Fast Bikes UK - December 2020

THE FUTURE’S BRIGHT NORTH COAST
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KT
TM’S
EPIC MOTOGP STORY 500-PLUS…
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TICKING OFF THE

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UK’S BEST BIKING

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BLAST
APRILIA
TOP
RS660
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’BLADE BOX-FRES
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T W IN MIDDLEW
SECTOR…
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’BLADE ON HONDA’S
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AWESOMENESS
BUYER’S GUIDE
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No.373 December 2020
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ISSUE 373 DECEMBER 2020
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IT’S THE NEWS

Upfront ............................................ 10
All the latest gossip from the world of
motorcycling.
GEARED UP
Tried Out ......................................... 12
Testing out the hottest gear.
New Products ................................. 14

What’s new in the world.
THE KNOWLEDGE
Used Buyer’s Guide .........................54
Feeling hipster? Well here’s what you need
to know about the R nineT…
TECH TALK
Know Your… Comms ......................90
Ship-to-shore radio has never been better!
YOUR LIFE ON BIKES

You and Yours .................................86
All of your adventures
Chatter ............................................88
A spread dedicated to the best readers in
the world…
TESTS
Aprilia RS 660.................................. 16
We finally swing a leg over Aprilia’s new
middleweight maestro.
Sibling Rivalry ................................ 24

Can the old ‘Blade still cut it against its
16 newer sibling?
FEATURES
North Coast 500..............................34
We embark on the ride of a lifetime…
The future’s orange ........................60

The back story behind KTM’s rise in MotoGP.
COLUMNISTS
24 Neave Twins....................................94
We catch up with Tim, who’s now a
Superstock 1000 race winner!
Gary Johnson ..................................96

Gaz finds himself back in British Supersport.
Christian Iddon ...............................97

So close to the championship!
Steve Parrish...................................98
Parrish sets the world right.
UBS
See page 8
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WELCOME
So what’s next?
T
his year couldn’t get any weirder if it tried,
but you don’t need me to tell you that.
What you might like me to tell you is that,
with the cancelling of this year’s major bike shows,
we’re getting the gist most manufacturers are
taking a less time-sensitive approach to launching
their new models. Some brands will be shouting
their box-fresh products from the rooftops by the
time you’re reading this, while others are holding
fire until the start of 2021. Like many, I’m keen to
know exactly what’s set to brighten up our biking
endeavours asap, but there’s something quite
exciting in knowing we’ll be treated to new
launches for several months to come. It’s a bit like
getting a present on your birthday, and then one
every other week for several months. The question
is, what would you want manufacturers to build?
As far as new models go, 2020’s been pretty
decent, with bikes like the new ‘Blade, Z H2 and V4
Streetfighter packing some serious punch. Carl’s
just got back from the launch of Aprilia’s RS660,
which he’s adamant is a machine that’s also
worthy of our wonga, so keep that option in mind.
I’d like to see the introduction of a whole new
Lolz on holz!
sportsbike for next year – not just a makeover. But
are new bikes always better than what’s come
before? That’s a scenario we put to the test this Join us on Facebook:
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against last year’s top-spec SP2… which is now
quite a bit cheaper. Have you ever wished you’d View Fast Bikes video content:
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kept hold of a previous generation machine, youtube.com/
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having splashed out on a new one? You’re not fastbikesmag
alone, but typically we hope and expect what

comes next to be that cut above. There’s a lot to
BOSS MAN
be said for expectations, but one thing that ‘Dangerous’ Bruce Wilson
certainly lived up to the hype was our recent trip dangerous@fastbikes.co.uk
around the North Coast 500. We’ve got our full
take on the epic journey in this issue and I really AD MAN
recommend the trek, as you’ll hopefully gather in a Charlie ‘The Sheriff’ Oakman
coakman@fastbikes.co.uk
few pages’ time. It was a laugh from start to finish,
and not just because of Boothy’s botched Scottish
NEW MAN
accent, or Carl’s inability to turn his ginormous Carl ‘Pretty Boy’ Stevens
1290 GT on anything smaller than a six-lane teaboy@fastbikes.co.uk
motorway. Road trips are epic, and ones that start
on your doorstep can often be among the very RACE MAN
best of them. Yeah, we made some great Mike ‘Boothy’ Booth
race@fastbikes.co.uk
memories on that ride, and the same can be said
for 2020 as a whole. It’s not been the most
TECH MAN
straightforward of seasons, but we’ve had plenty Rob ‘Beano’ Bean
of laughs, burnouts and tech@fastbikes.co.uk
wheelies to keep us
company. What more can
you ask for? SUBSCRIBE! See page 8 for the best deals,
or visit classicmagazines.co.uk/fb
Enjoy the mag.
6 DECEMBER 2020 WWW.FASTBIKESMAG.COM

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PL ANET FAST BIKES
TRIUMPH FULLY RELEASE

THEIR ALL-NEW TRIDENT
W
e know that cash is in tight hard at work on this powerplant, as the Electronically, the Trident will come with a
demand at the moment, but the Trident will be spanking out 80 horses and little TFT dash, which is a nice addition in
fact that so many bikes are being 64Nm of torque – with 90% of that torque today’s techy world. It allows you to scroll
released for 2021 is good news for all of us being available from 3600rpm to 9750rpm. between ‘Road’ and ‘Rain’ modes, which will
bikers, no matter what. And it’s not all just Nice. Triumph tell us that it will come with a change the throttle maps and the traction
about the super-exotic stuff, so if you want ‘distinctive soundtrack’ and will be an control settings; and before you ask, yes, the
some new, naked metal for a proper snip incredibly fun engine as well, but obviously TCS can be switched off. It also comes with
then you won’t want to look much further we can’t pass judgment on that until we’ve ABS, a ride-by-wire throttle and full LED
than Triumph’s all-new Trident, which is thrashed the thing. lighting, that even includes self-cancelling
entering the savagely competitive, affordable It’s not just the engine that’s new though, indicators. A ’shifter and ’blipper will also be
middleweight sector; meaning that it will be oh no – the lads and lasses at Hinckley have available, but only as an aftermarket option.
going up against the likes of Honda’s also built an all-new steel chassis to house So what else do you need to know? Well it
CB650R, Kawasaki’s Z650 and Yamaha’s that 660cc motor. Couple that with some has a low seat height and narrow width so it
MT-07 – you know, the sort of lower-powered rather posh-looking black, fully adjustable will be easy to ride no matter how tiddly
nakeds that offer a barrel of laughs. Showa pogos both front and rear, and some your legs are, and will retail from £7195 OTR,
So what makes the Trident? Well let’s start Nissin twin-piston 310mm discs on the front depending on the colour. For that though,
with that brand spanking new 660cc triple end, and it looks like the Trident should you’ll get 10,000-mile service intervals and a
motor that has been developed just for this really be able to hustle... especially whopping two-year unlimited mileage
model, constructed from no less than 67 new considering the fact that it weighs in at 189kg warranty, which is pretty impressive in our
components – meaning that it isn’t just a wet and comes equipped with Michelin books. We just can’t wait to see how well it
parts-bin special. Triumph really have been Road 5 rubber. wheelies, sorry, we meant rides…

DECEMBER 2020 WWW.FASTBIKESMAG.COM 11
THE VERY BES T K IT
SHOEI NXR TALE TC-5 HELMET

TESTED BY: Farmer Brod
MILES: 2000
TIME: 18 months
RRP: £469.99
WEB: www.shoeiassured.co.uk
I’m used to finding myself wondering where I the circuit I was at or what the hell had happened. largely okay following my full-bore face plant.
am and how I got there, but that’s often Bangs to heads aren’t uncommon in racing circles Without banging on too much, it’s a helmet I
down to alcohol. A few months back a mega but, as with every time I’ve had a biggie, I’ve been really trust and one that’s shown it can take
crash had the same outcome, leaving me grateful to the kit I’ve been using for keeping me a knock when the inevitable happens. But
knocked out for a while before waking up as safe as possible. This was my second NXR I’d there’s much more to the NXR than great
more confused than normal with no idea of destroyed, but it had done its job well and left me safety levels. I know there are pricier helmets
on the market, but this lid ticks all of my
boxes at a more affordable price (we’re not
all on Bruce’s wages). It’s mega comfy,
surprisingly quiet and packs loads of features
like Shoei’s Emergency Quick Release
System and a double-D style strap to keep
you safe and secure. One thing I really like
about it is the brilliant field of vision the visor
aperture offers, and how quickly and easily
you can change a visor whenever you need
to. I reckon it’s got the best visor system on
the market, and with a Pin-Lock fitted there’s
zero chance of fogging up. It’s comfy too,
which might sound a bit petty when talking
about a lid that’s used only for racing, but
I’ve ridden in uncomfortable helmets before
and they rob you of your concentration. I’m
also a fan of the removable liners that mean
you can give the insides of the helmet a
good clean every now and then, or replace
the internal padding if it starts to get a little
sloppy with the fit. I’ve not managed to keep
an NXR in healthy shape for long enough for
padding replacement to be an issue, but it’s
nice to know it’s possible just in case.
You’ve probably got the message by now,
this is an awesome helmet and I’ve already
replaced this one with another NXR. If
you’re after great spec at sensible money,
here’s your winner.

ES T & TR IC KE ST PE RF OR M AN CE PRODUC TS
ALL THE LATEST, CO OL
KEIS G701 HEATED GLOVES

Winter is here; there’s no escaping that back of the wrist for easy operating when
now, and that means that there’s no g, and the G701 g
escaping the cold either. There are a few rything needed to connect to
things you can do to keep a little toasty if 2v vehicle battery,
y as well
you’re riding through the colder climates, the option to connect
such as getting yourself some top quality a portable 2600mAh
heated kit, like these new gloves from ove Battery pack,
Keis. Constructed from a mixture of hich fits in a pocket in
semi-bonded Hipora with a Ballistic e glove cuff. Oh,
Spandex outer shell, the G701 gloves nd they’re
resist water while allowing perspiration to ven
escape. Flexible armour across the overed by
knuckles and scaphoid area look after you
in case of a spill, and thanks to 3m
two-year
warranty! NIIPPY NORMANS
e insulati they aren’t too bulky UL
he controls are int
RE
£199.9
9 99 ke
eisap
a pa
arel.
l com
m Punc
whe
Nippy Normans has come up with a pretty
nifty solution with its Ultimate Puncture
Repair Tool. Designed specifically for us
OHLIN 2020 YZF-R1 motorcyclists, the 4-in-1 tool contains a pair
of pliers, a rasp, an insertion tool and sharp
FGRT knife, as well as five ‘repair strings’ – which

the company says is everything needed to
fix 99% of tubeless punctures. It comes in
Iff you’ve bagg the forks are equipped with nice and small at just 130 x 68 x 50mm, so
yourselff a bra compression damping in one is easy to stick under the seat or in a bag,
R1, and you w leg and rebound damping in the and is easy to operate as well: use the pliers
it the full-fact other, making mid-session to remove what’s stuck in the tyre, use the
treatment in t changes a doddle. They’re fully rasp to remove the sharp edges and
department, t serviceable and rebuildable, and prepare the hole, push in the repair string
has got just w come in that gorgeous gold with the insertion tool and then remove the
a set of FGRT colour scheme… excess string with the knife. Easy as…
Featuring the
30 fully adjus RRP £2250 www.ohlins.eu RRP £46 www.nippynormans.com
MUC-OFF M
It’s always important to keep leaves a non-sticky protective film on your
shipshape and shiny, y which a
protection is absolutely v spray, and it’s safe to be used on the frame,
a handy bottle to do it a chain, metal parts, plastics, rubber and, of
Motorcycle Protectant course, the paintwork itself.
prevent all the dirt and
your machine in betwe m
2020 HONDA CBR1000RR R&G TAIL TIDY

We all know by now how annoying those Euro5 rules and regs are, especially
when you have to ruin a stunning machine by having an absolute
monstrosity of a rear end. This is where tail tidies save the day, and this one
from R&G is constructed from stainless steel and coated in a matte black
powder. They say that the tail tidy is easy to fit, and comes with everything
yyou need, in the box… including the instructions.
£128.50 www.rg-racing.com
14 DECEMBER 2020 WWW.FASTBIKESMAG.CO

PRODUCTS
RPHA 11 JOKER
We’ve g ally do knock it
out the designs
– they as to
standa and
comic m
favou
Joker
uses M
Plus s
aramid
offers e
perform
weight. T
smoke vis
included in
RR
RP £469
6 om
WEISE MISSION
LEATHER JACKET
Weise has grown massively in the
past couple of years, with lots of SPADA
new releases, coupled with its
incredibly successful partnership
FACE MASK
with Hicky. The Mission leather The world we live in has
jacket is the latest product to hit changed a lot over the past six
ALPINESTARS the Weise range. It has been
constructed from a 600 denier
months or so, and clothing
brand Spada has gone with the
RIO HONDA textile outer, full grain leather tide, with its new face masks.
EVO FLEECE panels over the shoulders and
arms and comes with CE
The reusable and washable
textile masks are made from
If you’ve got yourself a protection fitted as standard, which 95% polyester with a cotton
Honda sitting in the garage, means the jacket is rated AA for liner, with a non-fading fabric
or you’re just a big fan of the protection. It also comes equipped with a waterproof, windproof that is soft and breathable. It
#93, then you’re going to and breathable liner to keep you cosy, and zips throughout which comes equipped with two
love Alpinestars’ newest can be opened up to work like vents. Oh, and it also comes with five-layer PM 2.5 filters designed
release capsule: the Marc a two-year warranty as well! to protect from all respiratory
Marquez collection. The Rio and airborne viruses, and has an
Honda Evo Fleece is just one www.weiseclothing.com RRP £179.99 adjustable headband, so it’s
of them – there’s everything comfy and doesn’t dig in the
from branded gloves to kit back of your ears.
bags. Equipped with aramidic
fibre reinforcements on the RRP £8.99 bigbikebook.com
shoulders and elbows for
abrasion resistance,
Alpinestars tells us that the RICHA COLT SHORT BOOTS
hoodie has been optimised
for urban riding – while If you’re after a set of short, to be just the ticket. They
having a detachable hood, leather adventure-style boots feature MX-style plastic
and six pockets (with zips) for under a hundred quid, then fasteners for a secure fit, and
make it a practical piece of Richa’s new Colt range looks thanks to their Hipora
clothing as well. membrane, the Colt boots are
£220 waterproof a
equipped wit
om
m rubber sole a
company say
whole heap o
£99.9
9 99 ww
w
DECEMBER 2020 M 15
LA
WORDS: CARLOS
IMAGES: MILAGRO
of the
Aprilia really have gone balls-deep with their all-new RS 660.
And as we found out, it looks set to revitalise the whole
middleweight sportsbike sector…
I
don’t know about you lot, but when been crafted is to create a more exciting
Aprilia unveiled their all-new RS 660, soundtrack and riding experience.
I was in two minds. Thinking of And riding experience is what this
everything from the peach of an RSV4 to bike is all about, which is why they’ve
the legendary RS250s of yesteryear, it’s gifted the RS 660 with some fairly hefty
got some big ol’ boots to fill using that RS Brembo stoppers, alongside adjustable
name, but you see, I’m really not a fan of pogos both front and rear. Sure, they’re
mini-twin type middleweights; you know, not gold stamped, but for the price?
those shopping trolleys that pretend to be Well it really can be forgotten. They’ve
a sportsbike (cough, Ninja 650). even used the engine as stress member
But then again, if they could make a of the all-new ally chassis, which
proper little middleweight, you know, Aprilia tell us took years of trial and
something that was just dialled down a error, to get what they say is the
little in terms of aggressiveness from the perfect level of chassis stiffness for a
likes of a proper Supersport machine but machine like this.
could still hustle, look good and be But that’s not all, oh no. Aprilia have
jam-packed with tech, well it would absolutely gone to town (and beyond)
absolutely clean up… and thankfully it with their electronics – I’m talking, the
looks like they have with this: the RS full whack. A brand spanking new
660. Not only does it look like a million Magnetti Marelli ECU powers a full raft
dollars with its sharp lines, aggressive of traction control, wheelie control,
lights and even lil’ wings (which Aprilia cruise control, a shifter, a blipper and
say help not only aero, but heat cornering ABS, that’s all fed through a
dissipation too), but on a sliding scale, six-axis IMU. It also comes equipped
Aprilia tell us that the RS 660 sits much with changeable rider modes, engine
closer to Supersport than shopping map and engine brake strategies,
trolley. It’s a very fine line to cross, but it that’s all fed through a chunky,
looks like they’ve hit the nail on the funky TFT dash. Now, that’s a lot of
head, and created a whole new segment bike, for just a snip over 10 grand.
in the process. But the question is, could this be the
That’s because the brains back in middleweight maestro we’ve all
Noale have been busy crafting an all-new been waiting for? Well after more
machine that spearheads a whole new than 200km of Italian mountain
platform, which they say will be used for roads, I’m happy to report that is so.
a load more models in the next few years And then some…
(Tuono 660, anyone?). Sure, the 660cc
twin ‘only’ packs 100 horses and 67Nm of
torque, but then again, Aprilia tell us
they’ve been working day and night to
make it an exciting motor; it’s actually
developed from the front bank of the
1100cc V4, which has shared its tech with
the 660’s cylinder head, combustion
chambers, ducts, cylinders and pistons.
They’ve put a lot of thought into making
the parallel twin feel, well, as little like a
parallel twin as possible; everything from
the firing order to the way the crank has

APRILIA RS 660

LAUNCH
Upon gazing at the RS 660 for the very first

Hello cheeky! time in the flesh, I’m pleased to report that
Aprilia really did back up their substance
with some serious style; it just has that
special Italian zest about it that makes it look
a million bucks. While the front and rear
ends mimic the RSV4’s silhouette, it’s fair to
say that the 660 really has its own look, with
everything from its sharp lines and
underslung pipe, to the mini wings making it
stand out from the crowd. I’d almost go as
far as saying it looks iconic-ally good.
It got even better up close with a finish
that a premium sportsbike would be proud of
– everything from the LED lights to the
welding on the swingarm looked top notch.
In all honesty, I tend to get a bit worried
when the bars aren’t clip-ons and are a fully
fledged piece of the top yoke on a bike like
this, as usually that means the riding position
is going to be stupidly upright, and in a
nutshell, a bit crap. Yet somehow, it was
anything but; jumping on top of it for the
first time, it caught me by surprise how
aggressive, yet accommodating the RS 660
felt. Aprilia told us that they’ve gifted it a low
seat height and narrow peg combo to make
the ride more comfortable for both taller and
shorter riders, and it seems to work… the
skinny frame accommodated my little legs
nicely, and even the bigger lumps among the
UK journos looked pretty comfy as well,

Highlights
APRILIA RS 660
Stunning appearance
Incredible chassis
Smart clutch
183kg
100hp
67Nm of torque
BRAKING 10
Unreal stopping power, incredible ABS
STABILITY 8
Bloody good
AGILITY 9
It knows how to move
DRIVE 8
Peach of an engine, considering the power
FUN 9
I dare you to ride it and not smile
THE STEERING WAS INCREDIBLY LIGHT AND

IT FELT INSANELY BALANCED.
which is good news, if you’re not vertically

challenged and reading this. Scrolling
through the dash for the first time, it was so
easy a chimpanzee could navigate it, with
three quick road rider modes and a few
buttons making setting changes a doddle. But
the best part? Well the modes are changeable
while on the fly, of course… so naturally, I
set myself up a naughty little map to switch
all the electronics off, and when the bike’s
switched off, it saves the mode. With
everything ready to rock and roll and the
front brake lever adjusted, it was time to hit
the ignition for the very first time, and I’ve
got to say, it did take a bit of time for the RS
660 to splutter into action… although these
were pre-production bikes, and something
that Aprilia said will be sorted for when
bikes arrive in dealerships later this year.
I’ve got to say though, leaving the car park
and navigating through some random little
Italian village in Dynamic mode, the RS
really did feel sweet. Once it was out of the
very bottom of the rev range, that ride-by-
wire throttle was just excellent, the steering
was incredibly light and it felt insanely well
balanced – almost as if I could stop, and not
even need to put my feet down. If anything,
it almost felt a bit too refined for my liking;
so before we even managed to get out of
town, in a couple of simple clicks I flicked
into my personalised ‘Individual’ riding

LAUNCH
TECH DATA
APRILIA RS 660 ENGINE
Aprilia have been hard at work on the RS 660, creating an all-new power plant that they say will be used for a
ENGINE. whole host of new machines in the future. It’s a 100bhp 660cc parallel twin that produces 67Nm of torque that
Type: 659cc forward-facing has been developed from the front bank of the 1100cc V4, with the cylinder head, combustion chambers,
parallel twin ducts, cylinders and pistons all derived from its bigger brother. It also has a slipper clutch as standard.
Bore x stroke: 81mm x 63.93mm
Compression: 13.5:1
Fuelling: Electronic injection
Claimed power: 100hp @ 10,500rpm
Claimed torque: 67Nm @ 8500rpm
ELECTRONICS.
Riding modes: Yes
Traction control: Yes
ABS: Yes
Quickshifter/autoblipper: Yes/Yes
Wheelie control: Yes
Launch control: No
CHASSIS.
Frame: Double beam aluminium
frame
Front suspension: 41mm Kayaba USD
adjustable forks
Rear suspension: Adjustable monoshock
Front brakes: Brembo four-piston fixed
calipers, 320mm floating
discs
Rear brake: Brembo dual-piston
fixed caliper, 220mm
disc
DIMENSIONS.
Wheelbase: 1370mm
Seat height: 820mm
Wet weight: 183kg
Fuel capacity: 15 litres
INFO
Price: £10,149
From: www.aprilia.com
mode, which was full fat: traction and

wheelie control were switched off, engine
was on high, and ABS was on its lowest
setting. With some saucy-looking corners in
sight, it was time to see what this puppy
could do… and my god, it did not disappoint.
The very first thing to hit me was the tone
and feel of the V4… sorry, parallel twin
engine. To this day, I don’t know how much
wizardry (and parts from the RSV4) Aprilia
used but it feels way more divine than a 100
horsepower twin ever should; with every
crack of the throttle, it sounds like a mini-V4
is being wound up, and as it does, it just fires
through the revs with an urgency that very
nearly resembles 600cc levels of aggression...
or in simpler terms, it wheelies off the clutch
in second gear, which is an aim that every
machine should have in today’s society. Even
the ’shifter and ’blipper feel closer to a
refined aftermarket part than a cheap OEM
lump; they click in with serious precision, And in all honesty, it wasn’t even
and I had absolutely no problem finding the engine that impressed me most
gears whatsoever. Sure, it doesn’t have here; it was those absolutely
anywhere near the power of a modern stunning brakes. Yeah, they’ve
Supersport bike, but it really doesn’t feel far got a Brembo logo on the side of
off; let’s face it, these things are probably ’em, but with so many
running about 90 horses at the rear wheel, components and variations, it’s
but it never felt like it was severely lacking. always a lottery as to what the outcome is
It’s not even a worry if it’s not screaming its going to be – and I have to say, they are the
nuts off either, as 80% of the torque available best stoppers I’ve sampled on a bike that’s
is from just 4000rpm, meaning that as we got not a top-end litre machine. With the ABS
into the tight and twisty mountain hairpins, on its lowest level, that new Magnetti Marelli
the RS 660 felt incredibly comfortable, no ECU is absolutely incredible, and not once
matter where it was in the rev range. did I feel any bite back from the electronics

APRILIA RS 660
SUSPENSION
Although there’s no gold in sight, the
RS 660 does come equipped with
adjustable 41mm USD Kayaba forks
on the front, alongside an adjustable
monoshock for the rear. Aprilia tell us
that these have been set up for
‘usable performance’.
BRAKES
The brakes are taken care of by Brembo, with four
piston calipers and dual 320mm discs on the front,
alongside a dual piston caliper with a single 220mm
disc on the rear. There’s also cornering ABS, and the
ability to switch the ABS off on the rear!
CHASSIS
Aprilia have gone big on their
new aluminium chassis,
focusing heavily on its
slenderness and handling
capabilities. They tell us that
it’s changed a shed-load of
times even since they
released their concept at
EICMA, and looks pretty
saucy; the engine is used as a
load-bearing element.
ELECTRONICS when anchoring up; the rear ABS is switched riding position allows for easy
The RS 660 comes seriously equipped,
electronically. You get a TFT dash that off in its lowest mode so skids are easily knee skids at every apex, which
lets you mess around with traction applied, and the front is so good, endos are is only helped by the feel from
control, wheelie control, cruise easier than on any other bike I’ve tried, I the chassis. Like a ‘proper’
control, ‘shifter, ‘blipper and cornering think, ever… they just absolutely blew me sportsbike should, it does feel
ABS, which is all fed through a six-axis away. But then again, it wasn’t all about the like it could handle some serious
IMU. The RS 660 also comes equipped stop-start back and forth mountain hairpins, race track abuse with ease,
with changeable rider modes, engine as when the roads opened up, we finally got although if I was, the only change
map and engine brake strategies, a feel for the RS 660 on some bigger, faster would be to stiffen up those pogos
alongside optional Bluetooth roads; its biggest test, to see if it would feel ever so slightly. Sure, they felt plush
connectivity for your phone. If you
out of its depth. But you know what? It never and smooth the whole way through
want, the aftermarket ECU also allows
you to add launch control and a pit
did. the stroke with incredible poise
limiter in for good measure… As far as Aprilia’s sliding scale goes, it mid-corner, but a little more preload
really does feel like a Supersport bike; the and compression would go a long way

LAUNCH
TEN MINUTES WITH…

PIERO SOATTI
APRILIA & MOTO GUZZI HEAD OF
MOTORCYCLE ENGINEERING
FB: In comparison with other bikes, where
did you want the RS 660 to fit?
PS: When this concept was presented, we
were not totally focused – I mean a new
600 today, almost seems crazy. But when
we properly looked into this concept, and
looked at how the market has changed
over the past two years and how
sportsbikes are becoming more popular, it
just fits perfectly; think in between
something not sporty, such as a Ninja 650,
and something very sporty, like an R6.
FB: So how difficult is it going from
designing Moto Guzzis to jumping on bikes
like this?
PS: Pft, yes I know! They have different
guidelines, different needs, they’re just
Doing what it does best... very different! When it has an Aprilia
badge, it always has to be about
performance. You can’t do an Aprilia
without being cutting edge; on a Moto
for a racetrack. Don’t get me wrong, for my CONCLUSION: Guzzi it’s so different, it’s all about the
weight the RS had more than enough When I boarded the plane for the launch of shape, the material.
damping to deal with the amount of abuse I the RS 660, I still knew very little detail. I had FB: How much of a long-term place is this
was throwing its way, but it handles curves no idea on the price, the proper specs and if engine and chassis platform?
so well, I couldn’t help but want to nip over it would just be another shopping trolley that PS: It’s very long, and has already been
to Mugello for a few laps, to see how this wasn’t worth the trip – yet from the very going for quite a few years! It obviously
baby could cope. Alas, the track test will outset, it absolutely blew my socks off. Not depends on the success of what we’ve just
have to wait till the new year, and on the only does it both look and feel premium, but released, but there is a full model range
road? Sure they don’t offer the same super it almost tricks you into thinking you’re on a with this combination, and we wanted to
precision that a posh set of Öhlins offer, but mini V4, with the handling tekkers to back it make it as good as possible. This is the
they were damn close – and really did make up when a corner comes its way. It has new flagship for us, so we wanted to go
the RS 660 feel like it could hang with just incredible brakes, an easy interface and all big.
about anything when the going gets twisty, the tech you could ever need – that’s easy to FB: Did you look at other engine
which is massively helped by those quality turn off, and stay off. Sure, it’s not perfect, configurations?
Pirellis it wears on the rims. but for the cash? It really isn’t far off. The PS: Oh yes, we looked at many! For
In all honesty, as hard as I tried it was a Aprilia RS 660 reminded me that biking isn’t instance we looked at the V90, like we
struggle to find things I didn’t like, with only all about willy-waving power figures, nor the have in the Shiver, we evaluated a V with a
a few little niggles, like the shaky mirrors, spanky electronic pogos and price tags that small angle, such as on the original Mille,
and where Aprilia have stuck the full beam go with it. It’s the real deal, and the sports we even tried three cylinders… we have
light – I seemed to catch the bloody thing bike that the middleweight sector needs… gone through lots! Overall, this layout and
every time I went for the clutch. After a full scheme of engine is very suitable for many
day’s hammering, we took the motorway different types of motorcycle, and it works
back to the hotel… and with the cruise VERDICT: 9.5/10 perfectly for what we want.
control engaged, it took me a bit of time to What a machine. Beautiful looks, incredible handling, a FB: Will there be a spec’d up Factory
reflect on just how good this thing is. Not surprisingly awesome engine and the tech to back it all model coming in the future, covered in
only did it perform incredibly when being up… for a very reasonable price. Öhlins and other goodies?
hounded, but after a full day in the saddle + THAT AMOUNT OF BIKE, FOR THAT AMOUNT OF CASH. PS: Well, aha, erm, I cannot say this thing.
not a single part of me ached – and a solid - MIRRORS AREN’T THE BEST IN THE WORLD, AND THE It’s possible, and I would like to!
mixture of the two really doesn’t happen FULL BEAM SWITCH IS A PAIN.
often. Don’t think of it as a mini twin, nor a
Supersport bike, it really is something else;
it’s a whole new entity, and it couldn’t have
come at a better time.

‘BLADE VS ‘BLADE
T
he only way you won’t have heard
the hype surrounding Honda’s
new Fireblade RR-R SP is if you’ve
been self-isolating in an underground
cave, with no access to anything other
than a tin of Spam and a ’40s+ mag
trying to avoid the dreaded ’Rona. It’s no
secret that ’Blade’s smashing the ball out
of the park in pretty much every racing
aspect, with it seemingly dominating both
Superbike and Superstock at British level,
and gaining strong momentum at WSBK
in a very short space of time. The British
superbikes have barely been modified
from the standard road bike which is the
biggest revelation. The Honda Racing
team, based in Louth, are running the
bike with a standard swingarm with very
little modification to the engine, making
their current championship domination
all the more impressive, don’t you think?
The new ’Blade appears to be a force to be
reckoned with, and it’s about time too.
Fireblades historically have been
superbikes for the masses; their best
aspects have always been a fantastic
road-focused chassis, usable power and
comfort your grandad would appreciate,
irrespective of how immobile he is
through arthritis. Honda aren’t daft,
they’ve maintained consistent ‘touch
points’ throughout the years so that when
you hop on their latest model, it feels like
putting on a pair of old slippers but with
a shiny new finish in the latest
modifications. This keeps the brand-loyal
customers upgrading and buying the
latest offering, hence Honda typically top
the UK’s new sportsbike registrations.
The sad reality is, you can only dress the
same blow-up doll in so many different
sets of lingerie before you have to accept
it’s always just going to be that same sack
of wind, incapable of competing with the
real thing. Honda know that in terms of a
road bike they were ticking all the boxes
for what the average 1000cc sportsbike
rider wants, but on the track they were
getting left behind while other
manufacturers were banging out 200bhp
monsters with tech more complex than
the Space X rocket. Honda had to do
something about it, and this latest
fire-breather is just that. But at what
price had the ’Blade’s new-found track
dominance come? The only way to find
out was to put the latest ’Blade to the test
against the preceding CBR1000RR SP2. As
well as casting my opinion, to give an
owner’s perspective of the new wing-
adorned toy I enlisted the help and
opinion of multiple Fireblade owner
Adam Jones, who’s been a ’Blade addict
since 2012. He started with purchasing
the anniversary edition, and has
upgraded his bike to the newer model at
every opportunity since. He’s currently
proudly riding the best of Honda’s last
model – the Fireblade SP2. And after
some road miles, we’re keen to see
whether he wants more Rs in his garage
and will take the plunge to chop his
old(ish) beast in for the new track-
focused beauty, or whether – new bike
and fancy latest registration plate aside
– he prefers the previous model.

WORDS: RIGHT SAID JACK
IM AGES: CH A PP OL ATA
SIBLING
RIVALRY
’BLADE ON ’BLADE
Is the new ’Blade a better
bike than the last one?
There was only one way
to find out!

2020
FIREBLADE
RR-R SP
T
he first things that struck me about position – leaving you in no doubt that
the new ’Blade parked next to the old actually this bike means business and isn’t
are twofold; firstly how sexy those for pottering about on. The other stand-out
in-built wings are, and secondly how damn feature of this bike has been more than well
fat the new bike looks! Surely the idea of an documented, and I’m certainly not going to
upgrade is to be lighter, thinner, more bang on about it too much... But the foot
aggressive and pack oodles of sex appeal? pegs are noticeably and at times
You wouldn’t trade in your athletic, toned uncomfortably high. I’m probably an average
yoga instructor of a wife for Brenda down the height for most riders at 5ft 11in, and after
local butcher’s just because she had love even half a day in the saddle these pegs do
handles which help pin her down, would become pretty unbearable. On long journeys
you? Okay, possibly a bad example but I’m with minimal movement on the bike the pegs
sure you catch my drift; at a first glance it are totally crippling, however on a normal
seems Honda have gone the other way. This road ride they’re actually not as bad as you
soon changed as I chucked my leg over the might imagine. This is totally dependent on
new bike. It almost harked back to the how active you are on the bike; if you’re
CBR900RR days where you had a big fat tank old-school ‘sit up straight and look ahead’,
and wide ’bars to let you know you were on you’ll be stopping every 30 minutes to crick
a big powerful machine. On the flip side the your spine back into place. Conversely if you
bars are incredibly low down on the fork leg fancy yourself as a bit of a Marquez, you
and the seat is comparatively high too, probably won’t even notice the fact the pegs
putting you in a proper nose down, arse up are up by your ears.

I’ve ridden the new ’Blade a good few times in
a variety of circumstances and I was concerned
about its ability as a road bike. The power
delivery is akin to an old two-stroke 250 on
steroids. The bottom end is totally gutless;
anything below 6000rpm will leave you
questioning whether you’ve bought the latest
214bhp ’Blade or whether the technicians
accidentally slipped their 125cc learner-legal
motor in the chassis in the PDI process for shits
and giggles. However at 6000rpm the valve in the
exhaust opens, and along with a tone only heard
from HRC MotoGP bikes, comes an abundance of
potent, savage power. At first I thought the ’Blade
was quick, but nothing really that special in
comparison to any of the other litre bike offerings
available. It actually took me more miles on this
bike to understand just how crazy this motor is,
because the more I rode it the more I started to
appreciate just how hard fast this thing could go
when revs were added to the equation. It occurred D
to me over time that initially due to the sheer
piercing volume of the standard Akropovic can, I Drive 7
hadn’t actually been using the last 2-3000rpm Gearing makes accessing its
available because it already sounded like it was power tough
going to go ‘pop’. Obviously I was ashamed by my Braking 9
unintentional lack of manliness in not using the ABS much improved
full rev range so immediately set about righting Agility 8
that wrong. My god, I thought someone had fitted Turns on a dime
nitrous oxide alongside what I could only assume Stability 7
was aviation fuel in the tank. You get used to If you work the modes it’ll do
riding litre bikes; they’re all pretty predictable, Fun 6
they all have tonnes of power you can’t legally Lack of bottom end leaves me dry
use, they all rip your arms off when you paste Comfort 5
them. But to be honest, nothing that’s currently Designed for a foetus
out there do I get on and think: “Right, go steady
with this because it’s a bit lethal.” Even Ducati’s ON TRACK:
Drive 10
Even at Jack's pace, the Eye watering top-end
'Blade looks quick.
Braking 9
Brembo stoppers haul ass
Agility 9
Fit front end
Stability 9
Great weight balance
Fun 9
FAF... Fast as f...

V4S is now a cuddly toy in comparison to the outgoing

V4 or 1299 Panigale. The new Honda has filled that
bracket for me; it’s earned my respect and commands my
attention way more than any other bike. Even wheelies
on the ’Blade are easy to get out of shape, because if you
don’t have your wits about you, the peaky aggressive
motor combined with wings aimed at keeping the front
end down result in a steady lift, and then a huge sudden
jump up in the air as the wings go from positive down
force to negative, increasing the speed at which the front
end jumps up. Meanwhile, the engine shouts: “Have some
of that, you slag!” It really is a handful, but by Christ it’s
exciting! The only downside to this riotous performance
is the gearing that comes with it, which is so
unbelievably tall that it’s genuinely difficult to experience
this fun at real world speeds that won’t result in you
handing your licence back if you get caught, or even
more likely – spending a few nights behind bars. First
gear tops out at around 110mph. Yes, you read that right.
The RR-R SP pushes its top speed out in fourth gear,
leaving fifth and sixth pretty redundant other than to
bring your revs down on a motorway. However, real
world talk – even that’s annoying! Having ridden an
eight-hour round trip on the motorway, if you’re doing
70mph or thereabouts in sixth gear, you’ll find the revs
hover around 5-6000rpm. This means that noisy exhaust
valve is constantly opening and shutting with every
twitch of the throttle, encouraging the early onset of
tinnitus. Having said and experienced all this, I feared
that all I would be able to do is criticise the new ’Blade in
a road environment because it is so track focused, but
actually the more time I spent on it, the more I began to
love it. The front end feel is astonishing and laps up
everything you can possibly throw at it. The ‘bigger/
wider’ size and feel of the new Honda I personally think
adds to its riding prowess; it feels planted in pretty much
every situation. Having trawled through the three
different standard automatic suspension options the
gen 2 Öhlins mechatronic suspension has to offer, I
actually found that on the road, the A3 Rain setting is
probably the best one to go for. I’m no light racing
snake any more, in fact lockdown and a mild gym
obsession to compensate for my lack of hair has
seen me balloon to a hefty 14 stone, something
skinny cyclist Bruce and foetal Frodo find all too
amusing. My reason for mentioning this is that in
theory I need more support and a harder setting
from the sexy Swedish gold suspenders to
compensate for my fat ass. But in actuality for the
bumpy, pothole-ridden, inconsistent UK roads I found
the softest setting the most compliant of them all for the
majority of riding, even if it does say ‘Rain’ on it. So
don’t be afraid to use this setting just because of the
potential pub abuse, all it means is the suspension is
softer. I will throw a caveat into this; when you get out of
doing steady normal twisty undulating roads, and open
the terrifying taps on this caged honey badger of a motor
and really give it a pasting, in A3 it turns into a pogo-ing
circus act of an attraction and does require A2 mode at
the very least for that extra support. The A1 track setting
is perfectly usable on the roads though, I just found it a
little stiff and therefore lacking in overall feel for even
‘progressive’ road speeds... you have to be on it and
escaping capture from the fuzz to get the best from this
setting. In terms of usability the new ’Blade’s dash is
initially hugely unintuitive, however with a quick tour
ACTUALLY THE from my mate James at Grantham Honda, all those
confusing buttons on the left-hand switchgear make
MORE TIME I SPENT ON perfect sense and it’s actually incredibly easy to navigate
IT, THE MORE I BEGAN through and change, even on the fly. For all you rock
stars out there who like to personalise everything, you’ll
TO LOVE IT be pleased to know that just like the old ’Blade, you can
still set your name on the dash for maximum fromage
factor, something Dangerous adores. You won’t be
surprised to hear that any downsides I had for the new
’Blade vanished into oblivion as soon as I took this bike
to the track. Cadwell Park is my home venue, and
consequently I know it better than the back of my hand
and after a few laps round there, all of a sudden this bike

BLADE RUNNER
ADAM JONES
Just to set out my stall
before I start – I am to fast
riding what our prime
minister is to fashion.
However, I very much enjoy
the endorphin release and
adrenaline rush that follows
opening the throttle on any
motorbike. Despite starting
very late in life, chasing that
feeling has led me to being
made total sense. Once you get used to the unusual a fortunate owner of a
gear pattern, the engine fires you to the next corner 2019 Fireblade SP2 and, by
before you’ve had chance to gather your thoughts on a few bizarre twists of fate,
how you’re going to attack it. It sprints from apex to that in turn led to me being
apex like an F1 driver during reaction training. The able to ride my bike and the 2020 highly benign and almost silent, at
next gen quickshifter/auto-blipper system is Fireblade CBR1000RR-R SP 6000rpm the exhaust valve opens
considerably smoother than the last model and back-to-back one sunny weekend. and a lovely rich rumble
provides a confidence-inspiring positive smooth The bottom line up front – commences – but it’s above
change, not that you have many to make! The chassis following 150 miles making 7000rpm that the bat-shittery
really is something to behold; with the suspension set progress (for me), I do and don’t starts. The ‘Blade starts to howl
in the standard A1 setting from Honda and the traction want a new one. The looks are like a Joint Strike Fighter in full
set to the least possible without being off, it feels familiar, the fit is familiar, the afterburner and the space-time
planted through the rear end loading ‘Chris Curve’ at controls are familiar, the continuum gets distorted;
Cadwell with the most subtle of controllable slides. ‘touch-points’ are familiar and the however by this point you don’t
The front end feel is astonishing, allowing you to sensations are familiar but… need to look at the dash to realise
brake right to the apex (when the ABS allows) and I like the look of the new ‘Blade, you’re heavily into some salty
carry phenomenal corner speed. This is what we’re from the sides/rear she’s a speeds... Licence friendly this bike
seeing at British Superbikes. The visible corner speed beauty; from the front she looks is not.
of the Honda is leagues ahead of other manufacturers, fat in comparison to my SP2 – but Being ‘fixed’ in a racier position
and that, combined with its new-found pony power, she looks better with the rider in meant that I had an immediate
makes the new RR-R SP a real litre bike contender. It’s place. Being 5ft 8in meant that I connection with the be-winged
nothing short of awesome. was comfy on board, despite the front end and it felt extremely
well-documented high pegs; it is stable, goading you into attacking
noticeable that you are placed any bends on offer. In comparison
Verdict: ‘more over’ the front wheel and my bike felt like an old pair of
Road 7/10 my legs were splayed outwards
by the wider tank.
slippers; more comfortable (you
sit ‘in’ not ‘on’ the old ‘Blade),
Track 9/10 The new dash looks like a familiar, usable at any point in the
premium unit should, but the rev range and more docile.
Overall score 8/10 user-interface is not intuitive; Would I like a new
If savage power, screaming exhausts and front end feel is all trying to change modes, adjust CBR1000RR-R SP? The tart in me
you want, this is the only bike on the market to go for. However if settings or dial up or down any wants anything new, shiny and
you’re a repeat ‘Blade buyer, you may want one of the adjustable attributes top-of-the-range but there’s no
to think twice about what you’re planning was nigh on impossible on the denying that the CBR1000RR-R is
to use it for and whether it will suit your move. In fact even the Honda pricey. My Honda brand loyalty
needs. Oh, and you’ll need a grip experts had to use a YouTube would help me get over that, I’m
better than a reticulated python to tutorial. If I owned one I’d study sure – but the feel and riding
hold on to its potent top end the manual of course (because experience hasn’t ‘evolved’
pulling power! that’s just what old people do). enough for me to want to pay the
The clutch is light, the sizeable increase in PCP price.
'Need more preload!' quickshifter/blipper is a slick I love my SP2 and she’ll be
evolution from my SP2 and the remaining in my garage for at
seat is comfortable. least another year.
Below 6000rpm the engine is
2019
FIREBLADE
SP2
G
etting back on the SP2 was a bit like off the new screamer and turned the TC off This is absolutely down to the ultra-tall
dating the girl next door after on the SP2, one of the first things I could gearing on the new bike, but still, a can of
getting out of a short-term have quite easily done on the older model whoop-ass was opened and the younger
adrenaline-fuelled relationship with a was loop it. The midrange and bottom end sibling was humbled. This midrange
super-hot, bipolar nymph you met online. on this bike is leagues ahead of the new combined with more sensible road-focused
Sure, she might not spontaneously suck the ones, and in a second gear ‘roll-on’ test from gearing unsurprisingly makes for a more
soul out of you, but at the same time she 30mph on a piece of private road, the old predictable, stable road ride for the masses. I
isn’t going to throw random objects at your ’Blade showed the new one a clean pair of fear that given the new-found engine prowess
head for seemingly no reason. That said, it heels by a considerable margin. In fact, we of the later model, it might be lost in
doesn’t mean you can’t have unadulterated had run out of tarmac before the new bike translation at how good the old one is. Sure,
fun on the old ’Blade. In fact having jumped could even attempt to catch its older brother. it doesn’t pack over 200bhp and certainly
won’t cut the mustard at Superstock level.
But in terms of usable road power, this bike
has all you need and more. It can drive out of
slower-speed corners so much stronger
without the need for being in first gear, and
consequently you can use the awesome
factory quickshifter and blipper systems to
their full potential. Having turned the rider
aids off which I found far too intrusive, the
majority of riding on this bike was spent on
the rear wheel with a stupid grin on my face.
The power is linear and doesn’t pack the
same aggressive top-end punch, which
although isn’t quite as exciting as the new
’Blade, it does mean that you feel like you
can use it without fear of it grabbing you by
your testes and giving them an uninvited
twist. Unsurprisingly you won’t be shocked
to know that the older Honda is comfier; the
pegs are way lower and the ’bars are higher.
What will surprise you though is how flighty
the front end is on the SP2. I hadn’t
necessarily noticed it until back-to-backing it
with the new bike, and perhaps it speaks
volumes in terms of development on the new
model rather than being a reflection on
what’s come before it.

D
Drive 9 IN TERMS OF USABLE ROAD POWER, THIS
Gone like a scalded cat
Braking 8
ABS still a bit scary
BIKE HAS ALL YOU NEED AND MORE.
Agility 9
The Honda Housefly
Stability 8
Gold suspenders giving you the
feels
Fun 9
Wheelie good fun
Comfort 9
A day tripper of a sportsbike
ON TRACK:
Drive 8
Respectable poke, sir
Braking 6
ABS – Always Brown Smoke...
Agility 8
Light as a BMX
Stability 7
Struggles on side of the tyre
Fun 8
Take charge of the beast!
After riding the RR-R SP, the SP2 didn’t on a BMX after riding a full-suspension on the lever for the ABS system to kick in,
feel planted on the front end at all, often mountain bike, and if anything it could be but not on the SP2. The ABS was hugely
skipping its head out of a corner and critiqued for being a bit too light, hence the criticised when the SP1/SP2 came out and
twitching through the rest of it, characterful front-end vagueness. It’s noticeable even off it’s easy to see why; it takes no effort at all
for sure but not confidence-inspiring when the bike; when pushing these two glamour for it to kick in and release the brake which,
you’re trying to crack on. I deduced it could models around the car park the SP2 feels if you’re braking to an apex, tends to leave
be a suspension set-up issue due to being a much lighter and more free in comparison to an air of brown smoke outside the rear end
porker and the RR-R SP having gen 2 Öhlins the RR-R SP, which feels like its parents’ of your leathers. It’s appalling, and if it were
fitted, but having ridden the bike in its favourite son and consequently a bit my bike it would be the first system to be
firmest setting, it didn’t improve for me so it ‘over-nourished’. Here’s the fly in the near removed and replaced with some direct lines,
must be geometry related. Although the perfect road bike ointment though... ABS. I because with those Brembos, I doubt
front-end feel is far superior on the new bike have genuinely never come across a more stopping power is the issue. I thought that on
and turns much faster, the old one feels terrifying ABS system in all the bikes I’ve track it would feel like Conor McGregor three
narrower, giving you a sense of greater ridden. On most bikes it takes a reasonable rounds in; still capable of impressing and
agility. This makes it feel like you’re hopping amount of braking force or at least harshness catching you out, but a bit gassed.

THIS MAKES IT FEEL

LIKE YOU’RE HOPPING ON
A BMX AFTER RIDING
A FULL-SUSPENSION
MOUNTAIN
BIKE
On track, there’s one thing for sure on this the SP2 dived on the front and shook its rear the SP2 on the road every day; you could
bike – I definitely had more time to think in objection, often leading to a bit of commute to work on it, you could ride to the
about how to attack the next corner and for unwanted sideways action. Mid corner is also end of the country via motorways on it and
two reasons. The first being the 25bhp a really obvious chassis highlighting point on yet still go for your Sunday blast and shred
difference in grunt, and secondly the fact I the SP2. You can literally feel the bike the tyres up. The new RR-R SP would leave
was braking unnecessarily early to avoid squirming underneath you and causing the you in bits if you were to go about trying to
planting Adam’s SP2 into Park Corner’s tyres to flex, resulting in lesser corner speed use it every day and it’d cost you just as
fencing thanks to the offensive ABS intrusion. overall. It’s fair to say that although it’s a much in chiropractor appointments as it
That said, as it roared up in my face in fantastic road bike, it’s just not cut out for would to buy the bike in the first place. That
protest out of the hairpin at Cadwell, it was out-and-out track abuse like its bigger, said, given that Honda’s intention was to
keen to show me it was no slouch and in younger bro. create a fire-breathing track assassin, it’s not
fairness, ABS aside, it was hard to criticise. as horrendous on the road as I anticipated.
Again with normal gearing the bike drove Conclusion Given time and a lot of yoga, I feel it is
hard out the corner, only losing out in So is the new ’Blade better than the old SP2? something you could probably get used to,
top-end poke compared to its younger It’s definitely not as cut and dried as you but for me it wouldn’t be my choice out of
brother. Although the chassis on the road might expect, as the answer lies very simply the two and I certainly wouldn’t want to pay
was near faultless, it started to show its in what you want the bike for. If you want a the premium for the ‘upgrade’. Conversely if I
weakness when pushed really hard on track. track bike – yes, absolutely. It’s a thousand were to lose some junk, get my act together
In all places it was great on the road for times better. If you want a road bike – in my and accumulate a chunk of change to do
smoothness, pliability and feedback, while opinion, no. It’s not an improvement on the Superstock 1000 again, I would genuinely
on the track it started to wallow and push the SP2; if anything it’s a step backwards. Even struggle to look past the Honda to choose
tyres more uncomfortably than I would have riding the bike hard on the road, I would still another brand to race on which is a huge
liked. Even in the A1 suspension mode when pick the SP2 over the RR-R SP all day long. It surprise, given that outside the factory team,
braking into a corner called Mansfield (which provides more fun factor, more usability, nobody was using one on the grid for several
is a downhill left), where the RR-R SP would more comfort, more feel, more reassurance, years. One thing I know for sure is given the
simply dig in and turned in with little drama, and frankly more rider flattery. You could use feedback, I would love to try the new ’Blade
with different gearing (which isn’t just a
simple sprocket change due to the ECU
mapping), an ABS delete and maybe some
lower pegs. That would be something truly
incredible and maybe even start to rival the
old bike on the roads... time will tell.
2019 SP2 Verdict:

Road 9/10
Track 7/10
Overall Score 8/10
A smashing all-rounder; enough power to put a smile on
your face and get your adrenaline going, without feeling
like the ejector button may malfunction at any moment.
Great road manners, rewarding chassis and light feel
make this a really tough bike to beat on the roads.

NORTH COAST 500... PLUS!
WORDS> DANGEROUS IMAGES> JOE DICK
NORTH
COAST
500...
Desperate to get away from the office, loved ones and
civilisation in general, Carl, Bruce and Boothy packed up
PLUS!
their troubles, their long-johns and all their loose change to
take on one of Britain’s most iconic biking routes.
IN ASSOCIATION WITH
Y
ou can’t beat a good road trip with lugging S 1000 XR to power him around. traffic jam on the approach to Penrith. We all
your mates or your mistress, but Carl’s pick of a 1290 GT was chosen purely made it through with our limbs and mirrors
finding the time, money and excuses on the basis of fun over function, while being in place, and decided to fuel up and celebrate
needed often makes the difference between the old man of this tribe I befittingly found at Gretna with a burger and chips. We were
packing up your underpants, or sitting in a myself behind the ’bars of Kawasaki’s Ninja already miles behind schedule, the sun was
pair on your sofa as you binge-watch TV and 1000 SX. Other than each having two wheels on its last legs and to make matters worse
poke pizza down your gullet. For three years and an engine, the only other commonality storm clouds loomed ahead.
now one route has whetted our appetites for between our steeds was the fitment of I’d like to tell you how picturesque the
adventure quite like no other, with the Dunlop’s new Mutant tyres, that looked like scenery was on the run up to Glasgow, but it
promise of mountains, endless haggis and racing wets and felt stickier than a night- was impossible to see through the heavy rain
speed camera-free roads dangling like a juicy, club’s dance floor. that left us wetter than fish and just about as
Nutella-coated carrot. I’m talking about the Before we knew it our day of departure miserable. Only a few hours back we’d felt as
North Coast 500 that typically starts and ends was upon us, and the other thing that caught toasty as you like, but up in Scotland the only
in Inverness, having navigated one’s way us by surprise was Boothy’s sat nav telling us warmth came from the sporadic gaps in the
around the northern coastline of Scotland in it was an eight-hour ride to Inverness. It was downpours that lasted just about long enough
either a clockwise or anti-clockwise two in the afternoon when our onslaught to make you feel human again before the next
persuasion. See, here’s the thing: as well- finally got under way, under a baking apocalyptic flood hit us hard. We slogged on
known and adored as this iconic route might summer sun, with the simple plan of past Stirling, up to Perth and eventually
be, the hard and fast rules to tackling it make smashing in the miles and getting as far north picked up the slowest road going on the final
muddy puddles seem comparatively clear. It as fast as possible. It was a good plan, and stint to Inverness: the A9. There must have
proved so confusing during our initial going quite well until just a few hours in, been a sale on when the authorities kitted out
lager-fuelled planning meeting that we pied Boothy crackled down the intercom that his that route with speed cameras, because there
off most of the formalities, aiming mainly to bike needed fuel; little did we know that were more on that road than there were
hug the coast as and when was possible, stop those words were set to haunt us throughout cats-eyes. The 60mph average-speed really
at as many distilleries along the way and ride the entirety of our trip. I didn’t mind. As big took its toll on our already dampened
on the left for most of the time. The rest we’d and comfy as my Kwacker was proving, the demeanour, but eventually there was a light
figure out once our wheels got rolling on our chance of a leg stretch is never to be sniffed at the end of this bleak tunnel, along with a
five-day extravaganza, which we were set to at. Plus, the A1, which was our host for mattress, a colour TV and one of those
complete on three whopping sports tourers. starters, proved pretty damn boring. The ancient bedside tea-making machines (I’m
Knowing how big Boothy’s belly is, we picture soon got a little spicier as we crossed not here to judge). That first night’s hotel
thought it best he opted for a lard-arse the Pennines on the A66 and tackled a 10-mile couldn’t have come soon enough.

Inverness Castle, ready to rock..
Four hundred and fifty miles after leaving raining. By this point in the journey, the seemed to appear from nowhere and stifle our
base, sporting sodden leathers from the night roads had become noticeably empty, the ride. Where the hell were they coming from
before, we were finally ready to start our villages less frequent and fuel stations near and why were they travelling in convoys? The
actual trip. We were in Inverness and though enough extinct. More often than not they other common feature was the North Sea, to
I can’t tell you much about its impressively were there for the finding, but we just figured which the A9 ran parallel, swooping up and
rich history (sorry), what I can say is it’s got it was easier to pick the low hanging fruit down and reminding me of the views around
a decent-looking castle with room enough to and stop at every opportunity to keep our Whitby and the North York Moors.
park three bikes. From there, we descended tanks brimmed. Back home the weather was Three hours on from Inverness we’d
down to the Moray Firth and crossed the around 30C; up here the temperature hadn’t arrived at Wick, and followed the A99 all the
estuary on the impressive Kessock Bridge. crested 14C all day, and it only got cooler the way to John o’Groats. Since I was a kid, this
The A9 was our host once again, but the farther we went. place has had prescience in my mind, and
speed cameras were now nowhere to be This was officially the furthest north I’d though I’m not quite sure what I was
seen, replaced by rolling green scenery that ever been, and the same went for Carl, who expecting it to look like, the reality certainly
shrouded us as we continued north. It was considers anything over the Dartford Bridge wasn’t it. Quite simply, not a lot was there,
pleasant enough, but there were no signs yet to be practically foreign to him. Boothy, on and not a lot was going on, we deduced, as
of the epic roads and topography that our the other hand, whose missus is Scottish, we scoffed down fish and chips. Still, the sea
mates and reviews had banged on about. My and who has spent more time than most up views were great and the old harbour proved
opinion started to change slightly once we’d in the Highlands, was in his element, worth a walk, but after clouting Carl’s head
crossed the Cromarty Bridge and tackled the effortlessly switching from singing in Scottish on the John o’Groats sign, our time had come
Dornoch Firth some 20 miles later. Sea air to reading the never-ending flow of road to move on. That night’s stop was still a good
filled our nostrils and Boothy’s drivel about signs in his bespoke twang. In fairness, one number of hours away, and what with all the
the differences between lochs and firths thing was more annoying than his vocab, and faffing of stopping for pictures and for Carl to
savaged our ear drums – but at least it wasn’t that was the abundance of camper vans that ‘go potty’, the trek was taking us much
This scene was

pretty common.
IN ASSOCIATION WITH
Dunnet
Dounneay John o’
Durness Groats
A9
Keiss
Bettyhill
Tongue
Wick
A9 Lybster
Dunbeath
Helmsdale
A9
Bora
at.
weren't so gre
Some views
Embo
A9
A835
Invergordon
A96
Dingwall
A96
A835
A9 A96
Inverness
Carl’s eyesight
is
a little lacking.
longer than anticipated. There were no other road
We picked up the A836 which was to be users to be found, and if it
our gateway across the head of the wasn’t for the odd roaming sheep we’d have
Scottish coastline. We hadn’t been on it truly had this place to ourselves. That reality
long when the scenery started to change reflected in our riding, and let’s just say we prompted another discussion about the
from the typical coastal landscape we’d had a pretty good time blasting along without meaning of the word. I was more bothered
seen so far to white sandy beaches that a care or a camera to concern us. A sense of about the views, which were breathtaking
reached out into the rich blue waters. It adventure had finally started kicking in, and and rocky, unlike anything we’d seen this far.
looked pretty awesome, and if we hadn’t for us it wasn’t a moment too soon. We even It was hard to keep pace with how quickly
have been hampered by such a short time had the odd bend to keep us entertained, the landscape changed, which morphed
frame to complete this trip, we’d have which made a change from the largely again on the next stretch of road as we
thrown up some tents like the other wild straight-line run we’d had that morning and headed over moorland towards Loch Eriboll
campers, cracked open some beers and the day before. As the road got narrower, the that proved to be a sight for sore eyes and
burnt marshmallows on a cigarette lighter hills turned bigger and the views reached numbed backsides. The beauty of this place
while singing Kumbaya (in Scottish, of another level. We’d see the odd hamlet, and was unreal and we were split between taking
course). As it was, this route had other villages weren’t totally unheard of, but it in the views and making the most of the
plans for us, and they didn’t disappoint. soon started hitting home that there were no road. It’d been a long day, but around 8pm
The farther we got from John o’Groats, fuel stations anywhere. The Beemer’s tank we eventually made it to Durness, where we
the more epic this road became as the was always first to expire, but following him were to stop for a night in something called a
scenery morphed into green-coated sharing concerns about his range, we just ‘youth hostage’.
hillocks, with colourful heather (whoever figured we’d leave Boothy in the wilderness Carl had booked it, but Boothy and I were
she is) and gorse brightening up the views if his bike conked out… there was no point a little less excited about our bunk beds and
in every direction. in us all getting cold and hungry. dorm, so decided to head to the beach for a
At Tongue we crossed a kyle, which beer and a dip.
One night in a ‘y
outh hostage’
was enough.
ed
Boothy reckon
n bi gg er
he’d blow
horn s.

NORTH COAST 500... PLUS! cross.
Rocking it, above Apple
WE STOPPED TO LOWER OUR

BLOOD PRESSURES, FOR CARL TO GO
POTTY ONCE MORE, AND TO GAZE OUT
INTO THE ATLANTIC.
The scenery changed

like the weather.
After a sleepless night, mostly down to our valley. We had this kind of terrain for oncoming vehicles poked around corners and
arguing neighbours that burst into our room company for the next 30 miles, before tried their hardest to hit him (or so it
at 3am while absolutely battered, we were reaching Loch Inchard that looked every bit a seemed). At a place called Drumbeg we
once more ready to hit the road. Yes, it was Norwegian fjord. I was so in awe of the sights stopped to lower our blood pressures, for Carl
cold, yes, we were being eaten alive by that I put my hunger pains aside, having to go potty once more, and to gaze out into
midges, and yes it was raining, but that skipped breakfast at Carl’s behest and the Atlantic. The weather was clear and we
couldn’t blunt our enthusiasm for the day’s suggestion that we get something on the way. were able to make out the Hebrides in the
epic ride. Ironically, soon after setting off we Just like fuel stations, eateries just weren’t distance… and some more camper vans in
waved goodbye to the coast, because there kicking about, and if they were, they weren’t the car park. Rather than take the easy way
were no roads that hugged the sea. Instead open. I was getting hangrier and hangrier, to back, following the official NC500 route, we
we began climbing in scenery that looked the point we pulled over just after Unapool’s figured we could stay on this nadgery coast
straight out of New Zealand. It was rocky, epic Kylesku Bridge so I could get stuck into road long after the turn-off to Loch Assynt
arid and a marvel to the eye, being once a thing called a butterie. I’d picked it up in a and take in even more of these awesome
more devoid of traffic and giving off the shop in Inverness, and it looked like an oily, views. These tracks were well worth
impression of being miles from anyone or flaky pancake. That’s pretty much how it exploring, but the pressure was on to get to
anything. The road itself was narrow and tasted too, and was probably the reason why Ullapool before 2pm, so we eventually
slippery, but this particular morning was Carl and Boothy shied away from trying one. rejoined the A835 at Drumrunie and followed
more about the scenery than the scratching, Shortly after we joined a road called the B869 the shoreline of Loch Broom to our
so it really didn’t matter. There were boulders that was single-track, mostly blind and destination. It was weird to be back among
everywhere, as if some giant had got pissed promised to lead us to a viewing point. It was people, having not seen so many folk since
off at the dinner table and launched countless one hell of a roller coaster, and Boothy had to leaving Inverness. Ullapool had its own ferry
handfuls of huge rocks over this mesmerising breathe in on a few occasions when terminal, a few petrol stations and, more

IN ASSOCIATION WITH
at me.
Ewe, looking
Boothy and his sat nav

struggled all trip.
importantly, a choice of fish and chip belter of a road, aiming once more for the least 12 hours, and when the sun began to
shops. We headed into the first one we coast. It wasn’t too much later that the sink, the race was on to locate that night’s
saw and got stuck into a feast of battered stunning coast road between Little Loch lodgings on the shore of Loch Carron,
goodness. Food had never tasted so good, Broom and Loch Ewe was upon us. Without which Carl had us believe was another
and it felt nice to stop for a second and wishing to sound like a broken record, the youth hostel. Lucky for him, and us, he was
reflect on the morning’s ride. It had batted views were stunning, and they continued to telling porkies.
anything that came before it right out of be as we skirted Loch Maree on the way to
the park, and got us wondering whether Kinlochewe. That’s where we picked up the
the route and the scenery could actually narrow A896 that led us through one of the Durness
get any better? There was only one way to most stunning mountain passes I’ve ever
find out, and that meant kitting up once seen. The glacial valley got more and more Shegra
more and cracking on with our journey. impressive with every mile travelled, with the
Continuing our route south, we high point, literally, coming just before the
followed the huge loch until it was little pass’s demise near Torridon.
more than a stream, crossing it to join the By this point in the day, we were
A832. The route soon became very green absolutely buzzing, but up against it to clock Scourie
and hilly, eventually transforming into a load more miles before nightfall. The next
extensive woodland with towering trees in big stop on our route was at a place called
every direction. This complete change of Applecross that had a touch of Cornwall to it, Drumbeg Unapool
scenery really boggled our minds, appearing nothing more than a quaint coastal Stoer
confusing me more than any of my village with a pub where we stopped for Crask Inn
bi-polar exes as we skated along this some grub. It was nice, but the midges pissed
us off that much we didn’t hang around too
long. From here we joined a stonewall-lined
Their 2pm breakfast was a Badnagyle
single track road called the Bealach na Bà,
feast worth waiting for.
that kept climbing higher and higher until we Drumrunie
were towering over the cloud base. Everest
might look a tad more stunning, but reaching
this route’s summit was a hell of a lot Ullapool
easier to do, and the vistas on offer were Laide
out of this world. The only downside was
the bloody midges, which proved the
worst we’d known them the whole
trip, meaning stopping for photos Gairloch A835
was up there with hitting your own

balls with a sledgehammer. As rough
and tough as we purport to be, they
Garve
had us on our knees, flapping our arms
like madmen and never daring to open A835
our visors. We had to get out of there, Torridon

and slalom down the ‘Pass of the
Cattle’ proved just the tonic.
We’d been on the go for at Applecross
Stromeferry
Over a bowl of stale cornflakes we topped up our lust for watery views, but forever as we indulged in its
discussed the day’s agenda. By rights, this rather than following it all the way to its naughtiness. From a pure fun
was the point we would skirt back to demise, Boothy had other plans for us. We point of view, this road topped
Inverness, waving goodbye to any coastline joined the A83 and eventually got on the the trip and I’ll make sure to
and ending up just north of the speed A814. It was narrow, constantly twisting and head back there again at any
camera-laced A9. It seemed daft to do so littered with crests that might cause one’s given chance. It led us on to
when there was plenty more fun to be had on bike to get airborne. Best of all, this quiet Gare Loch where we passed
the west side of Scotland. Both Boothy and I back-lane roller coaster seemed to stretch the Faslane naval base, where
had spent time in these areas before, so were
able to custom-plot a route back to our final
stop of the trip at Moffat. First up was a stint
over to Loch Ness, meeting it at
Invermoriston. If you’ve not seen the sight
before, the length of this iconic mass of water
is something to behold, but we’d seen plenty
more impressive lochs on our travels. There
was no monster to be found, but thankfully
our local seaside town, Skegness, often has a
few on show so we didn’t feel like we were
missing out. The next stop, after a winding
route down the side of Loch Lochy (original
thinking with that name), past the humbling
Commando memorial near Spean Bridge, was
Fort William. It was here that we tried to get
in the Ben Nevis Distillery, but were told Carl
looked under age… we consoled him by
taking him for an ice cream and a play in the
park. We continued our journey south on the
A82, alongside Loch Linnhe that reflected the
mountains shouldering it, mirror-like, on its
still, blue waters. The sun was shining, we
were on schedule for once and the next bit of
road was set to be awesome. At Glencoe we
entered arguably the most stunning glacial
valley you’re ever likely to see, with
enormous, mesmerising mountains in every This crossing wasn’t
for crossing.
direction. The road itself was fun, with a
good mix of bends, straights and pull-over
places so Boothy could get a selfie. In A9
seriousness, it was an epic stretch of tarmac Stromeferry

that had us ‘oohing and ahhing’ until our
throats went numb. The core of it lasts for
13 miles, until you reach the Glencoe Aviemore
Mountain Resort, but even after that the road Fort Augustus A9
carried on delivering as we edged nearer to

our destination.
As we neared Bridge of Orchy, the rugged,
harsh look of the mountainous landscape had
morphed to a much softer, greener
persuasion. It was still eye-catching, but
reality hit home that the best of the west was Fort William
now behind us. Soon after Loch Lomond
Pitlochry
Glencoe
A9
The daily grind...
Bridge of Orchy A9 Dundee

Perth
St Andrews
M90
Stirling
und Nessie. Faslane
They never fo
M80
M9
Edinburgh
M8
Clydebank M8
Paisley A68
M77
A68
Moffat
IN ASSOCIATION WITH
CARL’S TAKE
Small Carl, big
pothole.
ON THE
MUTANTS…
When we first caught a glimpse of these
hoops, I think we were all wondering how
they’d cope with Fast Bikes mag levels of
abuse. I mean, could rubber with such a
deep tread pattern offer enough grip and
stability to keep us happy? Well Dunlop
seemed to think so, and from the very
first few miles, we never looked back.
Thanks to their Dynamic Front Formula
they offer heaps of feel from both ends of
our bikes, which meant with the quick
warm-up time, we really could get these
three big brutes on our knees, quicker and
safer than we ever imagined… no matter
how much luggage (or lard, in the case of
Boothy’s stomach) we were carrying.
the UK’s nuclear subs are kept W We hung on to the In fact, it was surprising how much we
bank of the Clyde until the M8, where we skirted could take the mickey, and the three of us
around Glasgow and cracked on with the last dregs didn’t give it a single thought that the
of our trip. As we pulled into Moffat it was sad to rubber might be outgunned by these big
realise that we were calling it a day on our epic tourers. I mean, if it can take my
adventure that had seen us clock just over 1000 ham-fisted riding style without sending
miles by this point (with another 300 to do the next me into a ditch, then it’s got some serious
day). I’ve tried to put into words the vibrant, grip. Sure, they’re never going to offer the
awe-inspiring nature of this journey but, as I’m sure sort of feel you’d find from a proper
anyone who’s done it will agree, it’s the kind of hypersport tyre, but that’s because they
experience that needs doing to appreciate. That was work in a whole load of different windows
our general consensus as we knocked back the when it comes to temperature and
beers at that night’s stop, the Buccleuch Arms, weather, which yes, seriously came in
reliving the laughs we’d had along the way. For handy as we roamed the Scottish
three years we’d wanted to tick off that trip, and countryside. They took everything, from
even after all that time we still managed to cock it, when it pissed down and poured with
often running short of food or fuel, or taking the rain, to those horribly slick drizzly type
wrong turn several times over. But those factors conditions – and
mattered little at this point, because the sheer thro
satisfaction we felt overwhelmed any other the
n’s p
ut lo
our own little spin on it. m
p
The boys had
c
a blast. o
t
WORDS> CARLOS such a big ol’ brute. And it wasn’t even just
KTM 1290
the twist of the throttle that was sweet, as the
’shifter and ’blipper worked absolutely
incredibly as the V-twin thumped through the
rev range. But then again, we were touring,
SUPER DUKE GT
and even with its revvy, fun-loving attitude,
the 1290 GT did know when to calm itself
down as well. On those long motorway rides,
it would sit perfectly in sixth with only a
faint buzz from the engine, and the fact it
W
hen embarking on a trip of such needs to be a perfect mix of comfort and comes with cruise control and heated grips is
epic proportions, it’s not enough excitement, and no matter what those other a dream come true – although one little
to have incredible routes and two say, no other machine on this trip came annoyance is that you can’t use the cruise
scenery (alongside a couple of dodgy mates close to the 1290 Super Duke GT in my control if the traction control is turned off –
to enjoy it with) – oh no, you’ve got to have humble opinion. You see, personally, if I had so you have to stop and alternate between
a proper tool for the job, otherwise it’s a bit to pick between fun and comfort, I’d having serious fun and being a grown up.
of a waste of time. For me, the combo of big probably go fun and endure the pain, but Boo.
mileage and beautiful roads means that there with the KTM, I really didn’t have to – it was Out of the three, I think it’s pretty fair to
the perfect tool for the job… say that the GT was the best handling of the
or nearly. lot as well. Okay, KTM didn’t give us any
The main reason I’m saying panniers so I had to stick all my guff in
this is down to that utterly Boothy’s Beemer, but even so it felt much
stonking V-twin engine, closer to a sportsbike than a tourer if we had
which for starters made the a sliding scale; the chassis was utterly
1290 the fastest bike of the sublime and those electronic WP pogos
lot. Packing a whopping 175 worked a treat in sport mode, with loads of
horses and 141Nm of torque, support when we were pushing on. Even
the Super Duke GT will quite those Brembo stoppers packed some serious
happily hoist that front end punch for a bigger lump like the 1290, and
in third and fourth gear the fact that you can disable the rear ABS?
(although of course, I’d Blimey, every bike needs that, no matter
never do such a thing) and what it is.
on its most aggressive Mind you, as nice as the route was, it
engine mode, it could’ve wasn’t just all about going fast, yet the 1290
fooled me into thinking that Super Duke GT proved it really wasn’t just a
I was on a seriously sporty one-trick pony. I know I’m only small, but
weapon – yet even so, it the riding position was incredibly comfy, and
was delightfully smooth even though we were nailing 12-hour days,
while bumbling along, with the seat was soft enough not to destroy my
At last! A bike more a ride-by-wire system that ass, which is always a bonus… especially as
colourful than his
leathers. was surprisingly soft for the tank range was fairly hefty, which was

IN ASSOCIATION WITH
ace when finding a petrol station was almost all together, personally. But then again,
a military operation. Although it would’ve it was a small price to pay for such an
been nice to have it a bit higher, the screen epic machine.
offered an ample amount of wind protection, If you’re reading this mag, then chances TECH DATA
and having hand guards was great for are you like to have a bit of fun on two KTM 1290 Super Duke GT
keeping the ol’ hands a little drier and wheels (or one), and you’re not shy of
warmer as well. Oh, and the USB charger? twisting that grip pretty hard. If you fancy ENGINE.
Well that and its compartment were a doing that over big mileage, while being Type: 1301cc two-cylinder
godsend. Hell, even the keyless ignition was pretty comfortable in the process, I wouldn’t four stroke
impressive for the first time in history, as not think twice about going down to your local Bore x stroke: 108mm x 71mm
only does it have its own little compartment, KTM dealership. Yeah, it’s a lot of dosh, but Compression: 13.3:1
but it also has a button for opening the tank think of the 1290 Super Duke GT as three Fuelling: Electronic injection
– which means you don’t have to use it for different bikes; it has the zest of a Claimed power: 172hp @ 10,000rpm
fuelling. Pretty neat, if you ask me. supernaked for when you want to go a bit Claimed torque: 141Nm @ 6750rpm
So what didn’t I like? Well first up is the mental, it has everything you need for what
fact that the settings can’t be saved for I’d class as a proper tourer, and has enough ELECTRONICS.
certain things, so if you want the TC off, you prowess and power to very nearly be Riding modes: Yes
need to do it at a standstill in neutral every considered a sportsbike – I wouldn’t think Traction control: Yes
time you switch the ignition off. Oh, and twice about chucking on some sticky rubber ABS: Yes
then there’s the hill start control; I like to use and heading to a trackday. All of this, with Quickshifter/autoblipper: Yes/Yes
the rear brake a lot at low speeds, and when comfort, tech and some seriously lairy looks? Wheelie control: No
it tried to save a stall, I found it made things Yes please. I definitely picked the best tool for Launch control: No
worse, rather than better – I’d just chuck it the job.
CHASSIS.
Frame: Tubular space frame
I THINK IT'S PRETTY FAIR TO SAY THE GT Front suspension: 48mm WP semi-active
suspension
WAS THE BEST HANDLING OF THE LOT. Rear suspension: WP semi-active

monoshock
Front brakes: Brembo four-piston fixed
calipers, twin 320mm
floating discs
Rear brake: Brembo twin-piston
fixed caliper, 240mm
disc
DIMENSIONS.
Wheelbase: 1482mm
Seat height: 835mm
Dry weight: 209kg
Fuel capacity: 23 litres
INFO
Price: (from) £17,199
From: www.KTM.com
WORDS> BOOTHY
BMW
S 1000 XR TE
E
ven before we’d set off on our epic Once I’d scaled the side of Mount BMW rider mode menus and even check tyre
road trip, I knew I had the right bike and got myself perched on top of the thing, I pressures, electronically. Nice. The sat nav
for the job. Carl’s KTM looked that noted the keyless ignition system. This would was a nice touch too, fairly easy to use as
bit too aggressive for a long-haul road trip, normally have pissed me off but there is a long as you only wanted to key one
and Bruce’s Kawasaki looked, if I’m being little cubbyhole where the ignition barrel destination in; it started to get a bit pissy
brutally honest, a bit too wet. First things should be, in which the key nicely fits, so I with me when I attempted to plan a more
first, those panniers have a serious amount of was slightly less offended than I would have convoluted route.
stowage space; in fact there was so much been should I have been forced to slot the The riding position is about as comfy as
that I let young Frodo fill one of mine with key inside my leathers. The dash, which anything I’ve had the pleasure of riding (only
his pants, socks and Gameboy, or whatever it 2019-onwards S 1000 RR owners will really trumped by the likes of BMW’s R 1250
is that kids take on holiday these days. recognise, is plenty big and bright, and the RT and Honda’s GL 1800 Gold Wing; that
Removing them from the bike was a bit of a BMW multi-controller is dead easy to use to type of thing) and even after a week of
mystery, but I wasn’t too worried about that, navigate round the bike’s settings and riding, there were no aches and pains of any
as they’re all lockable anyway. systems. You can scroll through all of the description, and with the screen in its highest
setting, it was actually nice and quiet too. I
could easily drain a tank of fuel before I
needed a leg stretch. That leads me nicely on
to the fuel tank range. You could do about
180 miles, which was by far the least out of
the three bikes on our trip, so it was a bit
I COULD EASILY DRAIN A TANK OF FUEL annoying always being the one that needed
to put a stop to proceedings to fill up with
BEFORE I NEEDED A LEG STRETCH. juice. Especially as up there in the Scottish

IN ASSOCIATION WITH
TECH DATA
BMW S 1000 XR TE
ENGINE.
Type: 999cc four cylinder four
stroke
Bore x stroke: 80mm x 49.7mm
Compression: 12.5:1
Fuelling: electronic injection
ELECTRONICS.
Riding modes: Yes
Traction control: Yes
ABS: Yes
Quickshifter/autoblipper: Yes/Yes
Wheelie control: Yes
Launch control: No
CHASSIS.
Frame: Aluminium composite
bridge frame
Front suspension: 45mm dynamic
electronic USD forks
Rear suspension: Dynamic electric shock
Front brakes: four-piston fixed
calipers, twin 320mm
floating discs
Rear brake: Twin-piston floating
caliper, 265mm disc
Above: Highlands, fuel stations are few and far DIMENSIONS.

It takes a big bike to between, and usually off the beaten path. Wheelbase: 1522mm
carry Boothy's Stopping for fuel (or stopping anywhere, for Seat height: 840mm
backside.
that matter) did cause somewhat of a Dry weight: 205kg
Below: difficulty on the big XR, because of the angle Fuel capacity: 20 llitres
A-frame to the of the sidestand. It probably didn’t help that,
rescue. loaded up with all my and Frodo’s gear, the INFO
thing was a bit top heavy, but lowering the Price: (from) £14,290
bike on to the sidestand felt mega precarious, From: www.bmw-motorrad.
even on a flat, even surface. Luckily, you get co.uk
a centre stand on the TE which might be
slightly more effort to pull the bike on to, but
it seemed a million times safer on it, so I
tended to opt for the latter on most occasions
– or just stayed sat on it while Bruce went in and made the bike so easy to ride. There is
to pay for the fuel and Mars bars. 162bhp at the top of the rev range which,
If the fuel tank and the sidestand lost the with all that weight over the back end,
Beemer a few points, the engine won them proved more than enough to stand the thing
all back, and then some. It has to be my on its back wheel and the shifter (that the TE
favourite thing about the bike. There’s strong version comes with) made keeping it up there
power wherever the revs are, which is all a doddle. In fact, the shifter and blipper
good and well, but it’s just how smoothly it definitely helped make the Beemer feel like a
dishes it out that put a smile on my face – proper premium road bike but the big bars
and the tall stature also made you feel like
you could do a bit of light off-roading with a
fair amount of ease too. We didn’t take the
bikes off-road, but I did find myself on the
beach at one stage, and there were more than
a few gravelly paths and lay-bys that we had
to negotiate, which the XR’s chassis and
suspension took in its stride.
I did most of the trip in Dynamic Pro
mode which sometimes felt a little bit bumpy
on the really bad roads, but it was a small
price to pay for having a bike that held itself
up so well (for such a tall, heavy bike)
when cornering.
I’d had a good idea that the BMW S 1000
XR would be the best bike for our NC500 trip
before we started, and after 1500 or so miles,
I’m pleased to report that I wasn’t
disappointed. It might have had one or two
foibles, but hey, who’s perfect. If you are into
big miles and big fun, (and you don’t mind
stopping regularly for fuel), get yourself one
of these bad boys.

WORDS> DANGEROUS
KAWASAKI
NINJA 1000 SX
I
couldn’t miss the smug looks on Carl and keyless) and clambered behind the perfectly remained pretty tight-lipped about the
Boothy’s faces as I loaded the Kawasaki’s acceptable-looking cockpit with its TFT dash. K k Iti dt fi t tl h t
panniers, but the question was whether The bike offered cruise control, rider modes it was and whether I had any ammo to fire
they were laughing at my choice of long- (incorporating tiered traction control – plus back at my counterparts on the blast up to
johns or the fact I’d ended up with the Ninja the option to turn the latter off) and a Inverness. Without wishing to sound
1000 SX? Sure, it was the cheapest bike quickshifter as standard, which I figured gave insulting, it was proving an adequate
among this trio, the least powerful too, and me the hallmarks of a credible mile-muncher. sports-tourer, with decent weather protection,
as for comparable technology and aesthetic Added to that it was big, comfy and the huge a smooth motor and a vibe-free riding
sex appeal, it was up there with your screen in front shielded the core of my torso experience. But with a million junctions and
neighbour’s granny wearing moth-eaten when our mahoosive journey got under way. roundabouts soon ticked off, the green
lingerie from the 1950s. Still, I was trying to It didn’t take long for those two numpties meanie’s lack of beanies hit home as the
remain open-minded as I slotted the key into to start banging on over the intercoms about other two blasted off into the distance at
the ignition barrel (thank heavens, it wasn’t how awesome their bikes were, while I every given opportunity. That’s not to say the

IN ASSOCIATION WITH
A heavyweight in the hills... and the Ninja.
TECH DATA
Kawasaki Ninja 1000 SX
ENGINE.
Type: 1043cc four-stroke
inline four
Bore x stroke: 77mm x 56mm
Compression: 11.8:1
Fuelling: Electronic injection
kitchen sink in those
He managed to squeeze the panniers.
ELECTRONICS.
Riding modes: Yes
Traction control: Yes damping struggled to suck up what many wet roads we travelled, and I was left
ABS: Yes physics threw at it, and the sheer weight feeling ache-free and fresh despite back-to-
Quickshifter/autoblipper: Yes/Yes of the bike meant I had to get pretty back long days in the saddle. The ergonomics
Wheelie control: No physical at times to avoid dropping off the really suited my 5ft 10in frame and so did the
Launch control: No cliff edges that occasionally lined our SX’s large seat that felt soft and well suited to
routes. The Kawasaki was not a lithe a ride of this magnitude. Like any machine,
CHASSIS. sportsbike, and nor was it a ninja in the the Kawasaki wasn’t without its weaknesses,
Frame: Aluminium twin-tube braking department. Riding at the but I’d argue it was a good choice of bike for
Front suspension: 41mm adjustable forks enthusiastic speeds we were, and owing a trip like this, brilliant at smashing big miles
Rear suspension: Adjustable gas-charged to a combination of Boothy’s poor on the motorway and ultimately reflected
shock sat nav reading and oncoming campers, good value for money, in my opinion. I’d
Front brakes: Four piston calipers, last-minute stopping was more common liken it to the girl next door, proving perfectly
with dual semi-floating than herpes… and the accompanying adequate, but just not that sexy. But
300mm discs heart-in-mouth moments as I struggled to sauciness comes at a price, and if you want a
Rear brake: Single piston fixed get the big machine hauled up in time model with bolt-ons, it’s going to hit you
caliper, 250mm disc were relentless. The brakes were okay in hard in the wallet. Did the Kwacker need the
typical usage, but when push came to volume of tech the other two bikes offered?
DIMENSIONS. shove, the ABS was way too intrusive for Being honest, Carl never seemed to stop
Wheelbase: 1440mm the bike’s own good, and the power of the moaning about his KTM’s tech and I don’t
Seat height: 835mm anchors felt lacking. think Boothy’s fat fingers could work the
Kerb weight: 235kg On a more positive note the Ninja’s fuel buttons on the Beemer. As for me, I just got
Fuel capacity: 19 litres range was brilliant, the traction control on the Kawasaki and rode it. It got the job
kept me safe when gassing the bike on the done, and that was good enough for me.
INFO
Price: (from) £10,999
From: www.kawasaki.co.uk
140bhp SX was sluggish, but it was not on

THE SX COULDN’T COMPETE
the same level as its rivals in terms of sheer
grunt. But what it lacked in utter potency it
ON THE FUN FACTOR.
made up for with its smooth delivery and
relaxed nature. I soon learned the Kawasaki
could be ridden in tall gears at low revs
without causing its motor to have a heart
attack, and I was also impressed by the bike’s
shifter and gearbox that worked a treat on
every occasion.
The problem was, riding with these
numpties, the SX couldn’t compete on the
fun factor, with my bike’s front end feeling
magnetised to the roads, whereas it looked
like Carl and Boothy had filled their front
tyres with helium. Whether I liked it or not I
was the old man of the group, riding the old
man’s choice of steed, and riding accordingly.
Up in the Highlands, travelling on narrow,
winding and often bumpy roads, the SX’s
235kg mass and supple suspension worked
against it. Quick changes of direction could
get the bike wallowing like jelly, as the soft

WORDS: CARLOS
IMAGES: K AWASAK I EUROPE
JONATHAN REA’S
KAWASAKI
ZX-10RR
As far as Superbikes go, they don’t
come any faster, more complex or
greener than Jonathan Rea’s
Kawasaki ZX-10RR…
en’t done badly in terms of

he ZX-10R & ZX-10RR really hav
T World Superbike results – I mean

been beaten to the title on one sin
bad haul if you ask us. And hell,
since 2012, they’ve only
gle occasion, which isn’t a
even when World Superbike stuck
s’ to the technical regulations
in some, well, ‘unwelcome change
n for the 2018 season, the team
in order to try and slow ’em dow
asing their ZX-10RR with fettled
in green rose to the challenge, rele
k at it! The World Superbike spec
internal engine work. And just loo
-spec outfit, with the very best
machine from KRT is a full factory
; from the trick electronics to the
in terms of just about everything tyle
even the fact that it runs a BMX-s
priceless Showa suspension and can be.
RR is as premium as
lever rear brake, everything on this
WWW.FASTBIKESMAG.COM
WW
WW.FASTBIKESMAG.COM
W FA S T B I K E S M A G C O M
WORDS: JON URRY IMAGES: CHAPPO
Used Bike Guide
RETRO
RACER
How much fun can a retro-styled air-cooled
BMW boxer be? As it turns out – lots!
2014-CURRENT BMW R NINET
A
few years ago the the R nineT to be much more
motorcycle world was than a chilled-out retro that
going hipster crazy would sell in small numbers to a
with all manner of fairly hideous few fashion victims and then
‘customised’ bikes appearing as disappear from the model range.
manufacturers paid chaps with How wrong we were...
beards and tattoos to basically
ruin a perfectly good machine in
the name of fashion and PR. PRICE GUIDE: £7000
Frames were chopped, – £11,500
inappropriate wheels and tyres
fitted, brown seats added; you Cheapest private: £7499
name it, it happened and was 1460 miles, 2014 model in
then followed up by a photo perfect condition with low
shoot in some backstreet mileage
workshop to make the bike look
all moody and cool. However a Our choice private: £7500
few good things did spring out of 12,479 miles, just serviced in
this fairly annoying subculture superb condition with a full
(although it’s not really a service history
subculture when it is
mainstream...) and the best is Cheapest dealer: £7750
probably BMW’s R nineT. 4300 miles, 2016 bike in
Launched in 2014, the R nineT excellent condition with
had all the hallmarks of being a Akrapovic
fashion-led disappointment.
BMW’s pre-unveiling waffle Our choice dealer: £7995
centred about how it could be 8660 miles, lovely low mileage
easily customised as bike with high-level Akrapovic
demonstrated by, yep, chaps
with beards and it was a café Ex-demo: £10,995
racer powered by the firm’s 2367 miles, beautiful 2019 bike
ageing air-cooled boxer motor. In that is loaded with extras.
truth no one was really expecting

USED BIKE GUIDE 2014-CURRENT BMW R NINET
SERVICE HISTORY OTHER VERSIONS

The boxer engine’s exposed nature means it is very easy and The R nineT family consists of the Scrambler, Pure, Racer, Urban G/S
therefore relatively cheap to service. It requires a small service and the top-spec Roadster (which is just called the R nineT). The
every 6000 miles and valve-clearances checked at the 12,000 high-bar scrambler and G/S are great options if you want a more
service mark. The air-cooled boxer engine can burn a bit of oil, so a relaxed ride but the Racer’s low clip-ons are excruciatingly
good service history is recommended. uncomfortable, meaning it is best avoided.
ACCESSORIES CLUTCH
The R nineT is a bike that is designed to be customised and a stack of BMW accessories add to its It shouldn’t be an issue as most R nineTs have covered minimal
value. The most sought after in terms of styling is the ‘bullet’ aluminium seat unit, which can go for mileages, however always be wary of any clutch slip as
over £200 used and is £480 new, but that’s just the tip of the iceberg. Billet levers and footrests, changing this in a boxer engine basically involves splitting the
head covers, seats, reservoir covers, etc., etc. The more accessories, the higher the price tag. bike in half and is roughly £1000 in workshop bills as a result!
TECH DATA
2014-current BMW R nineT EXHAUST When you approach the R There is also a fairly non-retro
There are various nineT the first thing that strikes shaft drive but we will brush
ENGINE: official BMW options you is just how beautifully it is over this and instead focus on
Type: 1170cc, air-cooled, 8v, boxer when it comes to made. We are talking real the star of the R nineT’s package
twin exhausts and most attention to detail here, with – its air-cooled boxer engine.
Bore x stroke: 101mm x 73mm owners stick to the lovely touches such as the Yes, the boxer motor (which is
Compression: 11:1 factory-supplied old-school VIN plate on the the twin-cam four valve-head
Fuelling: Electronic fuel Injection Akrapovic rather than headstock, twin clocks, inch- version) is fairly old but when
Power: 110bhp @ 7750rpm buy other brands. The deep paint, spoke wheels and you fire up this café racer it
HP Sports Silencer
Torque: 119Nm @ 6000rpm chunky bars. It certainly sounds raw and aggressive with
costs £1110 while the
commands your attention and a very fruity standard exhaust
High Rise HP one looks
CHASSIS
amazing but costs then your eye is drawn to its note (it is even better with the
Frame: Tubular steel £1290. A used full Akra running gear. Akrapovic aftermarket silencer
F suspension: 46mm inverted forks, system will set you Rather than sacrifice fitted). Sit astride the BMW and
non-adjustable back roughly £1000 performance for style, BMW when you blip the throttle the
R suspension: Monoshock, adjustable spring from online auction armed their retro with ‘proper’ whole bike shakes and judders
preload and rebound sites while other chassis components and you get as the torque reaction makes it
Front brakes: Four-piston radial calipers, brands charge about radial Brembo brakes, inverted lurch to the side. Far from some
320mm discs. ABS £600 for a slip-on forks (which lack adjustment) identikit retro, the R nineT feels
Rear brake: Two-piston caliper, 265mm silencer to replace the and ABS with the option of alive in a very surprising and
disc. ABS twin stacked OE units. traction control if you want. pleasing way. And when you
get out on the open road it gets
DIMENSIONS: even better...
Wheelbase: 1470mm It is easy to forget just how
Seat height: 785mm good the air-cooled boxer engine
Wet weight: 222kg actually is. Remember, this
Fuel capacity: 18 litres motor powered everything from
the GS to the RT and when you
SPEED: stick it in a stripped-back retro
0-60: n/a with a wet weight of just 220kg
0-100: n/a it rocks. Get on the gas and the
0-150: n/a boxer thumps forward with lots
Standing ¼ mile: n/a of lovely character vibrations
Standing mile: n/a that really suit its styling. It’s a
Top speed: n/a properly quick road engine with
a huge stack of mid-range torque
that makes you giggle as it

RUNNING COSTS:
Service interval:
Minor: 6000
Major: 12,000
Valve clearances: 12,000
vice costs:
Minor: £250
Major: £400
Valve clearances: £400
Right fairing: n/a
RH engine casing: £220
Brake lever: £56
RIDER ASSISTS
Although initially only ABS came as
standard, you can add traction control
(£250), heated grips (£255) and an alarm
(£220). Later bikes come with traction
control as standard but all models can
have it retro-fitted.
PURE
FINISH The R nineT Pure arrived in
The finish is generally very high on the R 2017 and is the base model in
nineT but as it is a naked bike inspect it the range. You get conventional
well for stone chips and any rust forks and non-radial brake
forming as a result of missing paint. In calipers but the engine and
general owners save their bikes for chassis are the same as the
sunny runs but a few are a little hardier. higher-spec version. Prices
start at £9000.
USED BIKE GUIDE 2014-CURRENT BMW R NINET
YOU CAN HAPPILY TAKE THIS RETRO ON A

TRACKDAY AND NOT EMBARRASS YOURSELF.
ALSO CONSIDER THESE: feels really naughty to thrash.

The throttle is quite aggressive,
2016 YAMAHA XSR900 which is actually all part of the
fun, and it is brimming with
Private: £4800 Dealer: £5300
spirit and soul. Yes, the gearbox
e is clunky; however it’s a retro,
is a blast and the chassis not too bad in the bends. Looks a what do you expect? But the
bit of a dog’s dinner but is hysterical to ride. biggest surprise comes when you
Engine: 847cc, l/c, 12v, inline triple attack the bends.
Power: 113bhp @ 10,000rpm Rather than its Telelever front
Torque: 87.5Nm @ 8500rpm
end, BMW armed the R nineT
with inverted forks and that
means not only does it feel
natural to all riders, it is also
2014 DUCATI MONSTER 1200 S brilliant in corners. The low
Private: £6900 Dealer: £7600 centre of gravity of the boxer
A stomping engine, top rate chassis components and that
engine helps the bike to tip into
iconic name make this a very cool retro(ish) bike. A great a bend and once there it is rock
retro-looking super naked but pricey. solid and great fun. You can
happily take this retro on a
Engine: 1198cc, l/c, 8v desmo V-twin trackday and not embarrass
Power: 129bhp @ 8800rpm yourself (until the heads touch
Torque: 114Nm @ 7300rpm down), which isn’t something
you can say about some of its
rivals. And the Brembo brakes
2014 MV AGUSTA BRUTALE CORSA are more than up to the job,
delivering lots of power and a
Private: £6500 Dealer: £7700 good amount of feel at the lever.
The Brutale has always made the cut in terms of its chassis Fast, fun and characterful,
and handling but the price tag is always a challenge to what’s not to like about the
overcome and it never rides like a finished package. BMW R nineT? There is the
Engine: 1078cc, l/c, 16v, inline four price tag...
Tested power: 132bhp @ 10,750rpm With a new price of £12,745 in
Tested torque: 102Nm @ 7750rpm
2014, nowadays you still need to
pay at least £7000 to have an R
nineT in your garage, which is a
lot of cash for an air-cooled
boxer that will probably be saved

for sunny rides only. Is it worth crisis tattoos/beard/moustache/
the investment? Actually it is – silly haircut...
because as well as being brilliant
to ride, the R nineT is also very
easy to customise, with its rear Verdict: 9/10
subframe coming off with The R nineT is far from a posing hipster
minimal effort to give it a really chariot and is actually a brilliant and
funky, stripped-back look. If you great fun bike to ride with bags of spirit
like the idea of getting the and impressive handling. If you want to
spanners out, this is a bike that go retro, buy one.
you can spend a bit of time and
money making look even cooler, + THUMPING ENGINE, COOL LOOKS, BAGS
which adds a whole new OF SPIRIT
dimension to ownership. - NOT MASSIVELY FAST, PULLS TO THE
Just try to avoid the mid-life SIDE WHEN YOU WHEELIE IT!

RACE FEATURE
WORDS: JACK FAIRMAN

IMAGES: KTM MOTOGP/POLARITY
They came, they saw and they conquered…

but just how did they do it? KTM gave us
an insight to their meteoric rise to the top.
KTM MOTO GP
M
any of the world’s great ideas and Fortunately for the greater population there Most of us mere mortals struggle to decide
inventions have been conceived are far better ideas to be had than those how best to make a start on a mundane task
and forged over the dinner table. dreamt up by me and my mates. Legend and like tidying the garage. So presented with a
It’s not a new thing. Maybe a drink or two rumour has it that it was over a similarly dream and a vision so big, how did KTM go
has played a part, a lack of inhibition giving a eventful dinner (boozy or otherwise) at about tackling the task of creating a box-fresh
freedom to ‘think outside the box’. Don’t get EICMA in around 2014 that the KTM top Grand Prix team? Well, in typically efficient
me wrong. There are plenty of rubbish plans brass in attendance had an idea that they fashion, of course.
hatched over dinner – a proverbial yin to should form a factory team and enter the As Sebastian Risse explained: “I think
balance out the inspirational moments’ yang. MotoGP World Championship. In the closest really the first key point was to set up a
I, much like you I imagine, have numerous ever era of the sport. I mean, how hard can it project and get people. So, when this
personal experiences of both excellent and be? And just like that, Red Bull KTM Factory project was started it was with a very, very
terrible ideas: over a particularly well- Racing was born. It could’ve gone small group. It’s basically the Moto3 crew
lubricated dinner 10 or so years ago, my old spectacularly wrong. It could’ve gone that then would need to be extended and
mate Hoefty and I decided we should attempt spectacularly right. As the 2020 season split and grow.
to attend every MotoGP round in Europe – (appropriately one of the craziest on record) “I think in this time we went from 25
legendary idea. We also decided that walking approaches its climax, KTM’s decision is people to maybe 70 when we started to go
10km in the Tuscan summer sun to Mugello looking distinctly like a good old-fashioned racing. Then with the race team again, more.
was not only a great idea but also one that stroke of Austrian genius. So, it was a huge thing in the structure. Get
would be like a scene from an Italian At a predictably cold and damp Le Mans, the right people and get the structure to
Renaissance painting. Perfection. With one of we at Fast Bikes were lucky enough to spend manage the people and to give everybody
us bald and the other ginger, this turned out some time with two genuine giants of the Red the chance to give their input and do their
to be a distinctly less than optimal idea. Bull KTM Factory Racing story: Mike Leitner, best. Sure, this is not the technical side. But
Hoefty and I lived and we learned (and we Red Bull KTM race manager and Sebastian before it comes to the technical, you need
burned) but we weren’t afraid to try. Risse, KTM’s MotoGP technical director. this [structure].
RACE FEATURE
FOR US AT THAT TIME,

IT WAS CLEAR THAT THE
BEST WORKING BIKE WAS
WITH A V4.
A steel frame and WP

suspension makes the
package unique.
“On the technical side, of course, first you bikes. What works, what not, and then you always understandable just by physics and
look around what bikes are there. You try to put this together. So actually, for us at that numbers. It is a plus I have to put, and we
benchmark and understand them. Especially time, it was clear that the best working bike have to make them [the riders] comfortable
try to understand why somebody does was with a V4. And this was also something to give this plus. And I think that’s also a
something this way and why this gives a we decided quite early to do. Also, Honda. strong point from us that we put this
benefit or not. Then we had to merge this That was a bike we looked at most and emphasis on it.”
and bring it in a context with what we can which we tried to understand best and then It was during the 2019 season that KTM
do. What are our strong points where we merge this with our philosophy. And from shook the MotoGP world by announcing that
have experience and what is the philosophy there, of course, then you take another turn they were pulling out of Moto3 and Moto2 to
of KTM? Especially I’m referring to a steel as soon as you really have a bike. focus their efforts and increase their chances
frame and suspension from WP, which were “I think we are really a project and a of conquering the top class. Racking up wins
outstanding points. company that is working very closely with in 2020 has made this look like a stroke of
“That means you cannot just benchmark the riders, and making a bike for the riders, genius. But the message from Mike Leitner
and follow other philosophies. not just for the physics, because in the end was that in 2019, and without the exacting
“It’s not ideal, but you try to get as much it’s a sport. We make a tool and the rider has science of hindsight, it wasn’t quite so
as possible from what was going on already to be comfortable with his tool to be fast. straightforward. “From that time, we really
and in other projects. What you see on other Then they can do things that are maybe not had to change the strategy for the future. I
mean, we knew our capacity, the company,
we knew how the sport developed. And we
really felt we had to change some things to
move that weight up. And, yeah, we made a
strategy how to do it.
“It’s easy to look back and say we did it, I
think in the correct way. But at that time, it
was not so easy. It was not only positive
comments about it, and it was also painful
for us because we liked also to be in three
categories. But to make a step in MotoGP this
Pol has been decision had to be done. And we went, we
with the rethought our bike, our philosophy, how we
project from make that bike and all these things. It was
the start. 2019 and so it was the third season in
MotoGP. So, we knew we had to do a step.
We knew our weak points of the package and
we made quite drastic changes on the bike
and to the philosophy of the bike also. And it
paid off, as we learned after Valencia 2019,
the last race of the season, following the rider
comments. For the first time we see, okay,
we’re going in the correct direction.”
In 2018 Pol scored the GP team’s first
podium with a third place finish at Valencia,
but Binder’s win at Brno in 2020 must have
felt like bagging all six numbers on the lottery,

KTM MOTO GP
Spoilt for choice...
coming just four years after the manufacturer

had entered the premier class. It certainly
made an impact on Mike Leitner, who told us:
“In the moment it’s crazy. We started 2017,
going into the sport with this bike. And I came
at that time from Honda, from a team where
you’ve been used to winning races or at least
fighting for podiums. And it was like another
world. Just to have that feeling back in such a
short period was unbelievable. I mean, to
come there and after four years to win a GP in
a really good style and not because things
happen. It was a big, big payback for all these
people who worked so hard on the project,
stuck on the project. I mean, we did not only
build the bike, we built up the complete race
department from zero. This was a big relief.”
It was a similarly sweet moment for Risse
but also one that immediately attracted his
analytical eye. “It was incredible. Of course, KTM has seen serious
you have been working for it so long and success in Moto2 and Moto3.
yeah, it never comes exactly as anybody
expects, but it happened even on a track
[Brno] where we were a bit cautious about it,
and we didn’t have the best history. But the
Iker Lecuona
new bike is also quite different for it. At that has stepped
point I also thought that the working window up to the
of the tyres and our working window plate on the
somehow overlapped a little bit different than satellite
for the other guys on the track. Actually, I KTM.
still think this is the case from race to race,
from track to track. We have to see where we
are and how we get it into this window. And
this story never finishes.
“But of course, in the second KTM race win
[Miguel Olivera took the top step in Austria
for Red Bull KTM Tech3] we ensured that
okay, maybe it’s a case that it’s not a one-off.”
Alongside the highs have come a few
inevitable lows. Probably the most publicised
low point for the KTM MotoGP project was
the failure of Johann Zarco to gel with the
package and the subsequent breakdown of
the relationship during the 2019 campaign.
FEATURE
Binder took KTM’s

first MotoGP win.
This led t particularly worried and told us: “I mean, Pol

the Frenc is and was such a big factor in this KTM
situation MotoGP project. It’s clear. From zero he
measure started with us. And of course, we are not
philosoph happy that he’s leaving but to be fair we can
regard. “W only wish him the best.
Leitn “He [Pol] made his decision at a stage of
he w the year where maybe everything was frozen,”
like Leitner continued. “And, we could not prove
for t our potential at that moment. But of course,
MotoGP r he did a great job the last four years for us,
all have a and we wish him really all the best for the
between future and we will continue on our road.”
see that t The development of a MotoGP machine is a
one thing monumental task at the best of times. But
moment, coming at it with a completely blank page and
great spo literally zero data makes KTM’s achievements
KTM, a even more herculean. When Suzuki came
Mike Leitner’s incredibly successful when it comes to back into the MotoGP paddock in 2015 they at
dream came managing riders’ egos and creating an least had some four-year-old data with which
true. environment within which the riders can to create a base, not to mention current
perform and their egos can become a suspension data and modelling from Öhlins.
powerful force for success on the track. So, But KTM have never been afraid of a
with Pol Espargaró heading to Repsol Honda challenge. It’s part of their philosophy. It’s in
at the end of the season, how will this affect their DNA. Armed with their own WP
the team harmony? Leitner doesn’t seem suspension and a steel trellis frame and
starting from zero, they must have burned
their way through some spare parts in those
early days. As Mike Leitner put it: “This is a
Behind every very interesting part of the project in that we
great rider...
go a completely different way on our chassis
and the suspension. I mean, everybody in the
paddock is using the same suspension. In the
beginning it was tough to make a bike, plus
the suspension and all these things, you
know, but now we feel okay. Of course, we
are not ready, but yeah, we feel we can do
even better.”
Risse added: “Basically, the bike looked
different every time it started. From simple
things like the ergonomics. I mean, we had
very different riders in the beginning like
Alex Hoffman and then Mika Kallio, you can
imagine there’s quite a step between them.
Just to get them comfortable on this way is
already a big, big challenge logistically.
“And then of course, to look into the
performance parts. Not just to have enough

KTM MOTO GP
Head-butting is Winner-winner!
permitted, but only
if you wear a mask.
parts to run the bike, but to improve it every

time. On the other hand, you cannot go fully
ballistic and just invent stuff. We went
through a lot of material. I think we ended
up on frame version number 20 in the first
year. So yeah. And not just to produce it, but
to also then test it and draw the right
conclusions. It was a big thing.”
What of the contribution to the project by
Dani Pedrosa? KTM attracted criticism from
some quarters when it was announced in
2018 that Pedrosa would be joining KTM as
lead test rider. The bulk of the criticism
(somewhat unfairly) seemed to be aimed at
Pedrosa’s diminutive stature. With a test
rider so small, surely they risked creating a
totally niche bike suited only to Pedrosa?
That couldn’t be further from the truth. In
fact, it can be argued that Pedrosa’s size
makes him even more receptive to tiny,
almost imperceptible, changes to the bike.
Risse’s and Leitner’s views on Pedrosa seem Time to crack open
to bear that out. the shandy.
“Dani has a huge share in this project,”
said Risse. “I think you really have to
distinguish, you know, he’s such a smart and didn’t have the capacity in testing to make all season. Then in 2018, we had a really hard
experienced person. If he would now start to these steps. So, all the GP riders had to do time also with some injuries. And you feel
make a bike only for him and for his weight the work, from the beginning, Pol or Bradley that then also from the development, nothing
and for his size and everything is perfect, this [Smith] and after, continuing with Pol and can go forward because you wait for the rider
would also bring downsides to the other then Johann, who didn’t really take this to be fit. You don’t want to take the wrong
guys. But he’s not thinking this way. He’s challenge 100%. This was a step that hurt us, turns. And then everything feels in slow
really making a bike where even when he of course, but we understood also, the bike is motion. But the background stuff was piling
sometimes feels ‘Okay, maybe for me, it is not ready to race in that level. But when Dani up and building up. And once we were back
not the better direction, but I know 90% of came in, we’ve been able to. He reselected at this point where we can really go for
the riders will be able to go faster with it’, it things. And he also had a clear idea of where something, we made, again, a big step
makes this clear. This is a big, big help for us the bike should go with the technicians. And forward. We really focused on the everyday
to distinguish between these kinds of we had long discussions to understand, okay, work in the race team to get the best out of it
particular things that make him more this is the point that you think things have to during the last season.
comfortable and a generally better bike. He’s be improved.” “In the background, there was a big
perfectly honest and really thinking for the So, with wins for both the Factory and development for this year’s bike. And still we
project. So, I think overall, this is a very Satellite teams, are KTM where they hoped didn’t expect that this is where we would
efficient package with him.” they might be after three and a half seasons? end at this moment of the season. So, you
Leitner added: “Yeah, I mean, he [Dani] A beaming Risse didn’t beat about the always hope, but, you know, you cannot
was one of the key persons of the project bush. “Absolutely. I mean, we hoped for it. force things. And yeah, it’s a learning curve.”
also. But to be fair, in the first years we Dreamed of it. Of course, this progress is If there’s been one word on everyone’s lips
developed the bike only on the racetrack. I coming kind of in waves. We had really hard this year it has been Covid. But what kind of
mean, Mika [Kallio] did his job as a test rider times also where, for example, in 2017, I a role has the pandemic played in shaping
sometimes with wild cards. But to be fair, we think it was going really well for the first the 2020 KTM story?

RACE FEATURE
“Actually, due to the Covid situation, we

were very, very delayed to really understand
the potential of this new bike,” explained
Risse. “And now I think the potential is quite
obvious – that we are able, maybe not always
– it depends a lot also on the track, on the
tyres, you have to fight for podiums, P5,
things like this and everything comes
together. We can win.
“It is a crazy season. Like once in a while,
everybody can do something outstanding this
year. But we could do something outstanding
quite a lot of times. So, we are clearly there.
“In the beginning I think people said, okay,
after three years we should be somewhere
fighting for this kind of thing. And then in
between you start to believe a little bit more,
a little bit less in it and you can’t force it. But
this is where we are now. So, yeah, a proud
situation for us.”
For team principal Mike Leitner, overseeing
the operation from top to bottom, Covid
presented a huge challenge which threatened
to derail a project that was gaining serious
momentum over the winter tests. He said: “It Risse and Beirer
looked like already from the first test we had back at base.
found the road somehow. And then of course
we had the winter test sessions, we saw also
again on the long runs, quite good We’ve all seen just how crazy 2020 is best to make things better. Depending on the
performance, but not maybe for the single turning out to be just from a purely sporting conditions on situations like an interrupted
fast lap and then Covid jumped in and perspective. With Marc Marquez, the highest race, suddenly you don’t have to look for fuel
everything was stopped, we couldn’t move profile casualty; relentless back-to-back races; efficiency or you do have to look for it. It’s
anything. That was not an easy time because topsy-turvy podiums from one week to the changing you because everything’s so tight
we didn’t even know if there would be a next, it’s been great viewing for fans from P1 to P10 and back and forth. This is
championship this year. If yes or no, or how watching at home. For the teams, forced to the situation everybody’s in this year.
many races? We had other problems in the tackle the sheer scale of the logistical “It’s just a different scenario and who
company, too, to fix. On the budget side, all operation condensed into little over five adapts best to it can get the best out of it. For
the things, all the suppliers. It’s a chain months, it’s been largely a case of adapt fast, us it was something different, something very
reaction, a massive one. make do and mend with what you’ve got and interesting. There’s not so much time
“When we felt okay, there could be a hang on for the ride. “These back-to-back between the events, so you really focus on
season. We’ve been the first ones back on races for us are something very interesting,” the perfection in the detail, on the everyday
track again. With a private test in Spielberg, admitted Risse, “because you can see what work. Nobody brought huge development
we planned a private test in Misano. small differences make. Differences in the steps now during the season. You’re
I think this was also a very important move race result. Because the bike is the same, developing stuff and something’s coming. But
that time.” theirs are the same. And of course, we try our this has been slowed down, I think, for all
Karaoke nights
are key to KTM's
philosophy.

WITH IKER
IN TECH3, WE
HAVE THE
YOUNGEST
RIDER ON Simply Cola?
Simply sexy,
more like.
THE GRID.
manufacturers. And on the other hand, you places also was fantastic. So, we believe from time to time and different riders do it.
see this work and perfection in the detail 100% that he can do a great job for us. The The points are shared between many. So, if
happening more. And that’s also something same for Miguel, he will move over to the you think about the championship, this is not
that the team, the manufacturer, everybody factory team. I think he is a great talent. Both the way to win it. Usually the consistency
has to learn and then really also appreciate showed this in Moto3 and Moto2. And we pays off. And for this you need experience,
and get the best out of it.” really believe in them. you need to know all the tricks, not make
Our conversation turns to the future. To “And with Iker in Tech3, we have the mistakes. And I don’t know who will do it
2021 and beyond. Next year the KTM Factory youngest rider on the grid who has best. I mean, Marc [Marquez] will be back in
Team are fronted up by their two riders, Brad sometimes shown some really incredible the game and it’s a different game with him.
Binder and Miguel Oliveira, that in 2020 moments as a rookie also. We are really That’s clear. That said, he will be coming
boldly went where no man had before for happy with him. Sure, he has at the moment back to a different landscape. You see also,
KTM – the top step of the podium. Next year maybe too much crashing still, but he will for example, if in a championship somebody
looks set to be another record-breaking year get stable. moves up and then comes back into the class
with a number of the Factory teams going “And we get with Danilo [Petrucci], a very later on, the championship has changed
with young, exciting line-ups that give both experienced MotoGP rider in our group also. every time. And this is going to be similar.
riders top billing. So, with Ducati backing This is also important. To have one guy who But the quality is there, and I think he will
Miller and Bagnaia, Suzuki’s line-up of Mir is long in the sport and understands also how shine again.”
and Rins and Yamaha going with Viñales and everything works too. In some moments, Whatever Marquez or anyone else has to
Quartararo, are KTM hoping to get into the when maybe the young kids are struggling, offer in 2021, it is clear that KTM is the best
mix? Do they dare to dream big again? somebody’s here – he is in a good place.” it’s ever been, with its strongest ever line-up.
Leitner’s calculated response was: “To Sebastian has his own thoughts on 2021 You can sense the excitement, hunger and
think in championships, you must win more and is quick to point out that a certain determination in Sebastian and Mike, which
races. This is clear. We have two really great eight-time world champion should be back. resonates throughout the entire, massive,
riders next year, as a line up. But we see now “Well, this we will have to see. I mean, the Factory KTM GP effort.
also this year; Brad is a rookie, there are championship is very long. Consistency and What started off as a dream has very
places they perform better, places they cannot experience is really a key factor in this. And much come to fruition, and can’t be ignored
perform. And this is super normal. I think he you can see now, for example, from the by the Austrian brand’s many rivals. If
will learn a lot this year and he will grow points that any rider has scored overall, this anything, judging by KTM’s approach to
over the wintertime and next year will is not very high. There’s not the consistency the future, it should be admired and
already be a much more experienced MotoGP there this year because many riders shine feared in equal measure.
rider. What he showed us in Brno and other
If these walls could talk...

LONG-TERMERS
BRUCE HONDA CBR1000RR-R SP

TIME ON TEST: ODOMETER BHP: 194 NEXT AIM: SHINE Price from new: £23,499
FOUR MONTHS 0 2 4 5 1 MILES GAIN: 0 HER UP AND Web: www.honda.co.uk/motorcycles
SEND HER BACK
THIS MONTH I HAVE MOSTLY BEEN… hunting for grip. Modifications:
Evotech Performance tail tidy £174.98
S
ome people like the cold and than desirable conditions. I’m used to Evotech Performance radiator
wet; I don’t. But I do like my toying with tech to get the very best and oil cooler guard £104.99
‘Blade, and knowing that our performance out of a bike, but that’s Evotech Performance
relationship is soon set to end, I’ve not always such a wise path when the rear spindle bobbin £35.99
made a concerted effort to get out on it roads are piss wet and your fridge R&G aero crash protectors £58.33
as much as possible before the roads compares tropically to the ambient R&G swingarm cotton reels £18.33
turn to ice rinks and that fat lad from temperatures I’ve been riding in of late. Speedycom Pazzo folding
the north comes breaking and entering Admittedly, the Honda’s already well clutch and brake levers £189.98
your house (not Boothy, the other one). suited to minging weather because its Dunlop SportSmart TTs £260 (ish)
So what have I got to tell you this bottom end, below 6000rpm, is nice EBC EPFA Pads £38.88 (per set)
month? Largely how impressed I’ve and smooth, but once you’re over that
been by the Honda’s adaptability to less figure the power is mental and that TOTAL: £920.36
might have caused me a few
‘accidental’ rolling burnouts while
getting used to its ways. There’s the ABS setting, because the sportiest
nothing wrong with that, but out of set-up is terrifying enough on its own.
curiosity I began playing with the power We all need a tweak now and again,
modes and found P3 to be a much less and the ‘Blade definitely benefited from
intense and more manageable base for a good seeing-to. The thing is that the
the wet. Switching to A3 suspension tech on this bike is plentiful, so there
also worked a treat, keeping the bike are reams of adjustability on tap. If
compliant through the bends, but you’ve got the time, it’s well worth
supple enough to suck up road fettling with what’s on offer, because
imperfections and puddles like a Dyson. although it pains me to dull down any
And while I was at it, setting the torque bike, it sure as hell made the riding
control to level 3 made good sense experience all the better. Praise also
(wheelies were still doable), and just has to be thrown at the Honda’s
because everything else was on three, I fairings, which are large enough to offer
did the same with the engine braking. good levels of shelter, although a higher
Wet weather set-up makes a huge difference. The only thing I didn’t go changing was screen might have stopped my double

LONG-TERMERS
On track, but off line.
chin getting wet. It’s not just crap positioning lights make sense too. I’d out a doddle, being retained in
weather that mullers this time of year, argue it’s hard to ignore the ‘Blackpool place by a sprung plate and
but short days too. If your local roads illuminations’ the ‘Blade’s packing, guides, and fitting my
are anything like ours, you could find which is no bad thing in my book. new EBCs was just as
yourself wholly swallowed by a pothole In other news, but keeping with the easy. I liked the
if you’re not careful. Thankfully, on the practical theme, I’ve given the CBR a Honda’s standard
journeys I’ve made in the dark in these little TLC. The chain wasn’t quite loose pads, but figured if
recent weeks, I’ve been impressed by enough to tie a bow, but it was in need there was something
the potency of the Honda’s headlights, of some adjustment (for the third time better to opt for, I may
and finally those wing mirror-integrated in my tenure). Before seeing to that I as well give them a try.
decided to take the rear wheel out and Rather than fitting EBC’s
clean inside the swinging arm. Getting OE-equivalent HH options, I
the wheel out, especially now I’ve got went for the brand’s Extreme
the Evotech Performance tail tidy in Performance pads, which are better
place, is a doddle, but fitting the wheel suited to fast road and track. It’s still Upping the
back can be a nightmare. The main early days with them, but they seem to anchorage.
issue is the underslung rear caliper be working a treat with the ‘Blade,
which doesn’t want to stay in its guides although you have to give them a few
for love nor money. Thankfully, the chain squeezes to get them up to heat and
adjustment is a whole lot simpler to working. The Dunlop TTs I fitted last
master and the standard guides are month have also proven to be a good
clear and easy to work with. road and trackday tyre.
Not wanting to make the front end On the circuit you do find their limits,
jealous, I also gave it some attention. I’d but they’ve proven be very talkative
noted the pads were a bit thin last through the Honda’s chassis and they
month, but I hadn’t anticipated them warm up quick, which is massively
being down below the wear indicators important on cold roads.
this soon. I’ve had the bike out on track Where do we go from here? It’s all
quite a bit, and I guess that’s the core much of the same really, with the plan
reason for their demise (after 2400 being to keep smashing the miles in
miles). In fact, the day before seeing to and to make the most of any decent
the pads, and the day after, I was at weather that might come our way. If
Cadwell Park (again). The calipers are there’s time, I might look to fit some
straightforward to remove, with just heated grips or ask my granny to loan
enough clearance to get them past the me her electric blanket… for some
wheel rims without etching some pain reason I couldn’t find one in Honda’s Plenty of meat left.
A fool with a tool. into the paintwork. The pads popped official accessory line-up.

LONG-TERMERS
Carl often rides with a

parachute on his back.
CARL S
TIME ON TEST: ODOMETER BHP: 121 NEXT AIM:
FOUR MONTHS 0 3 0 0 2 MILES GAIN: 0 JAZZ IT UP
THIS MONTH I HAVE MOSTLY BEEN… two-up, and enjoying some bad luck!
W
ell, well, well. We’re now there’s any sporty or naked machine
over 3000 miles in on the that would take it without a fuss, that
old Trumpet, and I’ve got doesn’t have ‘leccy suspension for a
to say, it’s been a fair old slog for the quick adjust… mind you, if I was going Price from new: £10 500
both of us! We’ve been through rain far, I would’ve definitely thrown some Insurance group: 14
and sun, hot and cold, and just about support on the rear end. It was only a
everything in between, but I do have short journey and he said the seat was Modifications: N/A
to say, it’s been rather bloody good… nice and comfy, but he did have a EBC sintered brake pads £20.53
especially for most of this month. couple of qualms with the Street’s (a set)
In between smashing in mileage passenger-taking abilities; firstly, and
and having a couple of run outs when perhaps the biggest thing for him, was RUNNING TOTAL £20.53
the sun is shining (which seems to be the lack of a grab handle, or anything
a lot less often now!), I finally substantial to get a grip on. I wasn’t
managed to bag a couple of pillion sure if he was coming on to me or you, in the interest of fairness I did try
rides, starting with a quick 15-minute what, but in no time at all I had his it with a much more petite figure and
blat on some B-roads. And no, I didn’t arms wrapped round my stomach as he it’s a bit of a different story with the
ease the Trumpet in, as my first held on for dear life, which was odd, as Mrs on the back; she usually holds on
two-up adventure was with the big ol’ we weren’t going particularly fast. And to my love handles anyway, and she
lump that is Jack, cruising on the that was because of issue number two weighs about as much as a few
passenger seat. Ever since I stuck the – the seat, although soft, was also feathers. Although she did agree that
pillion seat on, I was excited to see apparently very slick, so with every the seat wasn’t the grippiest thing in
how it handled going two-up, and with touch of the brake or opening of the the world, she thinks that it was fairly
90kg of meat on the back, the first throttle, he’d go back and forth like a comfy all things considered – and for
thing I felt was sorry for the shock – it see-saw; which wasn’t ideal, when I me, from a pure riding point of view, it
didn’t like having that much weight on was the only thing in the way of still felt ace. So all in all, it gets a
board at all, but then again, I doubt stopping him in both directions. Mind thumbs-up from going two-up.

LONG-TERMERS
t
The only chance to ge
his leg over...
mechanism which seems to be get it home. Yeah sure, the rubber was
faultless, which makes me think that it on its last legs anyway, but either way,
might be a software glitch. Thankfully, my new tyres are on their way, and by
my goodies from Triumph have finally the time you’re reading this, it should
arrived, so when they stick those on already be the RS.
next month, they’re going to have a So yeah, this month hasn’t been
little look at it for me. I’ll keep you perfect, but then again, I’m incredibly
updated on how it goes. excited for next month. Not only am I
Finally, and through no fault of the going to be properly protecting the
Triumph, I only went and got a bloody Triumph with all the official bits and
nail through that rear Supercorsa! bobs (you can never be too safe!), but
There I was, minding my own business I’m also going to be getting a fly screen
It’s not all good news though, as on a ride up to London town, and the as well, which is long overdue. Is it Might need a few
more turns of preload
this is the first month it hasn’t been Street suddenly began to feel oddly worth the cash? I think it will be, but with this heifer
faultless, for two reasons. Over the sluggish, and very lethargic. Thankfully, there’s only one way to find out… on board.
last few hundred miles or so, I’ve I pulled over pretty much straight away,
noticed that the shifter has started and the rear tyre was evidently flat; I
to become really stiff on upshifts; it had to keep stopping for air every 15
works fine going down the box, and minutes or so, just to make sure I could
it still works, don’t get me wrong,
yet pushing the lever into engaging
a gear has started to become real
heavy work on the ol’ left foot. I’ve
greased it up, and checked the
Ignore the chicken strips... focus on

the nail.
CU SES.
TH E RACING, TH E BATT LES, TH E EX
IN BRIEF…
Rider: Carlos
Track: Brands Hatch GP
Series: British Superbikes
Class: Ducati TriOptions
Cup/R&G Shield and found something in terms of
Bike: Ducati Panigale V2 pace (well, I found the throttle)
Fastest lap: 1:31.971 and everything was looking Showing McPint the way...
Position: DNF/8th great – until free practice, where
Championship position: we had a little issue with the
11th/3rd ‘shifter, meaning I did bugger all
Excuse(s): Saving fuel and tyres! laps and missed the session. We
got the thing fixed for quali
Well, that’s 2020 done and though, and with the intent of
dusted! What a year it’s been, saving some tyre for the race (in
and even after a whole season the Ducatis, you’re only allowed
of racing and testing, I’ve only four new tyres for quali, and
just tipped over the 700-mile both races) I did the bare
mark on my V2… so yeah, in minimum in terms of laps,
normal terms, it would just be ending up 12th on the grid, but
ready for its first service. Oosh. finally getting some proper
So our final round was at saddle time.
Brands GP, which isn’t only my Alas, it wasn’t to be in race
home track, but is one of my one, as about four laps in it Carl’s yoga
favourites as well; if you haven’t started to feel as if the V2 was classes are
done it, it’s bloody awesome. We losing power; every straight paying off.
had a wicked weekend at Oulton seemed to be getting longer, and
people started riding past me. I
wondered if the clutch had gone, brake disc was glowing red, and Racing in 2020 really has been
so I pulled straight in, and as I the caliper was on fire! Luckily, a roller coaster – but honestly?
arrived in pitlane, the bike my main man George was quick It’s been my best year to date, in
stopped dead and wouldn’t to hand and sorted it out in a terms of pace, positions and
move. Looking down, the rear flash, but that was our race over, pure fun. I just need to say a
and another load of points down massive thanks to everyone who
the drain. supports and helps me out
Twisted fire starter! After being in with a decent though, because this lot are
chance of a top eight finish in awesome: Freeman Harris
the championship and winning Solicitors, Moto Rapido Ducati,
the R&G shield, the whole thing No Limits, Bossdog Graphics,
was in tatters, so I just went out K-Tech Suspension, Glynn
to enjoy the last race of the Racing, EBC Brakes, For Street
year… and it was epic. The first Racing Leathers, SHARK Helmets,
full session on the bike without R&G, Motorcycle Race Parts, HEL
any problems, it was great fun brake lines, and then the wifey,
just to build up the pace, and Team Stevens and the Russells,
enjoy the outing; I managed to who do everything and more to
shave a chunk of lap time off, help me out. It’s been an epic
have a little battle with McPint, year, and I can’t wait to go much
nab some positions and bring it better next season with some
home in eighth… which wasn’t proper time and testing. Ducati
too bad at all. Cup 2021? Bring it on…
If only he could read.
72 DECEMBER 2020
Treat ’em mean, make ’em lean.
F…
…
Rider: Farmer Brod lorry with the tea urn flat out
Track: Cadwell Park while we watched the rain pour
Series: No Limits Racing down wasn’t exactly the
Class: Pirelli Super Series 600 weekend I wanted but come any time on a race bike is worth
Bike: Yamaha R6 mid-morning I decided to brave every last second out there.
Fastest lap 1.12.4 the elements and headed out on As racing got under way I
Positions: 6th, 7th, 6th, 6th a cold and wet track. Over the managed to qualify 12th on the bit challenging; however it didn’t
Championship position: 7th last couple of years I haven’t grid which isn’t ideal but hold me back in the races as I
Excuse: Overcooked my tyres particularly liked the wet but definitely helps to give you room improved my times and got
now we’ve started to change for improvement which is what I inside the top 10 of the Pirelli
That’s another year of racing spring weights and set the bike did. A mega start saw me up the Superseries Class. Race three
completed and supposedly up for the wet, my confidence is inside into turn one and running was the only race I needed to
now I should be more just growing and growing. I’m around fifth place, admittedly get the excuse book out for, as I
experienced and quicker than not promising any race wins in helped by a rider doing his best cooked my tyre on the warmers
ever. The only thing I seem to the wet for next year just yet but Superman impression. and dropped the pressures too
be doing is getting a bit slower we are definitely making good After race one I decided to low for the race, coming back in
but after chipping away at progress with the Kime Racing change to a stiffer rear spring with 19psi in the rear as
set-up on the bike and having R6. It also looks good when ready for Sunday morning. I opposed to the 23psi I usually
a word with myself to pull my people walk past the awning and needed it, after a few beers on run. It felt like I was riding round
finger out and find where the the springs are out of the bike… Saturday night with my mate Lee with banana skins under my
throttle is, we’ve finished on a if you can’t ride fast it doesn’t Wells. He’s always more than back wheel, with the bike
strong result. mean you can’t look fast and happy to buy far too many drinks sliding and bucking me
The final round of the No pretend to know what you’re for me on a Saturday night around everywhere.
Limits Racing Championship doing. Test day pretty much ran before we race together on The final race was my best of
was at Donny on the National much the same with several Sunday. Feeling a bit rough in the weekend, managing to
circuit, and test day was pretty wheel changes and a dry session emergency practice on Sunday improve my times yet again
steady away. Tucked inside the right at the end of the day but morning proved to make riding a down to a 1.12.4 which isn’t my
quickest I’ve done at Donny but
definitely the way I wanted to
finish the year, getting back to
some sort of form.
I want to thank all of No
Limits Racing for their continued
support and running an
incredible club with some top
class racing and competitors
there too. A special thank you to
the marshals and medics that
attend the rounds and keep us
all safe doing the sport we love.
Finally the biggest thank you
goes to Nigel Kime and all the
Kime family who keep me on
track and on some of the best
bikes on the grid. It wouldn’t be
possible for me to race without
them and my own family’s
support; I know they are
constantly by my side, wanting
me to improve and keep
progressing. Roll on next season
where I can hopefully fulfil my
ambitions of racing as many
rounds of British Supersport
At least he beat a few people. as I can.

S
RACE PA DD OC KS, RACERS & TE AM
ULTIM AT E AC CE SS TO THE WORL D’S
WORDS: PRETTY BOY PICS: BSB
@CARLSTE VENS17
BENNETTS BRITISH SUPERBIKE CHAMPIONSHIP
A HARD-FOUGHT YEAR
W
ow – how good has the racing been And then when it does? Well it’s all systems And what a year he’s had; don’t forget, he lost
in BSB this year? I mean, yeah sure, go, with very little rest – there’s the heavy-hitting out on the title by just five points last year after a
2020 hasn’t delivered on a lot of triple headers, and a stack of races close to each raft of mechanical DNFs, which was no mean feat
fronts, but one thing is certain: it’s delivered other, making it bloody hard work on both man whatsoever. But at the final round at Brands this
some seriously nail-biting action in terms of the and machine – just one little technical or the season, he really did nail some astonishing rides;
British Superbike Championship. I mean, did you slightest slip-up that leads to an injury could’ve he himself said after the hectic race one that he
see race one from Brands? If you haven’t, get been the difference between an incredible year was being too cautious, so he absolutely sent it
yourself over to the interwebs and get Eurosport or being down in the doldrums. in both race two and three, riding flawlessly from
on… it’s one of the best races I’ve seen in years. And you know what? It’s been a masterclass start to finish. And it was bloody hard fought as
And for anyone who utters something along from a number of riders this year. From the well, just look at the lap times; he was being
the lines of ‘it’s not a full season’, or ‘this year’s Irwins who showed some incredible pushed to the very limit, yet he kept his cool, made
champ doesn’t deserve a proper title’, well they development skills from the very start, to the no mistakes and smashed it out of the ballpark.
need to Foxtrot Oscar – if anything, the McAMS duo of O’Halloran and Taz Mac that took That’s what champs are made off. Kudos, Josh.
condensed season has made this year one of the the fight hard on a bike that really isn’t the And now? Well, let the silly season commence.
hardest yet. Just think about it; these guys spend easiest thing in the world to set up and ride fast. 2020 may have only just finished, but with the
the whole of winter hyping themselves to get There’s too many to mention (although I will 2021 calendar already announced (although
their minds and bodies prepped, training and include our very own Iddon, who got himself into without Assen, boo), there’s lots of work to be
getting ready to go racing; only to then have the top three), but it’s been a real eye-opener, done, from both teams and riders. But who will
everything cut off, without even a hint at when and at the end of the day there was one be going where? Well, ladies and gents, all will be
normality will resume. winner… and that man is Josh Brookes. revealed soon…

S
RACE PA DD OC KS, RACERS & TE AM
ULTIM AT E AC CE SS TO THE WORL D’S
WORDS: JAMIE MORRIS PICS: GEEBEE IMAGES
@JAMIEMORRIS19
FIM SUPERBIKE WORLD CHAMPIONSHIP
SIX IN A ROW
S
o here we are. We made it. At one point Needing to pile the pressure on Jonathan Rea, attempt, Scott Redding has to be proud of what
it looked to be all over just after it had topping all three free practice sessions was a he achieved this year. The only rider to
begun, but after a condensed, hectic and good way to start. Overhauling a mathematical consistently challenge JR week in, week out; 14
heavily revised calendar, we completed World but monumental point deficit was the only way podiums and five wins at a large number of tracks
Superbike in 2020. Coronavirus tried its best to that Redding could deny Rea the win. never ridden before is impressive. Progressing
stop it, bringing havoc to the world and having us Come Superpole, though, the title fight was with the data recorded this year, he must already
on our sofas dreaming of what could have been. thrown on its head; Scott crashing without strike fear into the competition, especially Rea.
But some incredible work by all organisers, setting a lap and was then followed by JR Another rider to show a lot of promise for
officials and people in charge made a distant crashing a lap later. The two title challengers 2021 is Toprak Razgatlioglu. He’s been there or
dream of racing back in March, a reality come would start from 15th and last position on the thereabouts for the past few years, but it all
the end of October. grid. But it was all over after five laps of race one; seems to have fallen into place aboard the
With Covid came another new track for many Redding’s Ducati expired, handing a sixth world Yamaha towards the end of the season. A pole
in Estoril, and although a few riders had title to Rea. A valiant ride through the field to position and two wins at Estoril can only have
previously raced here in 125/250GPs, the finish in fourth, Jonathan Rea did what no other boosted his confidence of running at the front
majority of the pitlane were rolling out for the rider has done and won a sixth consecutive every single weekend. And talking of Yamahas,
first time come FP1. The charge for the 2020 world title. one of the breakout talents from this year has to
championship only concerned two riders going From crashing out of race one in February to be American Garrett Gerloff, also aboard an R1,
into the final weekend and it was Scott Redding lifting the trophy once again in October it was albeit in the GRT squad. Three podiums towards
that dominated the early practice sessions. another masterclass from the Irishman. But the the end of the season show the big jump he’s
most impressive thing I feel about JR is not only made in 2020. Again with the track knowledge
his ability to win on a good day, but his skill, gained this year, 2021 is looking good for him.
determination and resolve to settle, finish and So I sit here almost recovered from a frenetic
therefore win a championship on a bad day. last round. With double the races a weekend
That’s what I think sets him apart from the rest. across the three classes, it’s been a busy, busy
Don’t get me wrong, nine times out of 10 he’s year for all, especially us photographers.
the fastest on the track, but on the few days With very little time to breathe on a race
when he isn’t, his team, engineers and himself weekend let alone look at what you’ve taken,
work together to come up with the best solution you leave the circuits on a Sunday night drained
with what they have on that day. Consistency… mentally and physically.
“You win titles on your bad days,” as Ricky But you get to the Tuesday after and
Carmichael said. remember you’re doing the best job in the best
From basically being ejected from MotoGP to sport in the world. Roll on 2021. (Apart from
winning the British championship at the first coronavirus, you can do one.)

STORM CLOUDS
GATHERING ON THE
(S)IBERIAN PENINSULA
WORDS: JACK FAIRMAN PICS: SUZUKI MOTOGP
@FAIRMANGP
DORNA MOTOGP WORLD CHAMPIONSHIP

I
t’s getting to that point in the season where So, what of the contenders? Well, I think we can Maverick Viñales. Both would be worthy
things start to get serious, as the 2020 distil it down to four contenders. And no. For the winners. I expect the Suzuki and the Yamahas to
MotoGP season has been every bit as mad as first time in chuff knows how long, there is no go well at all the remaining circuits. Mir’s
the rest of the world. In fact, so mad has 2020 former champion among them. A series of DNFs emergence as a genuine title contender has been
been that I think the ultimate champion is going to followed by a positive Covid test put paid to incredible to watch. A hugely impressive
deserve his own acronym. I’m a big fan of Valentino Rossi’s slim title hopes that were personality, Mir has shown in every class he’s ever
acronyms and initialisms in a sporting context. The already hanging by a thread. So, with Stoner competed in, an incredible ability to learn on the
most famous MotoGP acronym is, of course, retired, Lorenzo retired and Marquez recuperating job and learn well. In many ways he reminds me
Valentino Rossi, aka The GOAT. I’ve already from a long-term injury, 2020 is going to give us a of a young Jorge Lorenzo. So consistent has Mir
trademarked 2020 as The COAT (Closest Of All new name on the MotoGP trophy. Joan Mir, Fabio been that it’s conceivable he could yet claim the
Time). Even the UFC has got in on the act with its Quartararo, Maverick Viñales and Andrea title without chalking up a single victory.
own BMF belt aka the Baddest Motherf… well, Dovizioso are your new runners and riders. So As for Viñales, well I’ve had a close eye on, and
you’d best Google that one. I’ll definitely crown the how will they fare? I can’t resist a bit of Mystic arguably a soft spot for him since we spoke at
2020 champion with something suitably snappy. Moto from time to time: length during the lockdown. Given the lack of
With Spain and Portugal playing host to the final Dovizioso – With three inline-fours in the shape paddock access this year I’ve watched more
five rounds of the season, there’s most definitely a of the two Yamahas and one Suzuki making up our televised coverage than I normally would. In my
storm brewing on the Iberian Peninsula. I like a four contenders, I’m going to have to discount opinion, Viñales comes in for a lot of largely unfair
good pun and, given that the season’s climax will Desmo Dovi on the Ducati. Sure, he’s always been criticism. I think a lot of it has been at times lazy
be held as Spain and Portugal transition from Mr Consistent and has looked good at times this generalisations based on previous years, glazing
autumn to winter, I have no doubt that it will at year, but I just don’t think he’s in the best place over the clear changes he has made this year. He’s
times feel more Siberian than Iberian. In the mentally and with a back-to-back at Valencia made decisions both good and bad. He’s had luck
absence of any 2020 flyaways (for fairly obvious – where Ducati haven’t won since Stoner in 2007 both good and bad. We’re lucky that he’s still here
reasons), low temperatures are almost certainly – I just can’t see it. Sorry Dovi. It’s not you. after the Austrian rounds.
going to have a bearing on the ultimate Quartararo – The young flying Frenchman has But through it all he’s maintained an inner calm,
destination of the title. The role temperature can had an unreal year. He has fully justified his step rolling with the punches and going about his
play presented itself at the first Aragon race up to the Factory team for 2021 and the nature of business. Exactly what he told me he’d do back in
where FP1 (and all subsequent morning sessions) such a crazy season will have taught him so much May. It’s that calmness in the face of adversity that
had to be delayed in order to give the asphalt a that I have no doubt that if Yamaha get their I believe will see ‘Mindfulness Maverick’ get the
chance to get into the operating window for the direction right, he could dominate the class. His job done come Portimão and claim this most
Michelin rubber. Anything below 11 degrees and Gallic flair has also worked against him at times tumultuous, tightest and trickiest of titles.
the tyres simply won’t work. With similar and he has also let emotions get the better of him. So, back to my acronym. How can I describe the
adjustments made for Aragon 2, it’s conceivable The end of this season is going to call for a cool 2020 champion?
that the title could be decided simply by clever head. Mystic Moto says he’s going to get pipped to The man who will be forever remembered as
tyre management. It’s definitely going to be the post. the Trickiest Winner of All Time aka The TWA…..
a time for cool heads to go with the cool Where there were four, we are now left with erm, maybe I’ll go back to the drawing board on
track temperatures. two. A pair of MotoGP matadors. Joan Mir and this one.

ADRIAN KERSHAW’S
KAWASAKI
ZXR400
Size matters, right? Not always, as
Adrian Kershaw reminds us with his
n this modern era of fuel injected, high
power well-sorted Kawasaki ZXR400.
I two-wheeled speed machines, it’s rare
see anything smaller than a 600cc bike
trackdays. However we stumbled acro
asak i
you
ss a peach
ZXR
on UK
400. The
of an old-school classic, a Kaw
not too long ago,
400cc sector was hugely popular
elbo ws and
back before greetings were made with
g attir e.
face coverings became normal shoppin
re of
This 1992 L2 model has seen its fair sha
com peti ng in the Manx
rubber-burning action,
own er, Adr ian Ker shaw,
Grand Prix and taking its
on the Isle of Man.
to victory in the newcomers’ race
frie nd befo re
He actually then sold the bike to a ng in
r, com peti
buying it back a handful of years late thern
in the Sou
2018 where he continued to dominate and
gories,
100 races, winning the lightweight cate
his skil ls at vari ous other
spent his time sharpening
. This bike
race meetings within the Wirral 100 club
get stra ight into the
boasts considerable spec, so let’s
finer details.
road, and
The OE suspension is designed for the
when you
consequently overheats far too quickly
racing
show the bike to a track or anything like
pret ty sim ple; the more
pace. The reason for this is
with in the uni ts gets
the suspension moves, the oil
ing, and therefore
hotter as it’s forced through the valv means
nne r oil
becomes thinner and less viscous. Thi in
of a jug
faster flow – imagine pouring water out gets
as the oil
comparison to syrup. This means that
dam ping con trol is severely
hotter and thinner, the
lose s its abil ity to control
affected and the suspension
and retu rns. To
the speed at which it compresses
d a rear Maxton
combat that problem Adrian has fitte
rna ls to a
shock and upgraded the front forks inte and
r con trol
cartridge kit fitted for consistency, fine
’re going
adjustability. As with any race bike, you
before you
to want to ensure you can get it stopped
any fast er. With that in
consider trying to get it going
IMAGES: CHAPPO
ico cali pers from

mind, he’s transplanted a set of Tok
d Goo dridge
a Suzuki GSXR600 K2 model, and fitte ter
RCS mas
braided lines leading up to a Brembo
hing power.
cylinder for improved feel and fluid pus
p brake lever
We all know pads are vital for fingerti
pretty light
bite and feel, and with the 400 being
e the har shest pad
it’s not always necessary to hav
disc s, Adrian has
material. Along with EBC pro light
which give him
opted for Carbone Lorraine race pads,
ably. In terms of
enough bite to stop more than comfort
inal equipment
the rear brake set-up, he finds the orig
, most of your
perfectly adequate. At the end of the day
way as that’s
braking is done with the front end any
you r front brakes
where the weight is transferred. If
air, so the rear
are good enough the rear will be in the
WORDS: RIGHT SAID JACK
brake ain’t a great deal of use!

ic trickery
You’re probably wondering what mag
make it some
he’s running in the motor to secretly
k in the day
sort of huge horsepower monster, as bac
ch peo ple used
it was fairly well-known how mu eeze
ng to squ
to tinker with their 400cc lumps, tryi
all this
every possible bhp out. However despite
thed on to
bike’s success, the motor is barely brea
work done.
ensure reliability. Sure, it’s had a bit of
s fitted a set
On the subject of enhancements, Adrian’
pist ons whi ch are
of Kawasaki 0.5mm oversized
78
s, and to
particularly difficult to find these day
re’s a them e here...)
aid improved ‘squish’ (the
ease com pression
he’s fitted a kit gasket to incr
set of high
too. In addition to this, there’s a
work
lift camshafts along with some porting
out
to ensure the gases are pushed in and
sible. In con tras t to my
as efficiently as pos
ine not bein g brea thed
statement about the eng
awa re this sou nds
on too much, I’m very much
of the thin gs
like a lot of work. But in terms
it’s
people used to do to the old 400 motors,
e things
actually not a lot – there are plenty mor
nce the
you could do, such as lighten and bala
high-
crankshaft, new rods, different valves,
goe s on. How ever,
performance cams, the list
mil es, not a
he wanted reliability over 37¾
Tha t said ,
green grenade with a seat on it.
e than
this little screamer is kicking out a mor
the
healthy 74bhp at the rear wheel after
out by Ton y Lim er.
engine work carried
task
Surprisingly, given its apparent common
rse, you ’d thin k
of tackling the mountain cou
for long er
that the gearbox may be replaced
standard
ratios, but Adrian chooses to run the
t for
box as he finds them perfectly sufficien
rnals
road racing. It’s not just the engine inte
that have been shown a bit of love, the
eath
ancillaries are pretty flash too. Undern
asak i gree n tank
that conspicuous bright Kaw
airb ox with
lies a beautifully engineered ram
. Thi s
a set of Keihin flat slide carburettors
em
is assisted by a custom Beet exhaust syst
a
and an Akrapovic end can. This creates
fuel in due to the flat
simple equation; more
in due to the ram
slide carbs, plus more air
simplicity
system, equals more power! In aid of
ian runs a
and a touch of weight saving, Adr
. This
total loss system with a modified loom
e
eliminates the alternator which is a hug
ens ures all the batt ery
chunk of weight, and
has to do is power the fuel pum p. A nice
es and
finishing touch is the set of Samco hos
in Mac clesfield
a custom radiator made by TLJ
g you’re
(a thing of beauty in itself!), ensurin
nice
keeping that higher-performance engine
use
and cool, and you’ve got quite a powerho
n its size . Rac ing a
under your thighs give
about
good spec of motorbike like this brings
mec han ical
a fair level of maintenance and
might
checks, irrespective of how reliable it
er my
be. Adrian tells me: “With the extra pow
clutch
bike is cranking out, I always check the
ry use
plates and measure the pack after eve
essi ng them . Race
to ensure I’m not over-str
alth oug h it’s not
starts can take their toll and
for that sma ll
as bad as circuit racing, I’d hate
Ano ther
piece of the puzzle to let me down.”
to replace
preventative measure Adrian takes is
d before
the inlet valves within the cylinder hea
wn for
any big events. The ZXR400s are kno
faili ng, no one’s
cylinder three inlet valves
repl aces them
really sure why, but he always
not taking
and laps in a new set to ensure he’s
ier bags!
his bike home in a collection of 5p carr
rather
“It’s just cheaper to preserve the motor
pay for
than replace it, and it’s a small price to
me to the fini sh line. It
the assurance it will get
con side r the rew ard
all balances out when you
the pod ium .”
and satisfaction of standing on
are fairly
Other maintenance items for the 400
oil and
obvious – he uses Motul 10w40 5100
i filter
replaces it along with a genuine Kawasak
days. And
after every race meeting or three track
a nut and bolt check
last but by no means least,
e insp ecti on
after every ride along with a brak
read y for
assures him that his bike is fit and
ned!
whatever full-speed antics he has plan
WWW
W.F AS
A S TB
B IIK
IKEES
SMM AG
MAA G C OM
SPECIFICATION
S
1992 KAWASAKI
ZXR400 L2
• Maxton rear shock
• Fork cartridge kit
• Brembo RCS maste
r cylinder
• Goodridge hoses
• EBS pro light discs
• Suzuki GSXR 600 K2
Tokiko
calipers
• Carbone Lorraine ra
ce pads
• Kawasaki 0.55mm
oversized
pistons
• High lift camshafts
• Gas flowed cylinde
r head
• Kit head gasket
• Keihin flat slide ca
rburettors
• Custom ram airbo
x
• Total loss ignition
• Modified loom
• Samco hoses
• Custom radiator
• Beet exhaust head
ers
• Akrapovic end can
MASTERCLASS
LEARN FROM THE BEST.

For the ultimate
one-to-one
instruction
which includes
everything from
initial bike checks
to video playback and
on/off track tuition tailored
to suit all abilities from
a former WSBK racer,
check out Dean Ellison
Rider Coaching at
www.Ellison42.co.uk
TRACK BIKE SET-UP – PART TWO:

THE REAR END
In part one last month, we made sure you had a flush and fluid front end.
Now, it’s time to get the axle stands out and sort the rear…
T
here’s always a lot to same components and tool. set, otherwise it should be close With the bike back together
cover when setting a However, the most accurate way enough and then you’re ready to and tyres in contact with the
track bike, so taking to ensure a factory set ride- set the rear sag. floor, you will need an assistant
things step by step should make height is to measure the shock to steady the bike at the front
the job a little easier. But a good length and wheelbase. First of all Rear sag end, while you bounce the rear
place to start is by getting your find out the standard shock As you did with the front forks, shock a few times and then leave
machine in the ball park. So length and measure your own; I would just open up the COMP to settle. Measure from the
what should you do with your you will obviously need to and REB so that the shock can centre of the rear wheel spindle
rear end? remove your own shock move freely when you bounce to your chosen fixed point on the
completely, but it’s worth the the bike up and down. But subframe and write down the
Rear ride-height effort. Once you’ve adjusted the before you start measuring, figure. For ease and accuracy, I
Measuring rear ride-height is shock to the standard length, you will need to find a fixed would then lift and support the
almost impossible without you will also need to check your point on the rear subframe bike using axle stands under the
having a universal point or wheelbase, a measurement taken where you can take your footrests and take the same
measuring tool. Most from the centre of the swingarm measurements, ideally a flat measurement again. As with the
professional race teams would spindle to the centre of the rear part of the subframe or a forks, you want to know how
have their own tool which fixes wheel spindle. Your wheelbase welded boss, not part of the much the shock moves under the
to the frame and gives them a will be different if you’ve fairing or indicator because they weight of the bike, so take the
consistent point to measure changed your gearing or are plastic and can flex a good lowest figure from the highest
from, and the figure is no use to someone has incorrectly fitted a few millimetres and that won’t figure and that is your sag. Static
anyone else unless they have the replacement chain and sprocket give you a consistent figure. rear sag should be around the
TO BOOK ON TO A DAY WITH NO LIMITS, CHECK OUT THEIR WEBSITE WWW.NOLIMITSTRACKDAYS.COM OR CALL 01525 877087

RIDING
IN ASSOCIATION WITH
NO LIMITS
HERE’S A FEW OTHER TRACKDAYS
POINTS TO CONSIDER:
When was the suspension last potentially look at fitting front wheel and top yoke, this
serviced? harder springs. should show if the forks run
It should be serviced annually by parallel. You can also place the
the likes of K-Tech, Nick Mundy, Do you find the bike is very top yoke on a flat surface to
MTS or any of the other suspension rigid in the dry and almost check if it is straight.
specialists at each event. unrideable in the wet
weather? Have you checked the wheel
Are you slightly heavier than a Maybe too high spec suspension alignment?
professional racer? (The ideal for the pace you ride. You could Don’t always trust the markers
weight is around 63kg) try running a wet weather setting on the swingarm. It’s worth
If so, you should then consider (take advice from the measuring from the centre of the
optional springs for the front manufacturer) to help build feel swingarm spindle to the centre of
and rear. and confidence. the rear wheel spindle on both
sides. Once you have them set
Do you feel much more Does your bike feel like it can equally, run a straight edge from
confident in the wet weather turn one direction better than either side of the rear wheel
over the dry? the other? (remove tyres for a more accurate
This indicates a very soft setting It may have bent yokes and this reading) and check the gap at the
on the bike; try harder settings, will really upset the feeling. Using front wheel is showing equal
including spring preload, but an under-yoke stand, remove either side.
WORDS: DEAN ELLISON

IMAGES: FB ARCHIVE
And then they

called the fire
brigade to get
his hand out...
Rear compression needs setting so it’s more open, quickly enough, is that your rear
(COMP) just over the halfway point. Not tyre is tearing up too soon and
Just to reiterate, my only does the rebound damping that’s because the suspension is
recommendations are just a help keep the tyre in contact working fine on the compression,
generic starting point for the bike with the tarmac when riding but staying too far down in the
and I can’t stress how important over bumps, it’s also contending stroke because the rebound
it is to seek advice from the pros with the drive of the engine damping is holding it back. This
when you get to your next No through fast turns and on corner puts extreme stress on the tyre
Limits Trackday, as your exit, so you can often run out of and it rips up. So, given that
bodyweight, pace and tyre choice rear travel because the info, I would always set my rear
will require some more specific suspension hasn’t been given the rebound damping at just over the
Shocks come in all changes and you won’t get those chance to recover. An easy sign halfway mark, if I have 30 clicks
shapes and specs.
from this article. Rear COMP that your rebound damping is in total then I would set my rear
5mm-15mm mark and that factory setting is going be the too slow, or not recovering REB to 17 clicks.
depends on whether it’s a race or same as mentioned in the front
road shock; also remember to forks, somewhere around just Use your head to sort
ensure a race shock is fully under halfway mark and it is your set-up.
extended by pushing down at the always worth checking and feeling
bottom of the rear wheel with for yourself one click and one
your foot because it may have bounce at a time. If my rear shock
top-out springs installed. To came with 30 clicks, I would wind
adjust the sag, you may need a all the way in to 0 and then come
set of C-spanners to add or out 12 clicks to start with. If you
remove spring preload, but if you have a road shock and it doesn’t
have a race shock, then you may click, then again, I would do it on
have the luxury of a remote feel and go halfway between its
preload adjuster and it will take working range.
just seconds to make the
necessary changes. Remember, Rear rebound (REB)
by adding more spring preload Rear rebound is normally an
you will reduce the sag figure. exception to the rule, I find this

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Michelle Griffin
KTM 390 Duke
Hadn’t ridden for years then
got diagnosed with PD. Bought
myself a little KTM Duke 125,
only had it for six months and
passed my bike test. Rode by
myself in the pissing rain to
Braintree and picked up my
390 Duke, not a massive
journey, only about 50 miles,
but a big step for me.
Carl Ward
Triumph Street
Triple RS
Three months without bike,
finally got her back Friday,
managed to get a few miles in
on Saturday.
Chris Mees
Duncan Conry Suzuki GSX-R1000R
BMW S1000RR Here in New Zealand myself and two mates are just completing a big tour
Did the NC500 two weeks ago, 811 miles of a round trip for me. Some of starting in our home town of Auckland, and we have ridden to Bluff (as far
the views were outstanding and the roads sometimes were brilliant and south as you can get). It’s been fantastic with even some snow and ice to
sometimes a wee bit scary! This is of course Eilean Donan Castle. deal with! Love the mag; you have fans here!

@FastBikesMag
Richard
Higgot Stu White
Yamaha MT-10 Honda Grom
Testing the cruise So far you’ve got three of
control on the MT10 my mates posted in the
under a bridge in mag yet I always vote
France. everyone with my pics. So
FB: We love a bit of what’s one more chance??
an adventurous
shot… nicely done!
Nicky Smyth Jemma King

BMW R1250 GS BMW S1000RR
Done the NC500 (from Cairnryan right up the west coast and over to John O’Groats, Done my first ever trip into
down to Inverness and through Cairngorms National Park via the Old Military Road London, a few days after collecting
and back to Cairnryan via Loch Lomond National Park again which totalled almost my new bike.
1100 miles in three days) last weekend.
Mark Robertson
Yamaha MT-10
Glen Lyon. Beautiful. Just
watch for kamikaze sheep
Marcus Fronkey
Pollard
Honda VFR1200
Land’s End to John
O’Groats – and I’m Keith Edwards
shattered... 2500 miles, no KTM 450 SMR
motorways! Nice trip to Cumbria last weekend!
RIBE
C See pages 8-9 for
the best deals
SUB
YOUR LIFE ON BIKES
S TA R L E T T E R
SPEEDY
On the bonnie banks of Loch Lomond, my glorious Speedie!
David Johnston
FB: Nicely done. We had a great trip up to Scotland… we’re just working
out when we can go again!
PANIGALE SCRATCHING
East Yorkshire roads perfectly lend themselves to scratching on the
1199S. I’ve had the bike for four months and covered 3000 miles on
it in that time. It’s never missed a beat but has destroyed three rear
tyres! Bike is a fairly standard 1199S, but it does have a full Termi
system mated to a Rapid Bike Evo fuelling module, carbon disc
coolers and LighTech brake lever and remote adjuster. Over winter
I’m toying with the idea of replacing the stock fairings with carbon
items and taking the tank back to bare aluminium.
Rich West
FB: Looking good… and as for those mods? It gets a thumbs up

from us.
STAY SAFE
I would recommend anyone to visit the Black Mountains route
in the Brecon Beacons national park followed by a stop in the
Owl’s Nest cafe. On a recent jaunt there with my mates myself
and good friend Aaron Edwards got stopped by the local plod
for small number plates and loud pipes. We were told to
consider changing them to prevent future run-ins with them.
Unfortunately later in the day Aaron had an accident with a car
which pulled into his path and tragically died. It would mean a
lot to see this picture in your magazine as Aaron would have
loved it. Many thanks. PS, please be safe out there.
Wez Beynon
FB: We’re sorry to hear about this, Wez. Make sure you stay
safe out there.
You can win a Gear Gremlin bike cover by

simply writing the Fast Bikes Star Letter.
They’re manufactured from a waterproof, soft
and durable 100% polyester and feature elastic
hems for a secure fit. This washable cover also
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damage from UV rays.
Find out more at thekeycollection.co.uk
WORTH
£55.99!
@FastBikesMag
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immortalised in these hallowed pages? Email letters@fastbikes.co.uk
AS SEEN ON
FACEBOOK
Fast Bikes Magazine: Join

Bruce for a lap of Cadwell Park
on Honda’s 2020 Fireblade...
Billy Magee – Did I see over 90

in first?? Holy!!!. That’s rapid
George Barron – Some rider

that lad. Very nice chap too
Dave Rendall - Hmm, a tad faster

than my time round there, lol!
Iris Iles – Be careful !! Looks

pretty fast!!
David Parsons – Krackin footage Brett Parcel – Fair play, 44Teeth
Chris Broom – 5th and 6th are there Bruce.. Proper on it.. Sounds were only getting 4th down the
Silverstone jobbies then awesome too street in Portimao
SUPER, SUPER
VELOCE?
Dear FB, I just wanted to say
that I really enjoyed reading
about the MV Brutale 1000. Will
you be getting one of the Super
Veloces in the magazine at all?
I’m so tempted to buy one, but
they’re a lot of money…
John Appleton
FB: Ooooh, keep your eyes

peeled in the next couple of
months. We’ve had a corker
of a road test on one of those!
AS SEEN ON @JamesRossi46 -
TWITTER @fastbikesmag
@YamahaMotoGP
@yamaharacingcom looking
@_BrettRalph - forward to reading about my R1
#ThrowbackThursday 10 years in the test
ago @fastbikesmag no budget
cup. The R1 and I still going
strong. Leathers aren’t so tight
now either
@NoLimitsOnTrack - Cadwell Park

today. Not every day you get a
Ducati Superleggera V4 on a
trackday... Smiling face with
sunglasses @DucatiUK @
fastbikesmag #ducatisuperleggera
#nolimitstrackdays
#trackdaysarethebestdays

MASTERCLASS
WORDS: CARLOS
IMAGES: CARDO/
FB ARCHIVE
FB: When did you

'Boothy's
' decide to start
eating
i g all
the food.
d making
Get back communications for
here,
e asap'.
a bikers specifically,
and why?
DE: Back in 2003, we were

actually making Bluetooth
headpieces for mobile phones.
What set these earpieces apart
was their unique wind-
suppressing technology. Then
one day, our founder was riding
to work on his bike and thought
it would be great to take this
Bluetooth communication device,
wrap it up in a sturdy waterproof
shell which can be attached to
the outside of a helmet – and
there you go! This is how we
pioneered the motorcycle
Bluetooth market back in 2004
with the Scala Rider – the world’s
first Bluetooth motorcycle
communicator. We’ve been
honing our skills ever since and
are now – after having sold more
than five million communicators
– the global market leader in
wireless communications
systems designed especially
for motorcyclists.
FB: What were

the biggest
challenges for the
first few years?
DE: Because we were the first,

everything was new – as
ultimately, it had never been
done before. Since then, we’ve
launched a number of world first
features – first built-in FM radio
KNOW YOUR...HELMET
and automatic volume control in
2005, first rider-to-rider intercom
with a range of 700m in 2007,
COMMUNICATIONS
Helmet comms are becoming more and more popular, and for
Talk to
bloody good reason. I mean, who doesn’t enjoy taking the piss me!
out of their mates on a long ride, or having a heads-up for a quick

overtake while out for a blast? Because we sure do. To find out a
little more, we caught up with Dan Emodi, chief marketing officer
at Cardo Systems, to discover the ins and outs of their electronic
wizardry, how they work and what the future holds…
If you don’t know the difference between yokes and yolks, Dzus and Zeus, or
suspension and suspenders – email the experts letters@fastbikes.co.uk

Fast
tBik
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Mag.com/
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F book com
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FastB
Bike
k sMag
FastB kes-F
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gaz ne
first long-range – one mile –

intercom and first to offer
internet firmware upgrades – I
could go on! More recently, we
were the first, in 2015, to
introduce a ‘mesh’
communicator – going beyond
the limits of Bluetooth
connectivity – with the
introduction of our Dynamic
Mesh Communication with
set-and-forget pairing capability.
We also launched the first
Natural Voice Operation in direct Chatter box...
access to ‘Hey Siri’ and ‘OK
Google’ in 2018 and in 2019, we
partnered with premium audio
brand, JBL, to bring the ‘Ultimate
Sound Experience’ to
motorcyclists’ intercoms.
premium speakers, audio for commuting to and from work application of the units is
FB: How has tech sharing, Natural Voice Operation or for their food delivery job. endless, and actually, not only do
evolved through and a three-year-warranty – so We’ve found that while it’s nice they help people do their jobs
the years, and has the PACKTALK BLACK would be to have an exhaustive list of more easily and more efficiently,
it made it easier their choice. Due to their fitment, features, it’s the basics that our they can actually play a role in
or harder for you? our units are suitable for all customers want, but they want helping save people’s lives.
helmets – the PACKTALK Slim is them to be the best they can be.
DE: The beauty of tech is that the only device that we Great sound, reliable and robust FB: Do you have
it is always changing. I wouldn’t recommend you check the connectivity, a waterproof shell any plans to go
say it made our job easier or compatibility chart first due to and intuitive use are all key further in the
harder, I’d say it made it more the semi-integral, slimline design elements that we focus on and racing world, like
fun! We’re constantly looking for of the unit itself. There’s a choice have aimed to make the best on tarmac?
ways to bring our customers the of hybrid and corded microphone they can be.
best experience possible and the with all our units – aside from DE: We’re always looking for
advancements in technology help the entry-level FREECOM1+ - so FB: You trialled opportunities and this year, we
to make that possible. Our motto it doesn’t matter if you have an your kits in racing, are proud to be the MotoAmerica
is ‘making your ride exceptional’ open-face or a full-face lid. with the AMA series sponsor. With our activity
– we have that written on the Supercross series. with the Monster Energy Cup,
back of every product package FB: Tell us a bit How did it go, and we broke new boundaries and
we make. That’s central to about the what did you we worked with event organisers
everything we do. Whether that’s technology that learn? to change the regulations to
launching our free Cardo goes into creating allow the Cardo units to be used
Connect App so that our units a system. DE: We love to push our units in the race, so what’s to say that
can be easily managed on users’ and use them in a number of we can’t do the same on track?
phones or introducing Natural DE: It’s a cohesive mix of applications and the Monster
Voice Operation so that riders technology, where we strive for Energy Cup was one of them. It FB: Where do you
don’t have to move their hands features that complement each was the first time that see the future
from handlebars – which other and improve the user communications technology had in terms of
ultimately helps keep them experience. For example, our been used in that way and the technology?
safer – or simply making sure mesh technology that we’ve feedback we received from the
that our audio is the best it can worked hard to perfect offers riders and teams was DE: The world of technology is
be. We want to add to the seamless connection, while we phenomenal. Five-time AMA endless – and we’re proud to be
already great experience of being partnered with JBL to offer great Supercross champ, Ricky part of that. We recently
on two wheels. sound clarity. We work to our Carmichael, is a big fan and also launched the PACKTALK Black
strengths where we can and uses them at his riding school. which is the first unit in the
FB: How difficult is engage with other experts, like The Cardo System devices are world to have 45mm JBL
it, creating a JBL, to offer a complete package. used by millions of motorcyclists speakers as standard. We also
system that around the world, including have been pushing our reliability
works in so many FB: Do you do a lot many police forces – and also for further. The PACKTALK Black is
different types of of market some applications you may not also the world’s first to offer
helmets, and how research, and if have thought of! The Red Devils complete three-year warranty.
do you do it? so, what are the – the iconic parachute display Whatever we add in technology
main things team of the British Army and the must and always will be aimed
DE: We carefully planned our people want from Parachute Regiment – use to enhance the ride experience,
range of six different devices, so their comms? PACKTALK Bold units to help whether that is done for work,
riders can choose the right them create the amazing for solitude or for
product for them and their DE: Our customers are central formations they do 13,000ft in companionship. We’ll continue
needs. For some riders simply to our development and we listen the sky and the Bolddog FMX to make the best wireless
connecting to their phones is to – and act on – feedback from team use them to help train and motorcycle communications
enough, so the FREECOM1+ our users. Whether that’s the to communicate while system possible and will add
would be suitable. Others would motorcyclists in our own office, a performing. Through all of these more advanced technology to
prefer a long range when rider exploring the world or different use applications, it’s augment and enhance the
connecting to other users, someone using one of our units made us realise that the experience of the ride.

WWW.FASTBIKESMAG.COM
DUCATI
SUPERLEGGERA
We all know Ducati’s super-light, super-powerful
and super-exotic V4 Superleggera is rather special.
The question is, is it £90k special? We spanked
it on road and track to find out. Email: fastbikesletters@mortons.co.uk
MIDDLEWEIGHT EDITORIAL
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NAKED SHOOTOUT
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Words: Steve Parrish, Tim Neave, Tom Neave, Jon Urry, Andrew Dalton,
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The cream of the middleweight naked crop scrap it out Photography: Gary Chapman, Dave Parsons, Double Red, Les Liddle, AS Design,
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MASTERCLASS
If you’ve been a naughty biker, you need some decent

legal advice: get it from mail@whitedalton.co.uk
RAMPING
UP COSTS
Don't be fobbed off
if a service provider
damages your bike and
refuses to put it right.
ANDREW
Q
I took my bike in for its at least two serious professional employee who can be said to be
DALTON annual routine service
and MoT and the bike
misconducts in his letter – the
first is a manifestly false
carrying out his duties. However
there is no requirement for
PENAL SERVITUDE PREVENTER was taken off me by what I proposition in law, namely liability employment, payment or any
thought was a baby-faced for the work experience boy and particular relationship other than
The Fast Bikes Legal Clinic apprentice, wearing the the second is an unjustified threat the “employee” providing work to
is compiled by Andrew dealership fleece. Later on the of reporting you to the police for the company. Did the workshop
Dalton, and his bike riding same day I got a phone call from “harassment”. If, for example, you benefit from the labour of this
barristers and solicitors at the dealership. My bike had been were bombarding an individual at lad? Of course it did. He was
White Dalton Motorcycle dropped by this lad as he was the dealership with unpleasant or loading your bike on to a van for
Solicitors. loading my bike on to a van – I threatening emails, or, for MoT which you were expected to
did not know that the MoT test example, using aggressive and pay for. Is paying him an essential
They deal with personal was carried out elsewhere. I unwise language on social media ingredient? Absolutely not, and it
injury claims and their sister presumed they would pay for or sending unpleasant texts, there is not just me saying it, the
company, Motor Defence repairs but they are trying to might be something in this. Supreme Court said as much just
Team, deals with all the wriggle out of paying for the However, taking up a genuine and a few years ago. A prison is liable
motoring offences. They damage. I received an unusually proper complaint in moderate for a prisoner carrying out work,
know everything about bike aggressive solicitors’ letter language, by email only to the which completely destroys the
law. Andrew is a former advising me that if I made published email address of a idea that there must be payment,
London motorbike courier further contact with this commercial organisation, cannot not that such an idea ever
turned barrister and solicitor, workshop I would be reported to constitute harassment. You should existed anyway.
and we know he’s good. All the police for electronic send this letter to the Solicitors’ The second element is an
the White Dalton lawyers are harassment, and the letter then Regulation Authority to see what old concept called bailment. For
qualified barristers, or went on to tell me that as the they make of it. your purposes if somebody
solicitors, or both - and they person who dropped the bike (no You are perfectly entitled as a provides you with a service for
all have full bike licences, one is denying that the bike was consumer to contact a business reward they must take reasonable
too. They don’t act for dropped) by someone who is not which has provided you with an care of your motorcycle. Dropping
insurance companies or the an employee, because the lad inadequate service. You are not it off a van, while in the hands of
prosecution. They are who dropped the bike was doing stalking an ex-girlfriend, nor are a work experience boy, does not
Britain’s most specialist law work experience arranged you threatening, nor are you strike me as reasonable care, so
practice, and if they don’t through the local college, “no suggesting your intention to carry you have two strong causes
know the answer to your liability can attach, as any fault out any harm to the dealership. of action.
question, there probably was that of a person not You simply want your damaged You need to take this to small
isn’t one. Don’t rely on the employed by our client”. So, if I bike repaired. Therefore the threat claims court and you will win. You
advice from your insurance understand this letter correctly I to take your conduct up with the don’t need a lawyer. The judge
appointed solicitor, get can neither complain, and if I do police is entirely hollow. However will be an experienced lawyer.
proper independent advice. I will be reported to the police now that there is a solicitor on This law is second year
nor can I have my bike repaired the record you should address undergraduate law. Just set out
For road traffic offences at anyone else’s expense but my your correspondence to the your story and provide evidence
call Motor Defence Team own. This sounds nonsensical to solicitor. of the cost of repairs, wait for a
0800 280 0912 me. I don’t want to start getting While the lad wearing a court date and in reality, the
involved with me paying for dealership fleece is not key, a dealer will come to you with a
solicitors, because the damage to reasonable inference can be settlement long before it goes to
the bike is just under £2500 but drawn that he was acting on court. The propositions put
For non-offence cases I’m not prepared to let this go. behalf of the dealership. What is forward by the disgraceful
call White Dalton Motorcycle What should I do? I really don’t key is that the dealership solicitor are just hollow and
Solicitors 0800 783 6191 want to use my own insurance. “benefited from the labour” of unprofessional bluster.
this lad, and what he was doing Finally, your fully
A
Unfortunately a small was within the reasonable comprehensive insurance is very
minority of motorcycle expectations of what he might be unlikely to cover you in the
workshops and traders directed to do. I do not believe the circumstances. Most policies have
Visit their websites play this incredibly unpleasant solicitor who has written to you is a specific exclusion for when your
whitedalton.co.uk game of completely ignoring your unaware of the basic legal bike is being worked on by a
motordefencesolicitors.co.uk legal rights unless and until you concept of “vicarious liability”. At commercial concern, and this
sue them. The letter from the its simplest an employer is liable stretches to include things like
solicitor is disgraceful. I can count for the wrongdoing of an hand washing services.

IST
IST THE TIM AND TOM SHOW
NEAVE TWIN RACING
Wh s Tom?
Neave
Full send till the end...
ow the dust h My big aim this year was to win the championship, but
able to step b it all came down to Brands and a highside stopped any
an awesome chance of me taking it to the line with Chrissy, who’s
didn’t start too well, to been a great rival all year long. Fair play to him and his
had two shoulder ops an team. Finishing second in the standings is still pretty
ankle over last winter mean sweet and I’ve now got a mega trophy to remind me of
on the back foot and missed what this year’s been about. I’m just desperate to get
Would I be fit enough to race back out there and pick up where we left off, albeit
adapt to a whole new Honda? Woul stronger and hungrier than ever. It’s hard to describe how
go racing thanks to coronavirus? As addictive racing is and I don’t think I’ll be the only
panned out perfectly and taking my competitor to say they’re already missing the action, but
National Superstock 1000 at the very that’s just how it goes.
load of doubt from my head. From t To keep me busy over winter I’ve got loads of riding
confidence only grew, taking a total planned, including motocross, pit biking and I’m hoping
other podiums and setting a lap rec to make it out to Spain for some flat track action if
could have only dreamt of those kin conditions permit. It’s all about keeping sharp, keeping fit
s art of this season, especially on a
st and keeping boredom as far away as possible – I’m not
proven BSB winners, a GP world ch too good at sitting still.
talent than you can shake a stick at Lastly, I just want to say a huge thanks to all those that
park, but I feel this year has seen m have supported me this season and have kept me fired up
massively and rise to the challenge with their messages on my social media channels (Tom
Of course, behind every good rider Neave 68). It’s been gutting to not have spectators at the
and I’ve got Honda to thank for the rounds, but I’m really hoping that’ll change next season
at every step of the way. It’s been a
I hope I get the chance to build on Fingers crossed.

COLUMNIST GARY JOHNSON RACING
ROAD RACING
Gary
Johnson
W
ell, well, well. It’s the end of the season! competitively on short circuits for almost 10 years!
Well, not that it’s really been much of a But after just two rounds, I already feel better. Even
season for us road racers anyway. I just little teething problems on the Triumph, like the sort
bloody hope everything pulls together for next year! of stuff that crops up on every race bike, would usually
There’s been a lot of talk and all that sort of stuff with take me the first few practice sessions at the TT to get
the roads side of things, but I’m pretty sure it will all sorted, but we’ve got it out the way. Now I already feel
work itself out, and I think I’m going to be doing even ahead, and we actually have a big development plan to
more short circuit bits in between as well. get through. Who’d have thought that I’d be so
I absolutely love doing the endurance and sprints at organised? It’s a strange one, but I’m really enjoying
No Limits, but I’ve got to admit it was a great laugh my racing again, so I’m going to do more throughout
being back in the BSB paddock on top of the old trusty 2021. Thinking about it, I quite like the set-up of
Triumph ove riding a thousand at No Limits, then the 600 at British
about doing – I can focus on each differently and hopefully get
pretty much faster on both.
doing them, But then again, it’s not all I’ve been up to. Last week I
everyone from spent the day at Cadwell razzing around on some CF
now, which i Moto bikes and, in all honesty, they’re great little bikes.
has been han If you’re after something that’s a bit cheaper, I’d
come a blood definitely point you in their direction. Oh, and then I
far out when went from that to riding an old school, three cylinder
things, but I’ two-stroke MV! I do like getting about, you see.
Mrs felt the s And the fun isn’t over just yet, oh no. I’m all packed
And I only up and ready to head out to sunny Valencia for a
really meant European trackday with No Limits – it’s going to be
easy racing a mega just to get out, spin some laps and have a couple
ridden a fully of beers. See you next time, folks!
96 D BER 2020 WWW.FASTBIKESM

VISIONTRACK DUCATI COLUMNIST
BRITISH SUPERBIKES
Christian
BSB
IM
Iddon
E
ighteen races, 18 finishes. A pole position, seven
podiums, a win and my best ever finish in the
British Superbike Championship with third and
am I happy? Well kind of, but not really.
Donington was the penultimate round and for the first
time this year we got some dodgy conditions to contend
with. Everyone always comments on how much I love
riding in the wet but honestly that couldn’t be further
from the truth… I’ll take a warm, sunny day every time! I
just don’t particularly dread the conditions and from my
experience in Supermoto I do enjoy when the track is
changing lap on lap. Who doesn’t love a game of Russian
roulette going faster and faster into wet corners? Well Doo youu think
i k they alll wanted that
titl
i le?
Donington gave us exactly that.
In any normal circumstance I would have been in ‘give
me Inter tyres’ mode but I had to go with what my turn of speed in the last few rounds
competition had so it was wets all round and I brought that would be hard to match.
her home in second place to head the BSB championship The first race of the weekend was an
table for the first time since early 2018. Sadly my absolute epic. It was like a Moto3 race
championship lead only lasted a couple of hours and on Superbikes with five championship
I left Donington P2 in the title chase after a couple of contenders in the mix, but surprisingly
mediocre finishes. it was Josh who didn’t have what was Iddon's into
And then it was Brands for the final round and the top needed and with Jason taking the win scrap metal.
four were all within 19 points of each other with Tarran and me in second, the championship
Mackenzie still with a mathematical shout, but a bit was down to less than 10 points.
further back. I was sitting pretty good in second with a And now to Sunday and my disappointment. Both of
16-point deficit to my Visiontrack Ducati team-mate Sunday’s races were very different to Saturday and the
Josh Brookes with Glenn Irwin a couple of points behind pace was pulled rather than slowed down. Tarran crashed
me – followed by Jason O’Halloran just a point or so out of the first race so his chance was gone and Glenn
behind Glenn. g
The tactical warfare had already begun. The e chase.
relationship between myself and Josh had already ust didn’t have what was needed, when
deteriorated throughout the season. It had progressed ould only watch as Josh and Jason
from strong moves to silent treatment and what started two each lap and nothing I did
out as a good relationship was all but gone. Tarran and back in. As had been the case
Jason have never seen eye to eye since Tarran took Jason throughout sectors of
down at the first round of 2019 and although they both hindered by a level of spin in
gave the PR ‘working as a team and loving my team- at I just could not manage in
mate’ spiel, it was actually hard to hear the sentiment a lap time and the frustration
through the grinding of their gritted teeth. was at a maximum. I ended the
Then there was Glenn. The Irwin brothers had made a hird and a fourth but not being
name for themselves through 2020 and most notably with ght to the guys was a lot for me to
Josh, who came unstuck after a collision with Andy at the ions got the better of me as I
very first round. Then, following the final race at after the final race. I had
Donington, a war of words took place between Glenn and had and it wasn’t
Josh which continued into our Brands preview filming. that was hard to take.
Josh and Glenn were sat either end of a casino table with ost successful season
myself, Tarran and Jason in the middle as we witnessed an happy? Well
W at this
odd game of verbal tennis between the pair. I genuinely aking it in but no
thought it might end in a fight but it was all brought to an ything calms down I
awkward end by the film crew before it ever got to that. ke this experience
So that was the five. Josh, the champion-elect with a and most
points advantage and a record at Brands of 17 BSB wins. prove. It’s all just
Myself, the quiet one, the consistent one. I like to go in xt season.
under the radar and attack my opposition when they ut to all those that
don’t expect it. Jason, a man who simply does not give f course
in. A real workhorse. Glenn, the man who you never Josh for his title.
know what to expect other than to expect he will be can build on this
always lining you up for a move, and finally Tarran. He chance to go again
was on the outside looking in but had zero pressure and a in 2021…
COLUMNIST EX-RACER & TEAM MANAGER
RACE INSIDER
Steve
Pensioners' day out.
Parrish
W
er Nice shoes... He's really let himself go!
month closer to Christmas, and it still feels
like things are properly mad, doesn’t it? This myself a place on the launch of a big new Iveco truck as
time last year we had absolutely no idea what was well, which was a proper good laugh. I put my old
coming, but hopefully, by this time next year (and much trucker’s hat on and got behind the wheel. I’d forgotten
before) everything will be looking a lot better. how bloody fun those things are; I also forgot that I don’t
Usually this is about the time we’re all gearing have a licence for one as well, so it’s bloody lucky that
up for those exciting bike launches and big we did all the driving at Elvington, and not on the roads.
shows, but this year it’s all going online – To be honest though, I feel like I’ve just spent all my
now call me old-fashioned, but it doesn’t time watching the racing. Well, when I say racing, I
quite feel the same. You know, it’s all actually mean spending most of it watching BSB! How
about the atmosphere for me; being able good is that championship? We’re so lucky to have it here.
to get up close to sit on and touch the Every race has been a real roller coaster and those guys
new metal, meet everyone, I really am really do know how to put on a show, but I am very glad
going to miss the lot – well besides the that Brookesy won it. I mean, the man has shown his class
overpriced food, of course. all year, but through both of Sunday’s races he pulled out
Mind you, I did manage to get a a serious masterclass, going out and doing what he did
couple of things in over the past under all that pressure. Oh, and I can’t forget the few bits
month, like judging some of MotoGP I’ve seen have looked pretty exciting as well,
incredibly posh bits and bobs at with the young Marquez already finding his feet on the
Salon Privé – a show held at Repsol Honda. That brought a smile to my face.
Blenheim Palace. As you can But besides that? Well things have been fairly quiet on
imagine, there’s a lot of cash the Parrish front! Well, I say that from a fairly warm and
floating about around there, sunny Mallorca, as I’ve just managed to nip across to
with everything from old MVs shut down our house out here for the winter – it’s barely
to new CCMs… I even had to been used all year. With a load of releases and stuff
dress the part. coming up in the next month or two though, I think
I also managed to nab things are only going to get better!

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THE FUTURE’S BRIGHT NORTH COAST

TICKING OFF THE

UK’S BEST BIKING

IT’S THE NEWS

New Products ................................. 14

YOUR LIFE ON BIKES

Sibling Rivalry ................................ 24

The future’s orange ........................60

Gary Johnson ..................................96

Christian Iddon ...............................97

alone, but typically we hope and expect what

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RECEIVE 6 ISSUES FROM ONLY £19

GET YOUR GIFT SUBSCRIPTION

TODAY! Visit www.classicmagazines.co.uk/xmas20DPS

TRIUMPH FULLY RELEASE

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SHOEI NXR TALE TC-5 HELMET

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KEIS G701 HEATED GLOVES

FGRT knife, as well as ﬁve ‘repair strings’ – which

2020 HONDA CBR1000RR R&G TAIL TIDY

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16 DECEMBER 2020 WWW.FASTBIKESMAG.COM

DECEMBER 2020 WWW.FASTBIKESMAG.COM 17

Upon gazing at the RS 660 for the very ﬁrst

18 DECEMBER 2020 WWW.FASTBIKESMAG.COM

THE STEERING WAS INCREDIBLY LIGHT AND

which is good news, if you’re not vertically

DECEMBER 2020 WWW.FASTBIKESMAG.COM 19

mode, which was full fat: traction and

20 DECEMBER 2020 WWW.FASTBIKESMAG.COM

DECEMBER 2020 WWW.FASTBIKESMAG.COM 21

TEN MINUTES WITH…

22 DECEMBER 2020 WWW.FASTBIKESMAG.COM

24 DECEMBER 2020 WWW.FASTBIKESMAG.COM

DECEMBER 2020 WWW.FASTBIKESMAG.COM 25

26 DECEMBER 2020 WWW.FASTBIKESMAG.COM

DECEMBER 2020 WWW.FASTBIKESMAG.COM 27

V4S is now a cuddly toy in comparison to the outgoing

28 DECEMBER 2020 WWW.FASTBIKESMAG.COM

30 DECEMBER 2020 WWW.FASTBIKESMAG.COM

DECEMBER 2020 WWW.FASTBIKESMAG.COM 31

THIS MAKES IT FEEL

2019 SP2 Verdict:

32 DECEMBER 2020 WWW.FASTBIKESMAG.COM

WORDS> DANGEROUS IMAGES> JOE DICK

DECEMBER 2020 WWW.FASTBIKESMAG.COM 35

Inverness Castle, ready to rock..

This scene was

DECEMBER 2020 WWW.FASTBIKESMAG.COM 37

WE STOPPED TO LOWER OUR

The scenery changed

38 DECEMBER 2020 WWW.FASTBIKESMAG.COM

Boothy and his sat nav

was up there with hitting your own

our visors. We had to get out of there, Torridon

seriousness, it was an epic stretch of tarmac Stromeferry

carried on delivering as we edged nearer to

The daily grind...

Bridge of Orchy A9 Dundee

42 DECEMBER 2020 WWW.FASTBIKESMAG.COM

WAS THE BEST HANDLING OF THE LOT. Rear suspension: WP semi-active

44 DECEMBER 2020 WWW.FASTBIKESMAG.COM