RIDE

3

3

16 NOVEMBER 2012 |

My Triumph Speed Triple near Kyffhäuser in Germany when I took my first trip abroad. As you can see from the pictures some

of the roads through the forests are pretty awesome. Thanks to your various guides on riding abroad it was a surprisingly easy trip to organise – Nepton Dacers

My first ever solo ride to Europe: from

Liverpool to Bologna on my 1994 Yamaha TDM850. Here we were on our way down from Stelvio Pass – Alan Seetwo

Took my Honda Transalp for a

couple of days around sunny Norfolk, which turned into a good test for the winter waterproofs – Anthony Crosland

My brilliant wife Jilly Clarkson on a ride-out on our Honda Pan

European to Wells in Norfolk, her first ride out since she was diagnosed with cancer – Paul Clarkson

Me and my girlfriend Catherine about to head to Newquay for a

long weekend camping – Ashley Jones

My daughter Deborah, her friend Jo and Jo’s husband Matt (with his BMW K1300S). Their first

European tour pictured on the infamous B500 in the Black Forest Germany. Excellent tour - Cha Ferguson

Me and Peter Craig with our Honda CB1300 and Suzuki Hayabusa (and a tank) at the 101st

Airborne memorial in Bastogne on our trip from the Isle of Man to the Ardennes and Verdun – Marc Mellor

17

16 NOVEMBER 2012 |

My Triumph Speed Triple near Kyffhäuser in Germany when I took my first trip abroad. As you can see from the pictures some

of the roads through the forests are pretty awesome. Thanks to your various guides on riding abroad it was a surprisingly easy trip to organise – Nepton Dacers

My first ever solo ride to Europe: from

Liverpool to Bologna on my 1994 Yamaha TDM850. Here we were on our way down from Stelvio Pass – Alan Seetwo

Took my Honda Transalp for a

couple of days around sunny Norfolk, which turned into a good test for the winter waterproofs – Anthony Crosland

My brilliant wife Jilly Clarkson on a ride-out on our Honda Pan

European to Wells in Norfolk, her first ride out since she was diagnosed with cancer – Paul Clarkson

Me and my girlfriend Catherine about to head to Newquay for a

long weekend camping – Ashley Jones

My daughter Deborah, her friend Jo and Jo’s husband Matt (with his BMW K1300S). Their first

European tour pictured on the infamous B500 in the Black Forest Germany. Excellent tour - Cha Ferguson

Me and Peter Craig with our Honda CB1300 and Suzuki Hayabusa (and a tank) at the 101st

Airborne memorial in Bastogne on our trip from the Isle of Man to the Ardennes and Verdun – Marc Mellor

17

Title Initial Surname Address

Postcode

Telephone Mobile*Email*

YOUR DETAILS

Title Initial Surname Address

Postcode

TelephoneEmail

DELIVERY DETAILS (if different, i.e. 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

I enclose a cheque/postal order for £made payable to Bauer Consumer Media Ltd.

Please debit £ from my debit/credit card:

Visa Maestro Delta MastercardCard Number

Expiry Date / Valid From /

Issue NumberSignature 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

7 2 0 9 64

*Please enter this information so that Bauer Media Group (publishers of this magazine) can keep you up-to-date by email and free mobile messaging with fantastic offers and promotions. We promise that you can unsubscribe at any time if you don’t fi nd them interesting and you’ll only get messages about things we’ve chosen especially for you from ourselves and our network of great partners whose products and services we think you’ll enjoy.

We have really special offers and promotions that we think you’ll enjoy but if you’d rather not hear from us please tick for post or phone and if you would prefer not to hear from our partners tick here for post or phone .

For our Privacy Policy visit www.bauerdatapromise.co.uk. Bauer Media Group consists of Bauer Consumer Media Ltd, Bauer Radio Ltd and H. Bauer Publishing Ltd.

Title Initial Surname Address

Postcode

Telephone Mobile*Email*

YOUR DETAILS

Title Initial Surname Address

Postcode

TelephoneEmail

DELIVERY DETAILS (if different, i.e. 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

I enclose a cheque/postal order for £made payable to Bauer Consumer Media Ltd.

Please debit £ from my debit/credit card:

Visa Maestro Delta MastercardCard Number

Expiry Date / Valid From /

Issue NumberSignature 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

7 2 0 9 64

*Please enter this information so that Bauer Media Group (publishers of this magazine) can keep you up-to-date by email and free mobile messaging with fantastic offers and promotions. We promise that you can unsubscribe at any time if you don’t fi nd them interesting and you’ll only get messages about things we’ve chosen especially for you from ourselves and our network of great partners whose products and services we think you’ll enjoy.

We have really special offers and promotions that we think you’ll enjoy but if you’d rather not hear from us please tick for post or phone and if you would prefer not to hear from our partners tick here for post or phone .

For our Privacy Policy visit www.bauerdatapromise.co.uk. Bauer Media Group consists of Bauer Consumer Media Ltd, Bauer Radio Ltd and H. Bauer Publishing Ltd.

GUARANTEE YOUR GIFT AND COPIES TODAYCALL 0844 848 8872 QUOTE REF IYAA

Lines open Mon-Fri 8am-9.30pm. For overseas subscriptions call +44 1858 438824

Or post your subscription to...RiDE Subscriptions, Bauer Media, Tower House, Sovereign Park, Lathkill Street, Market Harborough, Leics, LE16 9EF, UK

Or visit online now at...www.greatmagazines.co.uk/ride

Calls from a BT landline will cost no more than 5p per minute. Call charges from other mobile providers may vary. Offer closes October 24, 2012.

| NOVEMBER 2012

After a while we all get a hankering for a new bike. it may be that your existing bike is getting on a little, maybe you want to try a different style of bike or maybe you just fancy a change. it’s going

to cost money whatever you do, but which is the best way for you to go next?

Should I buy from a dealer?Buying from a dealer is the easiest and safest way to buy your new bike. if they have a bike you are interested in you may be able to test ride it to see if you like it and that everything feels OK. if you’re not mechanically minded then this is the best peace-of-mind route, as the dealer’s

do you want a newer, better bike without spending a lot? We show how to get the most for your old bike

and how to negotiate your way to a great replacementWords Matt Hull Pictures Mark Manning

26

www.facebook.com/RiDEMagazine

NOVEMBER 2012 |

workshop should have gone over it to make sure everything is as it should be – services are up to date, it’s got a new or long Mot and it will come with some form of warranty. they should check and sort any outstanding recall notices, too.

“in today’s marketplace you are only as good as your reputation,” says Vince Vrinten of Seastar Superbikes. “Consumer rights and legislation have helped to get rid of a lot of bad dealerships. today it’s all about reputation and goodwill.”

Buying from a dealer gives you the most options for financing your new bike. Nearly all dealers take credit cards and most are able to offer finance if you want to borrow the difference. if you’re paying the

difference in cash, don’t think this will be a ticket to massive discounts and don’t be offended when the dealer offers you less for your old bike than you’ve seen them advertised for. if they are trading it out they will only offer you what they think they can get at auction. if they can retail it they will have to prepare it, warrant it, make a profit and then pay Vat on the profit too.

the rules for getting a good trade-in price are the same as selling privately: a clean, well maintained bike will still get more than a dirty, badly treated one.

WIll I get more money for my old bIke If I Sell It prIvately?this involves more work but you should be

able to get more money for your old bike if you sell it yourself. have a look around to find a price you’re happy to accept that’s in line with similar bikes.

Once you’ve cleaned and prepared your bike like we show you on page 30, you’ll need somewhere to advertise it. the easiest way is to ask around if friends or friends of friends are interested. Selling to people you

Buying from a dealer is the safest and easiest way to buy your new bike

27

| NOVEMBER 2012

After a while we all get a hankering for a new bike. it may be that your existing bike is getting on a little, maybe you want to try a different style of bike or maybe you just fancy a change. it’s going

to cost money whatever you do, but which is the best way for you to go next?

Should I buy from a dealer?Buying from a dealer is the easiest and safest way to buy your new bike. if they have a bike you are interested in you may be able to test ride it to see if you like it and that everything feels OK. if you’re not mechanically minded then this is the best peace-of-mind route, as the dealer’s

do you want a newer, better bike without spending a lot? We show how to get the most for your old bike

and how to negotiate your way to a great replacementWords Matt Hull Pictures Mark Manning

26

www.facebook.com/RiDEMagazine

NOVEMBER 2012 |

workshop should have gone over it to make sure everything is as it should be – services are up to date, it’s got a new or long Mot and it will come with some form of warranty. they should check and sort any outstanding recall notices, too.

“in today’s marketplace you are only as good as your reputation,” says Vince Vrinten of Seastar Superbikes. “Consumer rights and legislation have helped to get rid of a lot of bad dealerships. today it’s all about reputation and goodwill.”

Buying from a dealer gives you the most options for financing your new bike. Nearly all dealers take credit cards and most are able to offer finance if you want to borrow the difference. if you’re paying the

difference in cash, don’t think this will be a ticket to massive discounts and don’t be offended when the dealer offers you less for your old bike than you’ve seen them advertised for. if they are trading it out they will only offer you what they think they can get at auction. if they can retail it they will have to prepare it, warrant it, make a profit and then pay Vat on the profit too.

the rules for getting a good trade-in price are the same as selling privately: a clean, well maintained bike will still get more than a dirty, badly treated one.

WIll I get more money for my old bIke If I Sell It prIvately?this involves more work but you should be

able to get more money for your old bike if you sell it yourself. have a look around to find a price you’re happy to accept that’s in line with similar bikes.

Once you’ve cleaned and prepared your bike like we show you on page 30, you’ll need somewhere to advertise it. the easiest way is to ask around if friends or friends of friends are interested. Selling to people you

Buying from a dealer is the safest and easiest way to buy your new bike

27

| NOVEMBER 2012

H O W T O B U Y A 2 0 0 4 - 2 0 0 7

Overshadowed by its successor, this version of Honda’s flagship sportsbike is arguably the best road bike of the lotWords Kev Raymond Main picture Jason Critchell

HONDA FIREBLADE3 REASONS

YOU WANT ONE A surprisingly practical superbike Hugely powerful but very useable Honda reliability and build quality

Everyone knew there was a new Fireblade on the way for 2004, but no one knew exactly what form it would take. would it be MotoGP-inspired

race replica? would it be a v5 instead of an inline four? would it throw the traditional Fireblade virtues of good road manners out of the window and stake everything on racetrack prowess?

the answers, it turned out, were: sort of; no, and absolutely not. the styling was

clearly designed to call to mind rossi’s title-winning rC211v, and there was much talk of mass centralisation (the current buzzword), but the only technical feature pinched directly from the rCv was the rear suspension layout, which cleverly did away with top frame mounts, making extra room for the exhaust. that was vital on the race bike, with its v5 engine and extra pipework, but – despite the rumours – the Blade would be a conventional inline four.

And what about that potential track bias? well, it turned out the new bike was good on track – eventually taking the wSB title with James toseland and BSB with ryuichi kiyonari, but fortunately for us it was even better on the road. A genuine 140bhp was actually the lowest in the litre class, but a step-free delivery made it easy to use without fear that it was about to bite you. Similarly, the handling, brakes and ergonomics weren’t individually anything

34 35

| NOVEMBER 2012

H O W T O B U Y A 2 0 0 4 - 2 0 0 7

Overshadowed by its successor, this version of Honda’s flagship sportsbike is arguably the best road bike of the lotWords Kev Raymond Main picture Jason Critchell

HONDA FIREBLADE3 REASONS

YOU WANT ONE A surprisingly practical superbike Hugely powerful but very useable Honda reliability and build quality

Everyone knew there was a new Fireblade on the way for 2004, but no one knew exactly what form it would take. would it be MotoGP-inspired

race replica? would it be a v5 instead of an inline four? would it throw the traditional Fireblade virtues of good road manners out of the window and stake everything on racetrack prowess?

the answers, it turned out, were: sort of; no, and absolutely not. the styling was

clearly designed to call to mind rossi’s title-winning rC211v, and there was much talk of mass centralisation (the current buzzword), but the only technical feature pinched directly from the rCv was the rear suspension layout, which cleverly did away with top frame mounts, making extra room for the exhaust. that was vital on the race bike, with its v5 engine and extra pipework, but – despite the rumours – the Blade would be a conventional inline four.

And what about that potential track bias? well, it turned out the new bike was good on track – eventually taking the wSB title with James toseland and BSB with ryuichi kiyonari, but fortunately for us it was even better on the road. A genuine 140bhp was actually the lowest in the litre class, but a step-free delivery made it easy to use without fear that it was about to bite you. Similarly, the handling, brakes and ergonomics weren’t individually anything

34 35

| nOvember 2012

Back board must be padded yet flexible

7

External pockets and cargo nets are useful

3

T H E R i D E P R O D U C T T E S T

O U R T E S T SWe have 10 bags costing less than £50, 14 that cost £50-£100, and seven premium bags costing more than £100. Many come from motorcycle accessory firms, built with biking in mind. However, we’ve also brought in bags from other areas such as mountain-biking and camping that we know work well for motorcyclists. All are assessed against four criteria.

LoadStated capacity is one thing; practical capacity is another. First we assess whether bags will take a 17in laptop and a crash helmet (we assume the helmet will be carried off the bike, not in the bag when riding). Then we measure the amount of kit that fits in the main compartment: not with bags of sugar, but day-packs of clothing, up to a maximum of a week’s kit. Finally, we assess the quality of external pockets, docking points for pointless pouches.

ComfortHow easy is a bag to get on? How easy is it to adjust to get a comfortable fit? How well does it spread the weight of its contents? Do straps cut into shoulders? Does it flap

tested with it in place AND get a second one-minute ‘shower’ test without it.

finishA well-spec’d bag that is badly made is not a good bag: it’ll fall apart over time. We rate the quality of stitching, fastenings and materials for each test candidate. To assess strength of construction, as well as wear-and-tear from road testing, each strap is subjected to a drop-strength test when loaded with a 5kg weight.

Comfort and stability on your back are essential

KeY FeATUreS TO LOOK FOr

1 CLosurE The zip is still the most common way of sealing a bag. It should be water-

resistant or covered by a flap (or both). Roll-top bags need to be rolled over three times to seal properly and should clip to the sides.

2 intErnaL poCkEts Can be handy to separate different loads (lunch for example)

or can make no difference, depending on how you use the bag. A snug-fitting laptop section is useful (for carrying the latest copy of RiDE as well as a computer).

6

1

2

4

5

or is it stable at speed? All our test bags are assessed on two laps of the Bruntingthorpe test track, packed with a 5kg weight and bubble wrap to fill the shape.

WatErproofingAll the bags here claim to be showerproof or waterproof, though several rely on an additional cover for waterproofing. All bags are subjected to a three-minute burst from the RiDE hose, set to ‘heavy shower’, at a fixed distance. Bags that need a cover are

44 nOvember 2012 |

kriEga r25 £105 www.kreiga.com

25

1

Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Comfort . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Waterproofing . . . . . . . . . . . . . . . . . . . 8finish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8totaL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32/40When we last tested rucksacks (July 2008) the long-running Kriega R25 emerged with the Best Buy triangle.

Unchanged since then (although £26 dearer) it’s still outstanding. It’s tough, comfortable, with a decent

capacity, the size of the bag easily adjusted down to stop it flapping. The rigid back board is reassuring – it’s not a CE back protector, but should stop the contents hurting your back.

Technically, it’s showerproof rather than waterproof – but it takes a prolonged soaking to get any water through. We’ve used a R25 all year round for five years – it’s leaked once.

The only (small) downsides are the way the chest fasteners can be uncomfortable if you have things in pockets beneath them, and the way the two-stage strap feels if you hang it off one shoulder when walking.

T H E B E N C H M A R K B A G ridE tEst WinnErJULY 2008

G R A P H i C S K E yYour at-a-glance guide to each bag’s

key features

30

2

roll-top fastening

Zip fastening

Waterpoof outer

showerproof outer

showerproof outer + rain cover

Claimed capacity in litres

number of external pockets

Chest strap

Waist belt

Chest strap and waist belt

External cargo net

Can carrya helmet

Can take 17in laptop

semi-rigidor rigid shell

Extrafeatures

3 ExtErnaL poCkEts We don’t expect these to be as waterproof as the main

compartment, but they must have material of their own: a hole in the outer, with a lining, won’t take anything if the main pocket is stuffed. Net pockets or an external cargo net section can be very handy for some things.

4 straps Should be adjustable and well padded, siting the bag where it’s

comfortable for the rider. A chest strap will stop the shoulder straps spreading uncomfortably, while a waist belt helps spread the load when correctly adjusted. Should fasten in the centre.

5 hELmEt CarriEr Adding your helmet to the load the bag carries is really handy if

you’re travelling to race meetings or airports.

6WatErproof CovEr Must have some fixing: drawstring is OK, ties or clips are

better, elastic is useless as wind will remove the cover. It’s amazing how few makers have worked out that they should be fixed at the top…

7 BaCk Board Should be solid enough to prevent objects in the bag poking the rider

in the back, yet flexible enough to bend to fit snugly, with padding for comfort.

fastenings are secure, rugged and well made Zip covers are waterproof and built to last

45

| nOvember 2012

Back board must be padded yet flexible

7

External pockets and cargo nets are useful

3

T H E R i D E P R O D U C T T E S T

O U R T E S T SWe have 10 bags costing less than £50, 14 that cost £50-£100, and seven premium bags costing more than £100. Many come from motorcycle accessory firms, built with biking in mind. However, we’ve also brought in bags from other areas such as mountain-biking and camping that we know work well for motorcyclists. All are assessed against four criteria.

LoadStated capacity is one thing; practical capacity is another. First we assess whether bags will take a 17in laptop and a crash helmet (we assume the helmet will be carried off the bike, not in the bag when riding). Then we measure the amount of kit that fits in the main compartment: not with bags of sugar, but day-packs of clothing, up to a maximum of a week’s kit. Finally, we assess the quality of external pockets, docking points for pointless pouches.

ComfortHow easy is a bag to get on? How easy is it to adjust to get a comfortable fit? How well does it spread the weight of its contents? Do straps cut into shoulders? Does it flap

tested with it in place AND get a second one-minute ‘shower’ test without it.

finishA well-spec’d bag that is badly made is not a good bag: it’ll fall apart over time. We rate the quality of stitching, fastenings and materials for each test candidate. To assess strength of construction, as well as wear-and-tear from road testing, each strap is subjected to a drop-strength test when loaded with a 5kg weight.

Comfort and stability on your back are essential

KeY FeATUreS TO LOOK FOr

1 CLosurE The zip is still the most common way of sealing a bag. It should be water-

resistant or covered by a flap (or both). Roll-top bags need to be rolled over three times to seal properly and should clip to the sides.

2 intErnaL poCkEts Can be handy to separate different loads (lunch for example)

or can make no difference, depending on how you use the bag. A snug-fitting laptop section is useful (for carrying the latest copy of RiDE as well as a computer).

6

1

2

4

5

or is it stable at speed? All our test bags are assessed on two laps of the Bruntingthorpe test track, packed with a 5kg weight and bubble wrap to fill the shape.

WatErproofingAll the bags here claim to be showerproof or waterproof, though several rely on an additional cover for waterproofing. All bags are subjected to a three-minute burst from the RiDE hose, set to ‘heavy shower’, at a fixed distance. Bags that need a cover are

44 nOvember 2012 |

kriEga r25 £105 www.kreiga.com

25

1

Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Comfort . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Waterproofing . . . . . . . . . . . . . . . . . . . 8finish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8totaL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32/40When we last tested rucksacks (July 2008) the long-running Kriega R25 emerged with the Best Buy triangle.

Unchanged since then (although £26 dearer) it’s still outstanding. It’s tough, comfortable, with a decent

capacity, the size of the bag easily adjusted down to stop it flapping. The rigid back board is reassuring – it’s not a CE back protector, but should stop the contents hurting your back.

Technically, it’s showerproof rather than waterproof – but it takes a prolonged soaking to get any water through. We’ve used a R25 all year round for five years – it’s leaked once.

The only (small) downsides are the way the chest fasteners can be uncomfortable if you have things in pockets beneath them, and the way the two-stage strap feels if you hang it off one shoulder when walking.

T H E B E N C H M A R K B A G ridE tEst WinnErJULY 2008

G R A P H i C S K E yYour at-a-glance guide to each bag’s

key features

30

2

roll-top fastening

Zip fastening

Waterpoof outer

showerproof outer

showerproof outer + rain cover

Claimed capacity in litres

number of external pockets

Chest strap

Waist belt

Chest strap and waist belt

External cargo net

Can carrya helmet

Can take 17in laptop

semi-rigidor rigid shell

Extrafeatures

3 ExtErnaL poCkEts We don’t expect these to be as waterproof as the main

compartment, but they must have material of their own: a hole in the outer, with a lining, won’t take anything if the main pocket is stuffed. Net pockets or an external cargo net section can be very handy for some things.

4 straps Should be adjustable and well padded, siting the bag where it’s

comfortable for the rider. A chest strap will stop the shoulder straps spreading uncomfortably, while a waist belt helps spread the load when correctly adjusted. Should fasten in the centre.

5 hELmEt CarriEr Adding your helmet to the load the bag carries is really handy if

you’re travelling to race meetings or airports.

6WatErproof CovEr Must have some fixing: drawstring is OK, ties or clips are

better, elastic is useless as wind will remove the cover. It’s amazing how few makers have worked out that they should be fixed at the top…

7 BaCk Board Should be solid enough to prevent objects in the bag poking the rider

in the back, yet flexible enough to bend to fit snugly, with padding for comfort.

fastenings are secure, rugged and well made Zip covers are waterproof and built to last

45

| NOVEMBER 2012

Six months ago i promised that our second and final report on living with a Victory Cross Country tour would include voices other than mine. true

to my word for a change, this story owes a lot to the input of my colleagues adrian stear and matt hull, and their friends and families. ade and matt approached the big bagger from very different directions – matt has broad taste and boundless curiosity, but draws a line somewhere short of bikes this big and heavy, while ade is a full-on cruiser enthusiast, with the tattoos to prove it. the thing is, without comparing notes they both ended up saying pretty much the same thing.

they both found it very comfortable, one or two up, and loved the way it shrugged off cold (if not wet) weather with its heated seats and grips. they both made good use of its huge luggage capacity; you don’t pack in the planned, organised, prioritised sense – you just shove it all in. they both liked the way it lets you cover long distances and arrive at the other end relaxed and untroubled by blurred vision.

neither was wild about the fiddly little afterthought switches for operating the cruise control and audio. adrian likes listening to music on the move, and when he left his iPod on the bike after returning it to me, i started to see his point. i hadn’t

had much joy with mP3 playback on my own iPod – it just wasn’t loud enough – but listening to ade’s Damned and Butthole surfers collection i realised the problem wasn’t the sound system but my taste in introverted mumblers and bashful noodlers. Let it rock.

neither rider was much impressed by the braking power and sensitivity offered, and both were glad of the aBs.

Both had problems manoeuvring and manhandling the bike at walking speed. me too. trying to make the same 90˚turn out of the car park at Birmingham airport on separate occasions, both me and matt felt as though we were close to dropping

S e v e n m o n t h S w i t h a . . .

victory Cross Country tourWords Colin Overland Pictures Mark Manning

Big top box and panniers and comfy seat make it clear what the Cross Country Tour is for

52

www.facebook.com/RiDEMagazine

NOVEMBER 2012 |

overdrive, but still has overtaking torque in all the right places.”

six months ago i promised that we’d be doing some longer trips. that sort of happened. nothing spectacular – no continent-spanning epics or record-breaking feats of endurance – but we managed to hit various bits of coastline.

adrian did several 200-mile motorway trips, and was delighted that he could do so wearing an open-face helmet. he also went camping in snowdonia at Easter, and for the first time in his life had enough luggage room to stow everything out of sight, with nothing at all bungeed on.

i had a couple of trips from the East

it lets you cover long distances and arrive at the other end feeling relaxed

the Victory. and matt and ade both came a cropper when they left the bike parked in such a way that it needed paddling out backwards. help! somebody, please help! noted ade: “the bike is right at the edge of my physical ability to manhandle.”

But they loved the engine, which works a treat in conjunction with the six-speed gearbox. matt says: “top gear is a true

L I V I N G W I T H I T Average fuel consumption

over 6500 miles was 42mpg, which is very impressive for such a big heavy bike. Sedate chugging produced figures in the high 40s, while some frankly undignified thrashing in the West Country, halted only by a glimpse of blue light in the rear-view mirror (fortunately directed at someone else), returned a 32.6mpg tankful.The only other costs were a service at 6000 miles (about £150) and the new tyres (see over the page).

midlands to Dorset and Devon, and found that even in very hot weather and heavy traffic the Victory was happy to filter for mile after mile without showing signs of overheating, and without the heavy clutch getting heavier – both problems that i’ve had on harleys i’ve used for similar trips in the past.

ah, harley. You knew the h word would come up eventually. We all like harleys, but all three of us kept finding ourselves comparing the Cross Country tour favourably with touring-orientated harleys we’ve ridden. there’s not a great deal in it, and the advantage isn’t always with the spirit Lake company, but the

53

| NOVEMBER 2012

Six months ago i promised that our second and final report on living with a Victory Cross Country tour would include voices other than mine. true

to my word for a change, this story owes a lot to the input of my colleagues adrian stear and matt hull, and their friends and families. ade and matt approached the big bagger from very different directions – matt has broad taste and boundless curiosity, but draws a line somewhere short of bikes this big and heavy, while ade is a full-on cruiser enthusiast, with the tattoos to prove it. the thing is, without comparing notes they both ended up saying pretty much the same thing.

they both found it very comfortable, one or two up, and loved the way it shrugged off cold (if not wet) weather with its heated seats and grips. they both made good use of its huge luggage capacity; you don’t pack in the planned, organised, prioritised sense – you just shove it all in. they both liked the way it lets you cover long distances and arrive at the other end relaxed and untroubled by blurred vision.

neither was wild about the fiddly little afterthought switches for operating the cruise control and audio. adrian likes listening to music on the move, and when he left his iPod on the bike after returning it to me, i started to see his point. i hadn’t

had much joy with mP3 playback on my own iPod – it just wasn’t loud enough – but listening to ade’s Damned and Butthole surfers collection i realised the problem wasn’t the sound system but my taste in introverted mumblers and bashful noodlers. Let it rock.

neither rider was much impressed by the braking power and sensitivity offered, and both were glad of the aBs.

Both had problems manoeuvring and manhandling the bike at walking speed. me too. trying to make the same 90˚turn out of the car park at Birmingham airport on separate occasions, both me and matt felt as though we were close to dropping

S e v e n m o n t h S w i t h a . . .

victory Cross Country tourWords Colin Overland Pictures Mark Manning

Big top box and panniers and comfy seat make it clear what the Cross Country Tour is for

52

www.facebook.com/RiDEMagazine

NOVEMBER 2012 |

overdrive, but still has overtaking torque in all the right places.”

six months ago i promised that we’d be doing some longer trips. that sort of happened. nothing spectacular – no continent-spanning epics or record-breaking feats of endurance – but we managed to hit various bits of coastline.

adrian did several 200-mile motorway trips, and was delighted that he could do so wearing an open-face helmet. he also went camping in snowdonia at Easter, and for the first time in his life had enough luggage room to stow everything out of sight, with nothing at all bungeed on.

i had a couple of trips from the East

it lets you cover long distances and arrive at the other end feeling relaxed

the Victory. and matt and ade both came a cropper when they left the bike parked in such a way that it needed paddling out backwards. help! somebody, please help! noted ade: “the bike is right at the edge of my physical ability to manhandle.”

But they loved the engine, which works a treat in conjunction with the six-speed gearbox. matt says: “top gear is a true

L I V I N G W I T H I T Average fuel consumption

over 6500 miles was 42mpg, which is very impressive for such a big heavy bike. Sedate chugging produced figures in the high 40s, while some frankly undignified thrashing in the West Country, halted only by a glimpse of blue light in the rear-view mirror (fortunately directed at someone else), returned a 32.6mpg tankful.The only other costs were a service at 6000 miles (about £150) and the new tyres (see over the page).

midlands to Dorset and Devon, and found that even in very hot weather and heavy traffic the Victory was happy to filter for mile after mile without showing signs of overheating, and without the heavy clutch getting heavier – both problems that i’ve had on harleys i’ve used for similar trips in the past.

ah, harley. You knew the h word would come up eventually. We all like harleys, but all three of us kept finding ourselves comparing the Cross Country tour favourably with touring-orientated harleys we’ve ridden. there’s not a great deal in it, and the advantage isn’t always with the spirit Lake company, but the

53

| NOVEMBER 2012

Superbike-spec dash doesn’t look out of place

ISR/Triumph brakes scrub off pace brilliantly

Each bike is hand-built at the factory in Kent

F I R S T R I D E

For someone who surrounds himself with racebikes everyday, creating a unique bike for yourself can be a tall order. “I wanted a bike that no

one else had... I just never intended to go this far,” recalls T3 racing’s Tony scott. “It had to be sexy, fun, but not a pocket rocket; just something different.”

It took time, but he got there. his Triumph Thruxton-based special is so good that Triumph themselves are happy for him to build a limited run of them.

The idea started to take shape when the business next door, Bob Farnham Tuning, had a Thruxton fitted with a 675 front end. owner Bob was working on the engine but asked Tony to have a ride as he was questioning the handling .

“It handled like a dog,” Tony says. “The combination of wheel sizes and forks that were too short just didn’t work. But it was enough to sow the seed for my bike.”

T3 racing have a good relationship with Triumph, so a Thruxton was found and the plan began to take shape. The engine is bored out to 904cc and sleeved with steel liners to take wiseco pistons. The heads receive a lot of painstaking work and valves are operated by early pre-injection Thruxton cams that feature longer duration and higher lift.

To get the bike to rev quicker, the flywheel has been machined to be 2kg lighter. T3 also experimented with boring out the throttle bodies from 36 to 39mm, but this could only be done by a Us company and only netted minimal power gains, so the idea was shelved. K&n filters now feed air in, leaving the airbox redundant. The exhausts have stock downpipes and their own design of silencers. The standard eCU has then been rewritten to make the most of the engine work, resulting in a healthy 82bhp and 60lb.ft torque at just 4500rpm – an impressive 35 per cent gain.

The chassis had to handle all this new-found power, but it also had to keep the cafe racer style. After failing to find suitable sportsbike donor forks, nitron were approached to help develop bespoke 850mm UsD forks, long enough to keep

close to the Thruxton’s standard geometry. Unique yokes are machined from solid billet then anodised to look subtle yet different.

nitron also supply the fully-adjustable custom rear shocks and Isr calipers are fed by a master cylinder donated by a Daytona 675, as well as the switchgear and throttle.

The result is an old-style bike with a modern twist. The hm dash is superbike-spec but gives all the information you need and works in perfect unison with the hm quickshifter. The unique 17-inch wheels are designed to take modern tyre sizes, Triumph discs and sprocket carrier.

The overall finish of the 904-s is first rate, with beautiful paint and airbrushed pinstriping in period colours. It takes 100 hours build time for each bike and it’s only on close inspection that you see where the hours go – time very well spent in our book.

start her up without earplugs at your peril: the 904-s is loud. But it’s such a pleasing sound, for the rider at least.

As the geometry has stayed close to the original, low-speed riding is easy with just the low clip-ons taking a little getting used to. As soon as you pull away, the engine work is evident; the Triumph pulls strongly. Despite all the tuning there is no real powerband, just progressive pull.

riding the 904-s you feel a real sense of being astride something unusual. It’s loud, it’s fast and you’re in a full race position.

head out of town and the development work shows further as the firm but precise handling gives feel and feedback normally only found from a top-notch sportsbike.

shifting up and down with the quickshifter allows you to alter the soundtrack, but in reality there is so much torque you could ride in fourth all day. The Isr/Triumph brakes work brilliantly, bringing the 904-s down to any speed effortlessly, but without feeling too powerful.

T3 are only ever going to build 15 and nine have already been sold, at £18,500 each, so exclusivity is guaranteed.

The 904-s achieves where so many bikes fail: it makes every second feel like you’re riding something special.

T3 Ace 904-S Triumph Thruxton SpecialT3 Racing have built a bike that gives you a yesteryear feel with teeth. Don your leathers and head for the good old daysWords Matt Hull Pictures Mark Manning

ThE man bEhInd T3Since 2005 Tony Scott has been running the Triumph 675 Triple Challenge that supports the BSB series, as well as a team in British Supersport. “The best advice I can give someone starting out is learn to wring the neck off what you’re racing, and only then start changing parts, one at a time,” he says.

56

www.facebook.com/RiDEMagazine

MONTH 2012 |

The 904S achieves where so many bikes fail – it makes

every second special

The 904S is most at home out of town, where the handling is firm and feedback excellent

Each bike takes 100 hours to build; every detail is lovingly crafted

| NOVEMBER 2012

Superbike-spec dash doesn’t look out of place

ISR/Triumph brakes scrub off pace brilliantly

Each bike is hand-built at the factory in Kent

F I R S T R I D E

For someone who surrounds himself with racebikes everyday, creating a unique bike for yourself can be a tall order. “I wanted a bike that no

one else had... I just never intended to go this far,” recalls T3 racing’s Tony scott. “It had to be sexy, fun, but not a pocket rocket; just something different.”

It took time, but he got there. his Triumph Thruxton-based special is so good that Triumph themselves are happy for him to build a limited run of them.

The idea started to take shape when the business next door, Bob Farnham Tuning, had a Thruxton fitted with a 675 front end. owner Bob was working on the engine but asked Tony to have a ride as he was questioning the handling .

“It handled like a dog,” Tony says. “The combination of wheel sizes and forks that were too short just didn’t work. But it was enough to sow the seed for my bike.”

T3 racing have a good relationship with Triumph, so a Thruxton was found and the plan began to take shape. The engine is bored out to 904cc and sleeved with steel liners to take wiseco pistons. The heads receive a lot of painstaking work and valves are operated by early pre-injection Thruxton cams that feature longer duration and higher lift.

To get the bike to rev quicker, the flywheel has been machined to be 2kg lighter. T3 also experimented with boring out the throttle bodies from 36 to 39mm, but this could only be done by a Us company and only netted minimal power gains, so the idea was shelved. K&n filters now feed air in, leaving the airbox redundant. The exhausts have stock downpipes and their own design of silencers. The standard eCU has then been rewritten to make the most of the engine work, resulting in a healthy 82bhp and 60lb.ft torque at just 4500rpm – an impressive 35 per cent gain.

The chassis had to handle all this new-found power, but it also had to keep the cafe racer style. After failing to find suitable sportsbike donor forks, nitron were approached to help develop bespoke 850mm UsD forks, long enough to keep

close to the Thruxton’s standard geometry. Unique yokes are machined from solid billet then anodised to look subtle yet different.

nitron also supply the fully-adjustable custom rear shocks and Isr calipers are fed by a master cylinder donated by a Daytona 675, as well as the switchgear and throttle.

The result is an old-style bike with a modern twist. The hm dash is superbike-spec but gives all the information you need and works in perfect unison with the hm quickshifter. The unique 17-inch wheels are designed to take modern tyre sizes, Triumph discs and sprocket carrier.

The overall finish of the 904-s is first rate, with beautiful paint and airbrushed pinstriping in period colours. It takes 100 hours build time for each bike and it’s only on close inspection that you see where the hours go – time very well spent in our book.

start her up without earplugs at your peril: the 904-s is loud. But it’s such a pleasing sound, for the rider at least.

As the geometry has stayed close to the original, low-speed riding is easy with just the low clip-ons taking a little getting used to. As soon as you pull away, the engine work is evident; the Triumph pulls strongly. Despite all the tuning there is no real powerband, just progressive pull.

riding the 904-s you feel a real sense of being astride something unusual. It’s loud, it’s fast and you’re in a full race position.

head out of town and the development work shows further as the firm but precise handling gives feel and feedback normally only found from a top-notch sportsbike.

shifting up and down with the quickshifter allows you to alter the soundtrack, but in reality there is so much torque you could ride in fourth all day. The Isr/Triumph brakes work brilliantly, bringing the 904-s down to any speed effortlessly, but without feeling too powerful.

T3 are only ever going to build 15 and nine have already been sold, at £18,500 each, so exclusivity is guaranteed.

The 904-s achieves where so many bikes fail: it makes every second feel like you’re riding something special.

T3 Ace 904-S Triumph Thruxton SpecialT3 Racing have built a bike that gives you a yesteryear feel with teeth. Don your leathers and head for the good old daysWords Matt Hull Pictures Mark Manning

ThE man bEhInd T3Since 2005 Tony Scott has been running the Triumph 675 Triple Challenge that supports the BSB series, as well as a team in British Supersport. “The best advice I can give someone starting out is learn to wring the neck off what you’re racing, and only then start changing parts, one at a time,” he says.

56

www.facebook.com/RiDEMagazine

MONTH 2012 |

The 904S achieves where so many bikes fail – it makes

every second special

The 904S is most at home out of town, where the handling is firm and feedback excellent

Each bike takes 100 hours to build; every detail is lovingly crafted

| MONTH 2012

Using a GS Adventure the way its makers intended on a weekend trip starting

at the top of ScotlandWords and pictures Andy Nicholson

The only way is down

| MONTH 2012

Using a GS Adventure the way its makers intended on a weekend trip starting

at the top of ScotlandWords and pictures Andy Nicholson

The only way is down

| OCTOBER 2012

MODERN MOTO MORINIs Quick, quirky, and full of character… or a perverse choice given that the factory keeps

grinding to a halt? Owners of liquid-cooled Morinis tell all about their V-twins of choice Words Gez Kane Pictures Paul Bryant

T H E P E O P L E ’ s L O N G T E R M T E s T

NOVEMBER 2012 |

O W N E R # 1 Arthur FArrow2007 Corsaro VeloCeInsurance broker Arthur is an old-school Morini

owner who’s been seduced by the lure of their modern counterparts. He bought his first Morini in 1978 and owns a number of other bikes including a Yamaha FJR1200.

“I bought that ’70s 3½ on impulse really,” Arthur admits. “But, since then, I haven’t been without a Morini in the garage. I bought my Corsaro after my son bought one and I had a spin on it. I thought his bike was an animal, but my Veloce version is even more of a beast.

“Mine is an ex-demonstrator from Three Cross Motorcycles who used to be the importers and it had suffered a bit of damage on a road test. I got it for a price I couldn’t resist and repaired the damaged parts using genuine factory parts.

“The engine design is so clever. It’s a thoroughly modern machine throughout. The barrels are cast integrally with the barrel, and to fit the pistons you have to slide them down the bore from the top. There’s a little cover in the side of the barrels you remove to fit the gudgeon pins. It’s a really neat design that makes for an enormously strong engine. Other neat touches are the automatic de-compressor that works off the exhaust cam and the cassette gearbox.

“The midrange urge is just absurd. You can just ride it on the throttle all the way up to 9000rpm. But drop a gear and nail it and the front will come up. You have to be careful with the throttle. At just 196kg and with 140bhp on tap – or about 165bhp with the optional ‘track’ ECU fitted and set up – the power-to-weight ratio is awesome and the handling is superb. I have ridden the bike down to Italy and it was OK, but the engine is a bit fierce for touring really.

“The Veloce version of the Corsaro has an Öhlins shock instead of the Sachs unit on the standard Corsaro and Termignoni silencers, but it’s the ECU that makes the real difference to performance. Servicing costs are minimal though – I pay around

£200 and I’ve covered 5000 miles on the bike since buying it with 3000 on the clock. It’s never let me down.

“The only thing that would make me part with the bike is the fact that I struggle to get on and off it. The rear of the seat is so high and I’m not the tallest person in the world. And I’d also like a centrestand.

“I love the build quality though. With the problems at the factory, parts may become an issue, but I hope the new owners of Morini will sort that out. In the meantime, I’ve bought a stash off good used parts over the last couple of years, so I’m all right for the moment.

“People are a bit wary of low-volume Italian manufacturers, but the Morini is put together as well as anything out there. Maybe I’ll swap it for a 9½ for the lower seat height, but I’d have another Morini without a doubt.”

Veloce’s termignoni cans look good, sound better Seat is on the high side and won’t suit everyone

At just 196kg and with 145bhp on tap the power to weight ratio is awesome

Öhlins shock helps Veloce corner with confidence

73

| OCTOBER 2012

MODERN MOTO MORINIs Quick, quirky, and full of character… or a perverse choice given that the factory keeps

grinding to a halt? Owners of liquid-cooled Morinis tell all about their V-twins of choice Words Gez Kane Pictures Paul Bryant

T H E P E O P L E ’ s L O N G T E R M T E s T

NOVEMBER 2012 |

O W N E R # 1 Arthur FArrow2007 Corsaro VeloCeInsurance broker Arthur is an old-school Morini

owner who’s been seduced by the lure of their modern counterparts. He bought his first Morini in 1978 and owns a number of other bikes including a Yamaha FJR1200.

“I bought that ’70s 3½ on impulse really,” Arthur admits. “But, since then, I haven’t been without a Morini in the garage. I bought my Corsaro after my son bought one and I had a spin on it. I thought his bike was an animal, but my Veloce version is even more of a beast.

“Mine is an ex-demonstrator from Three Cross Motorcycles who used to be the importers and it had suffered a bit of damage on a road test. I got it for a price I couldn’t resist and repaired the damaged parts using genuine factory parts.

“The engine design is so clever. It’s a thoroughly modern machine throughout. The barrels are cast integrally with the barrel, and to fit the pistons you have to slide them down the bore from the top. There’s a little cover in the side of the barrels you remove to fit the gudgeon pins. It’s a really neat design that makes for an enormously strong engine. Other neat touches are the automatic de-compressor that works off the exhaust cam and the cassette gearbox.

“The midrange urge is just absurd. You can just ride it on the throttle all the way up to 9000rpm. But drop a gear and nail it and the front will come up. You have to be careful with the throttle. At just 196kg and with 140bhp on tap – or about 165bhp with the optional ‘track’ ECU fitted and set up – the power-to-weight ratio is awesome and the handling is superb. I have ridden the bike down to Italy and it was OK, but the engine is a bit fierce for touring really.

“The Veloce version of the Corsaro has an Öhlins shock instead of the Sachs unit on the standard Corsaro and Termignoni silencers, but it’s the ECU that makes the real difference to performance. Servicing costs are minimal though – I pay around

£200 and I’ve covered 5000 miles on the bike since buying it with 3000 on the clock. It’s never let me down.

“The only thing that would make me part with the bike is the fact that I struggle to get on and off it. The rear of the seat is so high and I’m not the tallest person in the world. And I’d also like a centrestand.

“I love the build quality though. With the problems at the factory, parts may become an issue, but I hope the new owners of Morini will sort that out. In the meantime, I’ve bought a stash off good used parts over the last couple of years, so I’m all right for the moment.

“People are a bit wary of low-volume Italian manufacturers, but the Morini is put together as well as anything out there. Maybe I’ll swap it for a 9½ for the lower seat height, but I’d have another Morini without a doubt.”

Veloce’s termignoni cans look good, sound better Seat is on the high side and won’t suit everyone

At just 196kg and with 145bhp on tap the power to weight ratio is awesome

Öhlins shock helps Veloce corner with confidence

73

| MONTH 2012

This is the front braking set-up on a 2009 Honda CBR600. ABS speed sensors rely on toothed rings mounted on the wheel hubs (A) and a magnetic sensor (B) mounted close to it so the teeth pass through its magnetic field. As each tooth passes, it affects the field, altering the voltage passing through the sensor – an onboard computer counts these voltage changes to calculate the speed of the wheel

B

A

november 2012 |

Whether they’re C-ABS, Dual CBS, Race-ABS or K-ACT, chances are your next bike’s brakes will be more complicated than the ones you’re used to – but why?Words Ben Purvis

rakes aren’t sexy. Innocuous-looking and silent in operation they’re easily ignored when lined up alongside fire-breathing engines and eye-catching styling. But they’re the most powerful thing on your bike.

Without a complaint they turn all that kinetic energy, so noisily and expensively created by your engine, into nothing but heat – and just with the pressure of a couple of fingers on the brake lever.

In fact, brakes are so powerful that they really aren’t the limiting factor of the stopping power of most modern bikes. Instead they’ll easily overcome the tyres’ grip, leading to a new problem – how to make the most of that braking potential without locking a wheel.

For the first 80 years or so of motorcycling history, there was nothing but the fine control of the rider’s own fingers (and the poor performance of older brakes) separating deceleration from disaster. now a triumvirate of technologies – linked brakes, aBs and a computer-controlled combination of the two – means that braking performance is one of the fastest-developing aspects of bike design, and forthcoming european legislation is set to make at least some of that technology compulsory on all future bikes.

B u t h o w d o e s i t w o r k ?The basicseven if you prefer your servicing done by experts, you’re probably already aware of how brakes work. It’s all about leverage, converting the movement of your fingers (or foot) into a much greater force over a smaller distance. taking the front brakes as an example, the movement of the lever over a couple of centimetres is converted into the shorter but more forceful movement of a piston in the master cylinder.

that moves brake fluid, an incompressible liquid, through pipes to slave cylinders. this in turn moves the brake pads an even shorter distance, but again multiplying the force. Friction is created by using that force to push the pads against the disc, creating heat – and that’s how all the pent-up energy in your fast-moving bike is dissipated into the atmosphere.

It’s incredibly simple, and there isn’t much to go wrong provided there are no leaks, the fluid can’t be compressed and the pads and discs are in good order. the trick with making braking systems more effective is to retain that level of reliability and simplicity to ensure that wherever possible the whole system remains failsafe.

89

| MONTH 2012

This is the front braking set-up on a 2009 Honda CBR600. ABS speed sensors rely on toothed rings mounted on the wheel hubs (A) and a magnetic sensor (B) mounted close to it so the teeth pass through its magnetic field. As each tooth passes, it affects the field, altering the voltage passing through the sensor – an onboard computer counts these voltage changes to calculate the speed of the wheel

B

A

november 2012 |

Whether they’re C-ABS, Dual CBS, Race-ABS or K-ACT, chances are your next bike’s brakes will be more complicated than the ones you’re used to – but why?Words Ben Purvis

rakes aren’t sexy. Innocuous-looking and silent in operation they’re easily ignored when lined up alongside fire-breathing engines and eye-catching styling. But they’re the most powerful thing on your bike.

Without a complaint they turn all that kinetic energy, so noisily and expensively created by your engine, into nothing but heat – and just with the pressure of a couple of fingers on the brake lever.

In fact, brakes are so powerful that they really aren’t the limiting factor of the stopping power of most modern bikes. Instead they’ll easily overcome the tyres’ grip, leading to a new problem – how to make the most of that braking potential without locking a wheel.

For the first 80 years or so of motorcycling history, there was nothing but the fine control of the rider’s own fingers (and the poor performance of older brakes) separating deceleration from disaster. now a triumvirate of technologies – linked brakes, aBs and a computer-controlled combination of the two – means that braking performance is one of the fastest-developing aspects of bike design, and forthcoming european legislation is set to make at least some of that technology compulsory on all future bikes.

B u t h o w d o e s i t w o r k ?The basicseven if you prefer your servicing done by experts, you’re probably already aware of how brakes work. It’s all about leverage, converting the movement of your fingers (or foot) into a much greater force over a smaller distance. taking the front brakes as an example, the movement of the lever over a couple of centimetres is converted into the shorter but more forceful movement of a piston in the master cylinder.

that moves brake fluid, an incompressible liquid, through pipes to slave cylinders. this in turn moves the brake pads an even shorter distance, but again multiplying the force. Friction is created by using that force to push the pads against the disc, creating heat – and that’s how all the pent-up energy in your fast-moving bike is dissipated into the atmosphere.

It’s incredibly simple, and there isn’t much to go wrong provided there are no leaks, the fluid can’t be compressed and the pads and discs are in good order. the trick with making braking systems more effective is to retain that level of reliability and simplicity to ensure that wherever possible the whole system remains failsafe.

89

| NOVEMBER 2012

E S S E N T I A L A D V E N T U R E B I K I N G in association with GlobeBusters

The best laid plans...However organised you are, you still need to expect the unexpectedWords Kevin and Julia Sanders

S o, you’ve made the decision to go and you know (roughly) what direction you are heading, but how

do you set about planning a route? some are of the school of thought that

you don’t plan, just throw as little as possible on the bike and ride in roughly the right direction until you feel the need to stop. We get that, but it has its pitfalls.

Without plans you won’t really know what you’ll be coming up against. Like whether you’re going to be travelling at altitude: if you are, it’ll be cold and mountain passes could be closed. What the border

formalities are: “maybe i should have got that Russian visa before i left?” Whether fuel is readily available. if you can use credit cards to pay for it, or if the region you’re heading to is on an Fco (Foreign and commonwealth office) travel warning list. equally, without plans you could miss some amazing roads, or ride within a few miles of incredible sights or scenery and not even know.

DO YOUR HOMEWORK so, we’re definitely of the ‘preparation, preparation, preparation’ school. trust us,

there’ll be enough unexpected things happening en route, without throwing all caution to the wind.

once you’ve picked your country or continent, surround yourself with maps and guide books. identify roads with green lines and squiggles, or those that go over closely packed contours – all guarantee good/challenging riding and views.

then find out who else has been there and what they recommend – horizons unlimited (www.horizonsunlimited.com) is great for this. check the unesco World heritage site (whc.unesco.org/en/list) for

116 117

| NOVEMBER 2012

E S S E N T I A L A D V E N T U R E B I K I N G in association with GlobeBusters

The best laid plans...However organised you are, you still need to expect the unexpectedWords Kevin and Julia Sanders

S o, you’ve made the decision to go and you know (roughly) what direction you are heading, but how

do you set about planning a route? some are of the school of thought that

you don’t plan, just throw as little as possible on the bike and ride in roughly the right direction until you feel the need to stop. We get that, but it has its pitfalls.

Without plans you won’t really know what you’ll be coming up against. Like whether you’re going to be travelling at altitude: if you are, it’ll be cold and mountain passes could be closed. What the border

formalities are: “maybe i should have got that Russian visa before i left?” Whether fuel is readily available. if you can use credit cards to pay for it, or if the region you’re heading to is on an Fco (Foreign and commonwealth office) travel warning list. equally, without plans you could miss some amazing roads, or ride within a few miles of incredible sights or scenery and not even know.

DO YOUR HOMEWORK so, we’re definitely of the ‘preparation, preparation, preparation’ school. trust us,

there’ll be enough unexpected things happening en route, without throwing all caution to the wind.

once you’ve picked your country or continent, surround yourself with maps and guide books. identify roads with green lines and squiggles, or those that go over closely packed contours – all guarantee good/challenging riding and views.

then find out who else has been there and what they recommend – horizons unlimited (www.horizonsunlimited.com) is great for this. check the unesco World heritage site (whc.unesco.org/en/list) for

116 117