South East Biker, Issue 47, October-November 2016

The South East’s No.1 FREE bike magazine ISSUE 47 • OCTOBER-NOVEMBER 2016

GLEAMING BEASTS

TESTING TIMES POORLY KDX

GREAT BIKING ROADS

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

STARTING GRID

Editor scribes After thirty-five long years, we finally have a British winner in the premier class of MotoGP, well done Cal Crutchlow, much deserved!

We are lucky to have so many top British riders, not only on the track but competing in road races, speedway, trials, motocross and enduro amongst other disciplines. For a small country, much like in the recent Olympics, we punch well above our weight on two wheels.

Unlike the Olympics however, the riders’ exploits and championship victories rarely get a mention in the national media, which is a shame but no surprise. Some sort of equal recognition would be fitting occasionally, particularly since motorcycle sporting events are hugely popular and attract large crowds all year round.

When you ride a motorbike, you get used to being treated as some second-class citizen from time to time.

Motorcycling is an obvious solution to congestion and pollution, particularly in the South East, but it’s a real fight to convince the powers that be to recognise that. Money is poured, quite rightly in my opinion, into improving bus and cycle lanes. But it would make sense to include motorised two wheel use as well, and provide more free secure parking and access to bus lanes, etc.

Contents 4 A Gleaming Beast

12 A POORLY KDX200 18 CBR650F On Test

Luckily we have the likes of MAG, the TRF and BMF lobbying on our behalf. It costs not much more than the price of a tank of fuel to join these organisations, and you are helping to maintain our future biking rights.

Think about it…

20 JOHN HARRIS MOTORCYCLES

All the best

22 Reca Community Cafe

Nick

25 New Gear

Visit southeastbiker.co.uk for events list

28 Book Reviews

CONTACT US

ADVERTISING AND Debbie Tunstill, email: debs@southeastbiker.co.uk

GENERAL ENQUIRIES Tel: 01892 459080 EDITOR & PUBLISHER: Nick Tunstill, email: nick@southeastbiker.co.uk South East Biker, 2 St John’s Road, Crowborough, East Sussex. TN6 1RW PRODUCTION: Dean Cook: deancook@magazineproduction.com PRINTING: Evon Print, Henfield, Sussex

30 GREAT BIKING ROADS

© 2016 South East Biker (SEB) Magazine is an independent title and does not endorse the products or services

34 Choosing Your Trail Bike

that appear in the magazine. Opinions expressed in the magazine do not necessarily represent those of the editor or of South East Biker magazine. Reproduction of content is strictly prohibited without prior written approval from the editor or publisher.

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

38 Classic Bike 40 A Testing Time 3

MOTORCYCLE CLEANING

MAKE YOUR BEAST GLEAM AGAIN Motorcycles are expensive and leave the showroom all shiny and glistening in the sun.

But, all too soon, after a small dose of the best that the British weather and roads can throw at us, they start to look a little less than original showroom condition…

W

e all give our bikes a clean once in a while, some are meticulous, some (hands up here!) spare a few minutes to half heartedly hose it down occasionally. But why does it matter if your bike is permanently caked in grime and grease?

Dave Birchall from Gleam Machine gave us a few reasons: "The main benefit from having your motorbike valeted is that regular cleaning of your motorbike keeps it protected from the elements such as tar, salt, oil, dirt and bugs in the atmosphere.

Maintaining your paintwork, plastics, chrome, chain etc helps against rust and corrosion. A motorbike is easier to work on when free from dirt and electrics and components such as brake calipers will give you less trouble.

"Also, by having your bike regularly valeted we can keep an eye on tyre condition and make you aware of any defects such as worn cables that may have been hidden from view by oil, grease and other road grime. Once thoroughly cleaned, the bike can then be treated with a product such as ACF-50 which protects it from salt and helps again corrosion”.

4

Of course, there is the simple pride in having a sparkly motorbike and the value of your machine is enhanced if it looks good. If it’s clean and polished any buyer is likely to assume you have looked after the bike service wise as well. So a regularly cleaned bike can save you money by protecting and lubricating components as well as maintaining its value.

Motorcycle valeting has become popular in the last few years as biking has evolved into a leisure activity. We caught up with some local companies, some who offer a mobile service.

GLEAM MACHINE

Bumping into Dave Birchall, while out riding a Harley Roadster around Kent recently, he filled me in on his new venture, Gleam Machine.

“We are a newly established company started in April 2015, but I have valeted over 300 motorbikes to date. I have been a keen motorcyclist since 1987 and I have a keen eye for detail and always give 100% to my work. I have valeted a wide variety of motorbikes in very different conditions and every October-November 2016 • South East Biker Magazine

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MOTORCYCLE CLEANING

customer has been very happy with my work. I am based near Sevenoaks Kent, and I can come to your home or you can leave your motorbike at my premises to be valeted. I cover Sevenoaks and surrounding areas, but can come further for an extra charge.

Gleam Machine Motorcycle Valeting are focused on providing a high-quality service and customer satisfaction.

My charges are £30 per hour, most bikes take between 2-5 hours to valet, some take even longer depending on size of bike and the condition.

For more information check out www. gleammachinemotorcyclevaleting.co.uk or call 07771-802-831

vehicle is a must anyway, as when parts need to be stripped down, repaired, maintained or inspected, having dirt or grit around will only cause you a problem or shorten the usefulness of the part’s life span. Cleanliness is king in the competition world.

After all Formula 1 technicians don’t work on any part until it has been meticulously cleaned first for a good reason”.

Have a look at the extremely impressive website www.spiderve.com and in particular the before and after section. Bruce can be contacted on 01892 826116 or spiderve@btinternet.com

CRYSTAL MOTORCYCLE CLEANING BY JOHN ALLSOPP

SPIDER VEHICLE ENHANCEMENT

Bruce Stevenson runs a specialist detailing company, based in Pembury, Kent. As well as offering various levels of cleaning and protection services, he is skilled in paint refining and detailing with options such as wheel resprays. In Bruce’s words “15 years of building and competing racing motorcycles on a tight budget taught me to make the most of what you already had. If you can’t have the newest version of something, make sure what you do have looks and performs as good as it possibly can. Keeping things clean on a competition South East Biker Magazine • www.southeastbiker.co.uk

I recently had the pleasure of visiting Reca Community Café in Maidstone. (Reca Community Biker Café, Unit G2 Powerhub, St Peters Street, Maidstone, Kent, ME16 0ST).

7

MOTORCYCLE CLEANING

Whilst making arrangements I got into conversation with Issy Godden who has just started up a bike cleaning business and he volunteered to meet me there to give my trusty steed the TLC I am often too busy riding to lavish on it.

Issy describes himself as a ‘colourful character’ and, having met him, I agree that he meets the definition of being ‘full of variety or interest’.

Issy (born and bred in the area) started riding aged 17. His first bike being an NSR 125. He attended a BMF free rider training course and ended up becoming a voluntary CBT instructor as well as part running the scheme. (This falling into things seems to be a re-occurring theme for Issy).

Due to family pressures he had to take a step back and, shortly after the scheme folded. I’ll let you all draw your own conclusions about that!

Issy moved on to a succession of 80’s bikes including the iconic V-Max. For those of you too young to remember it could be described as a cruiser motorcycle made by Yamaha since 1985, known for its powerful V4 engine, shaft drive, and ‘distinctive styling’. Basically, to me it looks like a bike version of an American muscle car/drag racer.

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

Issy has been a regular attender of the Whitstable Toy Run which involves bikers delivering sack loads of presents to the QEQM Hospital to be handed to sick and less fortunate children.

At one such meeting he was approached and asked if he would like to join the Thantos Nomads.

Not long after it seems he has ended up as their secretary!

A few months ago Issy was unfortunately involved in a collision with a car whilst riding his MT07 and ended up off work for two weeks.

Unfortunately when Issy returned to work as a bus driver his injured leg gave way. He has since seen four consultants and had several MRI’s as well as numerous X-Rays.

The MT07 has been replaced with a Honda Blackbird which Issy loves.

Sadly Issy was laid off in January. As a man who had worked all his life Issy was not prepared to give in. When the owner of Reca suggested that he set himself up in the bike cleaning business Issy did not let the grass grow under his feet and was off to get advice with setting up his own business.

Issy is an enthusiastic biker and sees this new venture as an ideal job. He now also offers mobile valeting as well as regular sessions at Reca. In the future he hopes to promote links with local dealers and cafes to provide his services there.

Issy offers a full Valet from £18. Or for those in a hurry the ‘wash and wipe’ for £5.

He uses the Vulcanet range of cleaning products as well as air drying on the valet.

He did an amazing job on my bike. I hardly recognised it after he had finished buffing it!

I would strongly suggest that you get in contact with him to beautify your ride.

He can be contacted on his Facebook page.

A man after my own heart is summed up as he says ‘bikes are my life, always have been’.

ALLYEARBIKER

We decided to treat our bikes (and ourselves) to a thorough clean and ACF50 treatment before the coming winter. Joel and Emma from All Year Biker turned up and worked their magic, putting my feeble cleaning efforts to shame!

They were really thorough in attention to detail and bought my neglected Tiger back to showroom condition. Not only does it look fantastic, but it is now protected for a year against corrosion and will be easier to clean in future. The ACF50 treatment not only protects the bodywork but electrical 9

MOTORCYCLE CLEANING

Before After

Before After

Before After

components and moving parts such as brakes and suspension. Top job! Here’s how it works…

STEP 5: DRYING Using warm air blower.

STEP 1: DEGREASER Full degreaser removes most evident surface muck, including chain.

STEP 6: MASKING Wheels, brake discs, pads and paintwork.

STEP 2: WHEEL Special Alloy cleaner for alloys and a good scrub with degreaser.

STEP 3: TAR REMOVER Black spots around wheels, exhausts, rear mud guard etc.

STEP 4: TRAFFIC FILM REMOVER FOAM Remove buried oil and diesel from the paint work and other components.

10

STEP 7: ACF-50 ACF-50 treatment then wipe over including wheels, calipers, and general polish.

STEP 9: WAX POLISH Wax based polish with degreaser on the paintwork.

I was always a bit sceptical (okay, tight fisted) to pay for a motorbike to be cleaned and treated. Thanks to All Year Biker I have seen the light…

Joel can be contacted on 07547 010 276 or joel.tozer@allyearbiker.co.uk.

October-November 2016 • South East Biker Magazine

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‘THE POISONER’

THE TALE OF A POORLY KDX 200?

As Terry ‘The Poisoner’ Dunn writes this, summer is in full swing. The sun is out (mostly) and he’s been regularly biking to work, getting some weekend rideouts in and done a couple of trackdays. Fantastic! So, what are his current thoughts? Winter is just around the corner, with wet weekends, the cold, and if we’re really lucky a bit of snow. Okay, so let’s be ready.

W

ith winter coming, I went out and bought myself an off roader; a 1989 vintage Kawasaki KDX200. A bargain too, or so I thought. Acquired from a mate’s (my riding compatriot Scott) mate who needed the dosh, for the princely sum of £700.

“It’s good as gold.” He said. “Running great when I last parked it up.”

Further enquiries revealed that he’d last ‘parked it up’ in 2012 and hadn’t even cleaned the mud off it from that last ride. Admittedly, it did fire up fourth kick right there on his driveway and ran ok — a bit ‘ticky’ but hey, that’s two strokes. Sold.

I got it home and after a thorough cleaning off of the baked on crud (no mean feat in itself) I gave it a basic service. New plug, oil change and coolant… and there was my first concern. 600cc of black coolant came out and 900cc of blue coolant went back in! Again, it fired up straight away but by the fourth blip of the throttle each subsequent blip coincided with a jet of new coolant squirting

12

out of the overflow pipe. The system had instantly pressurised. Head gasket gone!

I ordered a gasket set and while waiting for its arrival set about the rest of the bike. Pulling the swinging arm out of a dirt bike is child’s play. It October-November 2016 • South East Biker Magazine

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

13

‘THE POISONER’

was my intention to give the well scuffed thing a quick dust over with the spray-on Hammerite.

Trying to catch all the needle rollers as they fell out of the bearings and onto the workshop floor was a different type of game! Replacement Kawasaki bearings were £21 each! A pair from the local bearing shop was £12.50. Cheap fix.

The brake pads were actually good, although the complete systems front and rear got a serious service and bleed through.

The air filter was very good at its job. There was no lid on the top of the airbox. I could have planted spuds in the soil encrusted foam cylinder. Cleaned that and bagged a replacement lid from eBay. Then I confronted the wiring loom, or ‘multi coloured, odd thickness mixed bits of wire cobbled together plate of spaghetti’ as I liked to call it. Now electrics are a black art as far as I’m concerned but a dirt bike loom is about as basic as it gets and if you are methodical it’s not too difficult. Besides, the one thing this bike actually did well was run so it was really just a clean and tidy up job. After buying a big 14

bag of proper wiring connectors from Kojaycat I set about making things good.

The gasket set arrived. Good, now let’s get that shot head gasket sorted. Again, two strokes are pretty easy to work on, especially single cylinder machines, so out with the remaining coolant and off with the head and barrel. The next things to hit the workshop floor were all the parts of the broken KIPS power valve system!

It’s made up of half a dozen separate components.

Twice that amount of bits came out of my bike.

Completely trashed, and yet the thing still ran!

Again, Kawasaki wanted the earth for a full replacement set. A bit of net surfing and £99 secured a superb set of stainless steel replacements from Motoduro. They couldn’t have been more helpful with help and advice. Re-assembly was the reverse of disassembly and yes, the head gasket was completely shot.

I rebuilt the forks, £20 for oil and seals and there you go, chassis sorted. Not the great bargain I originally thought but still cheapish and now ready October-November 2016 • South East Biker Magazine

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15 13/07/2016 15:25

‘THE POISONER’

to go after submitting it to an MOT. Passed easily enough although the sports bike shop I took it to had some fun trying to stop a very lightweight bike with big knobbly tyres jumping up off their rolling road! And they called themselves professionals. Ha! My trusty oppo Scott, who also has a KDX, (remember him putting me onto this ‘bargain’ bike), on hearing that the work was completed stated the obvious: “A test ride is in order.”

So we bunged the pair of them into the back of his van and tootled up to Andover where there is a well known green lane and off road area. All the effort (and unexpected expense) was well worth it. It’s an absolute blast. A proper off road machine rather than the modified trail bikes of my youth (I still miss that jacked up DT175MX) it takes

the ruts and bumps in its stride rapidly pointing out what an out of shape old man I’ve become.

No complaints though. Sweaty ear to ear grins at the end of the ride. Scott said that it was my rebuild that had prompted him to get his own one ready. He did admit though that for him that

just meant filling his bike up with fresh pre-mix. It’s tough work in his garage then!

So now, while we ride through the summer months, the KDX sits patiently in the corner of the workshop, biding its time till the seasons turn.

Me too.

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1

October-November 2016 • South East 23/03/2016 Biker Magazine 10:45

BIKE REVIEW

HONDA CBR650F

L

argely overlooked among the current favourites of retro, urban, scrambler and adventure style motorbikes, the middleweight Honda still merits a place in the Japanese giant’s line up.

Less focussed then the supersport CBRR600 and with 84bhp compared to the 47bhp of the CBR500R, the Honda is designed to appeal to everyone from those who are looking for their first bike bike to experienced riders who want a practical, everyday sportsbike that will do pretty much everything on the road or even track.

The bike looks sharp and up to date with recognisable Honda styling. I rode a red, white and blue version, but I prefer the more edgy black and gunmetal grey versions.

The riding position is more comfortable than the 18

600RR but still retains that sports position.

The clip-ons work well, both when pottering about in town or when getting your head down. The seat is comfortable enough and height shouldn’t put anyone off.

The four cylinder engine is classic Honda, smooth and efficient with plenty of power and torque on tap when given the beans.

It asks to be wound up and as you get higher up the revs the bike really takes off. It’s not intimidating in a Fireblade way though. You could have loads of fun on the CBR and still have a licence.

Build quality and detailing is up to Honda’s usual high standards. The weight is 211kg, slightly on the bulkier side for a middleweight these days but is well balanced when on the move. The 17.3l fuel tank should be good for 200 miles with a claimed 59.3mpg.

October-November 2016 • South East Biker Magazine

BIKE REVIEW The suspension and brake set up is spot on for a bike of this spec.

The brakes have plenty of feel in them and won’t catch you out. The instruments are clear and simple to master. There are no complicated electronics or over elaborate menus to scroll through either.

Overall it’s hard to find any flaws in the CBR650F, it’s a well packaged, everyday useable sports bike. However you don’t see an awful lot about and one reason is that this sector of the market is swamped with brilliant motorbikes, some very competitively priced. And with motorbikes increasingly becoming leisure items rather than everyday vehicles, it may be harder to shift a bike like this in decent numbers.

It sits above the CBR500F and below the CBR600RR so even has competition on its own showroom.

But if you are after a good looking, well built, reliable

motorbike that will handle commuting, touring, track days and put a wide grin on your face, then the CBR650F is well worth a test ride.

Why not have a word with Tippetts Honda of Surbiton.

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

USEFUL INFO

HONDA CBR650F

Engine �������������������������Liquid cooled DOHC inline 4 Displacement ������������������������������������������������������ 649cc Max Power output ��������������������������������������������84bhp Fuel tank capacity �����������������������������������������������17.3L Drivetrain ������������������������������������6 speed chain drive Seat height �������������������������������������������������������810mm Kerb weight �������������������������������������������������������� 211kg Price ��������������������������������������������������������������������� £7099

19

BIKING BUSINESS

John Harris Motorcycles J

SEB drops in to see the team at their Crowborough shop for a cuppa.

ohn Harris opened his motorcycle business in Whitehill Road, Crowborough in 1975. The following year his brother, Steve, joined the company. They initially started selling new CZ and Jawa motorbikes.

In 1985, JHMC took on a Solus Honda franchise which ran until 2008. Since then, the focus has been on used bike sales, clothing, servicing, repairs and MOT work. With a much deserved reputation for high quality service and motorcycle knowledge that stretches well beyond the local area, JHMC has a large, loyal customer base.

This year the business has started a refurbishment process with the interior being completely redesigned in a very trendy rustic wooden style! It is much easier to navigate and everything is neat and well displayed.

In October the new online shop will be up and running and, over the next few months, the workshop and shop frontage will be updated, giving a much more contemporary feel to the whole place whilst retaining the much valued level of service.

So what’s different about JHMC? In Steve’s words, “Our policy is to treat customers how we would like to be treated ourselves”. A simple philosophy, but one that has been proved to work and guarantee happy

20

and loyal customers.

In the smart new clothing department, quality is the name of the game. Nolan, X-Lite and Grex helmets accompany Gaerne boots, Red Torpedo Clothing and Five gloves in the kit department. Premium brand Halvarssons clothing has been a mainstay since 2008, with many repeat customers. Steve and the staff will advise new or experienced bikers on the best kit for their requirements. All the staff are motorcyclists, with many years of experience between them, who ride all year round. That counts for a lot when investing a decent sum in keeping yourself warm (or cool!), dry and protected.

The fully equipped workshop can cater for any bike, with servicing and repairs always keeping the staff busy. MOTs, spare parts and tyres can also be supplied plus JHMC has a sonic carb cleaner to get your

October-November 2016 • South East Biker Magazine

BIKING BUSINESS machine running like it did when new.

If you are after a decent used bike, it’s well worth chatting to JHMC. If they don’t have anything in stock, they will be able to point you in the right direction.

Any motorcycle supplied by them will be fully serviced and tested before being allowed off the premises.

You can’t buy experience like you will find at John Harris Motorcycles, combined with a friendly, personal approach to customers and attention to detail, they are well a ride out to.

JHMC can be contacted on 01892 652380 or visit www.jhmc.co.uk

JOEY DUNLOP FOUNDATON John Harris Motorcycles have been involved with and supported the Joey Dunlop Foundation since it was established in 2001. It is an Isle of Man Charity whose main aim has been to create specialist accommodation that will open up the island to visitors with disability. Braddan Bridge House, located in the island’s capital, Douglas, hosts apartments available for the needs of all disabled guests and allow them to experience the beauty of the island and the excitement of the TT street-bike races.

The Joey Dunlop Holiday Home was formally opened on the 6th June 2010 by Linda Dunlop accompanied

by John McGuinness. The JDF is run by experienced staff, many of whom

are ex-racers themselves. The home boasts full facilities to meet the needs of all the guests.

Braddan Bridge House sits at a bend in the road on the TT course, at the end of a fast straight. Viewers from the house can see the bikes race up to the turn, slow, present a great side-on view, then speed off again down the next straight.

If you are part of a club or group who meet occasionally then maybe you can organise a sponsored walk, hill climb, football match, bike ride or anything similar.

To donate to the charity visit: www.joeydunlopfoundation.com to be taken through Paypal donations scheme. Cheques can be sent to Mr. Kevin Quirk payable to ‘The Joey Dunlop Foundation’.

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

All your autumn and winter needs • Halvarssons stockists • • Nolan helmets • Gaerne boots • • Red Torpedo clothing •

Call us now: 01892 652380

Blair House, Whitehill Road, Crowborough, East Sussex. TN6 1JS

www.jhmc.co.uk

South East Biker1016 Magazine • www.southeastbiker.co.uk JOHN HARRIS HP Ad.indd 1

21 22/09/2016 15:28

COMMUNITY

RECA Community cafÉ Having seen some Facebook posts by Reca Community Café and a brief foray of electronic messages I recently killed my curiosity cat and arranged to visit the café in Maidstone. I’m so glad I did. John Allsopp reports…

So after, a play along the relatively scenic A229 (which meanders its way through Hawkhurst, Cranbrook and Staplehurst) I find myself in a small back road near an industrial estate.

Whilst this may not initially sound appealing, the café is 22

situated far from the madding crowd and, as such, it actually becomes an oasis of two wheeled exclusivity. As far as I know this is the only biker café that exclusively caters to bikers.

So, armed with the very kind offer of a free breakfast I grab the owner, Reca (Rick) for a chat.

The man himself has an interesting background. Originally working in gemology and as a jeweller, he went to work in a circus for 12 years. He’s owned a variety of art and craft shops and cafes. He has also lived in a variety of places including Romania.

I also get a sense of some of the

October-November 2016 • South East Biker Magazine

COMMUNITY things that drive him.

“I built it because I wanted to…if you don’t like a job, it’s just wasted time. I like to work. I need a sense of achievement at the end of my day.”

A while back, Reca started breaking old Hondas ‘for fun’. He borrowed some money and, from £75 in his pocket and some old stock from INTA Motorcycles, he ended up with around 60 bikes.

Two years of successful eBay trading reinforced to him that there were a lot of timewasters in the matrix and so, it was time for a new venture.

At the time Reca was renting a flat in Snodland and commuting to Maidstone. This obviously wasn’t viable in the long term and he ended up living in the commercial unit. Reca put in a small kitchen and two bikers invited themselves around for breakfast, the café was born!

It was now time to move to a different commercial unit which could provide more space.

Via the magic of Facebook the word spread and the customers came. Reca’s mission itself was to provide the people of Kent with a stand-alone bike café. I have been and seen the glory of this very achievement.

The location provides dry cover, a free pool table and gym as well as a warm welcome. I can vouch for the food myself. Here the menu is simple and honest with good quality staples being used.

(This is obvious from the first mouthful).

Another nice touch is that the coffee and tea is available not at a set price but by donation to Kent Surrey and Sussex Air Ambulance.

I found the atmosphere great and the people all warm and friendly. And more of that atmosphere, I really felt we were

tucked away in an exclusive club that only lovers of two wheels were attracted to…as a matter of fact, we were!

The facilities were good and with a hygiene rating of 5 as well as a ranking of 14th out of over 200 eateries in Maidstone, you know Reca has it all right.. The shelves for helmets with nearby visor cleaner available are things that someone who isn’t on our wavelength just wouldn’t think of.

Reca runs a community night on a Tuesday (up to 150 people can turn up). “Lots of people meet here and become friends”, he added. Reca himself clearly shows his commitment to the community café by stating “I love this place’”.

He must do as he lives on site!

I really enjoyed my visit and look forward to my next.

The café is based at Unit G2 Powerhub, St Peters Street, Maidstone, Kent, ME16 0ST.

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South EastHP Biker Magazine • www.southeastbiker.co.uk Inta 0113 Ad.indd 1

23 15/01/2013 14:00

MOTORECYCLE UPDATE

We have had a fantastic response to the idea, both from bikers and the public.

After a bit of a damp Mayday in Hastings, the stand at Bexhill Motofest was mobbed and we raised over £400. We have had bikers bringing items into the shop in Crowborough, turning up at shows with loaded panniers and posting kit at their own expense, amazing!

We recently took a trip to the Air Ambulance base

at Marden. We were privileged to meet both the back room staff and the frontline pilots and medics.

While we were there they received an emergency call and had to take off. Just goes to show what a great job all these people do, and it’s all funded by public donations.

The next plan is to have a few local drop off points with local dealers across the region and also put items on the MotoRecycle Facebook page. Check it out!

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October-November 2016 • South East 17/03/2016 Biker Magazine 10:56

NEW GEAR

NEW GEAR NEW GEAR NEW GEAR DOES THE JOB, BOB

The new Clean Bob from Sdoc100 is a simple-to-use splash guard that prevents chain lube from soiling the tyre, wheel rim and/or swing arm when spraying the chain.

Until now, most riders have resorted to placing a piece of card behind the chain when applying lube, to protect the rear wheel and surrounding area from excess spray. This usually makes the application time-consuming, messy and awkward.

The Clean Bob catches excess spray that misses the chain. It is designed to fit onto the valve plate on top of most aerosol cans with a diameter of 57 mm.

It also leaves one hand free to rotate the rear wheel while spraying the chain (lube should only be applied with the engine off and the bike in neutral).

Once the Clean Bob is attached to the can, turn the nozzle towards the shield, position the Clean Bob behind the chain, near to the rear sprocket, and carefully spray a thin layer of chain spray on the inside of the chain, rotating the rear wheel until every link has been sprayed.

After use, the Clean Bob can be wiped clean or rinsed with SDoc100 Chain Cleaner. £3.98 from www.bykebitz.co.uk

TIGER EXPLORER TOURING SCREEN

Skidmarx have developed two touring screens for the new Triumph Tiger Explorer XR and XC models.

Both are 64 cm tall, providing significantly more protection from wind and rain than the factory-fitted screen.

Made in Skidmarx’ UK factory from 4 mm cast acrylic, they are supplied pre-drilled and ready to replace the Triumph screen, using the original fittings.

Owners can choose between standard width and a version that is 3cm wider on each side, for additional protection from the elements.

Available in a choice of clear, light or dark grey tints, both the tall and the tall and wide Tiger screens retail at £64.95 including VAT. Skidmarx also produce a standard size screen in a choice of light and dark tints that sells for £59.95.

A hugger for the XR models is currently in development and details will be released soon.

For more information call Skidmarx on 01305 780808 or visit www.skidmarx.co.uk

SPADA RUCKSACK Spada has introduced an ergonomically designed 30 Litre Rucksack to its expanding luggage range.

Main features: Waterproof & dustproof material; Welded seams & WP zips; External pocket; Webbing securing system; Rucksack style carry straps; Chest and waist securing straps. RRP: £59.99 For more information visit: www.spadaclothing.co.uk

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

25

NEW GEAR

JURBY t-SHIRT

Buy a Wemoto Festival of Jurby T Shirt and help John McGuinness, Conor Cummins, Michael Rutter and Wemoto support the Manx Grand Prix helicopter.

Rescue helicopter ambulances are used during the Isle of Man TT and the Manx Grand Prix practice weeks and race days.

In the event of an incident on the course, one of the helicopters will be despatched, complete with medical staff and equipment to get to the scene as soon as possible.

The helicopters, which have a top speed of 150mph, take an average time of five to six minutes from the first radio alert to arrive at the scene of an incident. Some parts of the TT course are quite inaccessible and speed is of the essence if there has been a crash, so the rescue helicopters are an essential life-saving service which racers rely on.

One of the helicopters at the Manx Grand Prix is funded entirely by charitable donations and all profits raised from the sale of these great Festival of Jurby Helicopter Fund T shirts, endorsed and signed by three TT racing legends, will go towards keeping this essential service in the air.

Available from www.wemoto.com

GIVI SIDE CASES In recent years, the success of aluminium cases has spread like wildfire, thanks to the boom of trail motorcycles and the need to kit them out with the most robust materials for off-road riding. GIVI, thanks to its extensive experience in the world of two wheels, has already embraced the demands of maxi-trail enthusiasts, but has also thought of those riders who love hitting the road for journeys that take in the long way round. As a result, the Italian Brand launches the new Trekker Dolomiti, top-of-the-range side cases that stand out for their lightness, safety and innovative design.

We all know that when preparing for a motorcycle journey, or even for a short weekend break, it is very important to have space for luggage, but to not overload a motorcycle.

In order to reduce weight to a minimum while maintaining maximum strength and load capacity, GIVI has used latest generation materials in the manufacture of its new side cases. Their construction guarantees high durability and resistance against the weather, as the Dolomiti are made from 1.5mm thick aluminium with rounded corners and plastic materials combined with glass fibre finishes.

26

DUCHINNI HELMET

Duchinni’s entrylevel D705 helmet is now available in a choice of four striking graphics that give it an appearance to match the premium brands.

The D705 Syncro has a strong ABS/ fibre composite outer shell that is certified to the latest ECE22.05 safety standard. Its aerodynamic design creates a cleaner airflow over the helmet, which keeps the head more stable and eases strain on the neck at higher speeds.

UV protection shields the shell and the colours from the effects of direct sunlight.

Vents to the top and chin bar, linked to an exhaust vent at the rear by advanced channelling through the EPS liner, keep the head cool as the temperature rises.

The high quality textile lining is also fully removable and washable, so it can be kept fresh and bacteria-free.

The Syncro also has a double curvature visor with an anti-scratch coating, plus a breath-deflector to keep it fog-free, and is fastened by an adjustable micrometric quick-release buckle Duchinni’s D705 Syncro comes in a choice of Black/Neon, Black/Orange, Black/White & Black/Gun, retailing for £59.99. It is available in sizes XS-XL, (and up to XXL in Black/Gun) www.thekeycollection.co.uk

October-November 2016 • South East Biker Magazine

NEW GEAR

RST ADVENTURE BOOT

I was after some lighter weight boots than my heavy duty motocross ones for some occasional summer green laning. Not wishing to spend a fortune as I have found this activity can trash decent boots fairly quickly, I came across these £99 jobs at J&S Accessories in Uckfield. They are advertised as an Adventure boot, which I guess is a touring boot with a bit of light trail usage thrown in. I have to say they are immensely comfortable and were even when first pulled on. The twin clasps and Velcro fixings at the top are easy to use and simple to adjust. In fact the system works better than the ones on my TCX Infinity Evo boots, which are nearly £200 more.

The RST boots performed well on a long distance trial and are comfortable both on and off the bike and, so far, have been completely waterproof.

They probably won’t offer as much protection when tackling some of the tougher off road challenges but when looking at a compromise of comfort and value the RST Adventure boots are worth a look at.

Main features: Polyurethane coated leather; Sinaqua waterproof membrane; Built in shin, ankle and heel protection; One piece heel cup; Moulded anti-twist sole; Vulcanized anti-slip rubber sole; Gear shift pad; Heavy duty twin clasps; and reflective heel pads.

Available from www.jsaccessories.co.uk

KNOX ORSA MKII

Knox have updated their CE approved short-cuff, vented summer riding glove with improved design, fit and smartphone compatibility. The Orsa Leather MKII is one of only a handful of gloves to be fully certified to the tough CE standard for motorcycle gloves [EN13594 2012]. To achieve certification, the Orsa had to pass 15 separate tests assessing – amongst other criteria – material content, sizing, dexterity, restraint tests, tear strength, seam strength and resistance to abrasion, cutting and impact.

The Orsa also features the patented Knox Scaphoid Protection System, which helps prevent hyperextension of the wrist during a slide, protecting the vulnerable scaphoid bone, which is commonly fractured in accidents.

A class leading, three-part knuckle guard, made up of memory foam, impactabsorbing honeycomb gel and a hard plastic shell, protects the top of the hand. Scope sliders are also incorporated on the top of the finger section.

FIT AND FEEL: The Orsa is made from tough cow hide leather on the upper, with soft and flexible goatskin on the palm, which gives the wearer a high level of feel and feedback from the controls.

Elasticated stretch panels have been added to the back of the hands to improve dexterity and the fingers have wrap-round, seamless ends for superior comfort, with smartphone compatible material on the tips, so you don’t need to remove your gloves to operate sat nav, etc. The back of the hand, fingers and thumb are perforated for ventilation.

BOA CLOSURE: Fastening comes in the form of Knox low-profile BOA wrist closure system, which ensures consistent tightening and a perfect, micro-adjustable fit. It also ensures the glove will not come undone during an accident. The BOA’s low-profile design means it sits comfortably under jacket cuffs, for extra comfort and ease of use.

A NEW LOOK: Re-styled for 2016, the MkII Orsa comes in classic Black and White Colour ways, with more subtle branding and detailing throughout. The gloves is available in black and white, in sizes S–XXL at £79.99 including VAT. www.planet-knox.com.

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

27

BOOK REVIEWS

Triumph Speed Twin & Thunderbird Bibles Triumph launched a new version of the Speed Twin to much acclaim last year and this lovely book charts the story of the famous models. It’s not cheap

at £35 but would be a delight for any Triumph or British bike fan, particularly if you are an owner or potential owner.

Packed full of photos, development history, technical specs and images, the book works well, both on a technical front and for anyone with an interest in motorcycle development. The author, Harry Woolridge, spent 30 years working at Triumph’s Meriden factory so I imagine he knows a few things about the bikes.

Priced at £35, it is published by Veloce. www.veloce. co.uk, telephone: 01305 260068

WIN A COPY

We have a copy of The Triumph Speed Twin & Thunderbird Bible available to one lucky SEB reader!

To win it, answer the following question: What is the name of the town where Triumph Motorcycles are currently based? You can enter via email to nick@southeastbiker.co.uk, via the contact page on the SEB website (www.southeastbiker.co.uk) or send a personal message via our Facebook page. Closing date is October 31st. Be sure to give us your contact details.

THE RUGGED ROAD While undertaking my own roadtrip this summer I read this remarkable account of two women motorcycling across Africa. It put my own exploits into perspective!

Theresa Wallach was an incredible woman, she competed in trials, scrambles and road races, being one of the few women to lap Brooklands at 100mph. She was the first woman dispatch rider in the Second World War and was the first woman in the USA to set up and run her own motorcycle business, selling and servicing Norton and Triumph. She was active in the Women’s International Motorcycle Association until her death in 1998, aged 90. She never owned a car and rode motorbikes until she was 88. Surely a fitting subject for a film?

The remarkable story of two women, the first in the world to drive the length of Africa, and the first people to cross the Sahara on a motorcycle. London to Cape Town overland by motorcycle and sidecar, pulling a trailer. No roads, no back up — just straight 28

across the Sahara through equatorial Africa, and South to the Cape — in 1934/35, without even a compass! Undeterred by nomads, sand drifts, heat, rain, rivers, breakdowns and politics, Theresa Wallach and Florence Blenkiron completed a journey that might well defeat a modern motorcycle, and Florence even rode back again as far as the Sahara. From oasis to oasis arguing with the French Foreign Legion for permission to continue, and winning; fashioning a tow hitch for the trailer when it broke in the desert; rebuilding the entire engine from scratch in Agadez: meeting gorillas, lions and snakes on the road, staying in African villages and meeting an amazing variety of friendly and helpful people. Not to mention having an accident in Tanganyika with the only car seen on the road. This second edition contains rather more information on the life of Theresa Wallach and especially her travels in the USA after her amazing journey to Cape Town. It also contains a few additional photos and where new information has come to light this has also been included.

Available from Amazon for £14.95

October-November 2016 • South East Biker Magazine

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29 13/03/2015 10:12

ADVENTURE & TRAVEL

WHAT MAKES A GOOD BIKING ROAD? John Allsopp has ridden most of the best in Europe…

W

ell, many of us have heard the saying ‘driving a car is like watching a movie, riding a motorbike is like being in one’.

In my experience that saying can sum up the unique way a bike can make you really feel part of the world around you. For me a great biking road combines twists and turns with multiple types of corner to test your mettle. If it's got a smooth surface and has good visibility, all the better. Now, add to the recipe epic landscape, stunning views, a sense of adventure and you are seriously getting a great biking road.

So, with my mental map book and memories of previous trips I present some of the roads that can bring all the ingredients together and, make a winning feast.

Sure, this is no exhaustive list but, they are all based on personal experience (and I am often heard to mutter…’there is no substitute for experience’).

Also, there is admittedly a massive list of great rides, but I limited myself to those which stay on the same road and not a combination.

30

THE AMALFI COAST ROAD: NAPLES TO SALERNO, ITALY Never attempt this ride in summer as you'll spend most of your time stuck in the tourist traffic (including the dreaded bongo van) that choke this narrow road.

Fleeing the anarchy of Naples and sweeping round the bay, you'll soon pass Sorrento and be firmly into the Rat Pack song sheet: past the Isle of Capri, and gliding through Positano, Ravello and Amalfi itself.

The 50km-long corniche twists and turns, dives and climbs (it's not called The Road of a Thousand Bends for nothing).

October-November 2016 • South East Biker Magazine

ADVENTURE & TRAVEL

THE TRANSFAGARASAN HIGHWAY: SIBIU TO CURTEA DE ARGES, TRANSYLVANIA, ROMANIA Constructed on Ceaucescu's orders in the 1970s as part of his megalomaniac zeal to conquer nature, the Transfagarasan runs across the highest mountains in Romania for 35kms. Do it in summer (it's closed in winter) and you'll leave the baking plains of Transylvania and, 20 minutes and dozens of razor sharp hairpins later, be riding across a rocky lunar landscape before emerging on to the snow-covered plateau.

Ride through an unlit tunnel at the pass and come out at the top of the lush, Arges Valley, where monasteries and gothic castles line the route.

(Proper Dracula ville). Here, you'll look down at the Transfagarasan, snaking its way in sweeping, fast bends and drool at the prospect of living out your Valentino Rossi fantasies. Beware oxen-drawn carts and ancient Dacias! You have been warned.

FURKA PASS, BETWEEN GLETSCH AND ANDERMATT, SWITZERLAND (I think it's named after what bikers generally think when they first see the ribbon of tarmac snaking its way up the near-vertical mountainside). To add spice, there are few crash barriers. To add extra spice, since 1982, when a tunnel was built at 2,100 metres, bikers have the top section almost to themselves. Many high-speed sections, but beware of ice on the road.

Pause at the 2,431m pass and admire the glacier at the summit. Then gaze ahead to the Grimsel Pass in the distance and, if your nerves are still intact, open that throttle again.

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31 12/05/2015 18:00

ADVENTURE & TRAVEL THE 258 GERMANY

A2, THE ANTRIM COAST ROAD, NORTHERN IRELAND 60 miles long and one of the most biker-friendly places in the world. Legend has it Joey Dunlop cut his teeth on this road, the NW200 race is staged in the area, and the locals revere all things biking. Head north out of Larne on to the A2. The road twists in and out of pretty fishing villages, often skimming so close to the sea's edge you feel like you're floating on it. Across the North Channel, just 24 miles away, is the Mull of Kintyre. But, my suggestion is to ride it more than once as the views can get in the way of you navigating the tarmac, as the turns get tighter and the drops tumble into the breakers pounding the cliffs below. At the end? The Giant's Causeway and, after that, the Bushmills distillery. Biking Mecca, Irish whiskey. What's not to love?

CABO DE GATA TO GRANADA, SPAIN

One of my much ridden routes, this ride takes in a massive variety of cultural and climatic changes in its 130 miles. From the heat and stark, volcanic cliffs of Cabo de Gata, through the plastic polybagged fields and greasy-spoon country of Almeria, to the gentle foothills and cleaner, thinner air of Las Alpujarras.

Around you now, you enter a beautiful canyon land, with giant mesas that'll put you in mind of a spaghetti western — no surprise as The Good, the Bad, and the Ugly was filmed here. (In a place also much revisited by me, Tabernas, which still the film sets standing).

On the hilltops stand white Moorish villages and, continuing upwards; immense wind turbines start to appear on the rocky outcrops. Finally, there are the high peaks of the Sierra Nevada, stretching up to over 3,000m, dusted with white. After all that, even the Alhambra feels like an anti-climax. (And, as a visitor to that magical place more than five times I can tell you that is some statement)!

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The 258, also known as Bundesstrasse 258, is a German federal highway that runs over a distance of some 90 miles, from the city of Aachen to the village of Mayen. In the main, the route crosses the beautiful green German Eifel region from its northwest corner to the southeast part.

Leaving Aachen, the road first runs south along the Belgian border. Along this section you will find a 1.5-mile strip near Roetgen where this German highway crosses into Belgian territory. Interestingly enough, this road has no connection to the rest of the Belgian road network and the only notice of the border crossing is a small sign simply reading ‘Belgien’ (Belgium).

After this the 258 runs through Monschau, Schleiden and Blankenheim, where it starts to follow the Ahr river downstream, until it leaves the river again at Müsch. The Ahr Valley, home of some beautiful scenery, is well known for its German red wines. From Müsch the road leads you by the infamous ‘Green Hell’, also known as the Nürburgring.

Of course it’s possible to hop onto the ‘Ring to do a couple of laps but, do check it will be open to the public before you go.

Parallel to the Nürburgring’s long straight, along the 258 on a section called Döttinger Höhe, you’ll find one of Germany’s most famous petrol stations along with their hotel and restaurant. Take a look inside and discover one of the largest model car collections.

The hotel and petrol station have been there since 1927 when the ‘Ring officially opened and the owners can supply you with any info you need and can tell you a good story or two about the infamous racetrack for good measure.

B 242 HARZ, GERMANY. MUNCHEHOF TO HASSLEFELDE This stretch across the Harz West to East is also known as the Harzhochstrasse (Harz High Ridge Road).

It’s a pretty wide road with a silky smooth road surface designed to carry lots of traffic at high speeds…..but there is hardly any traffic ;-). I have personally seen knee down action here. Breaking my rule already!

The Harz offers hundreds of km of virtually empty October-November 2016 • South East Biker Magazine

COMMUNITY piper and a tea wagon. (This is a long sweeper that seems to go on for ever), The road also has straights and good visibility.

(Also, the Kinlochleven loop-B863) HARDKNOTT PASS LAKE DISTRICT mountain roads with more twists and turns than you can shake a stick at. Surrounded by forests, amazing scenery and with historic cities it’s a must visit.

(To be honest any road in the Harz is a great biking road so take your pick).

A82 CRIANLARICH-GLENCOE This road is a must for anyone visiting Bonnie Scotland. The road itself is the second longest A road in Scotland (140 miles from Loch Lomond to Loch Ness).

Glencoe has world class stunning scenery and there are some very nice bends. One in particular is just before you climb up to the layby where there is often a lone

The old Roman road known as the Hardknott Pass is one of the UK’s most taxing motorcycle roads. With a 1 in 3 gradient making it the joint-top steepest road in Great Brtiain, this is definitely not a route for the faint-hearted or those with little biking experience.

The narrow, winding road can seem daunting, but those who rise to the challenge and reach the summit at 1,291 feet will be well rewarded (as long as it’s not raining). The single-track winds through the Lake District between Eskdale and the Duddon Valley, before the Wrynose Pass continues on to Ambleside.

John Allsopp runs 1066 Motorcycle Tours www.1066motorcycletours.co.uk

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The Jenny Lind Inn, 69 High Street, Hastings, East Sussex, TN34 3EW Telephone: 01424 421392 Visit: www.jennylindhastings.co.uk 33 12/07/2016 09:19

TRAIL RIDERS FELLOWSHIP

CHOOSING A TRAIL BIKE Continuing our series on the work of the TRF and what fun can be had on our green lanes, Bob Dixon gives us some tips on picking the right wheels for the job…

I

f you're new to trail riding choosing the right bike can be a challenge. The first question to ask yourself is am I looking for a road bike which can also tackle trails or do I want a trail bike I can take on the roads?

As a rule of thumb, dual purpose bikes which excel at one generally don't do the other particularly well. For instance, big adventure bikes make great road bikes but in certain conditions, such as mud, they can be a liability . Likewise a lightweight, small capacity trail bike is a joy to ride off road but can quickly become tedious if you have to ride any significant distance to reach your intended trail-riding destination. So, like most things in life, trail bikes are a compromise. The trick is to select the best set of compromises for your particular needs.

There are lots of factors to consider. Do you live within easy riding range of trails ? Have you got a van or a trailer? Will the bike have to perform a number of roles such as touring or commuting or will it simply be a weekend toy? What's your inside leg measurement? Joking apart, your inside leg length is more 34

important than you might think.

It's not unusual for a modern dirt bike to have a seat height of 35” plus, which is substantially longer

than the average UK inseam measurement. For some reason, saddle height is the elephant in the room which manufacturers

October-November 2016 • South East Biker Magazine

TRAIL RIDERS FELLOWSHIP consistently overlook in the relentless quest for more suspension travel and, for some reason, rarely gets mentioned by magazine testers. In the real world seat height is a serious issue for many riders and needs careful consideration. Armchair experts will tell you dirt bike suspension compresses with the rider on board and therefore it isn't a problem. Trust me it is. If your bike has a tail pack fitted this will add another few inches which means every time you get on or off the bike you've got to cock your leg almost 40� in the air to clear the bike. Try doing that half a dozen times wearing a heavy pair of motocross boots and you'll start to appreciate the importance of seat height. In my experience more people fall off getting on and off dirt bikes than they do actually riding them.

On a typical UK trail ride you'll encounter lots of gates, lots of

ruts and quite a bit of mud . This means you're going to be doing a lot of stopping and starting and if you can't put both feet on the ground you're going to encounter problems, especially if you're lacking in experience. The most valuable assets a trail bike can have is low weight, a decent

side stand, ease of starting and a manageable seat height.

The weight thing is very important because at some point you're going to be picking it up.

The weight of a trail bike can range from approximately 95kg [we're talking small capacity trail bikes here] right up to 250kgs

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35

TRAIL RIDERS FELLOWSHIP

plus for a fully fuelled large capacity adventure bike.

On a lightweight bike if you get stuck in a rut you can simply dismount and lift or drag the bike out of the hazard. Once you get beyond the 150kg mark you'd best have a couple of able-bodied riding buddies with you. Somewhere in between those two extremes there will be a bike to suit you but it's important to understand the limitations of bikes from each end of the spectrum. Most trail bikes up to 120kgs can be ridden on almost any UK trail year round by riders of average ability. These lighter bikes will tend to be lower capacity and less suited to long distance road use. Once you get up to 150kg and beyond [middleweight 600cc machines] these become a bit more of a handful and experience is required to tackle technical trails, particularly in wet conditions . On the plus side these middle range bikes can make acceptable long distance road bikes and offer a very good compromise between road and trail. Once you get up to litre-plus adventure bikes weighing over 215kg you have to accept there are limitations to using them off road, no matter what the manufacturers or the magazines or the tyre manufacturers say. Experts can do some extraordinary things on these big bikes but the rest of us have to exercise extreme caution when riding them on mud or navigating tight technical trails because they can 36

very quickly bite you. An adventure bike can certainly be ridden in some fairly extreme conditions but, speaking from experience, they require so much rider concentration to keep them shiny side up the fun goes out of the ride. They can be tamed slightly with aggressive off road tyres but on a large capacity adventurer bike bike these wear so rapidly on the road they can't be considered a viable option.

To sum up, if you want to cover big road miles fitting in some trails along the way then it's got to be an adventure bike, alternatively if you want to get down and dirty and hone your technical skills on single track trails a lightweight will be the best choice. Have a cold, hard look at what you want to do with your trail bike and let your head, not your heart make the decision. Detailed advice on choosing the best kind of bike can be found on the TRF forum http://www. trf.org.uk/forum. You'll also find help and guidance on where to ride off road in your particular area.

There is also plenty of local information on Facebook; Sussex TRF (Trail Riders Fellowship), Kent TRF, Herts TRF, Essex TRF, Kent TRF and others.

Bob Dixon runs AdventureRide who specialise in taking riders off road on some of the country’s best trails. bob@adventureride.co.uk www.adventureride.co.uk October-November 2016 • South East Biker Magazine

Service • Repairs • Tyres Suspension Set-up MOTs by Appointment 17 Years Main Dealer Experience

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CLASSIC CORNER

Photo by Sharon Benton www.sharonbentonphotography.co.uk

Classic Bikes.

What to Buy?

Having decided to buy a classic, you need to make some more decisions. Are you ready for the many hours spent at the side of the road awaiting the breakdown truck? Happy to spend all your spare time on maintenance? Weekends taken up chasing that missing part? Only joking...Julie Diplock gives us some tips

F

irst you need to decide what motorcycle to buy, and there are a number of considerations to be made. It would take a book to go into all the options, not a short article, so I’ll just cover some pointers.

What type of motorcycling interests you? A machine from the dawn of motorcycling will give you a real sense of achievement once you master the hand gear-change, lever throttle and manual advance/ retard, but for some people 38

the thought of acting as the engine’s ECU is just too much.

Maybe a small and manageable lightweight, ideal for local shows and rallies. Or perhaps something with a good turn of speed, suitable for holidays abroad? By and large, if you want to do serious mileage on a motorway then you’ll be looking at an overseas bike, with the exception of some of the later twins such as Norton Commandos and 750cc Triumph Bonnevilles and obviously the

Hinckley-made Bonnevilles.

Once you’ve decided what type of bike you’re after you can think about different makes and models. Further points to consider are the spares situation. Do your homework on spares availability; find out how easy consumables such as clutch plates and engine components are to obtain. Many common British machines from the fifties and sixties such as the BSA A10 series and Triumph twins have extremely good off-theshelf spares supply, courtesy of a

October-November 2016 • South East Biker Magazine

CLASSIC CORNER

Unrestored vs restored pre-War Francis-Barnetts.

Photo: Keith Fryer, www.phoenixphoto.co.uk

number of suppliers. Conversely, a standard exhaust system for a four-cylinder eighties Japanese bike can be unobtainable. It makes sense to get in touch with the relevant owners’ club, and go along to a club meeting or show and chat to owners. Many one-make owners’ clubs run spares schemes, or have lists of suppliers available.

Condition will often be determined by the budget available, but you will often find that an initial outlay on a nicely-restored running bike will be worth it in the long-term, unless you are seriously into workshop activities. For some, the spannering is all part of the fun, but it should be remembered that it often costs roughly as much to restore a relatively low-value lightweight as it does a top-of-the-range machine; so often the small-ads boast

‘thousands spent, for sale £2000’.

Building a bike from a collection of spares or a basket-case can be done, but is probably not for the faint-hearted. It’s expensive and time-consuming, but if you’ve got the skills and access to a well-equipped workshop then it can be a way of owning an otherwise unaffordable machine and of having the satisfaction of

building it yourself and knowing exactly what work has been done.

Sometimes that perfectly restored bike boasts an engine with issues, where the previous owner was only interested in the cosmetics, or had different ideas as to what constituted acceptable wear. Just because it’s shiny on the outside doesn’t mean it works on the inside!

CONTACTS

www.realclassic.co.uk: Good ‘What to Buy’ section and loads of roadtests.

The British Classic Bike Guide: Author Frank Westworth published by Haynes ISBN 978-1859604267 CLUBS www.britishtwostrokeclub.org.uk www.BSAOwnersClub.co.uk www.NortonOwnersClub.co.uk www.sunbeam-mcc.co.uk for pre-War machines www.suzukiownersclub.co.uk www.tomcc.org – Triumph Owners’ Club www.vjmc.com – Vintage Japanese Motorcycle Club Julie Diplock runs ELK Promotions who organise the Classic Shows at Ardingly and Classic Bikejumbles. www.elk-promotions.co.uk

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

39

A Testing Time:

passing my DAS Following on from our recent article on the hurdles needed to be jumped to obtain your motorcycle licence, one young biker, Chris Gee, tells us his story…

I

started riding later than most, while a lot start in their teens, I started in my twenties.

After six months on the road, I decided it was time to try to get my full licence. I found out it’s quite a process nowadays.

First of all, I was lucky enough to be over 24 so could go straight to my DAS instead of being restricted; this did mean though I went from riding my 125cc to a 600cc and didn’t ride any of the in-between bike capacities. That in itself wasn’t too bad. After very little training, I was fine on the big bikes, but I had so many bad habits from riding the 125.

Passing your DAS nowadays is a four part process. Starting with the CBT, that was easy, and I already had mine. Next is passing the theory test; I borrowed an instructional CD from my friend, mostly did mock tests until I knew what I needed and then practised the hazard perception. On the CD, the hazard perception was all videos taken from a camera. When I actually did my theory test they

had swapped to CGI video for this section. The main problem I had with that was the frame rate was so choppy in the videos that I started to feel sea sick and it took me quite a while to get rid of the headache it caused. Either way, I passed without any issue but I hope that for future students the DVLA upgrade their computers to something from this century that can handle the test material.

The only other thing I can say to anyone doing their theory is do not lose your pass paper — you can’t get another one and you need to have it for every test onwards. I spent two hours searching for mine when I booked my training.

The Mod 1 section of the test is next. The most important part of the Mod 1 is slow control of the bike, you use the clutch more here than on the Mod 2, really with very little practice it is easy to pass.

My problem is always nerves and over-thinking everything. I had to do an emergency stop twice as I was too slow on the first attempt; I went way too fast on the second,

but luckily enough still passed – I think my examiner threw me a bone on that one!

My big problem came with the Mod 2 test. It took me several attempts to pass. I had picked up so many bad habits from riding my 125. For a while, I thought it was impossible for me to pass.

After the first fail I felt quite down; I got no minors but one major for pulling out of a junction too close to a car. I actually didn’t want to take the test again. I had found it so stressful and I was so tired from all the training that my head just said ‘no’.

My instructor convinced me to take it again two weeks later.

Unfortunately that was when I had an accident; it was a silly mistake in bad weather. I went over a wet drain and came right off the bike at 50mph. I ended up being taken to the hospital in Margate – I live in Maidstone so getting home was interesting. Everyone at the hospital made the same joke when they found out I was on my test ‘so, did you pass?’

After my instructor collected the bike, she picked me up and took me home. It had been a very long day and all I had to show for it was a fractured wrist. Needless to say I waited a while before attempting it again.

When I finally passed my test it was mostly uneventful and I was so much calmer during the test which helped. I got six minors but I was just happy to pass.

In the end I have a quite unique story about passing my test, but the only thing I can say is, it was so worth all the stress and hassle and, if anything, I am happier than I ever would have been if I had passed first time. If anyone is struggling to pass all I can say is keep trying; it is well worth it in the end.

With thanks to C. White Motorcycle Training.

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