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Britain's most useful motorcycle magazine
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December 2011
Send your pictures to ride@
ride.co.uk and each month one
reader will win a Bike Trac unit,
plus a year’s subscription to
Bike Trac, courtesy of the good
people at Road Angel.
As well as boosting bike
security it also helps you log
your journeys. See www.
biketrac.co.uk for more.
SPONSORED BY BIKETRAC
WINA BIKE TRAC uNIT WORTh NEARLY £300!
8
VTR1000, Street Triple R, SV1000, Fireblade and R1. Posh pigs for breakfast, wet roads on the way there, dry going home, magic! – Barry McDermott
My son Sam having second thoughts about going pillion for the first time on the back of my 1996 Honda CBR600F-T – Douglas Purves
ThIS MONTh’S WINNER...This photo was taken in the Pyrenees during a trip from Jersey through France to Spain, to see the Catalunya MotoGP. Pictured are my son Andrew, his friend Sam and step brother Ryan. It was my first overseas trip on my Yamaha XJ6 Diversion – Gary Bowman
December 2011
Send your pictures to ride@
ride.co.uk and each month one
reader will win a Bike Trac unit,
plus a year’s subscription to
Bike Trac, courtesy of the good
people at Road Angel.
As well as boosting bike
security it also helps you log
your journeys. See www.
biketrac.co.uk for more.
SPONSORED BY BIKETRAC
WINA BIKE TRAC uNIT WORTh NEARLY £300!
8
VTR1000, Street Triple R, SV1000, Fireblade and R1. Posh pigs for breakfast, wet roads on the way there, dry going home, magic! – Barry McDermott
My son Sam having second thoughts about going pillion for the first time on the back of my 1996 Honda CBR600F-T – Douglas Purves
ThIS MONTh’S WINNER...This photo was taken in the Pyrenees during a trip from Jersey through France to Spain, to see the Catalunya MotoGP. Pictured are my son Andrew, his friend Sam and step brother Ryan. It was my first overseas trip on my Yamaha XJ6 Diversion – Gary Bowman
not going out
December 201128
TT3D: Closer To The eDge £10.99
Dir: Richard De Aragues | genre: Documentary
run-time: 103m | release: November 28
The quantity and quality of motorcycle sport coverage on British TV
is currently at its best ever. But that didn’t stop it being a very
pleasant surprise when – from pretty much out of the blue – TT3D:
Closer to the Edge appeared in cinemas earlier this year.
There have been a lot of documentaries making it to the cinema in the last few
years – generally on grown-up political and environmental themes – in stark
contrast to the majority of movies, which are thrill-fests aimed at teenage boys.
Could TT3D somehow appeal to both audiences by being exciting and revealing
some deeper truths about the human condition?
Anticipation was high and the early UK box-office figures were impressive – the
biggest for a documentary since Fahrenheit 9/11. And now it’s coming out on DVD
and Blu-ray (the 3D element applies only to Blu-ray).
Is it still so good? You can certainly find fault with it. The editing appears to have
been rushed, and the voiceover from Jared Leto is introduced so late in the
run-time as to be pointless.
None of which stops this being well worth watching. You will enjoy it, no doubt
about it, because it conveys very well the excitement of the event, and let’s not lose
sight of what a remarkable occasion the Isle of Man TT is.
Guy Martin is very much the star of the show; it’s impossible not to smile when
he’s on screen. Though the director focuses whenever possible on Martin, we do
also learn the history of the event via some excellent archive footage and interviews.
The 2010 event as a whole is covered, and respect is paid to the many lives lost.
If it’s way past riding time, order a curry then
feast on great biking films and games Words naila Scargill, Bertie Simmonds
and Colin overland
not going out
December 201128
TT3D: Closer To The eDge £10.99
Dir: Richard De Aragues | genre: Documentary
run-time: 103m | release: November 28
The quantity and quality of motorcycle sport coverage on British TV
is currently at its best ever. But that didn’t stop it being a very
pleasant surprise when – from pretty much out of the blue – TT3D:
Closer to the Edge appeared in cinemas earlier this year.
There have been a lot of documentaries making it to the cinema in the last few
years – generally on grown-up political and environmental themes – in stark
contrast to the majority of movies, which are thrill-fests aimed at teenage boys.
Could TT3D somehow appeal to both audiences by being exciting and revealing
some deeper truths about the human condition?
Anticipation was high and the early UK box-office figures were impressive – the
biggest for a documentary since Fahrenheit 9/11. And now it’s coming out on DVD
and Blu-ray (the 3D element applies only to Blu-ray).
Is it still so good? You can certainly find fault with it. The editing appears to have
been rushed, and the voiceover from Jared Leto is introduced so late in the
run-time as to be pointless.
None of which stops this being well worth watching. You will enjoy it, no doubt
about it, because it conveys very well the excitement of the event, and let’s not lose
sight of what a remarkable occasion the Isle of Man TT is.
Guy Martin is very much the star of the show; it’s impossible not to smile when
he’s on screen. Though the director focuses whenever possible on Martin, we do
also learn the history of the event via some excellent archive footage and interviews.
The 2010 event as a whole is covered, and respect is paid to the many lives lost.
If it’s way past riding time, order a curry then
feast on great biking films and games Words naila Scargill, Bertie Simmonds
and Colin overland
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DELIVERY DETAILS (if different, ie purchased as a gift).
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Account Number
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Name and Address of Bank
Direct Debit Guarantee. • This Guarantee is offered by all banks and building societies that accept instructions to pay Direct
Debits. • If there are any changes to the amount, date or frequency of your Direct Debit Bauer Consumer Media Ltd will notify
you 10 working days in advance of your account being debited or as otherwise agreed. If you request Bauer Consumer Media
Ltd to collect a payment, confi rmation of the amount and date will be given to you at the time of the request. • If an error is
made in the payment of your Direct Debit, by Bauer Consumer Media Ltd or your bank or building society, you are entitled to
a full and immediate refund of the amount paid from your bank or building society. - If you receive a refund you are not entitled
to, you must pay it back when Bauer Consumer Media Ltd asks you to. • You can cancel a Direct Debit at any time by simply
contacting your bank or building society. Written confi rmation may be required. Please also notify us.
Signature Date
Postcode
Please pay Bauer Consumer Media, Direct Debits from the account detailed in the instructions subject to the safeguards of the Direct Debit Guarantee.
Originator’s Identifi cation Number
PAYMENT DETAILS
Bauer Consumer Media, publishers of this magazine, would also like to keep you informed of special offers and promotions via post or telephone. Please tick the box if you do not wish to receive these from us or carefully selected partners
I enclose a cheque/postal order for £made payable to Bauer Consumer Media Ltd.
Please debit £ from my debit/credit card:
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SEND TO: Please include completed coupon and cheque if appropriate with the magazine name on the back.
Magazine Subscriptions, FREE POST, EDO3995, Leicester, LE16 9BR
To view how we store and manage your data go to
www.greatmagazines.co.uk/datapromise
7 2 0 9 64
46 December 2011
Bikes
Different strokes...
WHO NEEDS A THOU? PART III
...for different folks. The Triumph Daytona may have crushed its sportsbike
rivals on road and track in our two previous issues but how would it stack up
against a real-world road bike on the public highway? Enter Honda’s CBR600F
Words stuart Barker Pictures Jason Critchell
The Triumph is more fun, the Honda more practical
www.facebook.com/RiDEMagazine
December 2011 47
It’s becoming almost
embarrassing to keep harping on
about how good Triumph’s
Daytona 675 is. It’s won countless
comparison tests in RiDE magazine and
elsewhere, and is generally accepted to be the
best supersport bike on the market. On the
track and then on the road, it came out top in
the first two parts of the shootout – even
beating its more hardcore 675R sibling.
If it does have a weaker side, it’s the fact
that it’s so focused that it’s not much good as
an all-rounder. Or is it? We put it up against
Honda’s CBR600F to see if a budget
all-rounder has what it takes to shame the
mighty 675.
Sheffield seemed like a good idea. A big
enough city to allow us to do some serious
in-traffic riding, and close enough to the Peak
District to allow both bikes to stretch their legs
afterwards. It was also far enough north to
allow us to test the Triumph and the Honda in
the most monotonous environment – the M1.
I hate doing any kind of distance on dual
carriageways and motorways and the A14 and
M1 are no exception. My chief enemies on
these corner-less highways to hell are
boredom and discomfort. There’s simply not
enough riding to keep my brain entertained
and so it starts to focus on the aches and pains
in my body.
Even though I’m wearing earplugs, the wind
noise seems horrendous. Either I’m going too
fast or my plugs ain’t in right. Either way, the
Triumph’s screen isn’t much good to me. I’ve
always found it too low and it never provides
enough vision when I’m tucked behind it, but
I can’t tuck in today because my tankbag is in
the way. A taller aftermarket screen would be
the obvious answer but I’ve always disliked
the way they change the lines of a bike,
especially one that looks as pretty as the 675.
Practicality or looks? Your choice.
With the same tankbag getting in the way
on the return journey, I fare no better on
Honda’s CBR600F in terms of wind noise, but
at least the riding position is more comfortable
than the Triumph. I don’t have the same ache
between the shoulder blades because the
handlebars are mounted at the top of the
yokes rather than hanging down from them as
they do on the Daytona.
The seat is more comfortable too, and the
overall impression is of sitting ‘in’ the bike
rather than ‘on’ it. So for comfort on long, dull
motorway journeys, the Honda takes first
blood. It also has a lower seat height than the
Triumph, and while 800mm instead of
825mm doesn’t sound like much, it’s very
noticeable when you actually ride both bikes
46 December 2011
Bikes
Different strokes...
WHO NEEDS A THOU? PART III
...for different folks. The Triumph Daytona may have crushed its sportsbike
rivals on road and track in our two previous issues but how would it stack up
against a real-world road bike on the public highway? Enter Honda’s CBR600F
Words stuart Barker Pictures Jason Critchell
The Triumph is more fun, the Honda more practical
www.facebook.com/RiDEMagazine
December 2011 47
It’s becoming almost
embarrassing to keep harping on
about how good Triumph’s
Daytona 675 is. It’s won countless
comparison tests in RiDE magazine and
elsewhere, and is generally accepted to be the
best supersport bike on the market. On the
track and then on the road, it came out top in
the first two parts of the shootout – even
beating its more hardcore 675R sibling.
If it does have a weaker side, it’s the fact
that it’s so focused that it’s not much good as
an all-rounder. Or is it? We put it up against
Honda’s CBR600F to see if a budget
all-rounder has what it takes to shame the
mighty 675.
Sheffield seemed like a good idea. A big
enough city to allow us to do some serious
in-traffic riding, and close enough to the Peak
District to allow both bikes to stretch their legs
afterwards. It was also far enough north to
allow us to test the Triumph and the Honda in
the most monotonous environment – the M1.
I hate doing any kind of distance on dual
carriageways and motorways and the A14 and
M1 are no exception. My chief enemies on
these corner-less highways to hell are
boredom and discomfort. There’s simply not
enough riding to keep my brain entertained
and so it starts to focus on the aches and pains
in my body.
Even though I’m wearing earplugs, the wind
noise seems horrendous. Either I’m going too
fast or my plugs ain’t in right. Either way, the
Triumph’s screen isn’t much good to me. I’ve
always found it too low and it never provides
enough vision when I’m tucked behind it, but
I can’t tuck in today because my tankbag is in
the way. A taller aftermarket screen would be
the obvious answer but I’ve always disliked
the way they change the lines of a bike,
especially one that looks as pretty as the 675.
Practicality or looks? Your choice.
With the same tankbag getting in the way
on the return journey, I fare no better on
Honda’s CBR600F in terms of wind noise, but
at least the riding position is more comfortable
than the Triumph. I don’t have the same ache
between the shoulder blades because the
handlebars are mounted at the top of the
yokes rather than hanging down from them as
they do on the Daytona.
The seat is more comfortable too, and the
overall impression is of sitting ‘in’ the bike
rather than ‘on’ it. So for comfort on long, dull
motorway journeys, the Honda takes first
blood. It also has a lower seat height than the
Triumph, and while 800mm instead of
825mm doesn’t sound like much, it’s very
noticeable when you actually ride both bikes
2005 – 2011
TRIUMPH SPRINT ST
The second generation of Triumph’s sports tourer did what the
original had promised – beat the VFR at its own game Words Kev Raymond
When Triumph launched the original Sprint
ST in late 1998 it was billed as a VFR-beater.
It wasn’t – partly because the VFR800i was
just so bloody good – but it came very close.
Strangely, it actually got closer when the all-new VTEC
version of the Honda came out in 2001 and wasn’t
universally well-received. But by that time the ST’s gently
rounded curves were already looking a bit last century
and its performance a touch staid and sensible. It sold
steadily, but it was clear Triumph needed to make a big
step forward. They didn’t disappoint.
The 2005 version kept the name, but everything else
was new. The ‘Dame Edna spectacles’ headlight was the
first thing that struck us, followed by the underseat
exhausts. There was a new frame, and an uprated version
of the familar single-sided swingarm.
The biggest news, though, was the new engine –
Triumph had chosen to debut their new 1050 triple in
the ST and it was clear from day one they’d got it right.
All the character and growling grunt we’d come to expect
from a Triumph motor, with a clean power delivery and a
120bhp peak.
That was enough to get it from 0-60mph in well under
3.5 seconds, and up to a top end of more than 160mph,
putting it firmly at the ‘sports’ end of the sports-touring
spectrum.
It was far from perfect, though. The gearbox was stiff
and clunky (although it did tend to loosen up as the miles
piled on), the finish was indifferent and the underseat
exhaust could cook the seat and pillion grab rails so you
couldn’t touch them with a bare hand. Nice in December
frosts, not so nice in summer traffic.
For 2006 Triumph increased the level of insulation and
largely cured the heat problem, although it still put off
some owners. For 2008 they added taller handlebars to
make it a bit more comfy, and made the previously
optional panniers standard equipment.
One thing that was never properly sorted was the
suspension, which was basic with preload adjustment
only at the front and very crude fork damping. The rear
shock was better, but the lack of a remote preload
adjuster to compensate for the weight of pillion and
luggage was an irritating inconvenience.
Despite its faults, the Sprint ST 1050 quickly
established itself as a practical, capable, versatile everyday
bike which was equally happy in town, on the motorway,
storming Alpine passes or scraping pegs on the occasional
track day. Just like a VFR, in fact. Job done.
USed PRIceS£3190–£8675 (new)
THRee ReaSoNS yoU waNT oNe Lovely, grunty three-cylinder engine
Tourer comfort with sportsbike handling
Real do-everything ability
BUyING GUIde
“It was clear Triumph needed
to make a big step forward.
They didn’t disappoint”
Triumph needed two goes to trump Honda’s VFR with the Sprint ST
2005 – 2011
TRIUMPH SPRINT ST
The second generation of Triumph’s sports tourer did what the
original had promised – beat the VFR at its own game Words Kev Raymond
When Triumph launched the original Sprint
ST in late 1998 it was billed as a VFR-beater.
It wasn’t – partly because the VFR800i was
just so bloody good – but it came very close.
Strangely, it actually got closer when the all-new VTEC
version of the Honda came out in 2001 and wasn’t
universally well-received. But by that time the ST’s gently
rounded curves were already looking a bit last century
and its performance a touch staid and sensible. It sold
steadily, but it was clear Triumph needed to make a big
step forward. They didn’t disappoint.
The 2005 version kept the name, but everything else
was new. The ‘Dame Edna spectacles’ headlight was the
first thing that struck us, followed by the underseat
exhausts. There was a new frame, and an uprated version
of the familar single-sided swingarm.
The biggest news, though, was the new engine –
Triumph had chosen to debut their new 1050 triple in
the ST and it was clear from day one they’d got it right.
All the character and growling grunt we’d come to expect
from a Triumph motor, with a clean power delivery and a
120bhp peak.
That was enough to get it from 0-60mph in well under
3.5 seconds, and up to a top end of more than 160mph,
putting it firmly at the ‘sports’ end of the sports-touring
spectrum.
It was far from perfect, though. The gearbox was stiff
and clunky (although it did tend to loosen up as the miles
piled on), the finish was indifferent and the underseat
exhaust could cook the seat and pillion grab rails so you
couldn’t touch them with a bare hand. Nice in December
frosts, not so nice in summer traffic.
For 2006 Triumph increased the level of insulation and
largely cured the heat problem, although it still put off
some owners. For 2008 they added taller handlebars to
make it a bit more comfy, and made the previously
optional panniers standard equipment.
One thing that was never properly sorted was the
suspension, which was basic with preload adjustment
only at the front and very crude fork damping. The rear
shock was better, but the lack of a remote preload
adjuster to compensate for the weight of pillion and
luggage was an irritating inconvenience.
Despite its faults, the Sprint ST 1050 quickly
established itself as a practical, capable, versatile everyday
bike which was equally happy in town, on the motorway,
storming Alpine passes or scraping pegs on the occasional
track day. Just like a VFR, in fact. Job done.
USed PRIceS£3190–£8675 (new)
THRee ReaSoNS yoU waNT oNe Lovely, grunty three-cylinder engine
Tourer comfort with sportsbike handling
Real do-everything ability
BUyING GUIde
“It was clear Triumph needed
to make a big step forward.
They didn’t disappoint”
Triumph needed two goes to trump Honda’s VFR with the Sprint ST
61 December 2011
1 2 3
Random comments from XJR
owners on our facebook page
Michael Long My first bike
in 2008. Loved it and still
regret chopping it in for a
1050 Tiger. Did my first Euro
tour on that bike.
Mark Suggitt I got a year
2000 model and I like the
looks and the power. Also, I
don’t think it’s too bad on fuel.
I can eke 160 miles out of a
tank when going steady. It is
heavy, though, and needs a
screen to take the wind off,
especially in winter.
Philip Cairns It pulls like a
train, and fully loaded with
panniers and pillion makes
no difference. Slight bad
points are the weight, the soft
front end and it’s not the best
on fuel.
facebooked
61 December 2011
1 2 3
Random comments from XJR
owners on our facebook page
Michael Long My first bike
in 2008. Loved it and still
regret chopping it in for a
1050 Tiger. Did my first Euro
tour on that bike.
Mark Suggitt I got a year
2000 model and I like the
looks and the power. Also, I
don’t think it’s too bad on fuel.
I can eke 160 miles out of a
tank when going steady. It is
heavy, though, and needs a
screen to take the wind off,
especially in winter.
Philip Cairns It pulls like a
train, and fully loaded with
panniers and pillion makes
no difference. Slight bad
points are the weight, the soft
front end and it’s not the best
on fuel.
facebooked
DIY
106 December 2011
First give yourself a clean area in which to work. An hydraulic workbench is
perfect but costs from £400. Or you could build a basic bench from wood. It
allows you to work on the bike without crawling around on the floor. You can
see what you’re doing, and any nuts or bolts that fall are easily found.
A coolant tester will measure the
efficiency of the coolant (it goes off
over time). Top up as necessary,
but be careful not to overfill. If it
takes a lot then check hoses and
the radiator for leaks and the old oil
for coolant; this could indicate a
failing head gasket.
Adjust the chain properly. Spin the
wheel until the bottom run is at its
tightest, and then adjust it. If
needed, clean with degreaser and a
brush but be prepared to get messy.
Spray with chain lube.
Once your level is right, start the
bike for 30 seconds and then turn
off. Leave for a minute and check
the level. Top up if necessary. This
allows oil to get all round the engine
and to fill up the oil filter, giving a
more accurate reading.
This is one step a lot of home
mechanics don’t bother with. Go
round methodically and check all
fastenings are tight. Use your
manual to give you the correct
torque settings and pay special
attention to brakes, suspension,
handlebars and footrests.
How tHe pros do a
Minor serviceWe follow the pros to see how they
keep bikes on the straight and narrowWords and pictures Matt Hull
A minor service doesn’t require stripping brakes on most bikes but a good
inspection is a must. Excess brake dust and low pads can result in sticking
calipers and needs further investigation. Have a good look around the rest of
the bike too, looking for leaking hoses, chafing wires and other problems.
Some people love servicing their own bikes. Others are
happy to entrust it to local pros. Here we follow Stevo,
technician at Ducati and Kawasaki main dealers Seastar
Superbikes (01508 471919), to see what’s involved.
Take this opportunity to not only check your tyre pressures but also to
examine the condition of the rubber. Look for cuts and foreign objects
sticking out, sidewall damage and perishing.
www.facebook.com/RiDEMagazine
107 December 2011
If your bike has a fairing, remove it
and put it in a safe place where it
won’t get marked. We put fasteners
in a zip bag and tape them to the
inside so we know where they are
when it’s time to refit them. If
electrics or hoses are attached to
the inside of the panels, take a
picture so you can refer back.
Your manual should tell you how
much and what type of oil you need.
Start filling but stop half a litre or so
before you reach the amount
needed. Leave for a minute to allow
it to drain to the bottom and then
check using the sight glass or
dipstick. Add more if needed.
Once the fairing is refitted, go
around the bike and lube the
footrest pivots, gear and rear brake
linkages, fuel filler, ignition and boot
lock. Check all the cables have the
right amount of slack and lubricate
them as necessary.
Undo the sump plug and drain the
oil into a tray. This is best done after
the bike has been running for a few
minutes – warmer oil will drain
more thoroughly. It’s always a good
idea to make sure you can undo the
oil filler cap first; if you find this is
seized once you’ve drained the oil,
you’ll be stuck.
Torque up the sump plug using a
new gasket or copper washer to be
sure there’s no leaking. Nearly all
sumps are made from aluminium so
make sure you use a torque wrench
or you’ll easily round it off. And then
you’ve got trouble.
Lastly, the light beams are checked.
Use a level floor and aim them at a
wall or the back of a car while you’re
sitting on the bike. Adjust if needed,
then kit up and take a test ride,
taking it easy at first to listen or feel
for any problems.
As the oil is draining, look for metal
swarf coming out in the black stuff.
It could indicate that something
more serious is going wrong inside
the engine. Also look for water in
the oil, pooling on the top. If your
bike has a shaft drive, drain this at
the same time and renew.
Oil filters can be awkward to undo.
A specialist socket is best and
means you can torque the new one
up properly; a universal filter strap
tool will fit most bikes but you can’t
torque the new filter up. Don’t stab
the filter with a screwdriver to twist
it off – it’s messy and can get metal
into the oil-ways.
One area most home mechanics can’t cover is modern bike diagnostics.
This is mostly to check for fault codes stored by the bike’s ECU to highlight
previous problems. If the factory has new or revised fuel mapping, this can be
uploaded. It’s getting more important as bikes get more computerised.
Most new filters only need to be torqued up quite lightly, but check the
owner’s manual to make sure. Smearing a small amount of fresh oil on the
seal will help make it oil tight. For a little extra money it’s always worth getting
an original-equipment filter – it protects your engine.
DIY
106 December 2011
First give yourself a clean area in which to work. An hydraulic workbench is
perfect but costs from £400. Or you could build a basic bench from wood. It
allows you to work on the bike without crawling around on the floor. You can
see what you’re doing, and any nuts or bolts that fall are easily found.
A coolant tester will measure the
efficiency of the coolant (it goes off
over time). Top up as necessary,
but be careful not to overfill. If it
takes a lot then check hoses and
the radiator for leaks and the old oil
for coolant; this could indicate a
failing head gasket.
Adjust the chain properly. Spin the
wheel until the bottom run is at its
tightest, and then adjust it. If
needed, clean with degreaser and a
brush but be prepared to get messy.
Spray with chain lube.
Once your level is right, start the
bike for 30 seconds and then turn
off. Leave for a minute and check
the level. Top up if necessary. This
allows oil to get all round the engine
and to fill up the oil filter, giving a
more accurate reading.
This is one step a lot of home
mechanics don’t bother with. Go
round methodically and check all
fastenings are tight. Use your
manual to give you the correct
torque settings and pay special
attention to brakes, suspension,
handlebars and footrests.
How tHe pros do a
Minor serviceWe follow the pros to see how they
keep bikes on the straight and narrowWords and pictures Matt Hull
A minor service doesn’t require stripping brakes on most bikes but a good
inspection is a must. Excess brake dust and low pads can result in sticking
calipers and needs further investigation. Have a good look around the rest of
the bike too, looking for leaking hoses, chafing wires and other problems.
Some people love servicing their own bikes. Others are
happy to entrust it to local pros. Here we follow Stevo,
technician at Ducati and Kawasaki main dealers Seastar
Superbikes (01508 471919), to see what’s involved.
Take this opportunity to not only check your tyre pressures but also to
examine the condition of the rubber. Look for cuts and foreign objects
sticking out, sidewall damage and perishing.
www.facebook.com/RiDEMagazine
107 December 2011
If your bike has a fairing, remove it
and put it in a safe place where it
won’t get marked. We put fasteners
in a zip bag and tape them to the
inside so we know where they are
when it’s time to refit them. If
electrics or hoses are attached to
the inside of the panels, take a
picture so you can refer back.
Your manual should tell you how
much and what type of oil you need.
Start filling but stop half a litre or so
before you reach the amount
needed. Leave for a minute to allow
it to drain to the bottom and then
check using the sight glass or
dipstick. Add more if needed.
Once the fairing is refitted, go
around the bike and lube the
footrest pivots, gear and rear brake
linkages, fuel filler, ignition and boot
lock. Check all the cables have the
right amount of slack and lubricate
them as necessary.
Undo the sump plug and drain the
oil into a tray. This is best done after
the bike has been running for a few
minutes – warmer oil will drain
more thoroughly. It’s always a good
idea to make sure you can undo the
oil filler cap first; if you find this is
seized once you’ve drained the oil,
you’ll be stuck.
Torque up the sump plug using a
new gasket or copper washer to be
sure there’s no leaking. Nearly all
sumps are made from aluminium so
make sure you use a torque wrench
or you’ll easily round it off. And then
you’ve got trouble.
Lastly, the light beams are checked.
Use a level floor and aim them at a
wall or the back of a car while you’re
sitting on the bike. Adjust if needed,
then kit up and take a test ride,
taking it easy at first to listen or feel
for any problems.
As the oil is draining, look for metal
swarf coming out in the black stuff.
It could indicate that something
more serious is going wrong inside
the engine. Also look for water in
the oil, pooling on the top. If your
bike has a shaft drive, drain this at
the same time and renew.
Oil filters can be awkward to undo.
A specialist socket is best and
means you can torque the new one
up properly; a universal filter strap
tool will fit most bikes but you can’t
torque the new filter up. Don’t stab
the filter with a screwdriver to twist
it off – it’s messy and can get metal
into the oil-ways.
One area most home mechanics can’t cover is modern bike diagnostics.
This is mostly to check for fault codes stored by the bike’s ECU to highlight
previous problems. If the factory has new or revised fuel mapping, this can be
uploaded. It’s getting more important as bikes get more computerised.
Most new filters only need to be torqued up quite lightly, but check the
owner’s manual to make sure. Smearing a small amount of fresh oil on the
seal will help make it oil tight. For a little extra money it’s always worth getting
an original-equipment filter – it protects your engine.
December 2011128
WHERE WE’VE BEEN…
Doing stuff on track
Words Matt Hull and Steve Herbert
It’s been a busy old month for team RiDE as far as track activity is
concerned. Matt spent a weekend hanging out at Silverstone for the
grand opening of Ducati’s new UK headquarters, complete with a
presentation from Ducati top brass, taking in a little British Superbike
action at the same time. It’s a huge track to walk round, so either
choosing your viewing spots carefully, or having a nifty scooter to get
around on, is essential.
Steve went to Snetterton for his first trackday in four years,
riding the new 300 circuit. He joined competition winners on the
Bennetts Ultimate trackday who got to mingle with racers Cal
Crutchlow, Scott Redding, James Toseland and Jamie Whitham, as
well as enjoying a stunt show from Chesca Miles. It was a fantastically
organised event, with the stars on hand to offer expert advice and give
pillion rides to a lucky/brave few. It’s the third year Bennetts have run
this competition and judging from the show of hands when asked
‘who’s never been on track before?’, it tempted plenty of newcomers
to experience the thrill of riding on a circuit.
Check out the video of the day at http://tinyurl.com/68k986e or
scan the pic on the left with your smartphone using digimarc.
2006 X-Factor runner-up and Dancing on Ice champ Ray
Quinn gets shown the way by GP star Crutchlow
RiDE’s Steve Herbert gets a lift with Whit
Visibility? Highly overrated
THis issuE of is BRougHT To you By
Editor
Deputy editor
Art editor #1
Production editor
Features writer
Kev Raymond
Technical editor
Art editor #2
EDiToRiAL
December 2011128
WHERE WE’VE BEEN…
Doing stuff on track
Words Matt Hull and Steve Herbert
It’s been a busy old month for team RiDE as far as track activity is
concerned. Matt spent a weekend hanging out at Silverstone for the
grand opening of Ducati’s new UK headquarters, complete with a
presentation from Ducati top brass, taking in a little British Superbike
action at the same time. It’s a huge track to walk round, so either
choosing your viewing spots carefully, or having a nifty scooter to get
around on, is essential.
Steve went to Snetterton for his first trackday in four years,
riding the new 300 circuit. He joined competition winners on the
Bennetts Ultimate trackday who got to mingle with racers Cal
Crutchlow, Scott Redding, James Toseland and Jamie Whitham, as
well as enjoying a stunt show from Chesca Miles. It was a fantastically
organised event, with the stars on hand to offer expert advice and give
pillion rides to a lucky/brave few. It’s the third year Bennetts have run
this competition and judging from the show of hands when asked
‘who’s never been on track before?’, it tempted plenty of newcomers
to experience the thrill of riding on a circuit.
Check out the video of the day at http://tinyurl.com/68k986e or
scan the pic on the left with your smartphone using digimarc.
2006 X-Factor runner-up and Dancing on Ice champ Ray
Quinn gets shown the way by GP star Crutchlow
RiDE’s Steve Herbert gets a lift with Whit
Visibility? Highly overrated
THis issuE of is BRougHT To you By
Editor
Deputy editor
Art editor #1
Production editor
Features writer
Kev Raymond
Technical editor
Art editor #2
EDiToRiAL
