Fast Bikes Magazine September issue **20 PAGE FREE PREVIEW**

‘WHY WE GO RACING...’

PROJECT 37:

BEST BOLT-ONS B WORKSHOP TIME TO GET THE GSX-8R T UP TO SPEED U

WHAT IT TAKES TO RACE AND PODIUM IN AN INTERNATIONAL ENDURANCE RACE

SE P ISS TEM UE BE 419 R 2 0

24

WHY BIG BRANDS SPEND BIG MONEY TO RACE

24 HOURS, FLAT OUT!

BLA AST FROM THE T

PASST LAPPING UP THE BRILLIANCE OF A TOP 10 SENIOR TT FINISHING GSX-R1000…

THE TOP 9 BIKES WE WISH

WERE STIL L HERE

AND W H ABOUT AT’S SO GOO THEM D

ISSUE 419 SEPTEMBER 2024

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40

THE KNOWLEDGE TESTS

COLUMNISTS

It’s mad to think Suzuki no longer makes a GSX-R1000… especially having just ridden one that finished top 10 at this year’s TT.

He’s riding so well, Iddon’s needing several new trophy shelves at home.

Blast from the past......................... 16

Wish they were here ......................28 So many great bikes have come and gone, but here are nine we think should still be in production today.

Used Bike Guide..............................54

Who doesn’t love an ’04 Fireblade? Well, even if you don’t, check out our used buyer’s guide on this beast.

Project 37: Part 2 ............................60

After Tim’s track debut on Suzuki GSX-8R, it’s time to treat it to a bit of bling in the workshop.

Christian Iddon ...............................96 Alternatively, scan the QR code on this page and order your next copy today. We will send it directly to you!

Steve Parrish...................................98 More madness and wisdom from the man they call Parrish.

FEATURES

Why we go racing…........................40 What’s the big hook for brands to go racing?

We find out from Honda.

24 hours flat-out! ............................68

Ever wondered what it’s like to race in a 24-hour motorcycle race? Well, Joe’s account tells you everything you could wish to know.

To pre-order your next issue of Fast Bikes, head to classicmagazines. co.uk/pre-order-fb

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WELCOME

Up in smoke

T

here’s nothing comparable with the ear-shattering cackle of a 500GP machine. No matter how often I hear one, it never fails to startle me and rattle my senses. I was at Suzuki Live a few weeks back, being primarily there to test this issue’s GSX-R1000 cover bike, but while I was at it I found myself mesmerised by the frequent fire-ups of Team Classic Suzuki’s array of two-stoke Grand Prix machinery. The sound, smell and mechanical marvel of such bikes never failed to draw a crowd, pulling folk in faster than a seagull spotting chips, burying them beneath the kind of hazy blue smoke that’d be assured to put hair on your chest. I had to laugh, because for all the glee on people’s faces, there were also plenty of onlookers with their fingers

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in their ears, grimacing with pain each time revs were added into the equation.

Yet, for all their discomfort, they couldn’t bring themselves to step away from the source. I couldn’t either... the closer I got, the more alluring these bikes seemed to be. Why? I guess because they are a world away from the one we now know.

They sound different, smell different, and perform different. The engineering involved is perhaps a fraction as complex as what goes into contemporary equivalents, yet it somehow seems there’s so much more going on with these bikes. One RGV had its side panels off while being warmed, giving access to the side-mounted carbs that spat out atomised fuel like a dribbling drunk. In a world where an electric lawn mower can be blamed for creating a hole in the ozone, machinery like this is somehow so

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refreshing and tangible, being up there with the allure of a V12 Merlin. I lost track of time watching these bikes, not exactly knowing what I was looking for or expecting to happen; like all those around, I was lost under their spell, which would only break following the hit of a kill switch. The noise would stop, the smoke would vanish, and the crowd would part and go about doing whatever it was they were doing before they’d been lulled in.

And so the process would repeat with every fire-up. It never got old, and I don’t think it ever will. It’s amazing how fast technology is advancing, how impressive new power systems are, but actually sometimes what you want and need more than anything is a good rattling of your cochlea and coating in microscopic two-stroke particles. It works for me.

Enjoy the mag,

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BMW R1300 GS ADVENTURE UNLEASHED

It’s probably a terrible stereotype to say that the Germans like order and organisation – but they do like things to run on a familiar schedule, we reckon.

Hence this: the new R1300 GS Adventure, launched about a year after the new base R1300 GS. As ever, the variant comes with a slightly weird combo of more luxury touring ability and more hardcore off-road chops, making it look more suited to the dirt, while adding 30-odd kg. The idea, we guess, is to sell the dream of super-long-range adventuring with your significant other, while being able to take on any route. How many customers end up doing any of that is another question, of course…

The basics remain the same as the standard 1300 GS: the latest generation 145bhp water-cooled Boxer engine, with the gearbox slung under the crank, mounted to a sheet steel fabricated frame with alloy rear subframe and the EVO versions of the Telelever and Paralever monoshock suspension systems at either end. The Adventure has a tougher rear subframe though, with some forged aluminium sections; all the better for carrying bigger loads, we imagine.

The most obvious change is to the fuel tank and bodywork, which looks and feels much more massive. The tank is a boxy aluminium 30-litre job, which will please those who hate stopping for petrol, and has a new clip-on luggage mount system that lets you add bags and storage nets on the sides, as well as the usual top-mount tank bag. You get more weather protection from the winder tank surround, as well as a larger windscreen and extra wind deflectors, plus standard hand protectors which incorporate the indicators now. BMW’s also added some new trick LED riding lights either side of the

10 SEPTEMBER 2024

headlamp, which are super-flat and integrated nicely into the bodywork.

The other big change is on the equipment front.

The Adventure comes with the firm’s DSA electronic semi-active suspension set-up as stock, which is an option on the base bike, and there are a few other standard fit luxuries, like keyless ignition, tyre pressure monitors, hot grips, cruise control and engine brake control. But there’s loads of new options too, including the new ASA automatic transmission, which replaces the clutch and gear levers with electronic actuators, giving automatic and manual-override transmission options. BMW has designed a new aluminium hard luggage system that includes magnetic USB power connectors for charging inside the cases and for extra add-on lights.

The cases can also be fitted with extensions for even more capacity. And the options list is massive, with treats like forged Enduro wheels, radar-assisted cruise with front and rear collision warnings, adaptive height adjustment for the short of leg, and loads of luggage, heated seats, different seat heights, emergency call... you name it. It’s all controlled by the latest 6.5in colour TFT LCD dashboard with Bluetooth phone link and the BMW Motorrad app.

Impressive stuff, then – but you’ll pay the price for all this, both in terms of weight and RRP. The kerb mass is now 269kg, 32kg more than the stock bike, though some of that will be down to the extra fuel carried. And pricing starts at £18,870 for the standard GSA – but no one buys a standard one, of course. The touring-edition R1300 GSA TE is £20,635 and the TE with the ASA auto gearbox is £21,300.

The new Adventure is expected to be available in dealers by the end of the year.

Keep an eye on our online channels – Facebook, Twitter, and the Fast Bikes website (www.fastbikesmag.com) – for news as it happens.

YAMAHA SHOWS OFF AUTOMATIC TRANSMISSION

DUCATI DESERTX DISCOVERY We are big fans of the Ducati DesertX here – it looks great, goes well, and is real fun to ride. The firm expanded the line-up with a Rally version at the end of last year and now there’s another variant, the DesertX Discovery. As you might expect, it’s aimed at longer-distance work, with a selection of add-on parts that include some slick aluminium hard luggage, hot grips, taller windscreen and a centrestand all fitted as standard. The Bologna engineers have

toughened up the off-road chops too, with beefy fairing and engine bars, reinforced handguards, radiator protector and a chunky sump guard.

That all comes on top of the decent standard kit spec, including the 21-litre fuel tank, TFT dash, cruise control, extensive IMUassisted riding aids and LED lighting.

Performance remains the same too, with the 110bhp 937cc Testastretta engine, off-road bias chassis, 21in front wheel and long-travel suspension.

It’s in the shops now, priced at £17,295.

KOVE MOTO HITS THE UK You might have seen the Kove name in a couple of unusual places of late. The Chinese bike maker has focused on competition, entering three 450 Rally EX bikes into the Dakar Rally this year, as well as competing in the World Supersport 300 championship with its 321RR sportsbike, where it’s managed to get podium finishes to its name already.

And now the Chongqingbased firm has set up a proper UK importer which will bring in the full range of adventure and small-bore sportsbikes. It’s kicking off with the 510X and

Yamaha was the first to bring out an automatic gearbox in recent years; its FJR1300 supertourer got an automated transmission back in 2006, dubbed YCC-S. And now it’s launched a modern version, the Yamaha Automated Manual

800X Pro adventure tourers, which come with solid spec on paper.

The 800 features a 95bhp 799cc parallel-twin DOHC engine in a lightweight 185kg chassis, with KYB adjustable suspension front and rear, 21in front wheel and a colour LCD dash as standard.

Fancy something a bit smaller? The 510X has a 46bhp 471cc parallel twin engine, KYB adjustable suspension, Pirelli tyres and colour TFT dash.

The UK dealer network is being set up now: more info at www.kovemotouk.com

Transmission – Y-AMT. Like the recent Honda E-Clutch and BMW ASA systems, it used computercontrolled gear and clutch actuators, together with a ride-by-wire throttle system, to provide an automatic transmission, with manual override and a ‘sport’ performance auto mode. There’s no clutch or gear lever, just an up/ down switch on the bars, and a mode selector switch. No word on when we’ll see this, or on which bikes, but you’d expect it to feature on the likes of the Tracer 700 and 900 adventure touring models first, plus the other MT models.

ORTH THE PACKTALK PRO £ 405!

WIN W

If you’re a rider, you’re going to need this!

Building on the renowned PACKTALK series, the PACKTALK PRO from Cardo Systems sets a new standard for intercom technology with in-built crash detection, auto on/off functionality, and 45mm JBL speakers.

Featuring Cardo’s reliable Dynamic Mesh Communication (DMC), the PRO connects to 15 users with easy grouping and

auto-healing. It fits any helmet without tools, secured by Cardo’s magnetic air mount, which is glove-friendly.

The PACKTALK PRO includes waterproof IP67 rating, Bluetooth 5.2, over-the-air software updates, fast charging, USB type-C, FM radio, a universal Bluetooth intercom, and a three-year warranty.

Priced at £405, it’s available as a single unit. unit For more information, visit www.pama. co.uk/cardo

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PLANE T FAST BIKES – NEW METAL

, NEWS & REVIEW S

IAN SIMPSON AUTOBIOGRAPHY RELEASED

HONDA UK CELEBRATES ADVENTURES WITH NEW AFRICA TWIN VARIANT Honda has been running its Adventure Roads events since 2017, with amazing tours to places like Iceland, Norway and South Africa, and it’s released a special edition of its CRF1100 Africa Twin adventure tourer to mark the 2024 event in Morocco.

Just 75 of the limitededition bikes will be built, 30 with DCT transmission and 45 with a manual gearbox,

and they are being kitted out with a load of genuine bolt-on accessories. These include a full engine and fairing crash bar install, auxiliary lights and radiator guard, as well as numbered plaques and special graphics. The bikes are priced at £1000 more than stock: £15,699 for the manual bikes and £16,899 for the DCT versions. More info from your Honda dealer.

He was an enormous name in bike racing back in the 1990s, with a BSB and BSS championship double in 1994, and is still the last man to win British Superbike on a British-built machine – the Duckhams Norton rotary.

And now the five-times British champion and three-times TT winner Ian Simpson has released his autobiography, written with legendary bike sports journalist Stuart Barker. The book, called Forever Playboy, tells how the Scottish racer beat legends like Carl Fogarty, Steve Hislop and Joey Dunlop, before nearly dying in his career-ending crash in 2000. The book costs £20 and is available exclusively from www. iansimpson.co.uk. Simpson will also be signing copies personally at various bike events throughout the year; details on the website.

HONDA JOINS UP TO THE TAKE ANOTHER LOOK CAMPAIGN Honda UK is backing a safety drive launched by three Scottish women, all of whom lost their partners in bike crashes. The Take Another Look campaign, set up

by Tracey Marsh, Maureen Rutherford and Jacqueline Dickson, alongside Motorcycle Law Scotland, urges all road users to stop and look again at junctions for motorcycles.

The Japanese bike and car maker is set to double the campaign’s initial reach.

Leveraging its extensive social media channels, Honda will also rally support for the #TakeAnotherLook petition led by actor Sam Heughan. And Honda has announced that it will strive for zero traffic collision fatalities involving Honda motorcycles and automobiles globally by 2050, launching several initiatives to support its goals.

Neil Fletcher, head of motorcycles at Honda UK, said, “Tracey, Maureen and Jackie have shown tremendous bravery to step forward. Their partners were all experienced motorcyclists who loved being out on the road, and we had no hesitation in supporting their campaign.

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“Road safety is everyone’s responsibility, from the manufacturers developing new safety technology to car drivers and bike riders, and the message of the #TakeAnotherLook campaign holds for everyone.”

Speaking on behalf of the three widows, Thomas Mitchell, partner at Motorcycle Law Scotland, added: “We are thrilled that Honda, the world’s biggest motorcycle manufacturer, is supporting the campaign.

“The cases our firm deals with daily for motorcyclists and their families show clearly that motorcyclists are often victims of other road user’s lapses in judgement.

“So, we need to remind motorists that every time they get behind the wheel of a car, they assume control of a machine capable of causing harm to others.” #TakeAnotherLook is also supported by the British Motorcyclists Federation, Motorcycle Action Group, IAM RoadSmart, Biker Down Scotland and Road Peace. More info: www.TakeAnotherLook.co. uk

ALOHA FROM HINCKLEY One for all you old rock ‘n’ roll fans out there: Triumph has released a special Elvis Presley version of its T120 Bonneville to celebrate the Memphis legend buying a load of Triumph bikes for his crew back in the 1960s. The Elvis bikes are officially licensed by the Presley estate and feature the king’s signature on the tanks, as well as special paint and numbered plaques. Just 925 will be built, costing £14,495 each.

END OF HONDA 50S One of those stories that make you realise how things are changing: Honda in Japan has announced it is ending production of petrolpowered bikes of 50cc and below capacity. E-bicycles, electric mopeds and other urban mobility products have undermined the market for 50cc petrol units and tighter emissions have finished them off. No more Cub, Vision, Melody or Express 50s for 16-year-olds to learn on – shame…

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ALL THE LATEST, CO OL ES T & TRICK

ES T PERF ORMA NC E PRODUC TS

ALPINESTARS TECH AIR 7 AIRBAG Motorcycle airbags are becoming more widespread thanks to firms like Alpinestars, Dainese and In&Motion, which are all expanding their product ranges. This is the latest high-end design from Alpinestars, aimed at race/track and road use, which features a dual inflator system so it can

RRP: £950

energise twice in a bad or extended crash. The gas generators are easily replaced, and the airbag works as a standalone unit or integrated into a suitable Alpinestars suit/ jacket. It protects the back, chest and shoulders, with an extended back protector panel to cover the coccyx.

www.alpinestars.com

SPADA TACHI BOOTS A CE-approved riding boot in a slick trainer style, the Tachi boot features a natural gum sole and perforated synthetic upper with silver 3M reflective fabric and a waterproof membrane. There’s full CE protection, and extra comfort from a ballistic nylon padded collar. Concealed lace loops and pull-on heel tab make them easy to get on, and there are smooth heel and shifter overlays.

RRP: £139.99

FURYGAN K12X KEVLAR JEANS Furygan has revamped its Kevlarreinforced riding jeans for 2024 with a new single-layer construction, adjustable knee protector pockets and a stretch denim material. There are also new ‘Ghost’ slim CE armour panels from British firm D3O, and the straight-cut K12X jeans have a AAA protection certificate. They come in two colours, carbon and medium blue, in sizes 26-40.

A reinforced riding shirt perfect for cruising round town on a summer night, the Ridgeback shirt looks good, and is made from AA-rated ‘Armourlite’ cotton/denim material. CE level two armour in shoulders and elbows, plus

belt connection loops and an optional back protector pocket round off the protection. It’s fleece-lined for extra warmth and comfort, and it has a smart, urban style. Comes in black or grey, in sizes S-5XL.

RRP: £209.99. www.furygan.com

RRP: £139.99

www.oxfordproducts.com

OXFORD RIDGEBACK RIDING SHIRT

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www.spadaclothing.com

PRODUCTS

DUCATI CORSE SOFTSHELL JACKET

LS2 ALBA MESH JACKET

Ducati can’t do anything wrong in MotoGP at the moment. But we’re sure it will be appreciative if you show your support with this tidy windproof jacket.

It’s made from an elasticated soft-shell outer that combines three layers of smart material: soft-shell, windproof and breathable membrane, microfleece. Super comfy and super sharp.

RRP: £124.90

Okay, it’s been a disappointing year for blazing temperatures in the UK so far (and even more disappointing in Alba…), but there’s still hope – and a mesh riding jacket is a great thing to have for those super-hot days, when you want to stay cool but remain protected. This LS2 Alba is a well-priced option: it’s fully vented with mesh panels front and rear, CE armour, and has an optional back protector pocket. Impact areas have extra layers of ripstop material, and there are five pockets, including one that’s waterproof. Sizes S-5XL, in black or grey, with red highlights.

www.ducati.com

RRP: £119.99 (+£29.99 for back protector) www.ls2helmets.com

AGV ROSSI MUGELLO 1999 K1-S HELMET He’s been retired for a good few years now, but Valentino Rossi is still the top bike star for many. And fans can still celebrate his royal GOATness with a variety of replica Rossi lids. This AGV K1-S is a budget-priced road lid with a sporty design, and it looks ace in this ‘Mugello 1999’ replica paint job. The shell is a lightweight thermoplastic construction, with two outer sizes and an aero-spoiler. It’s fully CE22.06 approved, uses a double-D strap, has a quickrelease Pinlock Max visor, and washable removable

RRP: £210

HJC R-PHA 12 HELMET Latest full-carbon mid-priced sport lid from HJC, the R-PHA 12 has a new aero design, revamped vent system, and a two-way pivot ratchet visor mechanism. There’s an emergency cheek pad release system to help first responders after a crash, removable washable lining, and some neat design touches: a gold anodised double-D ring strap and gunmetal venting frames. Comes with a five-year warranty and ECE E22.06 approval.

RRP: £499.99

liner. It’s light too, at just 1500g claimed.

www.agv.com

www.hjchelmets.eu

LOUIS MOTO 180 PIECE METRIC SOCKET SET German firm Louis Moto has its own Rothewald range of garage kit and tools, including this 180-piece metric socket set. It comes in a tough hinged plastic case, with 1/2in, 3/8in and 1/4in drive ratchets and sockets that will cover most common bike jobs. You also get T-bars, extensions, universal joints, spark plug sockets and a range of Torx, female star, hex and screwdriver bits too. A good base for a first toolkit, or a handy upgrade for old rusty kit, we reckon.

RRP: £169 www.louis-moto.co.uk

SEPTEMBER 2024

5

FEATURE

WORDS: DANGEROUS PICS: CHAPPO / JAMIE MORRIS

BLAST FROM THE PAST Two years on from Suzuki calling time on its iconic GSX-R1000, this one’s just finished eighth in the Senior TT. Here’s why…

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BLAST FROM THE PAST

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FEATURE

F

resh from the track, breathing heavily and sweating like a drug mule in Heathrow airport, I couldn’t help but question my fitness and whether or not that chocolate eclair for breakfast was the smartest choice. Maybe not, but I’m not the only one to make debatable choices, with perhaps a bigger mistake being Suzuki’s decision to let go of its flagship GSX-R1000 at the end of 2022. For me, it only seems like yesterday I was spinning laps on this game changer around Philip Island during its launch in 2017, lauding it for its GP-derived engineering, torquey motor and impressively agile chassis.

As a road bike, it was pretty damn good, and on track it would go on to win domestic championships the world over, plus a Senior TT in its maiden year in the hands of Michael Dunlop, who lapped the Island with a 133mph average. It was never the fastest, nor the smartest, but it was perhaps the best overall package on the scene until the last few years, when the likes of BMW’s S1000RR, Ducati’s Panigale V4 and Honda’s CBR1000RR upped their games and rendered it obsolete, with a nigh on 30bhp deficit compared to its rivals.

Suzuki had two choices: go all-out to find more power, less weight and a dash that didn’t look like a throwback from Knight Rider or accept its fate and bow out with dignity. Unfortunately, in my opinion, it chose the latter. But the story hasn’t stopped there, because for all those people hung up on big horsepower figures and shiny trick bits, there are also an abundance of racers and teams that have continued to see the depth and versatility of this discontinued protagonist.

For instance, two rounds in to the Endurance World Championship, it is Suzuki’s GSX-R1000R leading the way in the standings… and a bit closer to home, the

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bike you see before you has recently finished this year’s Senior TT in an impressive eighth place, ridden masterfully by my friend Shaun Anderson. I followed his progress on the Team Classic Suzuki GSX-R incessantly and could not have been prouder of his solid top 10 finish, mixing with the big boys on the factory-backed machines and achieving his own PB of a 130.7mph lap in the process. On paper, there’s nothing too remarkable about his result, what with him being a cracking motorcycle engineer by day and experienced road racer on the weekends, but it’s only when you look a little closer, listen that bit more carefully and take in the mountainsized challenge he faced, you can’t help but doff your hypothetical cap to him and his team.

Having ventured the whole seven miles from my house to Cadwell Park, Shaun wasn’t actually there to greet me with his bike; instead, a man who knows it perhaps even better than Shaun did was on hand, warming the bike meticulously in readiness for my debut. “Just keep an eye on the temperature,” came advice from the team’s front man and guru, Nathan Colombi. “Don’t let it go above 95°c, and if it drops below 70, come in and I’ll put some tape over the radiator. And by the way, remember there’s no wheelie control or traction control, so take your time to get used to it.”

At that point, my stomach promptly dropped to the floor. The realisation hit me that unlike the comparably soft and cuddly production bikes I’m used to riding, this priceless piece of TT history, littered with the stone chips and splattered flies from its last outing, was a mere greedy throttle hand away from obliteration around any one of the circuit’s tight and tricky corners. A bit of sense would have seen me thank Nathan profusely for the opportunity, before finding a seat in the grandstand while someone else

Right: Wheelie control?

Never heard of it.

BLAST FROM THE PAST

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FEATURE

gave it a thrashing. But wisdom and smart choices have never been my forte, so on I hopped and off I trundled.

Even before I got to the track I was mindful that this bike was special. As firm as a brick, and with bars as broad as a bodybuilder, it felt every bit the pukka race bike, with the Motec dash reiterating that guise, telling me that the engine was in warm-up mode in big letters, ensuring I didn’t just pull the pin and blow the back doors out of its BSB-spec tuned motor.

The irony was that as much as the bike needed a warm-up, so too did I. It’d been a good while since I’d spun laps around Cadwell on a GSX-R, and the thought of getting it wrong sent shivers down my spine – not least because Nathan’s bigger than me and I wouldn’t know where to hide. So, when the gates opened and the track went live, I dug deep to find a bit of sense, easing my way in to the experience.

The funny thing is that despite holding back, I knew in an instant that this wasn’t

the fire-breathing headcase I expected. For starters, I was impressed by how agile it felt, turning so sharply that I had to correct my line a few times on that first lap for fear of giving the trackside grass a bit of a trim.

Maybe that would change when I cranked up the pace, but I was genuinely shocked at how lithe the Suzuki was, especially considering that the sizeable 24-litre tank in front of me was brimmed for the day, so the bike was weighing in at about 200 kilos… but it didn’t feel like it. And because I felt so comfy with the way the bike handled, I started to like the whole package much quicker than I’d anticipated.

With a few laps in the bag, I fired out of Barn onto the start straight, burying the rear Dunlop into the ground, while the front wheel’s Metzeler slick lofted three times before settling when I snicked fourth. Damn, this thing felt fast, but the delivery was so smooth and linear that I soon began to acclimatise to the performance, anticipating the rush of energy that powered the bike

UNDER THE SKIN There’s no two ways about it, the Team Classic Suzuki GSX-R1000 is a very special piece of kit. To hammer home exactly what makes it so special, we asked the bike’s builder, Nathan Colombi, to talk over a few of its key features...

BODYWORK

“The bodywork is made by King Carbon, but this particular set has been modified quite a bit to suit the TT. Aesthetically, the bike still looks very much like a standard GSX-R1000, but to make it better for Shaun, we fabricated in a few new areas of fibreglass to made the frontal area that bit wider and take the pressure off the rider, and it proved a massive help for Shaun out on track. Otherwise, this is a very lightweight and strong set of bodywork, no different to what you’d find on a BSB bike, for instance.”

SUSPENSION

“We run a full Öhlins set-up with FG forks and the RSP rear shock.

They’re about as good as you can get on a bike of this nature, but obviously, rider set-up makes a huge difference. To help achieve more weight over the front, we run the forks quite through the yokes and there’s a good amount of preload on the rear to help achieve the desired ride height, which in turn has given us a lot more mechanical support and grip. The offset yokes allow for steering head adjustability, and at the rear we’ve introduced a new shock linkage to help achieve an improved feel.”

ENGINE

“The engine is a full BSB-spec engine, meaning there are only enhancements upwards of the pistons. It makes about 206bhp at the rear wheel, which obviously means we are down quite a bit on our rivals in terms of peak power, so much of our work on the bike has been on the throttle transition and to be able to make the most of the power at all times.”

20 SEPTEMBER 2024 WWW.FASTBIKESMAG.COM