’VE LOST THE WEIGHT, WE’VE GOT IT HANDLING, AND NOW IT’S TIME TO GIVE OUR PROJECT R1 SOME SERIOUS POWER. 2015 YAMAHA R1 BUYER’S GUIDE. ALL YOU NEED TO KNOW BEFORE YOU PUT YOUR MONEY ON THE TABLE.

Independent publisher since 1885 Media Centre, Mortons Way, Horncastle, Lincolnshire, LN9 6JR The publisher accepts no responsibility for unsolicited manuscripts or photographs.

If you are sending material to us for publication, you are strongly advised to make copies and to include a stamped addressed envelope. Original material must be submitted and will be accepted solely on the basis that the author accepts the assessment of the publisher as to its commercial value. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher.

On Sale August 17, 2021 Buy it from WHSmith, Sainsbury’s, Tesco, Asda, Morrisons and all good newsagents. Failing that, try a bad one.

Check out the eye-poppingly good digital edition at www.classicmagazines.co.uk

Having trouble finding a copy of this magazine? Why not just ask your local newsagent to reserve you a copy each month?

AUGUST 2021 WWW.FASTBIKESMAG.COM 91

MASTERCLASS If you’ve been a naughty biker, you need some decent legal advice. Get it from mail@whitedalton.co.uk

IFS AND BUTS Legal cases are seldom straightforward and outcomes can be hard to predict, especially when there’s an injury involved.

ANDREW DALTON PENAL SERVITUDE PREVENTER The Fast Bikes Legal Clinic is compiled by Andrew Dalton, and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

They deal with personal injury claims and their sister company, Motor Defence Team, deals with all the motoring offences. They know everything about bike law. Andrew is a former London motorbike courier turned barrister and solicitor, and we know he’s good. All the White Dalton lawyers are qualified barristers, or solicitors, or both – and they all have full bike licences, too. They don’t act for insurance companies or the prosecution. They are Britain’s most specialist law practice, and if they don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insurance appointed solicitor, get proper independent advice.

For road traffic offences call Motor Defence Team 0800 280 0912

For non-offence cases call White Dalton Motorcycle Solicitors 0800 783 6191

Visit their websites whitedalton.co.uk www.motordefencesoliticors.co.uk

Q

My son was involved in a motorcycle accident which left him with a nasty fracture to his shin bones. His bones broke through the skin, and the A&E team were very worried about bone infection.

He has solicitors acting for him and there is an offer of £40,000 for his injuries, which has been made under a ‘part 36 offer’. The insurer has paid for everything else already.

His solicitors are saying that if my son does not have a bone infection then this is a generous offer, but if he does have a bone infection and at some later point the bone infection causes problems, which might include amputation, then we should not accept. The surgeon organised by the solicitors has said there is a small chance of a bone infection, but he will only know in the course of the next six months when the final test swabs will be analysed.

The downside to this ‘part 36 offer’ is that if we do not accept it, and in a few months’ time the surgeon says there is no risk of bone infection, somehow my son becomes liable for the costs of additional reporting and potentially some of the other side’s costs.

This is totally unfair. How can the solicitors let my son get into this sort of a problem? Is his solicitor negligent? Why should my son be at the risk of either a potential below-the-knee amputation or some sort of massive legal bill? Is it worth complaining to the solicitors’ professional body?

A

While I appreciate you want the best outcome for your son, he is a young man making his own decisions.

You cannot complain to anyone because you are not the client.

Your son’s solicitors did not draft the Civil Procedure Rules.

An insurer can make an offer at any time pursuant to ‘part 36’ of these rules. A judge has discretion as to whether the consequences (which your son’s solicitors clearly set out) of the costs risk shifting to your son should happen.

92 AUGUST 2021 WWW.FASTBIKESMAG.COM

Litigation is a rough game, says Andrew, and in this case, the legal advice is clear.

Litigation is a rough game and I cannot see that your son’s solicitors have done anything wrong. Their advice is clear. They have said that your son should not accept the offer until he knows whether there is any residual deep bone infection.

Different solicitors have different styles. Personally, I would not have been keen to reveal that original orthopaedic report, but your son was pressing his solicitors for an interim payment and the insurers said that an interim payment was contingent upon release of that orthopaedic report.

The solicitors’ advice was that if the report was disclosed, it would give the insurers the opportunity to value and potentially make an offer prematurely. However, it was a decision your son made and the risk the solicitors warned about happened.

The solicitors have given advice which cannot be definite. They have said: “We can certainly argue that this offer should not have costs consequences because your medical condition is not stabilised, but I cannot guarantee the court will exercise its discretion in your [son’s] favour, so there is a risk that the costs of an updating report will have to come out of your damages as well as further costs to the time of acceptance, which I do not expect to be particularly substantial.”

And rather honourably, your son’s solicitors say that if he advises acceptance when the final report comes in, they will not charge for any work between now

and acceptance. I do not know what else you think your son’s solicitors can do.

I think their advice is correct.

Having read the medicolegal report from a surgeon whom I know to be straightforward and expert, he has said there is about a 5% chance of a particularly nasty bone infection, which does carry with it a real but small risk of amputation. Until the final tests are made, it will not be known whether this particular bacterium is still within the fracture site.

Your solicitor cannot give your son advice on medical consequences when even the surgeons do not know. Do not go interfering in this.

I cannot see any evidence that your son wants you to interfere.

He is a grown man and his solicitors know what they are up to. Your son’s solicitor is a lawyer, not a magician, nor can he change the medical developments or rewrite the litigation rules. This is rough on your son but the insurers are entitled to use the rules to their perceived benefit.

For what it’s worth, most judges would be sympathetic, I think, on the question of costs (if it ever got before a judge) because there is one hell of a difference between a tib and fib fracture and an amputation for a young man.

My experience over 28 years of practice is that these bone infections very rarely lead to complications. I have seen it happen once and it resulted in an amputation. Leave your adult son to sort out his own affairs with his own solicitor.

COLUMNIST

GARY JOHNSON RACING ROAD RACING

Gary Johnson A trio of twins.

Probably the safest bet for Gaz...

B

onjour, comrades.

As we finished off last month we were going to Croft for the next stop-off of the No Limits endurance championship, and it was a really good round for us all. When I got there, Dave Carnell from BMW had a quick look over my BM and made some adjustments.

I’d also put on a new set of yokes I bought from proMac and had a play with the offset. All I can say is a massive thank-you to Dave, as the bike felt really good and was so easy to ride electronically, because I had struggled a little after the ecu updates I did over the winter. We went out in qualifying and I pushed out first and put us temporally quickest, only to be pipped by 100th by the Lodge brothers. It’s good seeing younger brother James back on a bike, the long streak of piss. We went to SA with him in 2012 and had a right laugh!

However, the race was a little bit of a war of attrition for James Edward, but after his strong first session he handed over to Liam, who quickly had an issue, forcing him to pull in early, making an additional stop. Dave Hall took over from Liam and put in some strong times until an unfortunate little slip meant he also had to come in to pass over to me. But me nor the team were quite ready, meaning we lost more time and dropped to seventh.

I put in some strong times (really like Croft) and the fastest lap in the endurance race, and found out afterwards that two-thirds of my stint was all in the 22s, in traffic – so I’m back liking the bike now, after me and her had our mini upset. The alterations I’ve made have made it a little hard to change direction on the fast stuff but we can sort that! James finished the last stint and pulled us up one more place into second on the podium.

So that’s a third and a second now – hope we can carry this on! As a team we can’t wait for Anglesey!

Also at Croft, I got to do one session on the CFMOTO bike! The developments made are impressive and it is proper looking sweet also; Tony Hepworth at CP Race Paints has the new paint job sorted right out!

Joe Akroyd rode a stock motored bike but with a full spec chassis to four wins which was awesome, and Michael Bouvier Booth also got much faster throughout the weekend and got a second in the last race, along with Tommy Downs on the CFMoto mini twin also taking three wins. I’m really hoping to get a full run-out at Anglesey for a play but really want to race against them all on my RC Express bike at some point!

There’s all this stuff going on with me at the shop, and we took delivery of one of the big CForce 1000 side-byside buggies. I need to take one of these home… but maybe wouldnt be a good idea, tbh. During the weeks I was out at Oulton on the Fireblade shootout, with my dad on his Thuxton, and doing some promo work with Dan Linfoot, which you’ll hear about later.

‘Til next month, amigos! I’m off to learn Anglesey as I’ve never been there before, but I cannot wait (hope it’s dry, please god).

The Beemer’s coming on nicely.

A steadier pace...

AUGUST 2021 WWW.FASTBIKESMAG.COM 93

PICS> DOUBLE RED

COLUMNIST

THE TIM AND TOM SHOW NEAVE TWIN RACING

Tom Neave

There was a lot of this going on...

I

guess I should start with ‘I survived Covid’. This last month has been a real challenge for me both mentally and physically, but I’m pleased to say we’re through it – and it didn’t end up so bad after all.

I was at the final BSB test at Donington Park but I might as well have not bothered. I was rough from the minute I woke up, so I completed two lateral flow tests that both came back negative, so I thought I’d try and ride. I was good for about five laps and that was me done. The only way to describe how I felt was like I’d had a night on the lash, rolled in at 7am, and then gone bull riding – it was a recipe for disaster! I spent most the day asleep in the Honda truck.

The next 12 days were terrible. I tested positive for Covid-19, I was sofa bound, I lost 3.5kg in weight, and it felt like all of the hard work and training over the off season had vanished into thin air. It was an all-time low, I’ll be honest. I’ll put it out there – I wasn’t sure how much I believed in the Covid malarkey. It’s been quiet out in the sticks where I live... rest assured, I believe in it now! It was a real battle to get to round one at Oulton Park, a bogey track for me on the best of days, so I really didn’t expect too much.

Thankfully after a series of negative test results and a blood test, my condition was picking up, but I needed every hour of the day before I headed over to Oulton. I’d be lying if I said it wasn’t a struggle, especially with my energy and focus levels, but I was able to put some good laps together and was honestly surprised with my lap times. We made a huge step forwards from where we

Tom was on it!

were last year at Oulton, in my riding and in the set-up of the new Fireblade, so credit to the team for getting that sorted.

Superstock 1000 is incredibly competitive this year and the first few laps were a sharp reminder of that. I got a little beaten up on the start, and even Tim came past me, which was the biggest wake-up call of the weekend. I got my head down and worked my way back through, chasing down the front pack. I set my fastest ever lap around Oulton Park, a 1.36.8 which I was really happy with, and over a second faster than my lap time last year.

Unfortunately, at the end of lap eight, running in fifth place and closing in on a potential third place, I crashed – in every sense of the word. I literally flopped on the bike. I lost all my energy, strength and focus within the space of half a lap and couldn’t react how I needed to.

Thankfully, it wasn’t a big one and I was able to walk away unscathed with minimal damage to my Honda, too.

Crash aside, it was a brilliant weekend and far better than I could have hoped for a few days prior.

Now my focus is getting back to full fitness for round two at Knockhill; hopefully I can put some solid points on the table.

The whole team is looking ahead to a solid second round.

94 AUGUST 2021 WWW.FASTBIKESMAG.COM

FHO RACING BSB AND TT LEGEND

SPONSORED BY

Peter Hickman

F

inally we have some proper racing to talk about and round one of BSB is in the bag, but before we get into all of that, June started with round four of the Motul Oil Ohvale UK Cup at Ellough Park in Norwich. We had 26 entries in the 110 Cup and we’re now up to 13 entries in the 160 class, which is growing nicely. It’s been really interesting to see the classes growing, but even more so watching the kids develop, learn and get faster as they go from race to race; it’s all a big learning curve.

I raced my 190 too, and it went pretty well. I won a couple or races, finished on the podium in a couple of others, and even crashed out of a race – if you’re not crashing, then you’re not trying, right? If you’re an adult thinking about having a go, don’t be put off by the size of the bikes – set up well, these Ohvales are unbelievably fun!

It’s been a manic month at PHR HQ and we’ve took a massive delivery of 35 Ohvales from Italy; 20 of them are the all-new FIM 160 bikes built for the new class of 10 to 14 year olds. We’ve got a five-round UK championship starting in July and it looks set to be an exciting series, with a round at Cadwell Park on the mountain circuit and another at Silverstone on Stowe circuit during the MotoGP build-up. The winner is invited to go to the Valencia MotoGP and compete in an Ohvale World Championship,

which brings the national Ohvale champions together.

Last weekend was round one of the British Superbikes and we had an awesome showing. It was the debut race for the all-new BMW M 1000 RR, and we had our first front-row start, first pole position and first podium with the all-new FHO Racing Team, too. I was really happy with my qualifying in fifth, because it has never been my strong point and I knew we had good race pace.

Unfortunately, I suffered with bad arm pump from half race distance onwards in all three races, but thankfully I was able to pull enough of a gap in the early stages of the races, so I wasn’t under too much threat at the end when I was struggling. I’m actually trying to sort an operation to fix the arm pump before round two at Knockhill, so hopefully that’ll come off. I’d like to wish my team mate Xavi a big ‘get well soon’, as he injured his wrist during practice. Hopefully he’ll be back for the next race.

PHR has been flat-out, and on the racing front, our man Max Stainton won all three races at Mallory on the PHR Performance BMW at Thundersport. I’m really happy with his progress, so hopefully he’ll be making his National Superstock debut sooner than we first thought...

On to Knockhill next. We had a good test there last month, so we are ready to roll. Fingers crossed the arms are no longer a problem.

COLUMNIST

96 AUGUST 2021 WWW.FASTBIKESMAG.COM

COLUMNIST

VISIONTRACK DUCATI BRITISH SUPERBIKES

I

t only dawned on me just how long it had been since our last venture out at a British Superbike race when my team-mate, Josh Brookes, kindly pointed it out on his social media that it’d been 260-odd days since our last race. I didn’t quite believe it so I had to check, but it turns out his maths is spot-on.

I guess it’s no wonder then that I was feeling a little bit of apprehension at the first round. My bowels were doing somersaults and although I probably hid it well, I was feeling skittish and just not particularly relaxed. I always like to get the first few rounds under my belt before I start feeling like I have some grasp of the season and the situation. It wouldn’t be unfair to say I actually dislike the first few rounds of a championship – I think it is just that venturing into the unknown. Sure, we have had a long and good testing regime with our competitors but the truth is that until the competition actually begins, you really have little idea just how you are going to stack up.

All the pre-round one media commitments were more pleasurable than usual. I think I was thankful we were getting going; that and the fact that after being royally done over by the Government’s ludicrous 4000-max capacity restrictions, it seems the BSB organisers took a more lenient view on policing other restrictions, which meant that for me, at least, it was the first time in a long period that I have felt a sense of normality in life.

Those of you who read my column regularly will know that I have struggled with the restrictions and know how it has made me feel, and I can only sympathise with those who have had the same feelings but on a greater level. So this was a big moment for me, and something I will remember.

Cometh the hour, cometh the rain cloud! Yep, after a scorchio few weeks leading up to the event, we were greeted with pretty miserable FP1 conditions and as much as we can play the ‘typical British weather’ card, actually, the opposite is true. In the entire 2020 season I think we only had three wet or damp sessions, so we were all a little out of practice. However, my Ducati was feeling pretty good underneath me and picking up a good level of grip and as conditions improved over the w it, I was already sitting on the grid for race one. By some minor miracle I had managed to qualify in second place.

I’m no one-lap wonder so this was a pleasant surprise and one I knew would be a big help in trying to keep me out ahead of any carnage.

Despite qualifying well and having pace in all the sessions, I still didn’t feel like I was riding all that well. I was pushing Buzzing to get going... too hard and making a few mistakes, and I didn’t really want to lead the first race of the season. I was planning to sit tight in P2 or P3, get myself into a rhythm, and take it from there. Well, that plan went straight out of the window as I got an epic start and as I led the pack on lap one, I just thought, ‘well we are here now’.

The entire weekend was a battle between myself and O’Hallloran, with a few notable others throwing in their efforts in different races. Ultimately, I was to lose out in all three battles with Jason, which was a bitter pill to swallow. Race two was particularly frustrating as I led the entire race, only to get mugged on the last corner. All weekend I had been super strong in the final turn and as Jason came up the inside, I genuinely didn’t think he would get it stopped – but somehow he did!

So 2/2/2 was my scorecard and I guess it can only be a good thing to be a little disappointed. I feel so positive though about how my bike feels this year, and that e put in , at least – seems to be paying off!

We have a long way to go in the series but we are off to a good start. I just hope we can keep that momentum rolling all the way.

Hopefully see (more of) you guys at a race track soon!

Catch me if you can...

Dad and lad have a history of racing success.

PICS> RACELINE IMAGES

Christian Iddon

Just think of the polishing!

COLUMNIST

EX-RACER & TEAM MANAGER RACE INSIDER

I

Steve Parrish

’ll be honest, I’m really gutted that the Barry Sheene Classic at Scarbough was cancelled at the last minute.

I was covering it for ITV4 and partaking in the parade, and we had hundreds of Sheene replicas lined up for the show. Two weeks before the race was due to happen, the council came round and found that the buildings were supposedly about to collapse. I can’t believe it was that dangerous; we could have just worn leathers and helmets all day... and it certainly wouldn’t have been as dangerous as the race.

The thing is, the venue is council-owned so they call the shots, and I guess it’s the world we live in now. The safety assessments should have been done months ago … why wait until two weeks to go? It caused a lot of disappointment for all involved, but I guess we are getting used to all the cancelling now – it’s the new norm.

Rant aside, I did cover the Le Man 24-hour World Endurance for Eurosport and had a great time. I was so impressed by Suzuki, and even more so by Sylvain Guintoli; I don’t know a busier chap, and he seems to be doing at good job with everything... MotoGP test rider, pundit and now 24-hour race winner.

The 24-hour race is a great event and a true test of bike, team and riders, and I think it also proved just how good Suzukis are. It’s all good Mir winning MotoGP with Suzuki, but they are so different to the road bike. At least with World Endurance they are largely the same, and you g and buy one from a s We’ve got Goodwood’s Fes soon, so I’m getting ready for different bikes; Schwanz’s RG championship-winning bikes bike which I can’t say too mu After that is the eight-hour World Endurance race at Estoril, which is a new track f forward to that. xhaust!

A sight we’ve all missed.

In MotoGP news, it’s a big shock to see Maverick parting company with Yamaha. Word has it that he’s going to Rossi’s new factory-backed Ducati team, but its only rumours for now. Mav must feel like he’s been getting the shitty end of the stick, but I don’t think he’ll go far wrong with the Ducati; most people can ride them now, and it’ll be a well-funded team. This could be the clean slate he needs. Mental state plays a huge role, and that is more apparent than ever before in motorcycle racing – even Fabio had to get his head together and has been openly talking about it.

While I’ve got the chance, I’d better mention that I had my money on O’Halloran months ago for BSB this year, and what a brilliant performance from him at Oulton Park.

It was a flawless ride from Jason, and BSB as a whole seems to be in a brilliant position at the moment.

Parrish’s life is one big trial...

8