Motorcycle Sport & Leisure - July 2015 - Issue 658

mt-09 trAcer cer

FIRST FULL TOURING TEST

“tHe

Four CountriEs on yAMAHA’s grEAt VALuE ADVEnturEr

Best ’

roAd BiKe i Ve

ridden BmW s1000Xr:

”

The new bike to topple the GS?

HiGH & LoW BeAm Vision

Essential observation skills from the police

AerodYnAmics

Dustbins, land-speed records and frogs: the history of wind protection

PLUs

tHe neW nAKed

BencHmArK World exclusive review of Aprilia’s tuono V4rr

eiGHt more for tHe roAd…

JULY 658

MV AgustA turisMo ◆ BMW r1200rs ◆ KtM 1290 supEr ADVEnturE ◆ BMW r1200r suzuKi V-stroM 650 ◆ KAWAsAKi VErsys 650 ◆ BMW K100rs ◆ KAWAsAKi z1000sX

The unattainable dream John Milbank

D

o you own your dream bike? I think I do with my 2008 Ducati Monster S4R, but love can be fickle. If you are already with ‘the one’, then congratulations! How long did it take you to get there? When my mate started riding, he bought a sportsbike. Not because he wanted one, but because it’s what everyone else in our group had. Only now is he finally toying with the idea of getting what he really wants. It might be a new Ducati Scrambler, or maybe a Harley Iron 883.

Steve’s got the courage now to say “I don’t care what anyone else rides”, but will his next machine be ‘the one’? I’ve lost count of the number of times another one of my buddies has excitedly ridden over with ‘the keeper’. Mark’s gone from Fireblade to Hyperstrada to GSX-R600 to Yamaha MT-01 to R1200GS in the space of a few months. Of the GS, he said: “is is what it’s all about. It’s perfect.” Yeah, I’ve heard that before.

We’ll be riding to the Ulster GP this year, so we’ll see if that’s what he’s still on by then.

Maybe there is no ‘perfect’ bike. Maybe it’s the occasional change that keeps motorcycling so fresh for all of us. Or maybe we just all need more money and bigger garages, so we can keep them all.

Speaking of change, I had a letter this month asking where Tony Carter – MSL’s previous editor – had gone. I can only apologise for not pointing out that he’s now editor of our sister titles, MotorCycle Monthly and MoreBikes.co.uk (my previous job). We both agreed to swap positions very quickly, and while I’d written my own sign-off in the pages of MCM, I foolishly didn’t

think to check that Tony had done the same. Contrary to what one person I met asked, it wasn’t ‘because of the R1 crash’… we both simply saw an opportunity we couldn’t miss. I’m delighted to be here, and I hope you’ll join Bruce, our contributors and me as we enjoy the very best of the motorcycle world. It doesn’t matter what you ride, or how you ride it, you’ll always get a wave from us.

Working on this issue, we were very sad to hear of the passing of C J Ayton – the kind, charismatic founding editor of Motorcycle Sport; forerunner of MSL. We also suffered the loss of one of racing’s true gentlemen – Geoff Duke OBE. It took some shuffling of pages at the last minute, but we hope you’ll enjoy the tribute to him in this magazine.

John Milbank, Editor

Bruce’s view Every now and again you get to ride a bike which blows you away. For me, most recently, that was BMW’s new S1000XR on its launch near Barcelona. It just wasn’t what I expected it to be; it was comfier and quicker; better handling and more characterful. Perhaps one of the best road bikes I’ve ever ridden, with fantastic tech and a real-world focus.

I can’t wait to ride an XR again.

Bruce Wilson, Deputy editor

Two of the things that make me a very lucky man...

Motorcycle Sport & Leisure’s contributors...

Alan Cathcart

Alan Cathcart has been writing about bikes for more than 30 years, and riding them for even longer. He’s regularly given the keys to factory prototypes and being on first name terms with the bosses of bike companies around the world allows him to bag many scoops.

Roland Brown

Has ridden for 37 years and been a bike journalist for more than 30. At Bike he ended up as deputy editor before going freelance. An author of 11 books, as a racer he was Bemsee 1300 champion 1984 and raced UK F1, Superstock and Superbike, plus World F1 races.

Chris Moss

Mossy has raced the Isle of Man TT, dispatched in London and ridden everything from CX500s to fullblown GP prototypes. A former chief motorcycle tester for Motor Cycle News, the 53-year-old admits he’s still loving two-wheeled life, and still learning.

Peter Henshaw

Peter knows his stuff – he’s a former editor of this very magazine. Now a freelance journalist, he’s got the same enthusiasm for anything with wheels that he’s had since a child.

An all-year-round biker who doesn’t own a car, he has more than 40 books to his name.

Carli Ann Smith

Carli is one of the most exciting female voices in motorcycling.

She might be the youngster of the team, but she’s ridden since she was 12, starting on a DT125. A member of the IAM, she loves – and rides – everything with two wheels (and sometimes three).

mslmagazine.co.uk 3

allerford Minehead Porlock

Lynmouth Lynton

Exmoor national park

SomErSEt StunnEr words: Bruce Wilson PhotograPhy: Joe Dick

Somerset, Devon

If you’re passIng

One to ride: Route: Minehead to Lynton Distance: 20 miles Time: 45 minutes Kicking off from the popular and historic seaside resort of Minehead, you have to ride south of its golden sandy beaches in order to pick up the A39; taking a right turn for a westerly direction.

Filled with bends and lined with beautiful vistas on each side, the narrow, green-lined strip of Tarmac takes you south of Minehead’s impressive North Hill, which is often awash with

yellow gorse bushes during the summer months.

Before too long you come across a junction that leads into the stunning village of Allerford, with its ford and packhorse bridge. It’s not compulsory to stop here, but after a cream tea from any one of the location’s many cottage-eateries, you’ll be glad that you did.

Back on the A39, the road gets narrower again and the hedges and trees notably taller as you hit the first of the ride’s ascents before dropping down into the

tranquil village of Porlock. On the far side of the village you take a left turn to climb the notorious Porlock Hill, which tests the best of engines as you clamber up its one-in-four gradient for more than a mile.

At the top you’re gifted to stunning views of Exmoor’s moorlands and the Welsh coastline on the far side of the Bristol Channel.

Around five miles from Porlock you cross over from Somerset to Devon, as indicated on a stone plinth by a pull-in layby. Having

avoided the many sheep that cross this route, you eventually head back towards the coast and descend down the panoramic Countisbury Hill into the town of Lynmouth. The sister town of Lynton is perched up above, and the best way to visit it is by pulling up in one of Lynton’s many car parks and taking the waterpowered, 125-year-old Victorian Cliff Railway to the top. All you have left to do is admire quite possibly the best view of Devon... and indulge in some of the finest fish and chips in the UK.

NEW Need to know Your letters First rides

Victory goes electric Following Victory’s shock announcement that it’ll be racing in this year’s electric-powered TT Zero race, MSL spoke exclusively with the American brand’s business development manager, Gary Gray WORDS: Bruce Wilson

V

ictory’s bigengine cruiser and bagger image is set to change following the news that it’s racing at this year’s TT. Carrying on from where US-firm Brammo le off, the Polaris-owned Victory Motorcycles is fielding a two-bike team in the Isle of Man’s prestigious zero-emissions race, with Irish duo William Dunlop and Lee Johnston confirmed to ride. On hearing this news we asked... mSl: Why have you decided to go down the electric path? gg: We’ve been involved with the electric vehicle manufacturer, Brammo, for three years now. At the start of 2015 the opportunity came for Polaris, Victory’s holding company, to purchase the rights to the motorcycle side of the hi-tech marque; which we did. We hadn’t planned to do so, but Polaris had already committed to developing electric-orientated products and we saw this as an opportunity to hit the sector strongly, inheriting the wealth of fantastic knowledge that the Brammo guys had worked hard to achieve.

We want Victory to be as creative a manufacturer as is possible, and this allows us to broaden the product base in a logical and exciting new direction. mSl: What’s the appeal of racing at the TT? gg: It’s the perfect proving ground for every manufacturer; especially those with electric products.

The TT Zero class has gone from strength to strength since its introduction and it’s well respected all around the world, having forced the advancement of electrified products massively.

Compared with the spec the bikes were in when we bought Brammo, they’ve changed significantly, including 20% more battery capacity, toughened cells, a stiffer chassis and improved aerodynamics. mSl: Post racing, are we going to see electric-powered Victorys in your dealerships? gg: There’s no plan right now, but who knows what the future will bring? We just want to go and develop what we’re working with and show the world how competitive the Victory brand really is.

Sport and competition is massively important to us, whether that means blasting bikes around the TT course, or sending them off down drag strips. We’re not your

typical cruiser company; we dare to think differently. If things go well this year, we’ll hopefully aim on coming back to the TT again the next year. mSl: Are you worried your electric efforts might compromise Victory’s image? gg: Since making the announcement we’ve been overwhelmed with positive thoughts from our customers, and other people, too.

The forums have been rammed with kind words and encouragement.

We’re not worried in the slightest; we see this as an important and exciting thing to do. Since the arrival of Indian into the Polaris family, it’s freed up Victory to do the performance-focused things that it does best. This is who we are.

We’ve got some other great things on the schedule, too, including taking on Pikes Peak, in association with Roland Sands on a gas-powered bike, which is pretty cool.

Specification VICTORY Iom TT zeRO Challenge bIke Power: >150hp (112Nm) Peak Torque: 162lb-ft (220Nm) Top Speed: >165mph Transmission: Direct Drive w/gear reduction Suspension: Ohlins FGRT Fork, Ohlins TTX Shock Tyres: Dunlop N-Tec Superbike Slicks Brakes: Dual Brembo monobloc four-piston front calipers, dual piston rear caliper Weight: 218kg Battery voltage: 355Vdc (nominal) Battery capacity: 17kWh Battery cell type: Farasis Energy Lithiumion pouch cell Motor type: Parker GVM Internal Permanent Magnet (IPM)

Top Stories

EBR bankrupt: the story so far

Erik Buell Racing (EBR) – the company that rose from the ashes of Buell Motorcycles in 2009, is no more, reports Alan Cathcart.

EBR has been placed into receivership in the hands of court-appointed attorney Michael S Polsky and has filed for Chapter 128 court protection from creditors under a Wisconsin state statute similar to US federal bankruptcy law.

EBR is reported to have more than $20 million in outstanding liabilities.

“To say this setback is a disappointment does not begin to express what I feel right now,” company founder Erik Buell said in a statement released on April 15. “I am personally grateful for the support of our outstanding workers, customers and vendors. e turn we recently took, aer we thought we were moving forward, was unexpected. We thought we had secured funding, but in the end, we were not able to get the funding in place.”

In a recent exclusive interview, partner company Hero MotoCorp’s CEO/vice-chairman Pawan Munjal did not hide his enthusiasm for expanding his share in EBR. Several of the new Hero prototypes and concept models unveiled at last year’s Delhi Auto Expo – India’s key industry showcase – were

Erik Buell has seen his company fold twice now.

The Hero HX250R was developed for Hero MotoCorp by EBR.

developed for the Indian giant by EBR, including the HX250R sports single, the RnT electrodiesel hybrid, the SimplEcity foldaway urban e-bike, the iON electric concept vehicle featuring a hydrogen fuel cell, and the Leap hybrid scooter which is due to commence production within the next three months.

“One reason for acquiring that equity [for $25 million] was that we are keen to enter the US market, as well as to get into different areas in the motorcycle

and scooter segments that we are not presently in today,” Munjal said. “is was one very quick way to do that, so we are part owners in a company that is already established in that market.

[Aer meeting him] I could clearly see Erik as an innovator, an engineer and a thinker, and that even for our smaller 100cc models or a Hero scooter, he could use his knowledge, experience, innovation and ideas to build exciting new stuff for us.

In our first meeting I could make

out that this man was not just about big sports bikes. ere was more to him than that, which is why I put my confidence and faith in him.”

When quizzed if Hero would expand its interest to 100% ownership of EBR, Munjal said, “It depends on what Erik would like to do, but I would say I am ready to do so [to purchase the remaining 50.8% share], if he [Erik] ever wants to do it.”

Now it appears Munjal won’t need Erik Buell’s permission to do just that…

EBR’s hydrogen fuelcell concept Hero iON

Erik Buell in 2002 with the sportsbike/streetfighter XB9R Firebolt.

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NEW Geoff May at Daytona in 2013.

EBR’s demise is of course a sad moment for Erik Buell personally, as this is the second time an attempt at establishing his own brand has run on to the rocks. e Buell Motorcycle Company was founded in 1986, and ran until 2009. Its 180 employees produced 13,119 Buell motorcycles that year, before then-owner HarleyDavidson decided to wind the company up in the midst of the global recession.

Buell models were lauded around the world as innovative and different, a trait Buell incorporated in the products of his new company, EBR, which initially focused on low-volume, racing-based machines. Eventually the model range grew to include the 1190 SX Streetfighter, and 1190 RX Superbike.

Erik Buell’s renowned passion for racing saw his EBR 1190 machines debut under the Hero banner in the World Superbike championship series last year, with American riders Geoff May and Aaron Yates. With the suddenness of events back home catching the team by surprise, the squad was already set-up in the pit garages for the most recent round of the Superbike World Championship at Assen in the

Netherlands when news broke of EBR’s bankruptcy.

“I think that we have a great sponsor in Hero, and the indications are that they want to continue,” said Pegram in a statement at Assen. “I only know what is going on with the race team. I do not know the situation in the US whatsoever, and I do not know what exactly anybody is going to do, but the indications that I heard are that we will continue.”

Repeated attempts to contact Erik Buell for further comment following the announcement have drawn a blank, and as we go to press, no official word has come from Hero regarding its stake in the EBR concern.

However, Erik Buell has broken his silence on the company’s Facebook page, registering heartfelt thanks to EBR supporters and adding: “I want you to know that looking ahead my focus is 100% on helping the receiver best maximize the value from EBR to benefit all, and I will make every possible effort to get the new organization to where it can support the dealers and customers first, and then help find investment to get back to full throttle.”

HERO’S OPPORTUNITY As EBR falls, its partner company Hero MotoCorp – the largest manufacturer in the world by unit volume of predominantly motorcycles, but also scooters – has announced that its global sales grew by 6.2% in its April 2014 to March 2015 financial year, selling 6,631,826 powered two-wheelers.

“In FY ’15, the [Indian] industry continued to remain sluggish due to the overall market sentiments and the slowing rural economy,” said Pawan Munjal. “Even in such a challenging market environment, we managed to buck the trend and registered healthy growth, further consolidating our leadership.

The journey from here promises to get better and exciting”.

This record performance and its continued R&D expansion asks further questions surrounding Hero’s decision to allow EBR, in which it held a 49.2% equity share, to file for bankruptcy. The use of the littleknown Chapter 128 receivership

process means that under Wisconsin state law EBR’s assets will now be sold off to the highest bidder – and with more than 100 employees of the now defunct EBR working on new Hero models before the bankruptcy, the Indian giant is sure to be the front-runner for the purchase of those assets.

This would then allow Hero to rebrand the born-again company as a wholly owned US subsidiary for future model development purposes, as well as a base – complete with warehousing – for future distribution of Hero products in North America. Under Chapter 128 this would come without any liability for warranty or mandatory spare parts backup for the 1000 or so 1190cc V-twin motorcycles understood to have been manufactured by the old EBR concern, and delivered to customers in North America, Europe and Australasia.

mslmagazine.co.uk 11

Top Stories Code needed for bike hire  After June 8, paper counterpart licences will no longer be issued by the DVLA. The paper counterpart was where points/penalties were recorded, but this information will now be stored digitally.

After the 8th, if you’re planning on hiring a bike (or car) abroad, you may need to obtain a special code from the DVLA website. The code only lasts 72 hours, so if you want to hire a vehicle on more than one occasion during the trip, you’ll need to generate a new code if past the 72 hour period.

For those without internet access, a phone number will be made available.

The code is not an official requirement and will depend on the individual hire company’s terms and conditions as to whether it is needed. It’s possible some companies may accept a printout of your details.

You can obtain all your driving licence information (as well as the code) from www.gov.uk/viewdriving-licence

get on track with Ducati  There are still a few places remaining for Ducati’s Silverstone track day on July 28.

It costs just £175 for use of the full GP circuit, breakfast and lunch is included, and there’s the opportunity to hire a 145bhp Monster 1200S, 148bhp 899 Panigale, or the 205bhp 1299 Panigale. For more details visit bit.ly/ducatitrack

The passing of an inspiraTion Cyril Ayton, the first and longest-serving editor of MotorCycle Sport – forerunner of MSL – has died aged 84. He suffered from a major stroke in March this year and died in his sleep on April 8.

Cyril was a life-long journalist, first working in London on the weekly magazine The Motor Cycle, then running the monthly Scooter & Three Wheeler magazine before taking on the editorship of the new MotorCycle Sport from its first issue.

He ran the journal in his own inimitable style for more than three decades, regularly riding to cover ISDT, MCC, VMCC and other events, before handing the reins to Peter Henshaw in 1996.

Cyril was well known in the industry and loved his motorcycling, still riding some of his five or so machines right up to the end. Talking to him in his retirement in Carlisle was like running through a Who’s Who of motorcycling, as Cyril knew and had worked with them all, including Bob Currie, Vic Willoughby, Dave Minton, Ken & Mollie Craven, Dennis Howard, David Dixon, Bruce Preston and Titch Allen, with whom he later wrote the

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definitive history of the Brough Superior.

Cyril was a kindly, gentlemanly figure with no ‘side’ to him. Always worth listening to, he was a good listener himself, modestly retiring although with a very good sense of humour. The sympathies of fellow motorcyclists and everyone at MSL go to all his family and friends.

Peter Henshaw, John Bradshaw, John Milbank and Bruce Wilson

Royal Enfield takes over Harris Performance Indian company Royal Enfield is to acquire all assets, employees, trade names, technical knowhow and intellectual property of Harris Performance Products. It previously worked with the firm on the Continental GT frame.

“Royal Enfield is working on its new generation of products and platforms,” said Siddhartha Lal, CEO Royal Enfield. “To have the Harris Performance team

new app for learner rides  Do you know someone who wants to learn to ride a motorcycle, with no idea where to start? The brand-new app – On Two Wheels – is the complete guide, helping new bikers go from licence-less and bike-less to kitted-up and fully prepped.

Available for all Apple devices at £1.49, once downloaded you’ll receive all the regular updates for free: bit.ly/OnTwoWheels

Cyril riding Kawasaki’s H1 in the late 60s.

Steve Harris, director of Harris Performance with Siddhartha Lal.

dedicatedly working with us will clearly enhance our engineering and product design capabilities. “eir proven expertise, deep insight and understanding of motorcycling and Royal Enfield will be invaluable for us in our journey towards achieving leadership in the global midsized motorcycling segment.”

Alongside successful relationships with the Royal

Enfield brand, Harris Performance has been the only manufacturer from UK to have been officially commissioned by Yamaha and Suzuki to design, develop and manufacture race bikes for Grand Prix and World Superbike. Siddhartha continued: “All of the current staff at Harris Performance will now become employees of Royal Enfield, taking responsibility of performance and development engineering for our new range of motorcycles. ey will be part of Royal Enfield’s upcoming UK Tech Centre.” Speaking of their association with Royal Enfield, Steve Harris, Founder, Harris Performance said: “Having worked with Eicher Motors Ltd’s motorcycle brand Royal Enfield for a number of years as a technical partner, we have experienced first-hand their capability, commitment, and ambition for their motorcycles and accessories. We are proud to be integrated into the Eicher family, the founders and staff of Harris Performance look forward contributing to Royal Enfield’s continued success”.

Top Stories

1000cc Africa Twin confirmed

After teasing us at EICMA and the NEC in 2014, Honda has confirmed that the NEW Africa Twin will be revealed this year.

The new bike is said to remain true to all the attributes and abilities of the XRV650 and its successor the XRV750, while adding the benefits of everything Honda has learned on and off-road over the last decade, including Team HRC’s return to the Dakar in 2013.

As we suspected having seen the switchgear on the NEC version, the Africa Twin will feature the option of a new evolution of Honda’s Dual Clutch Transmission (DCT) technology, specifically developed and programmed for off-road use.

The all-new CRF1000L Africa Twin is, Honda says: “Set to redefine expectations of just what a large-capacity adventure motorcycle can and should be capable of, both on and off-road, and opens an entirely new chapter in Honda’s illustrious history of dualpurpose motorcycles made for true adventure.”

Free BSB tickets with Pirelli As the official tyre supplier and sponsor to the MCE British Superbike Championship, Pirelli will reward customers with a free three-day BSB ticket for selected rounds when they purchase a set of ANGEL GT tyres before September 30.

Buyers will be able to claim a free three-day ticket to one of eight MCE British Superbike Championship rounds, or claim £34 cash equivalent.

Eligible events are both visits to Oulton Park, Snetterton, Brands Hatch – including the final – Cadwell Park and Assen.

To enter, simply upload a copy of your proof of purchase retail receipt and follow the instructions at www.pirelli.co.uk/moto

Beware of fake lids A businessman selling fake motorcycle helmets so weak that full impact tests could not be completed in case the test equipment was damaged, has been sentenced to six months imprisonment.

Moortaza Walji, 55, from Peterborough – a director of BargainworldUK – was sentenced at Peterborough Crown Court. He was also fined £182,091 and ordered to carry out 180 hours of unpaid work.

If you or anyone else purchased a helmet from BargainworldUK, please contact us at the address on page 16.

Full luggage for MT-07 We’re living in hope of an MT-07 Tracer from Yamaha, but Givi has bought the dream closer with a range of Monokey top-boxes (starting at just £55.82), panniers and more for the £5349 bike.

A variety of tanks backs with a versatile Tanklock fixing system add to the machine’s practicality, while the Italian company has also introduced ABS handguards and an aggressively styled black fly-screen. www.givi.co.uk or 01327 706220

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Letters ★Star Letter

Everyone should own a V-max Great to see MSL celebrating the Yamaha V-max. Contrary to popular perception, I use mine (well one of them) for serious touring and love it. Why? 1) Comfort: With wide Renthal bars and a 50s riding position, I’ve done 600 miles plus in a day and rarely do less than 300 miles on B roads, back lanes and mountain tracks. Not an ache anywhere and I’m 66 years old.

2) The motor is a peach with massive mid range, extraordinary linearity and a response that most modern injected bikes can only dream of, especially from low throttle openings. Great for hairpins.

3) It’s simple; no waiting for a man with a modem!

4) Sensibly ridden it does 45mpg all day. Use slightly higher gearing in the rear axle (standard parts) and it does 50mpg.

5) It overtakes pretty much anything as and when you want, but potters like a trials bike if you need it to. It’s that Jekyll and Hyde ability that I love.

Defending the BMW

In response to Steve Rose’s column last month, I’ve had a K1200RS 13 years; it’s the best bike I’ve ever owned.

Admittedly some of the yellow/black checked, and silver/red bikes were not good on the eye, but my red is the dogs… I’m hurt!

Mark Davidson

Okay, I might have been a bit harsh on the K but it’s born out of respect and

Of course, they say it doesn’t handle. What does that mean, it’s a road bike? I raced for 35 years and I’ve got no complaints, I just needed to work out what it wanted from me. I run a 160 T30 Bridgestone on a 17in Diversion rear wheel, with a standard front.

Cut the ball-end bit off the side stand and you can go from footrest to footrest (which uses all the tyre). Ride it like a big trail bike – don’t rush it into turns on the brakes; work with the substantial engine braking.

Above all, actively countersteer it and be very smooth, especially with the throttle. Slow in, fast out has always worked best. And of course if you’re into customising, the sky’s the limit.

Biggest downsides? 1) Weight, but only when pushing or parking.

Even then, it’s much easier to manage than my Pan European was because it’s low and narrow.

Shorten the centre stand a bit to make it easier to lift up. 2) Front brake on early models is rubbish.

admiration. And, yes, they do look a lot better in the plain colours. I’ve nearly bought one on about five occasions. They do represent so much great bike for next-to-no-money.

And the truth is I’d probably buy one before a ’98 FireBlade because I’d prefer the comfort, luggage and shaft drive to 180mph fantasies.

Maybe it’s a bit like owning a pug or a staffie – weird looking at first, but once you get used to them you start to see the cuteness. Steve

John’s V-max at Cime de la Bonette. At 2860m (9295ft) it’s one of the highest paved roads in Europe.

Use later version (post 92) or an upgrade and make full use of the rear brake; it’s very powerful.

Sure, lots of minor mods improve it but they aren’t essential. Just don’t believe all the stereotyping; the V-max can be a real pussycat. Get one,

Glass houses

A valid point made by Chris Jorden concerning cars with blacked-out windows [last month’s letters]. That said, perhaps the rider with the blacked-out visor on his tricked-up bike should take heed too.

All we need is for these two idiots to come together on some overcast day and it’ll be SMIDSY this, and that, and the other!

What’s wrong with sunglasses you two poseurs; easy to put on and easy to take off, and you can even wear them in the pub (you might bump into a few folk, spill their drinks… but in a cool way).

Paul Milner, Norfolk

discover what it wants from you, and you’ll probably end up loving it too.

John Bradley

Brilliant info, thanks John. Both Generations of the V-max are stunning machines… I had a lot of fun making that feature! John

You’re right Paul – it’s always easy to blame someone else.

Having said that, I wear a black visor on bright, sunny days because it’s easy to flip open if I go into a dark tunnel. You can’t do that with a pair of sunglasses.

Also, I usually wear prescription glasses, so I’m really limited, unless I had polarising glasses, but they react too slowly to be useful on a bike.

I’m not a huge fan of drop-down sun shields as I find the light spilling in through the gaps distracting. Needless to say, I always carry my clear visor.

WIN A KRIEGA R20 BACKPACK WORTH £89 Every month, our star letter wins a superb R20 from Kriega. Designed specifically for riding, the Quadloc harness gives freedom of movement and a comfortable fit. With YKK water-resistant zips, removable waist strap, internal mesh pocket and abrasionresistant reinforcement, it’s been created by bikers, for bikers. We’re big fans of Kriega here at MSL; visit www.kriega.com We love to hear from you; send your letters to msleditor@mortons.co.uk, or write to Letters, Motorcycle Sport & leisure magazine, Mortons Media, Horncastle, Lincs LN9 6JR. You can also join us at facebook.com/mslmag

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Surprise winners and losers.

Democracy, or disproportional representation?

Leon Mannings

L

ike it or not, maintaining our freedom to ride on UK roads, and getting the fairer treatment we deserve, depends to some extent on election outcomes.

Results over the last few decades were fairly predictable, but this year’s general election was more surprising… and in more ways – to more people – than any since 1945.

Most predictions – including mine for a Tory win with no outright majority – were wrong. And, as the results were declared, it was really hard to tell if the winners were more startled than the losers. But the picture of what really happened is much clearer now, and there are far more surprising things for bikers to be encouraged, or worried by, than who won what and where.

First, our chances of getting fairer treatment are better than they might have been. e fact that one party won overall is better for those who campaign and lobby for progress than if we’d had a dead heat, hung chads or an endless grumble of horse trading between party leaders.

However, that’s not because a Conservative-led government will definitely be more likely to see the benefits of motorcycling than a Labour one – although my experiences until just before the election suggested that it might be. It is because the alternative of another coalition between bitterish rivals, as we had for the last five years, makes it doubly difficult to get a minority such as motorcyclists given the attention we deserve.

Nevertheless, other aspects of the results reveal serious issues about the way minorities are represented. e proportions of votes cast for the big parties look fair enough when you compare the end result in terms of bums on seats in parliament. e Tories got the biggest share of votes with 11.3mm, which was 37%, and Labour’s 9.3m was 30% – hence an overall majority of 331 seats compared with 232. But the ratio of seats per vote for smaller groups is worrying. e third biggest bunch of MPs in the UK parliament are Scottish Nationalists (SNP) who got 1.4m votes, which is 4.7% and 56 seats. e Greens got close to the SNP with 1.2m votes and a 3.8% share of the total. But they only got one seat. Meanwhile, the third placed party in terms of votes and percentage of share was UKIP, with 3.8m, which was 12.6% of all votes. Er, but they only got one seat like the Greens.

Our ‘first past the post’ system was designed for a two-horse race. Now it is clearly flawed as a way to gauge the proportions of support for the current range of prospective parliamentarians. What we have is a democracy that delivers disproportional representation 18 mslmagazine.co.uk

General elections and the results trigger emotions in bikers that range from boredom to elation or dismay, but some deliver far more significant surprises...

Who is Mannings?

Leon is MSL’s political man. Working within the corridors of power Dr Mannings is consistently on the inside picking up the big political changes and whispers that threaten to change the motorcycle world we all inhabit. Always on the side of the biker, Leon is a hardedged, educated campaigner for twowheeled rights and has been hugely influential where it really matters

– except for the two ‘major’ parties. Bikers don’t have the power to change the electoral system but there is plenty we can do to improve the proportionality of positive attention we get from whoever is in government.

However, as things stand, motorcycling could be more disproportionately treated than ever by the new government’s Department for Transport. Believe it or not we now have a minister for walking and cycling.

Robert Goodwill MP is the second most senior minster out of five, and he now has that responsibility. is may be great for pedestrians and cyclists, although they will have to share his attention with HS2, aviation, shipping and ports. But what about motorcyclists?

Well, it will come as no surprise to hear that there is no minister for motorcycling – even though as many miles are travelled by motorbikes as bicycles. And there is a simple reason why the UK now has a minister for walking and cycling and motorcycling doesn’t even get a mention, let alone a minister; hordes of well-funded lobbyists and hardcore campaigners constantly nag their MPs to act on the demands and preferences of pedestrians and cyclists. Conversely, MPs rarely hear concerns about the need for better treatment of bikers, but that can be changed very quickly – and by any and every MSL reader.

We do live in a democracy, albeit warts and all. You are as entitled as any UK citizen to ask for a meeting with your MP to discuss your interests and concerns as a biker; they may have no idea or negative views, but you are also entitled to ask them to consider the positive things that biking offers for individuals and the economic, environmental and social health of all.

I passionately believe in the need for more equality in the treatment of all two-wheeler riders, and sincerely hope that you will exercise your rights to see your MP as that will help develop better-balanced views. But as a realist who deals with the politics of transport every day, I’ll totally understand if you’d prefer to leave it to the likes of MAG, or just go out for a ride!