Potholes, Traillies and the future of urban biking?

I was coming round the Vauxhall one-way system on the way into work this morning and as always, with 4 lanes available, it was a bit of a fight for road position with other cars, vans, buses, cyclists etc. Not only that, as a biker, you’re always on the lookout for other hazards that can catch you out and tip you off - manhole covers, painted white lines, overbanding etc – and particularly when the road is wet (as it was this morning). Anyway, on the second right-hander, as I lean the bike into the corner my rear wheel drops into a pothole that I was unable to avoid completely. It was a bit of a “moment” but thankfully, I managed to keep the bike upright. Of course, had it been front wheel first, it might have been a very different outcome.

This is a story that has doubtless been played out in many urban areas following the harsh winters we’ve had over the last couple of years. Indeed, the situation nationwide appears now to have attained the status of long-running joke – for example, Motorcycle News, as part of a campaign, has a regular feature on the country’s largest potholes, the biggest of which so far is one of over 8ft in diameter in Glasgow! Unfortunately, with the Government’s programme of spending cuts stretching over the life of this Parliament, all the signs are that this is set to get worse.

Bikers, necessarily, take a keen interest in the state of road surfaces. Cracks and potholes in roads, particularly on corners, hold real danger - not only from wheels hitting them but also where a biker may take avoiding action and swerves into the oncoming lane. For bikers and cyclists, more than any other road users, this is potentially a life and death issue - it cannot be long, surely, before we see a successful manslaughter/negligence prosecution in the courts? Then councils will have to act.

Another couple of harsh winters will really test the quality of our road surfaces to the limit. Councils may try to buy some time with cheap patch-ups in the worst cases but until we get a different signal from central Government, it is probably safe to say that the current lack of investment will continue. But would a change in biking habits make any difference? Are we nearing the point where our choice of bike is dictated by the roads we are subjected to?

I have often thought that a big traillie like a BMW 1150GS is actually better suited to our roads than a cutting edge sportsbike. The big Beemer may look like a hippo with wheels but it, and bikes like it are made for rough terrain – which may increasingly become a consideration for bikers if the current situation continues. That, or give up and go by car.

I survived to ride another day. But it’s sad to think that this is the UK in the 21st century we are talking about….

Back to the Seventies, pop-pickers….

Yesterday I was at the tyre-fitters (FWR at Kennington - highly recommended) to swap a set of Pirelli Diablos that I really haven’t got on with - but since they were brand new when I bought the bike, it seemed a bit wasteful to bin them too early. On in their place went a set of Bridgestone 023s – a brand new tyre compound. And my goodness, what a difference. I had thought there was something wrong with the suspension set up because the front end felt loose and washed out but it transpires that the bike simply needed decent tyres. Handling is now spot on and the bike now feels planted. Even though I’m still scrubbing them in the bike has been utterly transformed.

However, while I may do something in the future on tyres, that’s not the point of this piece. While I was at FWR, waiting for the tyres to be fitted, I started to flick through one of the collection of bike magazines that sit in a pile in the waiting room/office. One in particular caught my eye, which, to my eternal shame I’d never heard of before – Practical Sportsbikes. The reason it caught my eye was the Z1000 feature that adorned the front cover but turning the pages uncovered a veritable treasure trove of 70s, 80s and 90s sports/performance bikes – the bikes that I grew up admiring and wanting to own.

Many of them were tricked up restoration projects displayed by their proud owners and the models read like a who’s who of modern biking – Honda CB750 Four & CBX, Kawasaki GPZ900R & Z1000 (1974 version), Yamaha XS1100 & RD350 & 500LC (the Elsies), Suzuki RG500 & GSX1100 Katana (which doesn’t look so weird at this distance but styling-wise was revolutionary in its day), Triumph Bonneville & Hurricane, plus early Ducatis, Moto Guzzis, Laverdas etc etc – all with a variety of enhancements….superchargers, turbos, bespoke frames, custom paint schemes…..all manner of bling was on display, along with detailed spannering tips to keep your classic bike in the right shape.

What a find this magazine was – it’s a bit like a sports bike version of (the custom bike oriented) Back Street Heroes and I think it’ll have to go on subscription quick smart. As I say, these were the bikes that I grew up admiring as a spotty teenager and it got me thinking that, despite the major drawback of being fairly inept technically and mechanically, I’d really like to either own one as a second bike or (don’t tell the missus!) try a small-scale restoration project myself. My favourite bike pretty much of all time is the Honda CBX – an in-line 6 that just looked the business back in the day. And unlike many of the fairer sex, I reckon it’s held its looks pretty well as the years have advanced. What do you think?

So the question is how to get it done? We don’t have a garage so I’d need to borrow or rent one to get any project started – and then it’s about picking the right bike.

Certainly something to ponder……

Revelling in my nakedness

About 6 months ago, I went naked for the first time in many years – divesting myself of all external accoutrements, exposing myself to the elements and embracing nature the way nature intended. And what do you know, I have found it to be a lot of fun and very liberating. Everyone should try it!

Before apoplexy sets in for those of a nervous disposition, I should say that this is not about me doing the fat German frau routine on a Spanish beach. No….this is about the rise in popularity of naked superbikes – otherwise known as streetfighters or muscle bikes and currently the big growth area in the European bike market.

Naked bikes are the basic form of the motorcycle stripped down to its fundamental parts – without fairings, screens, body panels, flash colour schemes or (for those of us of more advanced years) the exaggerated riding positions that are common on out and out sports bikes. Instead, the naked muscle bike/streetfighter revolution is about wide upright bars, a more amenable riding position, big engine lumps, attitude and aggression. These are hooligan bikes, pure and simple - and they take a different kind of riding to really make them work.

This style of bike has been successful in mainland Europe for a long time – particularly in France and Germany where they sit comfortably alongside the custom bike sector – and with the sales of traditional sports bikes in decline virtually everywhere, they are becoming a more and more popular alternative in the UK market. The likes of the Buell Lightening, Yamaha’s FZ1, the Honda CB1000, Triumph’s brilliant Speed Triple, the Aprilia Tuono, the KTM Superduke, Ducati’s Streetfighter and Monster and my own bike, the absolutely brutal Kawasaki Z1000, all selling in good numbers and showing that the major manufacturers have spotted the trend – that you can combine big engines with cutting edge technology, comfort, functionality and attitude in spades.

My bike....

Of course, streetfighters are not for everyone. From a recent trip to Belgium, I found out very quickly that the big Zed is no tourer. The lack of wind/weather protection means that high speed cruising is a chore and I was given a decent upper body workout just keeping the bike straight. However, on the plus side, it is perfect for town riding, A-roads and hooning round country lanes – and tuned up could probably make a reasonable drag-bike. So, it doesn’t tick every box but that’s fine as it was time to try something a bit different – and this bike is certainly different. I love it.

As to what the future holds, I don’t believe the naked bike market has in any way peaked. In fact, all I can see is further decline in demand for supersports machinery and a corresponding increase in the streetfighter sector. I say this for a couple of reasons, which for me represent the very essence of what biking is all about: these machines release the inner hooligan and they are fun.

So let’s get naked – it IS big and it IS clever….

Ride of Respect 2011

On 7 January 2010, an 18 year old girl called Lizzie Stevens put out a call on Facebook for anyone who was interested in going for a bike ride to Wootton Bassett. A Julia Stevenson, who has since become the chief organiser of the event, replied immediately with an offer of assistance. Within days there were thousands who wanted to participate.

A resolutely non-political mark of respect both for fallen British soldiers that have been repatriated home, and the people of Wootton Bassett who regularly turn out en masse to honour them on their final journey, the 2010 event started at Hullavington airfield – as it will again this year. Here, 15,000 members of the biking community came together as one for a two-wheeled motorcade through Wootton Bassett. Take a look….

Afghan Heroes fundraising ride 2010

Last years’ event raised nearly £111,000 for the Afghan Heroes forces charity.

There are a couple of things that are interesting about this kind of mass mobilisation. Firstly, that it all started from a fairly innocuous message on Facebook and within three months an event involving 15,000 people was put together from scratch by a group largely made up of very motivated volunteers. As with the petrol tax and tuition fees protests, what a remarkable example of the power of social networking as a way of bringing an issue to the nation’s attention.

Secondly, unless it is something that affects the biking world specifically – e.g. bike parking tax, diesel spills etc – the main biking representative organisations take a fairly narrow and introspective view of things and usually fail dismally in gaining public awareness of anything. Certainly, it is extremely rare for bikers to muster up a collective effort on such a large scale. So are the likes of Facebook and Twitter more effective than say, the Motorcycle Action Group?

And yet, some of the reactions to last years’ run suggest that the very fact that the biking world came together for this in such a visual, spontaneous and respectful way could potentially help change people’s perceptions on bikes and the biking fraternity generally. We’ll see - but it's good to see bikers get some positive publicity for a change....

However, despite its success, because there will be no more repatriations to nearby RAF Lyneham after November 2011, this years’ run will be the second, and the last. It takes place on Sunday 3 April and I will be amongst the 10,000 registered riders taking part. Do come along if you are able to.

Will we see anything like it again I wonder?

The Nürburgring

There’s talk within my club about a trip this year to the Nurburgring – and, having also mentioned it in my previous piece, it seems a good time to recall a visit that I and a few others made back in 2006.

A trip to the Ring is not for the faint-hearted. Here, we are not talking about the small and rather neutered current F1 circuit – no, no, no…. This is “Nordschleife” – the legendary North loop, nestled in the Eifel mountains in southern Germany. The original circuit dates from the 1920s, is nearly 14 miles long and was nicknamed “The Green Hell” by Jackie Stewart. Along with Spa Francorchamps and Monza, it is considered one of the toughest, most dangerous and most demanding purpose-built racing circuits in the world. It is also a challenge that any self-respecting petrolhead will feel they have to overcome.

Nowadays, except for occasions where it is closed off for testing, for training or for race events, the Ring has the status of public toll road – but without any speed limits or indeed any road rules to speak of (although passing on the right is – allegedly - prohibited). Run off areas are few and far between and such is the risk of accident and injury, the majority of insurance policies specifically exclude cover for the Ring. So, it was with some trepidation that I turned the wheel of my Triumph Daytona 955i and headed out onto the track for the first of 8 booked laps.

The Ring’s status as a toll road means that it attracts cars, vans, motorhomes, coaches, lorries, motorbikes, 'Ring taxis – all sharing the same space and all jostling for position while aiming to go as fast as possible to break the benchmark time of 10 minutes per lap. It's a nice 400 or so mile run from London but unfortunately, our visit coincided with a German bank holiday and the weather was warm and sunny – hence, all the boy racers were out with their Porsches/Mercs/BMWs/Subarus, ready to rumble. A difficult track was about to get even more challenging.

Lap 1 went by in a blur of concentration, prayer and expletives - and having witnessed fully 8 accidents on that lap alone, I tip-toed back into the pit area just glad to be alive. I’d never seen anything quite like it so close to hand – cars were racing side by side, bumping, sliding through bends – completely without care for those of us on bikes trying to run our own laps. It was carnage. What the f*** was I doing??!! Fortunately, the next couple of laps were quieter so I was able to get my head down and start to build a bit of confidence in the track and the bike. Not that it helped as on lap 4 I went straight on at a bend and had a nice little trip across some grass, fortunately being able to bring it back on track without mishap. Then, further down the road I was nearly driven into the Armco by a couple of racing Porsches so any confidence gained from the previous laps was completely shot. Then followed a break of about an hour or so (and the track closed) so that a couple of lads could be airlifted out and off to hospital following a big shunt about half way round. Gulp….

Strangely enough, after the track reopened, lap 5 turned out to be my best one – at just a shade over 10 minutes. Not massively fast by any stretch of the imagination but a reasonable time in the circumstances. But any euphoria was short-lived as lap 6 ultimately proved my last. Again marked by numerous minor accidents, I came round one particular corner and in front of me four Porsches had come together, with petrol and oil spewed all over the track. Having managed to keep the bike upright and picking my way through the debris, I decided that enough was enough. My last two laps went unused. I’ve never worked so hard on a bike.

The Ring is different. It is no respecter of reputation – claiming the best and averaging about 5 deaths per year. Our accommodation (Sliders Guest House) was provided by a couple called Bren and Suzan – both experienced bike racers and experts round the Ring. Bren was just out of hospital as we visited, having smashed his shoulder at the Ring. Sadly, Suzan – riding a ZX10R - was killed on the track in 2008. So skilled a rider was she that she posted a PB lap time of 7:50. Bren was a bit faster with a PB of 7:32. Have a look for yourself…

A lap with Bren

So, despite it all, would I do it again? You betcha – but not the Ring. Happily, the roads around Nurburg and the Mosel Valley are so good that you don’t actually need to do the Ring to have a great time on the bike. But even so, I’m glad I’ve done it at least once….

The biking Bucket List

Dream rides – and in this instance, I don’t mean Penelope Cruz or Liz Hurley – we all have them, right?

Watching the overlanding exploits of the likes of Ewan McGregor and his trusty sidekick Charlie Boorman does tend to give one itchy feet and a taste for adventure. The idea of you and a couple of mates on bikes, the open road, journeying to and through faraway lands, seeing the sights, meeting different people and encountering different challenges along the way. It's an enticing thought….

Sadly, for most, due to jobs, families, finance etc, it’s not that realistic. Not many can just take off for weeks or months on end, spending thousands of pounds in the process of fulfilling a dream. Plus, you’d need to be pretty handy with the spanners to deal with the inevitable breakdowns and wear and tear that comes with overlanding.

But that doesn’t mean you can’t have biking goals, does it? The things you’d like to do and experience before shuffling off this mortal coil - a sort of biking Bucket List if you like. Having thought about this for literally minutes, there are a number of interesting, motivating and appealing trips and experiences to consider and tick off – but above all, they need to be achievable. Having already ticked off one that would definitely have appeared on the list (“Nordschliefe” - the Nurburgring northloop), I think my top five would now look something like this:

1. East to West Coast America – The classic trip and the classic way to do this is of course by Harley (once I’d had my jabs). You’d need the available readies to hire a decent bike and get it across the USofA. Unlikely to be particularly cheap, but not hideously expensive either I’d imagine. Whether I’d get the necessary pass from the wife is another matter, of course…

2. Pacific Coast Highway – I love America, and California especially. So riding the length of the PCH (top to bottom, natch) has to be up there in my main biking ambitions. Nice weather, beaches, good roads to cruise on – what’s not to like? Achievable too as I have mates on the West Coast…hmmm…

3. Morocco – A bit closer to home and another classic trip for a lot of bikers. Good weather, good roads, a different continent and culture and all just a short hop from Spain (itself decent biking territory), so eminently do-able.

4. Scandinavia and into Europe - A trip I’d love to do is over to Norway, up the side and around into Sweden, back down to Malmo, across the Öresund bridge to Copenhagen and then home via Germany, Holland etc. Would probably take a week / week and a half or so at a relatively relaxed pace.

5. Around Ireland – Not the greatest of roads in all honesty but the scenery and the craic would more than make up for that. And it’s a nice ride through Snowdonia to get to the Holyhead ferry too…

So there you have it – some nice trips. And I’d like to think that numbers 2, 3, 4 and 5 above are all within reach given the right planning and collection of brownie points. [What was that dear…?]

Triumph's triumph

In a world bike market which has fallen sharply during the recession, one name stands as a beacon of success…and for once it’s a British brand.

Triumph produced its first motorbike in 1902, and by the 1950s it was a world-leading motorcycle brand, seared into popular culture by Hollywood's bad boys. For two decades or so, Triumph's dominance looked unassailable. But the Japanese were coming. Armed with better technology and more efficient production techniques, the likes of Honda and Suzuki stole the market. The British companies were complacent - they somewhat arrogantly assumed that people wouldn’t want Japanese bikes, and in a short time the whole industry was gone.

But times they are a changin’. In 2009, 25 years after its rise from the ashes of the previous company, Triumph overtook Kawasaki to become the fourth-largest big bike seller in Britain. That strong performance continues. Triumph finished top of last year’s high-capacity sales chart, selling more 500cc+ bikes in the UK than any other manufacturer. The figures show that Triumph's total of 7,562 models sold in 2010 represented a 1.5% increase on their 2009 sales, which itself was a massive 26% up on the previous year. In contrast, BMW took a 23% sales hit. During 2010, Triumph also upped its total market share to 16%, making it Britain’s highest selling manufacturer. By any measure, given the ongoing recession and difficult market conditions, that’s pretty impressive.

So how has Triumph bucked the trend? The suits will talk of “strong branding and model development” and it is true that they’ve released some impressive bikes recently - such as the revamped 2011 Speed Triple, the new Tiger 800 and Daytona 675R. But for bikers the truth is much simpler. After a distinguished history, they nowadays build bikes that people want to buy and own. In doing so, they’ve done what they should have done all those years ago – listened to the customer, focused on reliability and affordability and carved out a niche to be different from the Japanese. They understand their market in a way that perhaps wasn’t the case in its previous incarnation – in that sense, Triumph’s current success is a direct response to the mistakes of the past.

But what of the future? With less money around and the market looking bleaker than a bleak thing from Bleaksville, will bikers keep chasing the latest, flashiest sports bikes? I think they will, but to a lesser extent. Owning a bike is a pretty expensive business these days if you also want decent kit, a few bits of aftermarket bling and the odd performance enhancement. And, in urban areas, are Gixxers, R1s or Duke 996s really the sensible choice? Interestingly, Triumph’s strong market performance comes at a time when they are conspicuously absent from the litre sports bike market. Coincidence?

So, if Triumph are smart, they will continue to focus on affordable, real world biking with a bit of style. The upright Speed Triple is an awesome looking (and performing) bike. Ditto the mid-range Street Triple. The Tiger ticks a lot of the right boxes for a lot of people, the Bonneville and Thunderbird hark back to their glory days and the new Scrambler 600 is gaining a lot of positive column inches. Plus they have the best mid-range sports bike on the planet for those that hanker for such things.

Triumph is a success - and they’re British…we should rejoice at that….