RiDE
Mar 22, 2016
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Britain’s longest-running, most trusted motorcycle satisfaction survey. It
reveals how owners really rate their bikes.
97%male
3%female
November 20114
Yamaha Fazers
EvErything you nEEd to know about...
Spotlight on the upright favourites
Fazers work and play hard, with just 6% using them solely for fun
WHO OWNS WHAT?
HOW DO THEY RUN?
WHO OWNS THEM?
30%FZS600 Fazer FZS1000 FazerFZ6 Fazer FZ1 Fazer
17% 37% 16%
100
806040%
< 20
20s
30s
40s
50s
> 60
AGE
20
600/FZ6
1000/FZ1
80% No problems
8% Electrics
9% Corrosion
3% Brakes
67% No problems
5% Electrics
19% Corrosion
9% EXUP valve
November 2011
EvErything you nEEd to know about...Britain's best mail order bike businesses
THE OWNERS
Average annual mileage of Fazer owners.
Most do 3000-4000, but there are some
high-milers (and a few sunny-day-only riders)
5
As voted for by you in RiDER Power
we can’t do it without you. Sign up at www.riderpower.com
OWNERS' RATINGS
How do you shop?
What do you buy?
How do you rate their services?
Yam
aha F
Z1 Fa
zer
Yam
aha F
ZS10
00
Faze
r
Yam
aha F
Z6 Fa
zer
Yam
aha F
ZS60
0
Faze
r
Brakes 4.40 4.40 4.03 4.32
Build quality 4.16 4.07 3.99 3.83
Controls 4.17 4.03 3.98 3.76
Dealer 4.04 3.56 3.74 2.65
Engine performance 4.46 4.52 4.11 4.05
Gearbox 3.78 3.85 3.37 3.35
Handling/suspension 3.99 3.73 3.92 3.62
Headlights 4.36 3.89 3.50 2.88
Maintenance 3.81 3.93 3.80 3.95
Mirror 4.20 3.40 3.68 3.58
Passenger comfort 3.09 3.68 3.35 3.36
Reliability 4.73 4.60 4.61 4.49
Rider comfort 3.80 4.05 4.02 4.01
Running costs 3.65 3.90 4.16 4.08
Wind 3.52 3.22 3.55 3.51
Overall* 81.91 80.69 78.66 76.46
*The Overall score is a product of the objective ratings (shown) and owners' overall-satisfaction ratings
32%regularly ride with a pillion
36%of owners commute
on their Fazer, but only 6% of owners use
the bike only for fun
43%of owners would like
to improve the suspension
5%have done
a trackday on their bike
52%say the Fazer is the best
bike they’ve ever owned
23% have owned another Yamaha
(more than any other brand)
Only one had owned a Harley
36%
have fitted an aftermarket exhaust. Most
popular are Akrapovic and Scorpion.
64% run the standard system
32%of owners would like
to tune the engine
1 GetGeared.co.uk 4.64
2 Motorworks 4.61
3 Grand Prix Legends 4.56
4 Sportsbikeshop 4.54
5 David Silver 4.49
6 Wemoto 4.45
7 racevisors.co.uk 4.41
8 Nippy Normans 4.36
9 Bikebitz 4.27
10 Infinity 4.23
11 Demon Tweeks 4.17
12 J & S Accessories 4.13
13 Hein Gericke 4.09
14 Busters 4.08
15 M&P 4.02
A high standard by our major mailorder retailers – not even two-thirds of a mark
separating the top firm from the 15th. That’s a close result.
Are they good value?
1 Busters 55%
2 Hein Gericke 46%
3 Infinity 46%
4 GetGeared.co.uk 45%
5 Motorworks 44%
6 M&P 43%
7 J & S Accessories 42%
8 Wemoto 41%
9 Nippy Normans 39%
10 racevisors.co.uk 39%
Ever had to return an item?
1 Grand Prix legends 20%
2 GetGeared.co.uk 18%
3 Sportsbikeshop 18%
4 Nippy Normans 15%
5 Motorworks 14%
6 Hein Gericke 14%
7 J & S Accessories 12%
8 Demon Tweeks 11%
9 Busters 11%
10 M&P 10%
78%buy their bike
kit online
28%
Accessories
7%
Exhausts
10%
Helmets
7%
Luggage
21%
Clothing
27%
Parts/Spares
22%
use the phone
Britain’s longest-running, most trusted motorcycle satisfaction survey. It
reveals how owners really rate their bikes.
97%male
3%female
November 20114
Yamaha Fazers
EvErything you nEEd to know about...
Spotlight on the upright favourites
Fazers work and play hard, with just 6% using them solely for fun
WHO OWNS WHAT?
HOW DO THEY RUN?
WHO OWNS THEM?
30%FZS600 Fazer FZS1000 FazerFZ6 Fazer FZ1 Fazer
17% 37% 16%
100
806040%
< 20
20s
30s
40s
50s
> 60
AGE
20
600/FZ6
1000/FZ1
80% No problems
8% Electrics
9% Corrosion
3% Brakes
67% No problems
5% Electrics
19% Corrosion
9% EXUP valve
November 2011
EvErything you nEEd to know about...Britain's best mail order bike businesses
THE OWNERS
Average annual mileage of Fazer owners.
Most do 3000-4000, but there are some
high-milers (and a few sunny-day-only riders)
5
As voted for by you in RiDER Power
we can’t do it without you. Sign up at www.riderpower.com
OWNERS' RATINGS
How do you shop?
What do you buy?
How do you rate their services?
Yam
aha F
Z1 Fa
zer
Yam
aha F
ZS10
00
Faze
r
Yam
aha F
Z6 Fa
zer
Yam
aha F
ZS60
0
Faze
r
Brakes 4.40 4.40 4.03 4.32
Build quality 4.16 4.07 3.99 3.83
Controls 4.17 4.03 3.98 3.76
Dealer 4.04 3.56 3.74 2.65
Engine performance 4.46 4.52 4.11 4.05
Gearbox 3.78 3.85 3.37 3.35
Handling/suspension 3.99 3.73 3.92 3.62
Headlights 4.36 3.89 3.50 2.88
Maintenance 3.81 3.93 3.80 3.95
Mirror 4.20 3.40 3.68 3.58
Passenger comfort 3.09 3.68 3.35 3.36
Reliability 4.73 4.60 4.61 4.49
Rider comfort 3.80 4.05 4.02 4.01
Running costs 3.65 3.90 4.16 4.08
Wind 3.52 3.22 3.55 3.51
Overall* 81.91 80.69 78.66 76.46
*The Overall score is a product of the objective ratings (shown) and owners' overall-satisfaction ratings
32%regularly ride with a pillion
36%of owners commute
on their Fazer, but only 6% of owners use
the bike only for fun
43%of owners would like
to improve the suspension
5%have done
a trackday on their bike
52%say the Fazer is the best
bike they’ve ever owned
23% have owned another Yamaha
(more than any other brand)
Only one had owned a Harley
36%
have fitted an aftermarket exhaust. Most
popular are Akrapovic and Scorpion.
64% run the standard system
32%of owners would like
to tune the engine
1 GetGeared.co.uk 4.64
2 Motorworks 4.61
3 Grand Prix Legends 4.56
4 Sportsbikeshop 4.54
5 David Silver 4.49
6 Wemoto 4.45
7 racevisors.co.uk 4.41
8 Nippy Normans 4.36
9 Bikebitz 4.27
10 Infinity 4.23
11 Demon Tweeks 4.17
12 J & S Accessories 4.13
13 Hein Gericke 4.09
14 Busters 4.08
15 M&P 4.02
A high standard by our major mailorder retailers – not even two-thirds of a mark
separating the top firm from the 15th. That’s a close result.
Are they good value?
1 Busters 55%
2 Hein Gericke 46%
3 Infinity 46%
4 GetGeared.co.uk 45%
5 Motorworks 44%
6 M&P 43%
7 J & S Accessories 42%
8 Wemoto 41%
9 Nippy Normans 39%
10 racevisors.co.uk 39%
Ever had to return an item?
1 Grand Prix legends 20%
2 GetGeared.co.uk 18%
3 Sportsbikeshop 18%
4 Nippy Normans 15%
5 Motorworks 14%
6 Hein Gericke 14%
7 J & S Accessories 12%
8 Demon Tweeks 11%
9 Busters 11%
10 M&P 10%
78%buy their bike
kit online
28%
Accessories
7%
Exhausts
10%
Helmets
7%
Luggage
21%
Clothing
27%
Parts/Spares
22%
use the phone
RIDING
16 November 2011
Ten ways to cut the cost of motorcyclingWords Kev Raymond Pictures Mark Manning
SLASHSLASHYOUR
RUNNING COSTS
Just won the lottery? No, neither
have we. Everyone’s watching
the pennies these days, and with
insurance and fuel prices
creeping higher, plus a weak pound pushing
up the price of imported bikes and spares,
we’re all getting less for our biking budget
than we’re used to. But whether you’re a
cash-strapped commuter, an in-hock
hooligan or a tight-fisted tourer there are
ways you can cut costs without taking the
fun out of riding. We asked trade insiders and
RiDE readers how they make ends meet…
1 CHANGE THE WAY YOU RIDEYou can save a load on fuel, tyres,
brakes and general wear and tear by riding
more smoothly, less aggressively and with
one eye on the fuel gauge. For some people,
such as Eliza Richardson, this is missing the
point. “On a sunny weekend we go out for a
ride, starting and finishing in the same place
(home) so, if you want to save petrol, don’t
do it. But where is the fun in that?”
Good point, but then some people are
riding for transport, rather than for kicks, as
Lisa Carr points out: “If you have the time,
riding at 60/65mph on motorways can
greatly increase the number of miles you get
out of a tank. I tried this recently on a 100
mile journey and although it took a while to
get to my destination I saved loads of
money.” Even for the hedonists among us,
there are benefits in knowing how to ride
economically. The trick is to adapt your
riding to the circumstances. If you’re on your
way to a trackday, what’s the point in riding
like a loon? Knock it back, save enough fuel
for a couple of extra laps and avoid a
speeding fine as well.
MY TIP
Andy Jackson “Riding style: high gear, no braking, plan well ahead etc. Basically try
and ride like a) you don’t have any brakes, and b) you’re invisible. Carrying a nice
swift pace through bends is far more satisfying than squirting to licence threatening
speeds between the bends then braking for them, and it saves you petrol money.”
Colin Young “Think about spending money and doing an NVQ level 3 course in
motorcycle maintenance and repair, to help save on garage costs. I ride a CBF600N
(not the most exciting bike) but it was cheap, is reliable and it’s fast enough on our
potholed and congested roads.”
Stan Shires “Look up petrol stations on 5minutesaway.com (never fill up on the
motorway). Then make sure you accelerate and brake gently, and that your tyre
pressures are correct. Do oil and filter changes yourself (cheap and very satisfying),
get insured after your birthday as the extra year may bring premiums down, follow
advice on moneysavingexpert.com about bike insurance.”
Steven Wyatt “Buy petrol from within a mile of your nearest Asda. Consistently 4/5p
a litre cheaper I find due to Asda petrol prices.”
www.facebook.com/RiDEMagazine
17 November 2011
RIDING
16 November 2011
Ten ways to cut the cost of motorcyclingWords Kev Raymond Pictures Mark Manning
SLASHSLASHYOUR
RUNNING COSTS
Just won the lottery? No, neither
have we. Everyone’s watching
the pennies these days, and with
insurance and fuel prices
creeping higher, plus a weak pound pushing
up the price of imported bikes and spares,
we’re all getting less for our biking budget
than we’re used to. But whether you’re a
cash-strapped commuter, an in-hock
hooligan or a tight-fisted tourer there are
ways you can cut costs without taking the
fun out of riding. We asked trade insiders and
RiDE readers how they make ends meet…
1 CHANGE THE WAY YOU RIDEYou can save a load on fuel, tyres,
brakes and general wear and tear by riding
more smoothly, less aggressively and with
one eye on the fuel gauge. For some people,
such as Eliza Richardson, this is missing the
point. “On a sunny weekend we go out for a
ride, starting and finishing in the same place
(home) so, if you want to save petrol, don’t
do it. But where is the fun in that?”
Good point, but then some people are
riding for transport, rather than for kicks, as
Lisa Carr points out: “If you have the time,
riding at 60/65mph on motorways can
greatly increase the number of miles you get
out of a tank. I tried this recently on a 100
mile journey and although it took a while to
get to my destination I saved loads of
money.” Even for the hedonists among us,
there are benefits in knowing how to ride
economically. The trick is to adapt your
riding to the circumstances. If you’re on your
way to a trackday, what’s the point in riding
like a loon? Knock it back, save enough fuel
for a couple of extra laps and avoid a
speeding fine as well.
MY TIP
Andy Jackson “Riding style: high gear, no braking, plan well ahead etc. Basically try
and ride like a) you don’t have any brakes, and b) you’re invisible. Carrying a nice
swift pace through bends is far more satisfying than squirting to licence threatening
speeds between the bends then braking for them, and it saves you petrol money.”
Colin Young “Think about spending money and doing an NVQ level 3 course in
motorcycle maintenance and repair, to help save on garage costs. I ride a CBF600N
(not the most exciting bike) but it was cheap, is reliable and it’s fast enough on our
potholed and congested roads.”
Stan Shires “Look up petrol stations on 5minutesaway.com (never fill up on the
motorway). Then make sure you accelerate and brake gently, and that your tyre
pressures are correct. Do oil and filter changes yourself (cheap and very satisfying),
get insured after your birthday as the extra year may bring premiums down, follow
advice on moneysavingexpert.com about bike insurance.”
Steven Wyatt “Buy petrol from within a mile of your nearest Asda. Consistently 4/5p
a litre cheaper I find due to Asda petrol prices.”
www.facebook.com/RiDEMagazine
17 November 2011
The race to the start line
BEHIND THE SCENES
Days of intense activity are involved in the run-up to a British
Superbike race meeting, as we witnessed when we got exclusive
access to the front-running Swan Yamaha team at Oulton ParkWords and pictures Matt Hull
November 2011
RIDING
34
www.facebook.com/RiDEMagazine
November 2011 35
The race to the start line
BEHIND THE SCENES
Days of intense activity are involved in the run-up to a British
Superbike race meeting, as we witnessed when we got exclusive
access to the front-running Swan Yamaha team at Oulton ParkWords and pictures Matt Hull
November 2011
RIDING
34
www.facebook.com/RiDEMagazine
November 2011 35
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* Please enter this information so that Bauer Consumer Media, the publisher of this magazine, can keep you informed of newsletters, special offers and promotions via email or free text messages. You may unsubscribe from these messages at any time.
Postcode
Telephone Mobile*Email*
YOUR DETAILS
Title Initial Surname
Address
Postcode
TelephoneEmail
DELIVERY DETAILS (if different, ie purchased as a gift).
Account Name
Account Number
Sort Code
Name and Address of Bank
Direct Debit Guarantee. • This Guarantee is offered by all banks and building societies that accept instructions to pay Direct
Debits. • If there are any changes to the amount, date or frequency of your Direct Debit Bauer Consumer Media Ltd will notify
you 10 working days in advance of your account being debited or as otherwise agreed. If you request Bauer Consumer Media
Ltd to collect a payment, confi rmation of the amount and date will be given to you at the time of the request. • If an error is
made in the payment of your Direct Debit, by Bauer Consumer Media Ltd or your bank or building society, you are entitled to
a full and immediate refund of the amount paid from your bank or building society. - If you receive a refund you are not entitled
to, you must pay it back when Bauer Consumer Media Ltd asks you to. • You can cancel a Direct Debit at any time by simply
contacting your bank or building society. Written confi rmation may be required. Please also notify us.
Signature Date
Postcode
Please pay Bauer Consumer Media, Direct Debits from the account detailed in the instructions subject to the safeguards of the Direct Debit Guarantee.
Originator’s Identifi cation Number
PAYMENT DETAILS
Bauer Consumer Media, publishers of this magazine, would also like to keep you informed of special offers and promotions via post or telephone. Please tick the box if you do not wish to receive these from us or carefully selected partners
I enclose a cheque/postal order for £made payable to Bauer Consumer Media Ltd.
Please debit £ from my debit/credit card:
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Card Number
Expiry Date / Valid From /
Issue Number
Signature Date
SEND TO: Please include completed coupon and cheque if appropriate with the magazine name on the back.
Magazine Subscriptions, FREE POST, EDO3995, Leicester, LE16 9BR
To view how we store and manage your data go to
www.greatmagazines.co.uk/datapromise
7 2 0 9 64
58 November 2011
Bikes
How owners rate tHe
V-STROMSCORES (out of five)
oVeraLL sCore
78.32%
2002-2009
SUZUKIV-STROM 1000Suzuki’s answer to the rise of interest in big adventure-styled bikes
makes a terrific all-rounder, but there are a few things to watch forWords kev Raymond
BUYING GUIDE
USED pRICES£1925–£6000
ThREE REaSONS YOU waNT ONE De-tuned TL1000S engine pulls like a train
Long model run means good spares availability
Fairly simple home servicing keeps costs down
Suzuki came late to the
adventure bike party
– Honda’s Varadero beat
the V-Strom to the market
by a full three years. But to be fair
Suzuki don’t have Honda’s mighty
R&D resources. What they did have,
though, was the superb V-twin engine
from the mental but strange-handling
TL1000S and it was desperate for a
new home.
Smaller inlet valves and milder
cams knocked it down to around
90bhp from the TL’s original 120-odd,
so it should have felt stifled and bland.
It didn’t. Set up right it would pull
cleanly in big gears from as low as
2000rpm (no mean feat for a big
twin), return up to 60mpg and still
provide enough midrange go to raise
a smile from anyone but the most
hardened horsepower junkie.
At a list price nearly 10 per cent
lower than its main competitor, the
Varadero, savings had clearly been
made somewhere and as the first test
rides revealed they were mostly in the
suspension. The forks had no
adjustment at all, were under sprung
and under damped. The rear shock
was also weedy, but at least it had a
remote preload adjuster that made
changing settings to take account of
pillions or luggage nice and simple.
For 2003 the V-Strom got simple
preload adjusters on the front forks,
an uprated alternator and an
improved clutch slave cylinder (the
original was prone to sticking).
The biggest changes came in 2004,
but even so it was just a mild revision
which included an upgraded engine
management unit; a revised clutch
cover and fourth gear cluster (both
from the SV1000 and designed to
reduce noise), and various bits from
the DL650 including tougher mirrors,
clocks, bars and handguards, and the
650’s fuel pump. There was also a
slightly different bellypan and an
adjustable screen (the original had
been criticised for causing too much
turbulence at motorway speeds).
Apart from that there were a few
detail changes throughout the rest of
its model run: black frame in 2005,
SV1000 crankcases in 2006, colour/
graphics changes in 2007.
A GT version was available from
2006. Featuring colour matched
panniers and topbox, heated grips and
a centrestand, it made for a practical
budget two-up tourer which outsold
the base bike.
The V-Strom was quietly dropped
during 2009, but such a long model
run means it can make a great
secondhand buy. Here’s why…
Brakes 3.45
Build quality 3.85
Controls 4.15
Dealer 3.41
Engine 4.20
Gearbox 4.15
Handling/suspension 3.55
Headlight 3.43
Maintenance 4.05
Mirrors 3.17
Pillion comfort 4.30
Reliability 4.45
Rider comfort 4.55
Running costs 3.80
Wind protection 2.57
58 November 2011
Bikes
How owners rate tHe
V-STROMSCORES (out of five)
oVeraLL sCore
78.32%
2002-2009
SUZUKIV-STROM 1000Suzuki’s answer to the rise of interest in big adventure-styled bikes
makes a terrific all-rounder, but there are a few things to watch forWords kev Raymond
BUYING GUIDE
USED pRICES£1925–£6000
ThREE REaSONS YOU waNT ONE De-tuned TL1000S engine pulls like a train
Long model run means good spares availability
Fairly simple home servicing keeps costs down
Suzuki came late to the
adventure bike party
– Honda’s Varadero beat
the V-Strom to the market
by a full three years. But to be fair
Suzuki don’t have Honda’s mighty
R&D resources. What they did have,
though, was the superb V-twin engine
from the mental but strange-handling
TL1000S and it was desperate for a
new home.
Smaller inlet valves and milder
cams knocked it down to around
90bhp from the TL’s original 120-odd,
so it should have felt stifled and bland.
It didn’t. Set up right it would pull
cleanly in big gears from as low as
2000rpm (no mean feat for a big
twin), return up to 60mpg and still
provide enough midrange go to raise
a smile from anyone but the most
hardened horsepower junkie.
At a list price nearly 10 per cent
lower than its main competitor, the
Varadero, savings had clearly been
made somewhere and as the first test
rides revealed they were mostly in the
suspension. The forks had no
adjustment at all, were under sprung
and under damped. The rear shock
was also weedy, but at least it had a
remote preload adjuster that made
changing settings to take account of
pillions or luggage nice and simple.
For 2003 the V-Strom got simple
preload adjusters on the front forks,
an uprated alternator and an
improved clutch slave cylinder (the
original was prone to sticking).
The biggest changes came in 2004,
but even so it was just a mild revision
which included an upgraded engine
management unit; a revised clutch
cover and fourth gear cluster (both
from the SV1000 and designed to
reduce noise), and various bits from
the DL650 including tougher mirrors,
clocks, bars and handguards, and the
650’s fuel pump. There was also a
slightly different bellypan and an
adjustable screen (the original had
been criticised for causing too much
turbulence at motorway speeds).
Apart from that there were a few
detail changes throughout the rest of
its model run: black frame in 2005,
SV1000 crankcases in 2006, colour/
graphics changes in 2007.
A GT version was available from
2006. Featuring colour matched
panniers and topbox, heated grips and
a centrestand, it made for a practical
budget two-up tourer which outsold
the base bike.
The V-Strom was quietly dropped
during 2009, but such a long model
run means it can make a great
secondhand buy. Here’s why…
Brakes 3.45
Build quality 3.85
Controls 4.15
Dealer 3.41
Engine 4.20
Gearbox 4.15
Handling/suspension 3.55
Headlight 3.43
Maintenance 4.05
Mirrors 3.17
Pillion comfort 4.30
Reliability 4.45
Rider comfort 4.55
Running costs 3.80
Wind protection 2.57
Bikes
KAWASAKIZX-10R
Words stuart Barker
Pictures Jason Critchell and John Noble
KAWASAKI ZX-10R
£11,999 | 998cc | 197bhp | 198kg
BMW S1000RR
£11,950 | 999cc | 190bhp | 204kg
November 201174
Bikes
KAWASAKIZX-10R
Words stuart Barker
Pictures Jason Critchell and John Noble
KAWASAKI ZX-10R
£11,999 | 998cc | 197bhp | 198kg
BMW S1000RR
£11,950 | 999cc | 190bhp | 204kg
November 201174
SPECIAL INVESTIGATION
Do Kevlar jeans offer more protection against
abrasion than regular denims? Does Draggin’s
knitted Kevlar perform better than woven Kevlar?
And how do Kevlar and normal jeans stack up
against leather jeans and textile trousers in
abrasion tests? We sent samples of each to
SATRA,the world’s leading consumer technology
research centre, to find out…Words Stuart Barker
WhAT NOT TO
WEAr
SPECIAL INVESTIGATION
Do Kevlar jeans offer more protection against
abrasion than regular denims? Does Draggin’s
knitted Kevlar perform better than woven Kevlar?
And how do Kevlar and normal jeans stack up
against leather jeans and textile trousers in
abrasion tests? We sent samples of each to
SATRA,the world’s leading consumer technology
research centre, to find out…Words Stuart Barker
WhAT NOT TO
WEAr
DIY
November 2011110
It was fantastic to
race our Project
CBR600F and see
how the changes
we’ve made can enable a
14-year-old bike to hustle the
purpose-built race bikes,
especially as it was ridden to and
from the circuit. But there are so
many things we could do to make
it even more competitive, if it
were just for racing (the most
notable being a better rider).
We could start losing more
weight by ditching the charging
system and battery, running a
total loss ignition. Then we could
get rid of the dashboard and the
steel front subframe and use a
small rev counter. The handlebar
switches, relays for the lights and
even the horn could all go and
the suspension could be harder to
help late-braking antics. Given
more time and money the engine
could get some tuning. But hang
on, that’s not what we’re trying to
do. The racing was just a way of
proving we hadn’t lost the
performance by making the CBR
more practical. So let’s see what’s
involved in tailoring the bike for
road use.
After last month’s introduction to racing we turn our attention to the road.
But have we compromised too much of the CBR’s comfort for performance?Words and pictures Matt Hull
PROJECT CBR600F PART 9
Project CBR on the road
LAST TIME OUT...Entered CBR in Thunderbikes at
Snetterton. Everything worked
well. Caught racing bug. Rode to
circuit and back home.
FootpegsThese are easily moved to their
lower setting using two spanners.
There’s fine adjustment for the
gear lever which gives us a riding
position 25mm lower and 25mm
further back than standard. They
are still wearing the standard
rubber-topped pegs. I have
another set that has solid pegs
fitted for more grip, but the
rubber ones haven’t caused any
issues yet. I’m going to drill a
small hole and insert a peg
through so they don’t hinge. This
won’t detract from the comfort
and means less movement.
HandlebarsThese have been raised for racing
and run 15mm higher than
standard. With longer cables (I’m
going to use the Venhill cable kit
we had on the DIY Products page
last month) they could be higher
still. They are wider, too. The only
problem is they are so adjustable
I never feel they are both at the
same angle.
ScreenTo provide more wind protection
for the more upright riding
position the screen has been set
higher. It proved too high for
racing, but it feels just fine on the
road. I want to trim the unused
holes off the edge so it looks
better and those brackets could
still look nicer.
GearingFor racing the front sprocket was
changed from a 15-tooth
standard to a 14-tooth, which
gave us better acceleration. We
ran a standard 42 rear sprocket
which had the bike revving out in
top gear right at the end of the
straight at Snetterton. But, for a
tighter track, we could have
lowered the gearing further with
a 45-tooth sprocket.
For the road the standard
15/42 is back as the smaller
40-tooth rear sprocket we tried
earlier gave us nice low-revving
cruising speed for economy, but
the acceleration suffered.
SeatThe seat has been really difficult
to improve. For racing, a hard,
non-moving foam was fitted to
give ultimate feedback to my
buttocks. But using it on the road
had said buttocks screaming for
mercy from the stiffer suspension.
After trying gel seats, air cushions
and softer foam I decided to
cheat. I bought a secondhand
standard seat from a breaker and
took all the staples out that hold
the cover to the plastic frame.
I could then throw the frame
away and after measuring the
fibreglass seat unit cut the pillion
portion of the foam off. With just
the rider’s foam left I used knives,
wood saws and a hacksaw to cut
away the bottom until it fitted
snuggly over the race seat foam.
Once the shape was right it was
then just a case of trimming more
off the underneath until it looked
less like a booster seat and more
like a bike seat.
Once I had the right shape
there was just enough depth to
cut away a hole in the top of the
foam to fit in the gel pad I used
earlier. Then all that was left was
to recover it. This could be a
nightmare but the time taken to
remove the original cover paid off
and with some Bostik material
spray glue it fitted a treat. I may
fit some Velcro if it starts to slip,
but because it fits so snuggly it’s
not moved around so far.
The CBR is now a really
comfortable place to be. It is
Footpegs are 25mm lower and 25mm further back than standard
Bars raised 15mm higher than standard
“Using it on the road had my buttocks screaming for mercy”
DIY
November 2011110
It was fantastic to
race our Project
CBR600F and see
how the changes
we’ve made can enable a
14-year-old bike to hustle the
purpose-built race bikes,
especially as it was ridden to and
from the circuit. But there are so
many things we could do to make
it even more competitive, if it
were just for racing (the most
notable being a better rider).
We could start losing more
weight by ditching the charging
system and battery, running a
total loss ignition. Then we could
get rid of the dashboard and the
steel front subframe and use a
small rev counter. The handlebar
switches, relays for the lights and
even the horn could all go and
the suspension could be harder to
help late-braking antics. Given
more time and money the engine
could get some tuning. But hang
on, that’s not what we’re trying to
do. The racing was just a way of
proving we hadn’t lost the
performance by making the CBR
more practical. So let’s see what’s
involved in tailoring the bike for
road use.
After last month’s introduction to racing we turn our attention to the road.
But have we compromised too much of the CBR’s comfort for performance?Words and pictures Matt Hull
PROJECT CBR600F PART 9
Project CBR on the road
LAST TIME OUT...Entered CBR in Thunderbikes at
Snetterton. Everything worked
well. Caught racing bug. Rode to
circuit and back home.
FootpegsThese are easily moved to their
lower setting using two spanners.
There’s fine adjustment for the
gear lever which gives us a riding
position 25mm lower and 25mm
further back than standard. They
are still wearing the standard
rubber-topped pegs. I have
another set that has solid pegs
fitted for more grip, but the
rubber ones haven’t caused any
issues yet. I’m going to drill a
small hole and insert a peg
through so they don’t hinge. This
won’t detract from the comfort
and means less movement.
HandlebarsThese have been raised for racing
and run 15mm higher than
standard. With longer cables (I’m
going to use the Venhill cable kit
we had on the DIY Products page
last month) they could be higher
still. They are wider, too. The only
problem is they are so adjustable
I never feel they are both at the
same angle.
ScreenTo provide more wind protection
for the more upright riding
position the screen has been set
higher. It proved too high for
racing, but it feels just fine on the
road. I want to trim the unused
holes off the edge so it looks
better and those brackets could
still look nicer.
GearingFor racing the front sprocket was
changed from a 15-tooth
standard to a 14-tooth, which
gave us better acceleration. We
ran a standard 42 rear sprocket
which had the bike revving out in
top gear right at the end of the
straight at Snetterton. But, for a
tighter track, we could have
lowered the gearing further with
a 45-tooth sprocket.
For the road the standard
15/42 is back as the smaller
40-tooth rear sprocket we tried
earlier gave us nice low-revving
cruising speed for economy, but
the acceleration suffered.
SeatThe seat has been really difficult
to improve. For racing, a hard,
non-moving foam was fitted to
give ultimate feedback to my
buttocks. But using it on the road
had said buttocks screaming for
mercy from the stiffer suspension.
After trying gel seats, air cushions
and softer foam I decided to
cheat. I bought a secondhand
standard seat from a breaker and
took all the staples out that hold
the cover to the plastic frame.
I could then throw the frame
away and after measuring the
fibreglass seat unit cut the pillion
portion of the foam off. With just
the rider’s foam left I used knives,
wood saws and a hacksaw to cut
away the bottom until it fitted
snuggly over the race seat foam.
Once the shape was right it was
then just a case of trimming more
off the underneath until it looked
less like a booster seat and more
like a bike seat.
Once I had the right shape
there was just enough depth to
cut away a hole in the top of the
foam to fit in the gel pad I used
earlier. Then all that was left was
to recover it. This could be a
nightmare but the time taken to
remove the original cover paid off
and with some Bostik material
spray glue it fitted a treat. I may
fit some Velcro if it starts to slip,
but because it fits so snuggly it’s
not moved around so far.
The CBR is now a really
comfortable place to be. It is
Footpegs are 25mm lower and 25mm further back than standard
Bars raised 15mm higher than standard
“Using it on the road had my buttocks screaming for mercy”
ADVERTISING
November 2011 129
WhERE To GoGood things to see and do
1 Paris Motorcycle Show November 30-December 4
The Paris show is one of the easiest overseas bike shows
for Brits to get to, and unlike some of the others it’s in the
middle of its host city, so once you’ve had your fill of bikes
you can do the tourist thing. Among the 250 exhibitors will
be all the main players, plus more cultish companies
including Norton and MV Agusta.
www.lesalondelamoto.com/en
2 Classic Motorcycle Mechanics Show
October 15-16
Of the two big annual classic bike shows at Stafford, the
October event is the one that puts the emphasis on more
modern classics, with lots of Japanese and Italian bikes,
whereas the April show highlights old Brit iron. Wayne
Rainey is the guest of honour this year.
www.classicbikeshows.com
3 Dirt Bike Show November 3-6
Book early and there are plenty of special offers to be had,
especially for the usually quiet opening day, now dubbed
Thrifty Thursday, when a fiver can get you in to the UK’s
only full-on dirt bike show. Well worth a visit to Stoneleigh
Park in Warwickshire.
www.dirtbikeshow.co.uk
4 Le Mans 24 hours September 24-25
Racing and partying round the clock.
www.lemansrace.com
5 Silverstone British Superbikes September 24-25
Hurry and you might win some tickets for this event – the
competition is in the Riding section of this issue.
www.britishsuperbike.com
6 Motorcycle Live! November 19-27
Tickets for the annual NEC show are on sale now, with
special price cuts for advance bookings. More on this
show in the next issue.
www.motorcyclelive.co.uk
Tell us about your [email protected]
32
4
Art editor #2
Contributors
Stu Barker, Mark Manning, Jason
Critchell, Paul Bryant, Nick Gibbs,
Nathan Millward, Richard Jeynes
Thanks
Swan Yamaha, Laura Stevens at MSV,
Peter White at CTEK, Alex Barkshire;
Commercial director
Gareth Ashman 01733 468118
Advertisement manager
Iain Grundy 01733 468617
Display
Paul King 01733 468549
Classified
Becky Hammond 01733 468871
ADVERTISING
November 2011 129
WhERE To GoGood things to see and do
1 Paris Motorcycle Show November 30-December 4
The Paris show is one of the easiest overseas bike shows
for Brits to get to, and unlike some of the others it’s in the
middle of its host city, so once you’ve had your fill of bikes
you can do the tourist thing. Among the 250 exhibitors will
be all the main players, plus more cultish companies
including Norton and MV Agusta.
www.lesalondelamoto.com/en
2 Classic Motorcycle Mechanics Show
October 15-16
Of the two big annual classic bike shows at Stafford, the
October event is the one that puts the emphasis on more
modern classics, with lots of Japanese and Italian bikes,
whereas the April show highlights old Brit iron. Wayne
Rainey is the guest of honour this year.
www.classicbikeshows.com
3 Dirt Bike Show November 3-6
Book early and there are plenty of special offers to be had,
especially for the usually quiet opening day, now dubbed
Thrifty Thursday, when a fiver can get you in to the UK’s
only full-on dirt bike show. Well worth a visit to Stoneleigh
Park in Warwickshire.
www.dirtbikeshow.co.uk
4 Le Mans 24 hours September 24-25
Racing and partying round the clock.
www.lemansrace.com
5 Silverstone British Superbikes September 24-25
Hurry and you might win some tickets for this event – the
competition is in the Riding section of this issue.
www.britishsuperbike.com
6 Motorcycle Live! November 19-27
Tickets for the annual NEC show are on sale now, with
special price cuts for advance bookings. More on this
show in the next issue.
www.motorcyclelive.co.uk
Tell us about your [email protected]
32
4
Art editor #2
Contributors
Stu Barker, Mark Manning, Jason
Critchell, Paul Bryant, Nick Gibbs,
Nathan Millward, Richard Jeynes
Thanks
Swan Yamaha, Laura Stevens at MSV,
Peter White at CTEK, Alex Barkshire;
Commercial director
Gareth Ashman 01733 468118
Advertisement manager
Iain Grundy 01733 468617
Display
Paul King 01733 468549
Classified
Becky Hammond 01733 468871
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