Category: BikeLife

An eclectic collection of Slipstream contributors’ motorcycling adventures: new-bike road tests, technical articles, opinion pieces, humourous travel anecdotes and more.

Yamaha Niken Review

Posted on | by Salli Griffith

The New Evolution

Three wheels has always been an acquired taste, but I have never come across such a biased audience as when I said I had ridden the new Yamaha Niken, pronounced Nike-N. ‘What a load of rubbish’ – ‘who wants a trike’ – ‘it’s just like that scooter thingy’ – ‘I’d never ride such a pile of s**t’- ‘they must want their heads tested’.

Closed minds and closed attitudes. No wonder Yamaha decided to break into the market gently with advertisements in MCN for a pre-launch trial ride at 3 locations in the UK and many others abroad, aimed at the normal rider. Yes, the opportunity was there to try something different – a different experience completely!

Luckily one of the locations was at Box Hill, and is not far from me, so I applied, and was accepted. On 4th August I found myself at an inaugural event with 19 others in an hourly timeslot to see and ride the new ground-breaking machine. It looks different, it is different and thank goodness Yamaha are brave enough to bring it to market!

Firstly we had a presentation, where we learned that this concept has been decades in the making. We were shown the superb engineering under the bikini fairing which is just stunning, and told what to expect when riding. It’s like carving through a curve when skiing we were told. These 20 bikes in front of us were the only 20 production bikes in existence at the time, prior to the launch in September.

We were given a briefing of the do’s and don’ts on the ride and then got ready. The first thing you find out is that despite having 3 wheels, this bike, when stationary, does not stand up on its own. It’s just like any other 2 wheeler, and requires manual input or a side stand. Sitting on it I found the riding position to be quite upright and, being vertically challenged, I found the 820mm seat height to be about my comfortable maximum. Like any modern bike, there are various electronic riding aids, and we were asked to put them all in the medium position.

Then we were off. The route around Box Hill being varied and quite tight and twisty, it was easy to find out what the Niken was capable of. Well, it was easy to change direction – despite 2 front wheels, 4 shock absorbers and all the extra crossbars holding them together it was totally effortless. This is wrong according to my physics, because the extra mass should make it more difficult to turn but that was not the case.

Puzzled, I continued and found that in tight corners it was amazing. Slowly you start to realise and understand that the cornering ability far outstrips anything you have been used to in the normal biking world.

Two front tyres, two rubber contact patches with the road and amazing stability means you can take liberties in the corners. If you brake quite hard mid-corner, the front doesn’t try to stand up, it just carves through the bend. Neither is there any serious fork dive when braking hard – and when I came across a patch of gravel mid corner, the Niken just rode through it like it wasn’t even there. It’s all just taken care of without any cheek-clenching moments that you would normally expect in those circumstances.

Will the front ever be totally overwhelmed? I am sure it can be, but it’s moved the goal post by at least 50% of the norm, and there are going to be many R1 and Fireblade riders who are totally embarrassed when a Niken spectacularly outrides them on a bend at a trackday.

After just 20 minutes riding the Niken I was totally relaxed and knew that the front end was not going to slide, let me down or cause any reason for raised blood pressure in any circumstances. The riding position was fairly upright and the seat moved slightly rearwards to balance the 50-50 weight ratio with the increased front end weight.

With the front end being so stable, the attention goes to the rear wheel and how soon and how much throttle you can apply when exiting a bend. Possibly not exciting in an R1/Fireblade way, but this is not a sportsbike – it just behaves similarly and is probably in the sports/tourer section with an easy riding position that evokes stability and massive confidence.

The rear of the bike is borrowed from the MT09, as is the 847cc 3 cylinder motor, which has been tuned to give plenty of low down grunt and a very sporty feel with instant pick up, which is surprising considering its moderate 113bhp and the bike’s 260kg weight!

The Niken is the next evolution in motorcycling, and soon the rest of the manufacturers will have to take notice because it takes the average rider and turns then into a road riding god, taking bends in poor weather conditions like you were enjoying them on a sunny day.

So where does the Niken fit into the market? Despite other perceptions it is NOT a trike, nor a scooter. It’s a fully grown motorcycle with 3 wheels. It’s not a commuter bike either, as it’s too wide, and it’s not a sportsbike, as it will never lean to a 60 degree angle like a MotoGP bike, but it is a comfortable long distance sports tourer with a sporty flair, great fun and would give masses of confidence in those hairy Alpine bends.

So would I buy one? I got off the bike grinning ear to ear, so yes I would. £13,500, is not cheap, but for the next biking evolution, fantastic value! I look forward to seeing them in the dealers, and possibly trying one for a couple of hours to really find out what it will do!

Phil Donovan

First published in Slipstream October 2018

Rider’s Rides (October 2018)

Posted on | by Nick Tasker

Continuing our Rider’s Rides! Each month we feature a TVAM member and their bike, talk about why they chose that model, what they use it for, as well as what they like and dislike about it. Want to see your bike featured? Get in touch at pressofficer@slipstream.org

This month we have John Rodda and his mighty BMW Tourer.

And which flavour of Bavarian boxer do we have here then?

This is my BMW R1200RTLE.

Did it replace an existing bike, or is this an addition to your garage?

The RT replaces my previous bike, a BMW R1200GS Adventure Triple Black. I prefer the weather protection, ride comfort and seating position of the RT. I’ve had a fair number of these models in the past, so I knew what to expect.

My Uncle has a similar love affair with the boxer. Did you consider anything else, say a K1600?

I looked at BMW’s S1000XR – but only briefly. I’ve owned a K1600 and an R1200GS in the past. Both are excellent machines, but the RT seems to suit my purposes particularly well.

How so?

Great comfort, load capacity, fuel range and amazing handling for a machine of this size and weight. The RT also has great presence on the road, and therefore is a little more likely to be seen than smaller sports bikes.

Which dealer delivered this one to you?

BMW Bahnstormer in Maidenhead.

And would you recommend them to other TVAM members?

Yes, plenty of TVAM customers use Bahnstormer already, and are offered a discount on clothing and accessories.

Good to know! The bike looks stock, but have you got any modifications I missed?

I’ve installed a Roadhawk bullet camera tucked almost out of sight on the front fairing, which records witness footage on a continuous loop whenever the bike ignition is turned on.

Sneaky! What sort of riding do you do/plan on doing with this bike?

Anything and everything, from observed rides with my associate to an upcoming tour of France and adjacent countries, as well as motorcycle marshalling on cycle races and other events with the National Escort Group.

Is this different from the sort of riding/trips you used your previous bikes for?

Not really. My motorcycles are part of daily life – not just as transport, but for coaching, tour leading and leisure too.

Anything amiss with your new bike so far?

Nothing much. My previous RT suffered with condensation in the instrument panel, but my current machine is fine so far. Previous experiences with the dealer have always been positive whenever I’ve had a problem, so if anything crops up I know I’ll be looked after.

Overall then, no regrets?

I’m absolutely delighted to be back on an RT. It seems to be the bike that suits me best out of all I’ve ridden, and as an added bonus this version is so far returning more than 60mpg!

 

Nick Tasker was talking to John Rodda earlier this summer.

First published in Slipstream October 2018

How to Survive your First Trackday

Posted on | by Nick Tasker

During the very first NEC motorcycle show I attended after bringing home my shiny new Triumph Street Triple R, my brother and I bought our very first sets of leathers. That may seem bizarre to those of you for whom that has always been your standard biking attire, but for many of us whose biking role models were Ewan McGregor rather than Kevin Schwanz, textiles are the default. The plan was to do our first trackday that following summer, but it’s amazing how easily something like that is put off, again and again.

Fast-forward to 2018 and Pat Coneley persuaded me to give his Road Skills Day at Thruxton a go, which aside from a single session at Brand’s Hatch and a terrifying lap of the Nürburgring, was my first real on-track experience. But as you’ll know if you’ve attended one of these yourselves, that was not a trackday. Riding a V-Strom and wearing textiles, we were limited to 100mph with artificial chicanes and had braking and turn-in markers laid out for us to aim for. Remember: Road Skills Day!

I learnt a lot from my instructor, and the experience as a whole, not least of which that it is possible to ride around a racetrack all day without crashing. What’s more, if I could do it on Michelin Pilot Road 5’s on skinny adventure-bike wheels, then it should be even easier on my Triumph. With my girlfriend itching to drag me along to a ‘proper’ trackday, I had run out of excuses, and so signed up for the No Limits Novice group, and prepared to depart for Mallory Park.

I packed a water bottle, tyre pressure gauge and compressor, along with a handful of cereal bars and sandwiches before setting the alarm for 5am. With sign-on at 7:30 and a planned petrol stop just before reaching the track I needed to leave plenty of time to arrive fueled-up and ready for the safety briefing.

As it happened, I needn’t have worried – traffic is understandably light that early in the morning, and unlike almost everyone else who had arrived in the paddock, I had no van to unload, no tyre-warmers to attach and no maintenance to perform. I had even printed and filled out the requested paperwork in advance, something I soon discovered made me practically unique amongst my fellow riders!

After dropping off the forms and collecting the appropriately coloured wristband, I had some time to kill, and began chatting to the other riders I was sharing the garage with. All were trackday veterans, despite several having placed themselves in the same Novice Group as I. Given that I was expecting to be sharing my sessions with nervous riders wobbling around on a variety of inappropriate machinery, this was certainly something of a surprise.

Looking around the crowd at the safety briefing was also enlightening – the vast majority of riders were men in their 40’s, with a few younger riders and two women. Despite this depressing gender imbalance, the sexist banter I was expecting failed to materialise, with my girlfriend experiencing nothing but friendly helpfulness all day. Aside from a few people mistakenly assuming that it was I, not her, riding the tricked-out Fireblade, there was no trace of the prejudice or stereotyping that often follows female riders wherever they go.

Noise testing (another item I had concerns about) proved another non-issue. My Street Triple on it’s after-market Scorpion exhaust had been measured at 105db by the over-zealous tester at Brand’s Hatch, leading me to suspect I’d never pass the 103db maximum allowed at Mallory Park. Assurances from my mechanic proved true however, with the baffled exhaust measuring just 97db when tested according to ACU regulations. If you’ve got a trackday of your own planned, I recommend getting your bike tested ahead of time, but I was pleasantly surprised to hear some fairly noisy bikes fly through under the limit.

When the tannoy called out for Novice riders to come to the pits, I was certainly nervous. How would I know when to brake and when to turn in? Without the usual roadside furniture of trees and streetlights, and the ever-present road-markings, how would I know how fast I was going? My major recollection from the single session at Brand’s Hatch was that the tarmac seemed to go on forever in every direction and that corners came at you out of nowhere. I was worried that I would low-side in the very first bend. I needn’t have worried.

The fact is, the track was very easy to read. Coloured rumble strips on the apexes of all the corners made the edges of the track easy to spot, and after a couple of sighting laps I was already winding the engine up to the limiter and leaning more, all while looking for overtaking opportunities past slower riders. Everything I’d learned at Thruxton came back to me, with braking and turn-in points easy to figure out after a few corners. The trick, just as then, was to start slow and build speed gently over time.

At the end of my first twenty-minute session, I was surprised to discover how warm I was, despite the cool morning air and uninsulated leathers. Remembering the advice on the Road Skills Day I’d brought along – and proceeded to drink – plenty of water, and topped up my energy with a cereal bar or two between sessions. With each of the three groups running back-to-back, I only had limited time to cool off and admire the shrinking chicken strips on my rear tyre before the call to the pit lane rang out once more.

After my second trip out I was already lapping some riders in my group, and out-braking most others in some of the tighter turns. The forward planning and smooth riding we learn from our Observers is just as important on track, and there were quite a few riders on track that day who could benefit from some advanced training. The long, fast corners were giving me difficulty, however, so it was time to seek expert advice specific to track riding.

Noise testing (another item I had concerns about) proved another non-issue. My Street Triple on it’s after-market Scorpion exhaust had been measured at 105db by the over-zealous tester at Brand’s Hatch, leading me to suspect I’d never pass the 103db maximum allowed at Mallory Park. Assurances from my mechanic proved true however, with the baffled exhaust measuring just 97db when tested according to ACU regulations. If you’ve got a trackday of your own planned, I recommend getting your bike tested ahead of time, but I was pleasantly surprised to hear some fairly noisy bikes fly through under the limit.

When the tannoy called out for Novice riders to come to the pits, I was certainly nervous. How would I know when to brake and when to turn in? Without the usual roadside furniture of trees and streetlights, and the ever-present road-markings, how would I know how fast I was going? My major recollection from the single session at Brand’s Hatch was that the tarmac seemed to go on forever in every direction and that corners came at you out of nowhere. I was worried that I would low-side in the very first bend. I needn’t have worried.

The fact is, the track was very easy to read. Coloured rumble strips on the apexes of all the corners made the edges of the track easy to spot, and after a couple of sighting laps I was already winding the engine up to the limiter and leaning more, all while looking for overtaking opportunities past slower riders. Everything I’d learned at Thruxton came back to me, with braking and turn-in points easy to figure out after a few corners. The trick, just as then, was to start slow and build speed gently over time.

I tracked down one of the instructors on offer at the end of the second session, and requested some pointers. When I lined up for the third time he told me to follow him for the first three laps, after which he would beckon me to overtake and then follow for the rest of the session. His lines through the corners weren’t drastically different to mine, but there was definitely room for fine-tuning.

I caught up with the instructor afterwards and he advised me that I wasn’t hanging off the bike enough, wasn’t taking the faster corners tight enough, and wasn’t using the whole of the track on corner exit, demonstrating that there was far more speed to be had there. I was also losing time by braking too late at the end of the long straight, and therefore making a mess of the corner entry and putting myself on too-wide a line for Gerard’s. While I was already faster than most of my group through the corners, the vast majority of riders were on faster, more powerful bikes and I had my work cut out trying to overtake on the straights.

My instructor pointed out that overtaking on corners was fine as long as I was giving the bikes in front enough room. With a wide track and no oncoming traffic to worry about, I was able to start picking bikes off in the bends, even passing a couple on the inside who took overly wide lines through the hairpin. It turns out all that Alpine practice had paid off!

While timing equipment was officially banned, I’d sneakily left my smartphone running a data recorder throughout the day, so that I could confirm that I was indeed improving session by session. Sure enough, laptimes were slowly dropping as lean angles increased, and only started to climb again when I began pushing myself to go fast, rather than focusing on riding smoothly in some of the later sessions. Thanks to this telemetry I was able to check myself and return to working on my technique. Go smooth to go fast!

As the final sessions approached, I began to notice worrying behaviour from some of my fellow riders. While I myself wasn’t particularly fatigued, due to many years of conditioning from 400-mile touring days, other riders were exhibiting symptoms of overconfidence or reduced concentration. Twice I had people try to outbrake me into the S-bends and then aim for the escape route instead. After having seen what can happen when two riders collided earlier in the day, I decided to pass on the very last session. Unlike many of these race-fairing equipped hotshots, I needed my bike to get home…

The final question was this. After a day of 100mph+ speeds and 45-degree lean angles, would I find returning to public roads and the constraints of the highway code irritating, or even impossible? Many of those I spoke to at the track no longer rode motorcycles on the roads, and some of the younger ones didn’t even have bike licenses. I’d heard about people finding traffic and other hazards too much to deal with after the relative calm and safety of the racetrack. I’m please to say that I thoroughly enjoyed my ride home, and found the speed limits no more onerous than usual.

In truth, while I learned more about myself and my bike from the TVAM Road Skills Day, riding around Mallory Park was tremendous fun and an education to boot. I’ve still got plenty more to work on (I never did get my knee down!) and I’ve confirmed once and for all that the limit isn’t my bike, it’s very definitely still me.

Would I do it again? You bet I would. I’m already booked in at Donnington Park…

Nick Tasker

First published in Slipstream October 2018

Café Review: Annie’s at Canal Yard (Oct17)

Posted on | by Salli Griffith

We have had no coffee and food stops for a while – so must be time to consult TVAM’s coffee stop list. I have 4 tearoom recommendations that I hope you will enjoy for their location, quality of food and biker friendly welcome. The first is Annie’s at Canal Yard (anniestearoom.co.uk) at Thrupp, near Kidlington OX5 1JZ, reached after crossing the lifting bridge over the South Oxford canal. Although the café has limited seating inside, there are many picnic tables outside overlooking the canal basin. A reserved area of scraped earth and scalpings provides additional parking.

The second is TT Linnet at 41 High Street, Highworth, SN6 7BG. This is a newish mother/daughter owned and run establishment, with a choice of rooms that overlooks the market place car park.

Finally, Lechlade has two worth a visit, the Lynwood and Co Café, Market Square, GL7 3AD

…and the very traditional Tea Chest, Park End Wharf, GL7 3AQ which has its own riverside hard-tarmac parking.

Ride of my Life!

Posted on | by Salli Griffith

My dear wife Helen won a raffle prize at a fundraising dinner early this year – a pillion lap with the Be Wiser Ducati racing team! Naturally enough, she thought of me. I didn’t try too hard to persuade her that she, rather than I, should take a ride with an athletic young man in racing leathers.

Each team has two riders, and this year the Be Wiser Ducati line-up was, the reigning champion, Shane “Shaky” Byrne, and Glenn Irwin. Very sadly, Shaky was seriously hurt while testing his bike at Snetterton in May. He sustained multiple spinal fractures and broke a lot of ribs, amongst other injuries. I met him on the Sunday and he was in good spirits, fully mobile, but not able to ride for the time being. He has won the British championship six times, and it will be a great loss to the sport if he cannot return to racing. Glenn’s brother Andrew Irwin has stepped into Shaky’s place for the 2018 championship. It was great to see all four Irwin brothers together at Silverstone for the fixture this weekend. I took the picture opposite of them on the grid before Glenn’s second race, with a podium finish.

So my rider for the pillion lap was Glenn Irwin, currently holding third place in the Championship. It was my first pillion ride since I was 14 years old, which was also on a Ducati, with a friend’s dad, and it turned out that it was Glenn’s first pillion ride as well. Unfortunately for him, my weight is half that of the Panigale v4s road bike that we did the lap on.

I was understandably nervous before the race, but just put it out of my mind, telling myself that these guys do this for a living, week in week out, it’s in their blood. An hour before the lap, I retired to the team trailer to squeeze myself into brand new racing leathers. This felt like an all-over corset. Helen told me it was very flattering! We ventured out into the pits and watched the two race bikes being lovingly prepared while the road bike was wheeled out for the pillion lap.

Amid much excitement, Glenn took off on the Panigale to warm it up for the pillion lap. A few other teams were offering pillion rides as well, so there were half a dozen bikes on the grid. With the eagerness of a man ascending the gallows, I attempted to hop lightly onto the Panigale’s pillion seat, which is the size of a postcard and mounted absurdly high behind the rider. Several mechanics held onto the bars to help Glenn steady the bike while I climbed aboard. Glenn said something incomprehensible, followed by “Enjoy the ride”, then set off on the lap.

Helen wondered why I was bobbing up and down as if I were riding a pogo stick rather than a Panigale. That’s because Glenn wheelied the bike in every gear on the approach to the first bend. I wasn’t conscious of any difficulties up to this point because my mind was still on the grid, waiting for something to happen. Things changed rapidly as we pulled onto the first straight, when one of the BMWs shot past on the outside – obviously a slimmer pillion. This was a red rag to a bull, and Glenn hit the power band with immense gusto. I don’t know what I was shouting, and Glenn certainly couldn’t hear at 150 mph, but I was simply unable to maintain my grip around the rider’s waist. He sensed that he was losing me and eased off the throttle before we came to the second bend. I was very conscious that I had nearly tumbled down the Silverstone tarmac and now managed to interlock my fingers around Glenn’s sternum, in a high speed version of the Heimlich manoeuvre.

The second bend was smooth and seamless, a testament to the peerless racing ability of these Superbike champions, but the longest straight was brutal as we pursued the BMW into the left and right Brooklands hairpins. The transition from full acceleration to maximum braking was instantaneous, with my knuckles pressed against the tank so hard that they were bruised the following day. Again, Glenn’s progress through these bends was incredibly smooth, with the black and white trackside strobing past my helmet. As we came out of the right-hander, Glenn laid the power on for a final blast before braking into the grid. I managed to step off and shake his hand, thanking him for the most amazing experience and explaining what happened on the first straight. He said he knew I was in trouble so he eased off to help me. I could not be more grateful for that kindness!

The team had warned me that the G-forces during cornering would strain my neck, but that was not the case. The only strain I suffered was to my right arm, clinging on for dear life, inflaming the muscles and requiring Ibuprofen for the ride home on Sunday evening. The v4s Panigale has 214bhp, and Glenn had unleashed them all at once – what else is a champion rider to do? We completed our pillion lap in 90 seconds and the fastest championship laps were 54 seconds, proving the impact of power-to-weight ratio in racing.

The more decisive factor in the Superbike championship is raw courage. These riders commit their all to every lap, riding hundreds of laps during each fixture and ninety of those during actual racing. Things happen so quickly out there, they can be off in a split second. Mostly they get up and walk away but, occasionally, a rider suffers injuries like Shane did, or worse.

After the pillion lap, Glenn was free to relax and compose himself before the race. The atmosphere in the team garage was monastic, as the mechanics conducted final checks on the bikes. A quarter of an hour before the warm-up laps, the engines were fired up and kept running on tickover. The wheels were brought out, in their heating jackets, and plugged into generators to keep warm. Glenn and Andrew sat in silence, contemplative, putting their minds in the right frame for racing.

Suddenly it was time to race. Wheels were fitted, jackets removed from heated tyres and the championship bikes rolled into the pit lane. Glenn and Andrew jumped aboard and with little fuss, rode out onto the warmup lap. After this, the wheels were changed on the grid to give maximum rubber for two more practice laps and thirty race laps. There was a mandatory dalliance with press and VIP visitors, including yours truly, before the grid was cleared and the race began.

We watched all thirty laps with the Be Wiser team on a screen in their garage. The atmosphere was electric, the pits silent until the riders roared by. There were moments of high anxiety, as bikes came too close together in the bends, and pure exhilaration as Glenn climbed the ranks from ninth to fifth position. Unbelievably, a blown BMW engine took out one of the riders and the resulting oil spill deposited two of the race leaders beside the track. Glenn took a different line, avoiding the oil spill, and claimed third position. After some deliberation amongst the judges, the result was upheld, and Glenn joined the winners on the podium for the obligatory champagne fight. It was interesting to see them chink their magnums together in a winners’ toast but not a drop passed their lips, as the final race awaited them later in the afternoon.

While the riders engaged in gladiatorial combat to hold their place in the race and climb the rankings between races, my abiding memory of the day was of lovely people pursuing a hobby where everything has to come together with surgical precision for each performance. The winning riders take the prizes, but each member of the team takes pride in, and gains purpose from, their part in the race preparations. When that part is done, they stand and watch on screens in silent admiration, waiting and hoping for the result they crave.

Sadly it wasn’t to be Andrew’s day, as he slid off on the left-hand hairpin early in the day’s final race, and had everyone’s sympathy as he walked back to the pits. This weekend’s racing was a success for Glenn, however, as he held his place in the last race and retained third position in the Championship going into the Oulton Park fixture next weekend. I shall be following his career with newfound interest, and my pillion lap with this champion rider has given me a new sporting interest!

Peter Archibald

First published in Slipstream October 2018

7Ws #37 in Wales

Posted on | by Andy Slater

It really was a glorious 7Ws #37 over the weekend 28th – 30th September in sunny Wales. Much was learnt and digested by the 60+ riders who attended. We had the pleasure of the company of Sean Westlake, an ex police motorcyclist who has supported our Observers at their weekend in Wales for many years and lately has joined the ranks of Rapid Training to pass on his knowledge to riders on their excellent courses. As usual there will be two 2019 7W’s trips which are a perfect opportunity to improve or revisit your riding skills in an informal and social atmosphere. Many thanks to all those who organised the weekend, led runs and back-marked.

Their Welsh Weekend – Another Kind of Lesson

Posted on | by Salli Griffith

Most of us love a bit of Facebook scrolling and Brian is no exception so, when he said he’d found an ex-copper on there who was offering advanced riding courses in Wales, we both thought we’d investigate further. Advanced riding in Wales – a no-brainer really.

Wynne is an experienced Police Advanced Motorcyclist and Car instructor and also a RoSPA Advanced Driving and Riding Examiner. He answered all our questions promptly and we were soon booked for a three-day course, which I hoped might be of use to us in between the Observers’ Aardvarks. Wynne kept in contact with us on the lead up to our course to make sure everything was going according to plan and it soon became apparent that we were dealing with a very jolly guy.

Naturally, as we were due to set off, the weather changed so we started our journey in the rain – something that we hadn’t ridden in for two months. We took a short route on motorways until we reached the Severn Bridge then set the satnav on twisties for the rest of the ride and towards some nicer weather.

Our accommodation at Caerdelyn B&B, Llandysul was perfect apart from a very stony driveway (which they have promised to sort out for our return). The owners, who are bikers themselves, only started their business a couple of weeks before our arrival so everything was brand new and nothing was too much trouble, including digging me a trench through the 3 inches of gravel so I could park my bike on hardstanding. Brian’s GSA just rolled easily over the top. The accommodation is exceptionally comfy and we would highly recommend it and will be returning.

Breakfast is continental-style – a selection of cereals, fruit, milk and some pastries on a tray, which is restocked daily and is handy if you want to go out early. They also have a microwave and fridge in the apartment, so it’s easy to heat or cook stuff of an evening if you don’t fancy going out.

Day 1. After speaking to Wynne to discuss the plan for Friday we had a good night’s sleep in preparation for the fun to commence. Friday morning arrived and, whilst the paperwork was being done and Wynne asked our bike history, the rain came down heavily. By the time we were on our bikes though the sun was on its way out. I was first to lead, then we would swap after our first briefing in a lovely little café. We arrived there to the words of, “Are you taking the mickey out of me?” Wynne thought we had been sent as stoodges to check him out as whatever he threw at us in the wet wasn’t having any effect on our riding standard.

Off we went again through the glorious Welsh countryside enjoying the roads of Pembrokeshire, an area that we haven’t visited before and not a nadgery road in sight. Wynne gave us feedback throughout the day with plenty of stops for refreshments and plenty of banter. Oh boy, did you need them. The riding was intense with precision being the order of the day. The roads were those that we would normally ride; wide, technical, sweeping bends and beautiful scenery. End of day one we finished a full day’s riding feeling exhilarated and exhausted with all the concentration.

Day two. After little sleep due to the deluge of rain that hit the area, we had to put our day’s riding back an hour to allow the weather to change and for Brian to empty his topbox of 6 inches of water that had driven into it during the night. Then we were back on the open road again, this time heading for Snowdon. Brian, being the sponge that he is, absorbed the hints and tips quickly. It was fantastic to watch him progress. I struggled but we all had another fantastic day’s riding and our observation skills had hit another level.

Day three. I was exhausted beyond belief but again off we headed, this time with good weather onto even more roads that we had never before ridden, heading towards the Brecons.

Over the entire weekend we rode a couple of roads that I knew but the rest we would love to do over and over again. The levels of observation, forward-planning and skill was well above what we’ve ever experienced. Wynne’s expertise was second to none – as was his cheek and each day flowed with loads of stories and laughter.

Would we do it again? Hell yes! If you like the sound of it get in contact with him, he will tailor the trip to your needs and level of riding but, be warned, if you say you can ride all day long then that really does mean ALL DAY. We certainly knew that we had done 3 days of high intensity riding. It took me a week to get over the exhaustion, but we still have the enormous adrenalin-junky grins on our faces.

Coral Lambert and Bryan Hare
First published in Slipstream September 2018
Caerdelyn B&B
LLandysul, Camarthenshire.
caerelynholidays@gmail.com
01559418371

Wynne John
A Thrills & Skills Experience
www.wynnejohn.com

My Welsh Weekend – Lessons to be Learnt

Posted on | by Salli Griffith

I’d been looking forward to my Welsh trip (led by Dave Parsons) since I’d booked it and, as with most bike tours and trips, we were counting down the days to the event. There were 16 names down but a few were making their own way up, so 12 of us met at McDonalds Calcot, Reading at 9am. We were all excited, fed and hydrated and so, with all present, we decided to leave earlier than scheduled.

We were on our merry way. Dave Parsons took the lead with Simon Wheatley as back marker. Most of us had the routes on our satnavs which Dave had shared through MyRoute-App. This was great, meaning that in case of separation most of us had some idea of where we were going. It was a leisurely ‘B’ paced ride with a few overtakes within the group. Vance Williamson had picked up a brand new Honda with around 20 miles on the clock; the tyres were lovely and shiny and he was running it in.

The weather was great. It was warm and sunny, just what you want for a Welsh trip – none of that wet stuff. We had regular stops as it was getting warmer and warmer and, after covering around 165 miles, made it to Wales incident free then checked in at the Metropole Hotel. We dumped our gear in our rooms and then most of us headed back down for an evening ride of around 70 miles. A few stayed behind.

We left the Metropole at around 5.30pm and within a few minutes were in the twisty roads of the countryside full of nationals, sheep and beautiful scenery. However, within about 10 minutes of riding things weren’t going to be quite so rosy and pleasurable for me.

I made an overtake within the group on one of the straights passing two of the riders. I was in my element. I’ve ridden in Wales many times before and had no reason to be concerned of anything going wrong. By now I was a good 10-15 seconds ahead of anyone behind me. I approached a sweeping left-hand bend. I didn’t feel that I was going too fast, there was no panic braking, I was comfortable. I was following the arc of the bend when I suddenly found myself on the opposite side of the road mid-bend. The fear that tore through my body knowing I could potentially be struck by an oncoming vehicle was indescribable. In a split second I switched that fear into ‘FIX IT, you fool’. I pushed hard on the left bar and put the power on. The bike started to come back but sadly that simply wasn’t going to be enough on this occasion. There was such an adverse camber in the road and the bike was cranked right over. You can only expect so much from a front tyre. The tyre let go, and I low-sided.

I went down on my left shoulder and slid across the road to the opposite verge. The bike slid behind me, also heading for the verge. I almost came to a stop, but as I went to stand to leave the road I was suddenly struck hard in the back by my own bike. The impact was so severe that it flipped me from facing forward to facing backwards and upside down. The bike came to a rest 2 metres or so away from me facing the opposite way that it had gone down and now laying on its right side, having initially gone down on its left. The bike struck my left side, breaking most of my left ribs in multiple places. The impact also broke my shoulder blade in two places, punctured my left lung and caused a couple of breaks in my right thumb. I was so badly winded that I was gasping for air and in a panic.

The road itself had such an adverse camber that 3 riders rode by without seeing me. A fourth caught a glimpse of something red (my bike, not blood) in the bushes and slowed down, looking back to see me in the road. Eventually the other riders headed back to the scene. I was gasping for air. As most of you who ride with me know, I always wear a neck tube up to my nose, this was restricting my airways (mouth and nose) and with a broken shoulder on one side and a broken thumb on the other I couldn’t pull the tube down. It was also trapped in my lid strap. I was frantically trying to pull this down when help came. I was able to breathe but now the lid was not helping. Nobody was willing to take the lid off, so I asked it to be unstrapped and then forced it off with my forearm. To me, air was now more important than neck injury, besides I knew where the impact had been and was pretty sure I had no neck problems.

I lay there for a bit gasping – it felt like around 3-5 minutes – then I was surrounded by voices. I was blessed to have had 4 passers-by stop who were medics. There were 2 anaesthetists, 1 military medic and a trainee doctor. The military medic took charge. He did some quick checks and could see that things weren’t looking too great for me with my ribs and shoulder broken. It was a warm evening and now I was sweltering in my gear. The trainee doctor had a medi kit with him and asked if I wanted him to cut me out of my gear. I replied that I didn’t really want to cut it off but he pointed out that regardless it would be cut off before I got to the hospital. Some of our guys said that the gear had done its job and was totalled. I couldn’t handle the heat anymore so accepted the offer. The trousers and jacket came off. It was such a relief and the mild breeze helped calm me down as my focus was diverted to relaxing and waiting for the ambulance. Lying there I could see the shock and the concern on the faces of my fellow riders.

The police, firefighters and ambulance finally arrived but time became surreal and I lost concept of it. It felt like the ambulance arrived in about 10 minutes which I thought was really quick. I was told later it was 30-40 minutes before its arrival. Calling for the ambulance had proved a bit of an issue. Mobile reception was limited and a few had to walk up the hill to get reception. Knowing the name of the road was another problem but thankfully locals had stopped and supplied the information. When the paramedics arrived they took control of the scene and gave me some morphine to ease the pain. Although my gear had been cut off this apparently wasn’t enough, they kept going with clothing removal. My t-shirt and underwear were cut off with firefighters holding up a screen to shield my dignity. I did get to hospital with my socks on though!

Whilst I was being attended to on the side of the road, a sudden commotion broke out behind me. I looked back and saw that Dave Parsons and a few others had jumped onto a police car stopping it heading down the hill with its handbrake off. It wouldn’t have hit me directly but it could have caught my arm, one of the paramedics and then my ride, the ambulance.

I had to be helped onto the stretcher which comes in 2 halves which was a very painful procedure. I was rolled onto the damaged side, then lifted by that side, which hurt like hell. But that wasn’t over, the board had to be clipped together. My gear got trapped between the board, they had to fight with that – it hurt like hell – then the board was stuck to my sticky body – it hurt like hell.

“More morphine, sir?”

“Oh yes please!”

I was very dehydrated but was told I couldn’t have any water until I got to the hospital. Upon arrival it was like a scene from a TV show – medics everywhere. I was sent for a CT scan – they confirmed, “You’re pretty banged up” and I spent over a week in Nevill Hall Hospital in Abergavenny. Although I was the only one involved in this accident it affected a lot of people: myself, the guys in the group ride, the locals and passers-by, the police, fire and ambulance service, the hospital staff and my family and friends.

So what happened? I feel that I’m an accomplished and capable rider, so what led to this mistake? So I need to backtrack to before the event. I own and run a busy and successful garage and I get extremely busy at work and on average work between 10-12 hours per day. I work on my house over the weekends and some evenings which doesn’t leave a lot of time to rest. The night before I had been working on my bike getting it ready for the trip and that day had worked 13.5 hours. I got home late, bed late, up early, out early. It had been a long and hot day’s ride to Wales. Then we ventured out for an evening ride. The excitement kept me going and I think that having ridden in Wales many times before made me overconfident.

Speed was the primary factor. This gave me no time to react or correct, I had no limit point of vision to work with. Add to that the cocktail of fatigue due to overworking and riding all day in the heat and being dehydrated. When coaching on track days I encourage people to drink, drink, drink, and I had a full bottle of water in my tank bag untouched. There was no one thing that caused this rather a mixture of things. Always self-assess.

How’s my bike? People have asked about the bike. It’s in better condition than me. Apart from a few scrapes and marks, I didn’t break any levers, mirrors, pegs or gear and foot brake levers. The bike is still rideable and in one piece.

Mel Hakhnazarian

First published in Slipstream September 2018

A Grand Day Out

Posted on | by Salli Griffith

You don’t see many wheelchairs at TVAM. “Thank goodness,” I hear you say. However, there was a very visible one at the August TVAM meeting, and I was sitting in it. So how had this sad state of affairs come about? The August meeting was my last as leader of the Meet and Greet Team. I was determined to be there to “sign off,” as it were. I was also looking forward to the Sausage Fest and the Slow Riding Competition in the afternoon. So what was stopping me? Sciatica, that’s what. This has been a growing problem for me for some time and has now reached the point where walking and standing can be uncomfortably painful and I could envisage a fair bit of both on that Sunday. A wheelchair seemed a possible solution but where could I get one at short notice? “Google” suggested The Red Cross. They have a place in Yateley which holds a stock of wheelchairs and other equipment available to borrow in return for a donation. They are only open on weekdays between 10.30 and 12.00 and this was Friday at 10.30. However they did have wheelchairs in stock so off I went. The lady volunteer on duty gave me a rundown on how it all worked. Paperwork completed and donation duly made I had the solution to getting around on Sunday.

Come Sunday morning, my son Andrew (Andy to all but his Mum and Dad!) and pillion granddaughter Sarah, a frequent helper on the Meet & Greet desk, arrived to swap his Triumph RS for my Honda NC700S which he was going to ride in the afternoon’s competition. They followed me to St. Crispin’s, got the wheelchair out and pushed me to the busy Meet and Greet desk, where I welcomed my last two newcomers before one of the M&G Team suddenly whisked me off to the hall and pushed me on to the stage. So there I was, somewhat embarrassed, in a wheelchair, the centre of attention for a few minutes as kind words were spoken and a card, with lots of lovely messages and some leisure vouchers inside was presented. The rest of the morning passed quickly and it was time to head across the school grounds to the Sausage Fest and Slow Riding Competition area. By this time daughter-in-Law Karen and Sarah’s sister Amy had arrived so I had plenty of willing helpers to push me along. Sausages were duly chosen and consumed, and very nice they were too, as we waited for the main event. I had a surprisingly comfortable seat in the wheelchair and a good view.

The slow riding was a lot of fun. A good course had been set out requiring riders to make some some fairly tight left and right turns, including two figure-of-eights, as they went along, all to be ridden as slowly as possible. There were penalties for putting feet down and for touching the course markers, with the spectators encouraged to boo or hiss depending on the penalty incurred. I was impressed by the expertise demonstrated by many of the competitors, particularly those riding huge bikes such as the BMW GS. I also admired the competitors riding sports bikes, with their restricted steering locks making life difficult. And what about the enormously long Harley? Well done for having a go on that! Andrew’s effort looked pretty good, considering he had never ridden the bike before. And then someone said, “How about riding the course with a pillion?” Sarah wasn’t too sure at first but between us we persuaded her to have a go. Andrew’s run, with Sarah on the back was, I believe, quite a bit slower than his first run had been. He was pretty pleased with both. With no results available on the day it was all over. Once again TVAM volunteers had come up with a good event enjoyed by competitors and spectators alike. We had all enjoyed a really grand day out.

John Collins

First published in Slipstream September 2018

Are You Fit to Ride?

Posted on | by Salli Griffith

When do motorcycle riders have to take an MOT? Well, never. Unless you reach a certain age or have a declared medical condition you probably have never had someone check out your suitability to go riding. Providing your license permits it you can merrily throw a leg over a 190bhp bike with performance most supercars can only dream of, and ride off into the sunrise.

But are you safe? Who’s responsible for checking you out? After all, we know who’s responsible for checking the bike is safe – POWDDERSS is driven home by all our Observers, so your bike should have brakes that work, tyres that are legal, a chain that is well adjusted and lights that work. The only check you might have had done by an Observer on yourself was the eyesight test. Can you read a number plate at 20 metres? We don’t even ask whether you can see two of them, just the letters and numbers and the order they come in.

Dive to the back of Motorcycle RoadCraft though, and there is a comprehensive checklist for us, the riders. I AM SAFE covers it all but how many of us pat ourselves down before firing up the motor, especially if it was a long night and you’re riding with friends?

Ask yourself these questions:

I - IllnessDo I have an illness or symptoms that might affect my ability to ride?
A -AttitudeHow do I feel about this journey? Am I fully focussed on the riding? Are there human factors, distractions, that I need to take into account?
M - MedicationAm I taking any medication that might affect my riding? Hay fever tablets etc.
S - SleepWas last night a long one? Am I suffering from fatigue or lack of sleep?
A - AlcoholDid I drink a lot last night? Am I still affected by alcohol?
F - FoodAm I hungry or thirsty? Could low blood sugar or dehydration affect my judgement?
E - EmotionAm I angry, depressed or stressed? Could this lead me to take risks?

There are many versions of these self checklists. Use the one that works for you, but importantly act on the information you gain. If you are a bit hung-over and

tired after a long ride yesterday, face up to it and make the right decision. No-one will mind if you opt to sit out a morning’s ride to have a late breakfast, if it means everyone is safe. You can always join a ride later in the day.

Better still of course is to think ahead and plan, just like when on the bike. Pack yourself off to bed early the night before so you‘re bright-eyed and bushy-tailed the next morning.

Riders Ride (September 2018)

Posted on | by Nick Tasker

Each month we’re going to feature a TVAM member and their bike, talk about why they chose that model, what they use it for, as well as what they like and dislike about it.

Get in touch at pressofficer@slipstream.org

This month we have Cliff Lester and his box-fresh FireBlade:

Welcome, Cliff! What exactly are we looking at here today?

This is my newish Honda Fireblade, specifically the SP1 model.

And how long has this been gracing your garage?

A couple of months.

Did this replace another bike, or is it an addition to the garage?

It’s a replacement for my previous bike, a BMW S1000RR. I’d only had it for two years, but I really fancied the new ‘Blade.

Sportsbike enthusiasts are spoilt for choice at the moment – what else did you look at when shopping?

I considered the Yamaha R1M, as well as the new Ducati Panigale V4S and Aprilia RSV4 Factory.

Honda beat out some very trick hardware then! No interest in the new Suzuki GSXR-1000, Kawasaki ZX-10R, or perhaps another BMW?

Not really; I’ve experienced the BMW already, and owned three ZX10’s in the past! Plus I’m not really a lover of the GSXR…

Anything in particular you were evaluating the bikes on when you were conducting your test-rides?

Rideabilty, as well as quality of the suspension and brakes. Also ease of electronics – the BMW has the tech, but it’s not always easy to use.

Which dealer did you purchase your new Fireblade from? Would you recommend them to other TVAM members?

Fowlers of Bristol. As for recommending them, I would, and I wouldn’t. I had good service when buying the bike but paid for both a tail tidy and radiator guard to be fitted as part of the deal. When I came to collect it they’d fitted the tail tidy but said they didn’t have time for the radiator guard! I wasn’t very impressed.

That is rather disappointing. Have you made any further modifications or installed any accessories since then?

I’ve fitted a World SuperBike Akrapovic slip-on exhaust, as well as a double-bubble screen, but that’s it for now.

What sort of riding do you do/plan on doing with this bike?

There’s a group of us that go on regular A road runs, so more of that for sure. We’ve also been on our annual Le Mans MotoGP trip together; I found the ‘Blade to be amazing on the twisty French roads. I’ve also enjoyed a few track days and A runs with TVAM group – it’s perfect for all that stuff.

Has purchasing this bike changed the sort of riding you do, or how you ride?

No, I’ve always had sports bikes, so I’ve always ridden like this. The Honda has improved my cornering confidence slightly, as this bike is so easy to ride – it feels like it’s on rails!

Is there anything you miss from your S1000RR?

The heated grips and cruise control – they should really be standard at this price. But other than that I do feel that it’s a better bike.

Can you elaborate on that? What about the Honda makes it so special?

The ease of the ride, up & down quick-shifter is so smooth and never misses a beat. The dashboard is beautifully done – so easy to read and adjusting any of your setups is a piece of cake. The Öhlins suspension is incredible (as usual) and the brakes are fantastic. It’s an all-round amazing bike.

What’s the one thing about your bike you would change if you could?

I’ve changed the things that needed changing – the usual things I always do on a bike. But nothing else, it looks lovely and goes well.

Any problems or technical issues with all that electronic wizardry?

Well I’ve only put 1,500 miles on it so far and everything is good for the moment. No problems at all!

So it sounds like you’re pretty pleased with your purchase?

Extremely pleased. It’s the first Fireblade I’ve ever owned and I love it.

Nick Tasker was talking to Cliff Lester in June this year.

First published in Slipstream September 2018

The Bike Experience

Posted on | by Chris Brownlee

I visited The Bike Experience yesterday. They’re a charity that helps to get disabled riders back on a bike again. The event was held at Silverstone and is one of several they hold each year.

By using adapted bikes, and a lot of volunteers, The Bike Experience teaches and advises motorcyclists who have been disabled how they can ride again, through the provision of an adapted and modified motorcycle that allows them to ride in a safe environment using a logical step-by-step process.

Although the event was at Silverstone there’s no element of track use or racing; like some of our courses, they just need a large area of tarmac.

There were about a dozen people booked onto the session to have a go on the bikes.  Some had been before and for some it was their first time. There was a wide range of (dis)ability too; several were wheelchair-bound, some needed crutches, or had lost a limb, and several had had strokes.

The bikes used have been adapted in lots of ways.  Several had all of the controls moved on to one handlebar (some on the left and some on the right) so that they could be used one-handed.  Most had clips or Velcro attached to allow feet or legs to be more securely attached – but not so attached that the rider wouldn’t part company with the bike in the event of a spill.

One bike had outriggers fitted, so that beyond a set lean-angle an outrigger would touch down and prevent the bike falling over. Maybe this bike would be useful for so many of those TVAM members I’ve been hearing about recently lying their bikes down in car parks…

Key to the process were the volunteers present, who easily outnumbered the candidates. All were trained, and some had special roles, such as ‘catchers’ who would help to launch a rider that couldn’t easily get a foot down – and then catch and steady them as they came to rest. It was quite a sight to see two, three or four catchers congregating on a slowing bike and get hold of it at just the right moment to stop it going over as it came to rest.

The Bike Experience makes no charge to candidates and is run by volunteers. Their costs, however, are significant; they pay £4,000 per annum in public liability insurance, and they pay Silverstone £1,000 per session for the use of the empty car park. This means that they need to raise at least £14,000 per annum just to run the 10 sessions, before they’ve spent any money on bikes or riding kit.

It’s worth every penny though.

Riding a bike is a very rewarding experience. There’s something about riding a bike that you don’t get driving a car and most of us don’t ride just as a means of transport to get from A to B.  Watching the candidates yesterday it was interesting to see their reactions. Those that had been before were getting kitted up and approaching the bikes with obvious anticipation. Newer candidates seemed apprehensive and expressed concerns about being able to get on the bike and manage the controls.

All of the candidates, once on the bikes, listened to the helpers and then executed their exercise with enthusiasm.

You could see the confidence build in all of them as they got better and better. The sense of achievement, and the huge grins as the helmets came off, was obvious.  Without exception the candidates came away having moved from “I’ll give it a go” to “look what I just did!”

It made me think about my own riding.  How, with four fully-functioning limbs, I find riding a very rewarding experience. Many of the candidates rode with a confidence, fluidity and smoothness that meant, once they were on a bike you couldn’t tell they had any disability. I guess that’s how they feel too.

Safe, and rewarding, riding

Chris Brownlee

First published in Slipstream August 2018

There’s more information on their website at www.tbex.co.uk and more up-to-date information on their Facebook page at www.facebook.com/TeamTBEX

They would welcome more involvement from clubs, and are happy to provide tea, coffee, toilets and cake if anyone wants to organise a ride-out to drop in on one of the sessions (please let them know in advance).

Sausage Fest & Slow Riding

Posted on | by Salli Griffith

TVAM held their Sizzling Sausage Slow Riding Social afternoon on August 19th in blazing sunshine after the regular St Crispin’s monthly meeting. Over 100 members enjoyed the wide range of sausages on offer from the charcoal BBQ including South African Boerewors, German Grilled Beer Bratwurst, Welsh Lamb and Mint and Red Sky Tomato, Basil & Mozzarella all accompanied with pot-fried onions, sweet peppers and salad. Ice creams and drinks helped counter the hot weather.

Of course there was a slow riding course to also navigate and many intrepid riders attempted to get the slowest time over the course which had been laid out by the training team. The slowest time was actually set two-up, so pillions really do slow you down!  A great afternoon.

Rider’s Ride (August 2018)

Posted on | by Steve Dennis

Continuing with our Rider’s Rides feature after a break. Here we feature a TVAM member and their bike, talk about why they chose that model, what they use it for, as well as what they like and dislike about it. Want to see your bike featured? Get in touch at pressofficer@slipstream.org

This month we have Steve Dobson and his go-anywhere Yamaha:

Steve – tell us about your new Yamaha.

It’s a Super Tenere Raid Edition. The same as the XT1200ZE model with some extras.

And how long have you been riding this one?

Just 3 months at this point!

Did this replace another bike, or is it an addition to an existing fleet?

It’s a replacement. I had a Yamaha Tracer 900 (16 model) beforehand – a great bike, but I was on my third oil cooler in just two years! All fixed under warranty of course, but I wanted something reliable. I suspect it may be a design issue, as I notice that the recently-updated version of the Tracer 900 has a revised oil cooler. Hopefully that means anyone buying a new one today won’t have the same issues I did!

The Ténéré is a much more off-road focused bike than your Tracer, what with spoked wheels, a 19” front and, I believe, more off-road oriented tyres as standard. Do you intend to experiment with any light green-laning or are you intending to stick to pavement?

I visit lots of sites around UK for work and invariably the last mile of the journey is off road. I have started to use my bike for some of these work visits, so that capability comes in handy. The tyres are not what I describe as off-road but they do have more tread than my previous Tracer’s Pilot Road 4’s.  I would not use this bike for any serious off road stuff though, it’s just too heavy.

Indeed, 261kgs wet – shaft-drive will do that! Do you notice the weight when riding, cornering etc, or just when pushing it around?

You don’t notice the weight in corners or even when doing slow riding, I feel it’s precise and well planted.

There are a lot of great choices in the Adventure-bike segment these days; did you consider, say a Suzuki V-Strom 1000, KTM 1190 or BMW R1200GS?

Yes, all of the above – and even a few others, such as the Triumph Explorer 1200. They’re all great bikes – but then again, is there such a thing as a bad bike these days?

Oh, I could name a few…but with so much choice, and so many issues, why go with the Yamaha?

Honestly, it was easier to stick with Yamaha. When I looked around, the deals offered were similar but the trade in value on the Tracer varied massively, £4k low to £5.8k high.

Even so, sticking with the brand after all those problems shows impressive brand loyalty…

I am overly loyal sometimes, some would say I was mad to stick with Yamaha.  Then again, bikes are bikes – sometimes they break down, and not everything goes to plan.  When things do go wrong is when you can really get to the bottom of “dealer service” – find out how much they really care about their customers. Each time my bike went back their focus was on sorting the issue out, rather than debating whether or not the issue would be covered under warranty.  It was a pain, I’m not denying that, but I never had cause to believe it was not going to get sorted in the end.

Which Yamaha dealer are we talking about here?

Woking Yamaha. I also purchased the Tracer there, and I have to say that they were great when sorting out my previous oil cooler issues. Highly recommended.

Are there any specific features or particular capabilities you were looking for when you chose this bike?

Shaft drive, all day comfort, touring capability, reliability.

Have you made any modifications or installed any accessories? Do you have any planned for the future?

The RAID edition of the Ténéré came with all of the extras I wanted as standard: tank bag, skid plate, panniers, a touring screen complete with wind deflectors, even a set of LED fog lamps. So for now I have nothing else planned!

What sort of riding do you do/plan on doing with this bike? 

Commuting, touring, TVAM Rides – the same sort of thing as before really. It’s a versatile bike, like the Tracer, but I’m finding I’m using it more.

Are there any particular features/aspects that you miss from your previous bike?

Yes…the 900cc triple in the Tracer really was superb. That being said, the 1200 twin in the Ténéré pulls like a train. The whole bike is so well planted at all speeds, and actually easier to ride at low speed than my last bike, and you only notice the weight when pushing it in and out of the garage.

What’s the one thing about your bike you would change if you could?

Drop a few kilos. If only bikes were like people and lost weight the harder you exercised them!

 

Nick Tasker was talking to Steve Dobson

First published in Slipstream August 2018

20 Things You Should Know about Riding in Canada

Posted on | by Nick Tasker

I think many of us have pushed beyond our borders to explore Europe. Out there await wide, open stretches of dusty French countryside, verdant green German forests and snowy alpine mountain hairpins. But how many of us have pushed further than that, ventured away from our continent into Africa, Asia or America?

I recently returned from a three-week family visit to Canada; a country known for its vast tracts of sparsely populated land, where bears outnumber the people and Tim Hortons coffee & donut shops outnumber the bears. While there, I had the opportunity to borrow my Uncle’s Moto Guzzi Norge 1200, a bike no longer sold on these shores, and learn a little bit about motorcycling in Canada. Let’s just say the grass isn’t always greener on the other side.

  • Motorcycling & air travel work surprisingly well. Parking is often free, security is good, and helmets don’t count towards your traditional carry-on luggage allowance.
  • Petrol is cheap, but everyone still complains about the price. At last count, you’re looking at around 70p per litre, although if you refuel on Indian Reservations it’s cheaper still.
  • …and it comes in many flavours. Do you know what octane-rating your motorcycle needs? 85? 87? 93? According to your owner’s manual, it’s probably 91, or 97 if you own a modern BMW, but everyone here just buys the cheapest grade anyway. I hope their knock sensors are working.
  • The cars are enormous. The pick-up trucks we see on British roads are dwarfed by those driven in Canada & the US, and after a while you start to think of the Porsche Cayenne as an adorable compact car.
  • Filtering is illegal. And people really, really don’t like it when you do it. You can sit in traffic in 30C+ heat like everyone else…minus the air conditioning.
  • Speed limits are patronisingly low. We complain about Oxford nationals, but let me put things into perspective. Motorways are 60mph, A-roads are 50mph, and B-roads are usually 30mph. Around town 20-25mph is the norm. And it gets worse…
  • The Police don’t mess around. I was fortunate not to encounter this personally, but the police take an extremely dim view of speeding, and lurk behind billboards and trees with radar guns to catch you coming a mile away.
  • Every junction has a Stop sign. And boy, will they nail you for rolling through one of these. They’re everywhere, and particularly galling when a) you can see for half a mile in every direction and no-one is coming and b) you will have to repeat this stop/start pantomime a dozen times just to cross a small town, even when there are no other cars on the road.
  • Most roads are long and straight. In a country this large, be prepared to go cross-eyed staring at the horizon for hours on end.
  • No-one cares what you ride. Here in the UK cruiser riders won’t wave back, and sports-bike riders seem to ignore anyone not similarly equipped. In Canada, everyone waves!
  • Can-Am sell a lot of Spyders. The three-wheelers never really caught on here, but if you can’t filter, petrol is cheap, speed limits are low and parking is plentiful, then the disadvantages of the larger, heavier vehicles evaporate. They still can’t lean, though…
  • Everything else is a cruiser. It’s not quite as Harley-centric as the US, but pretty close.
  • All motorcycles look showroom-fresh. No-one rides in winter due to months of -30C temperatures and several feet of snow, and no-one rides in the rain because motorcycles are just recreational vehicles over there. That means no rust, no corrosion of any kind – you’ve never seen such a clean 2002 Kawasaki Ninja 250.
  • Canada has no annual MOT. You have to get a safety inspection when you first buy your vehicle (new or used), but after that it’s up to the owner to do their own checks. Or not, as the case may be. If you borrow someone else’s car or bike, don’t assume their brakes work, or that any other critical safety equipment is functional.
  • Safety gear is very optional. I saw a few people wearing jackets and gloves, though I’m unconvinced that they would have stood up to anything beyond a bit of light gardening. Helmets are open-face, often pudding-bowl design, and sandals are not uncommon.
  • Learners can ride whatever they want. Canada has graduated licensing, but the only limitations are that lower-class license holders aren’t allowed on motorways. 500-600cc motorcycles are considered good beginners’ bikes, and watching people wobble away from the training centre on brand-new, big-twin Harleys is a common (and comedic) sight.

Showroom sparkling

Big on cruisers…

… of any shape and size.

No-one is paying attention. Long, straight roads, cruise-control and ultra-soft suspension combined with low speed limits mean that even I found myself reaching for my mobile phone while out driving my uncle’s truck. Rest assured I stopped myself in time and re-focused on the road, but it goes a long way to explaining the continent’s ‘distracted driving’
You can turn right on red lights. This is fantastic. You’re driving on the right, so if it’s safe to do so you can trundle right through that red light rather than waiting pointlessly.

Good riding is hard to come by. Interesting riding can be scarce, and it’s likely that you’ll need to travel a great distance – several days or more – to find the really good stuff. The local riders just ride the motorways from one Tim Hortons to another Tim Hortons; stopping to eat a donut and admire each other’s chrome before heading on to the next one.

Tarmac is optional. Gravel roads are common once you get away from the main routes, and it’s not uncommon to encounter patches of sand or gravel mid-corner out in the countryside.

I’m told that pushing on to the Rockies will give you some of the most spectacular riding of your life, and that the best riding can be found off-road, out in the endless wilderness or spectacular national parks. But Canada will warp your sense of scale; the entirety of the UK would comfortably fit inside the smallest Canadian province, so simply getting to those roads will eat up your whole trip. Your nearest trackway is several day’s drive away.

After riding in Canada, even the M1 will seem like a cornucopia of excitement, variation and engagement. It was nice to visit my family, but I couldn’t wait to ride my own bike back at home again.

 

Nick Tasker

First published in Slipstream August 2018

Breakdown Insurance – Are You Covered?

Posted on | by Andy Slater

Many of us have breakdown cover to deal with those situations when things don’t go quite as planned. Most of us who ride bikes also know it’s important to ensure your cover includes recovery in case of an accident as, let’s face it, bikes tend to ‘fall over’ more often than cars do.

But imagine riding off to Wales with a mate when, almost exactly halfway through the journey, something unexpected happens. He gets off the bike with severe stomach cramps. Might it be the bacon butty eaten in Oxford before we set out? After a couple of hours it’s getting worse so maybe it’s something a bit more serious than trapped wind. Unable to mount the bike – let alone ride it – the only option is to call an ambulance so he can be assessed by the professionals.

Just 15 minutes after dialling 999 the Ambo turns up with a crew of three (maybe because they heard we were bikers) and, following an assessment of the patient, treatment in hospital is recommended. So, just 30 minutes later, off they go leaving me at the side of the road with two bikes, luggage, and a mate’s RAC recovery card in my hand which is when the ‘fun’ starts.

Having explained the situation to the RAC operator, it turns out they will not attend as the bike hasn’t been in an accident or broken down. Well, they would if we could get a letter or fax from the hospital confirming that the rider has been admitted. Hmm, bit difficult to imagine the NHS having time to produce such a document on a Friday afternoon, and besides, who would you call to get such a document anyway? Helpfully though, the RAC do offer to recover the bike – if we pay them. The cost? £88 plus £2 per mile, and that’s non-refundable even if we do eventually get a letter from the NHS.

So how would other breakdown companies react in this situation? I decided to make a few calls.

The AA

They have something called ‘Compassionate Recovery’ where, in these circumstances, they will attend and recover your bike. Depending on the level of cover you have they will even take it to your home or to an address anywhere in the UK that you request.

I asked if, as an AA member, they would have attended in the situation above as they cover the member, not the vehicle. So if you’re travelling in a mate’s car and it breaks down they will attend. Yes, it was confirmed they would have recovered my mate’s bike as I was there as the member and in need of help.

Green Flag

Having chatted online with one of their service agents they confirmed that they would recover your bike if taken ill by the roadside. You’d have to declare yourself ‘medically unfit’ which they would check when they arrived. However being carted off in an ambulance would satisfy them …..

BMW Emergency Service

Every new and approved pre-owned BMW gets the manufacturer’s breakdown cover as part of the warranty. In talking to them they confirmed that their breakdown service does not generally cover where the rider becomes incapacitated. They do though have discretion and in the situation I found myself in they would have attended to recover my bike if I was incapacitated, as it’s a BMW, but not my mate’s Honda! As the lady said, ‘We wouldn’t leave a BMW by the side of the road’. However if you drink too much in the pub at lunchtime I think you’re on your own to get home!

So are you covered?

If you became incapacitated by the side of the road, rather than your bike, how would your recovery company react? Would they attend and move your bike to secure storage or even take it home for you? It’s maybe worth phoning them and asking before that next trip, or before you renew.

I certainly won’t be joining the RAC anytime soon.

So what happened to Simon’s bike? Well, a very kind biker stopped in his car having seen the ambulance when they’d gone past earlier. They knew a local garage so went off to see if they would store it for us. Yes they would, so I rode it the mile to the garage whilst his good lady wife stayed on the side of the road with my bike and luggage and then he gave me a lift back.

So the biker community stood together whereas the RAC had failed its member. And you never know, perhaps it’s worth stopping, you may be able to help an unknown biker in distress.

As for Simon? As I write he’s currently sitting up in his hospital bed recovering from his operation. But that’s his story to tell….

Andy Slater

Chairman

Lois Pryce and her Revolutionary Ride

Posted on | by Salli Griffith

Lois came to speak to TVAM on Wednesday 12th April in her usual ebullient manner and gave us a very entertaining and informative evening about her time in Iran, with the overriding emphasis on the wonderful hospitality of its people. A good turnout from the club, with a few partners and offspring attending. In fact, I brought my cousin who isn’t a biker but was fascinated to hear her stories and totally admired her spirit of adventure and bravado. For those who missed it, you can still get a taste by buying her new book Revolutionary Ride (which many of us did) and experience second-hand the country of Iran from the perspective of a westerner, a female and a motorcyclist. www.loisontheloose.com