Motorbike Tours

Hi, If anyone would like a copy of this newsletter in PDF format, complete with photos, please email me .alan@motorbike-tours.co.uk

Motorbike-Tours.co.uk Newsletter
Issue 3
July 2009
A Message from Alan

Hi Everyone,
Thanks for reading the newsletter, and a special, big thanks to all of you who have been on this year?s tours. We?ve had a great time and I?m sure we?ll see you again very soon. Some of you will know that Mark has had some medical problems, but I?m pleased to say that he?s on the mend.
The Heartland tour is proving to be a real gem and everyone is going home happy, which is what we love to see. The visits to the Black Lagoon, the Castle at Gormaz and the Monasterio de Piedra (with its stunning waterfalls) seem to be going down a treat, as are the day?s riding through the Picos de Urbion and the Sierra Cebollera. Ana and Marisa have made us very welcome at the hotel and can?t do enough for us. We will definitely be running this tour again next year, but if anyone can?t wait, there are still a couple of places available on the August tour if you?re quick. Some of you already know what laid back affairs our tours are. We?re not speed merchants; we?re there to have a great, relaxed holiday with our bikes. I realise that there are those amongst you who have never ridden abroad before, so I?d just like to say that you?re more than welcome to join us. We?re there to make things go as smoothly as possible. We speak Spanish and will guide you through any difficulties that may arise. Of course, we don?t anticipate any problems, but it?s nice to know that you?re in safe hands.
As I said, our outlook is very relaxed, and this is reflected in the way the Heartland tour has developed during the season. The itinerary is not set in stone and we have listened to your suggestions along the way, which I hope, has improved and honed the tour to what it is now; a real treasure.
Thanks again to you all, both existing and prospective tourers.

The Picos de Urbion
The Picos de Urbión is a stunning section of the ?Sistema Ibérico? (Iberian System), the mountain range that crosses east to west through the north of the Iberian Peninsula. Here you?ll find the source of the River Duero, one of Spain?s great arteries. The region is home to the magnificent glacial lake, the ?Laguna Negra? (Black Lagoon), a place of great natural beauty. A boardwalk allows visitors to walk alongside the lake, which legend says is bottomless.
One of the features of the Picos de Urbion is the number of cows and horses that wander along the road, seemingly oblivious to the passing motorbikes. There?s even the odd bull on the loose; that?s when we don?t stop for photos. The amount of eagles flying above our heads is another source of amazement.
The mountain villages, such as Montenegro de Cameros are particularly picturesque; this is when we do stop for photos. Kicking down our side stands and pausing to take a coffee in one of these remote villages, is a simple pleasure that sticks in the memory for a long time.
As we pass near the villages of Viniegra de Abajo (Lower Vinegar) and Viniegra (Vinegar), the rocks become more jagged and the whole place has a more rugged feel, with high sided canyons bearing down on us. After this, the landscape gives way to pine trees and blue lakes, which reflect the sun off their serene surfaces.
It is in truth, a tiring day, but one that you wouldn?t want to miss. When you return to the drudgery of everyday life, this is one of the experiences that you?ll think back upon with satisfaction.
This section of the tour is impassable during winter months. The ski station of Santa Ines lies at the beginning of the route, but when we visit, it is home to lizards and grazing cows. The roads are normally empty, leaving us to enjoy the mountains at their best.
The Picos de Urbion are without doubt, a highlight of this or any tour.

Wolf River Canyon
The Canyon Rio Lobos Natural Park is located between the foothills of the Iberian System and the River Duero plateau, at an altitude of approximately 1000 meters. The canyon stretches some 25 km from the South Eastern tip of Burgos and into the North West of Soria, where we find approximately 80% of the Natural Park.
The spectacular formations of the canyon and surrounding landscape were created by the direct action of the Rio Lobos (Wolf River) and constant temperature changes. This geological process resulted in unusual surface and subsurface features ranging from sinkholes, vertical shafts, disappearing streams, and springs, to complex underground drainage systems and caves. The River Lobos and its adjoining streams has become a lifeline for the many animals that live at the base of the Canyon. The landscape in this area is truly breathtaking.
The oxide tinted canyon walls rise up to 200 meters (656 feet) in places, with stunning colour and formation changes throughout its 25 kilometres. The area is strewn with caves, caverns and natural wells where subterranean waters run wild. The largest of these caves is the Galiana, with its 1500 meters of galleries, stalactites and stalagmites to explore. For those interested in History there is an isolated 12th century Knights Templar Hermitage, a Bronze Age settlement and a Roman bridge to enjoy.
The walls, ledges and cavities of the Canyon are refuge to more than 200 pairs of Griffon Vultures and other protected birds of prey. The Griffon Vulture (Gyps fulvus) is a massive and impressive bird with a body length of 100cm and a wingspan around 265cm. Breeding on high cliff ledges in mountainous parts of southern Europe, North Africa and Asia the Griffon vulture is well represented in Iberia. Griffons are very social birds and prefer living and nesting in colonies, very often more than 100 pairs. The Canyon has approximately 230 pairs and growing each year.

The Roads
Although Soria is one of the most sparsely populated areas of Spain, the majority of the roads are maintained in near perfect condition, even though some of them are hardly used. It?s not unusual to be the only road-user on a swathe of newly laid tarmac. This makes the experience of riding through one of the most beautiful areas of Spain, even more joyous.
Between Soria and Logrono is a section of road that will take you through the stunning Sierra Cebollera. A two and a half kilometre tunnel has been cut through the mountain, which cuts 30 minutes off the journey. We go both ways; through the tunnel, and over the top in order to enjoy the spectacular scenery. Part of this journey goes through an area that will put you in mind of those old cowboy films, with jagged rock formations rising on each side of the road.
One of the features of this part of the country is how the scenery changes dramatically within just a few miles. One moment you can be amongst pine trees, the next in a barren rock strewn landscape, then just as quickly move into an area of lakes and snow capped mountains. Amazingly though, no matter how remote you feel, the road beneath you will probably be in pretty good shape.
Most of the Autovias (Motorways) are fairly quiet, with the exception of those near to big cities. Many Autovias have recently opened or are still under construction, but we tend to only use them for accessing Santander. On the rare occasion that we do revert to using the motorway, you?ll be pleasantly surprised just how spacious they are.
The road to Gormaz Castle is one of the best you could wish for. It will sweep you through wonderful countryside, until the dramatic outline of the castle comes into view, perched high on a rock pedestal. Once again, we are virtually alone on the road.
Click here to see more details about the Heartland Tour.

Next Year
We are presently planning our 2010 tours. Many suggestions have been made including more in Spain, Morocco and the Pyrenees. As soon as we have finalised the schedule, you will be the first to know about it. The Heartland Tour will almost certainly continue, and will probably be complimented by a tour of the Sierra de Francia area of Spain. This is a tour that we currently offer to clubs and groups, and is proving to be very popular. One of the highlights of this tour is a visit to the Classic Motorcycle Museum. The beautiful Monfrague National Park is nearby and always worth seeing.
After the August Heartland Tour, I will be popping up to the Pyrenees to view accommodation for a potential tour in the mountains. Anyone who has been on our tours will know that we are very particular about where we stay, so it will have to be good.
If you have any preferences regarding next year?s tours, this is the time to let me know. You?re input would be most grateful.
Some people have asked me if there will be a September Heartland Tour. The answer is ?yes, if you want one?. If there is sufficient interest, we will run a tour that will probably begin on September 14th, but if the response is limited, we will be sticking to the group and club side of things. If anyone is interested in coming with us in September
And Finally
I couldn?t leave without mentioning Doug and Kelvin (pictured below), whose love of peas caused much hilarity in the local bar/restaurant.
They?re from Cornwall and I?m from Yorkshire, so communication was difficult. We also had Terry, an American with us, so there was a lot of sign language going on, but we had a great time just the same.
Well, if you?ve read this far, I thank you very much. It would be great to see some of you on the tours, either next year or on the Heartland Tour in August or September (be quick if you want to get in on the August tour). Even if you haven?t been with us, it would be nice to hear from you. Drop me an email and tell me what you think about the tour, the website or newsletter, or indeed anything you like.
All the best???????.Alan

Motorbike Tours Heartland Tour. Day 3 - Monasterio de Piedra near Calatayud, Spain.

http://www.youtube.com/watch?v=xgWcGqbJKjc&feature=email

History sometimes throws up some strange truths, no more so than that which tells us, that the most British of motorcycles owes its existence to a German. One Seigfried Bettmann, an immigrant from Nuremberg, began a company named the ‘S.Betmann & Co. Import Export Agency’ in London in 1884. As an ambitious 20 year old, Bettmann bought and sold bicycles and imported sewing machines from Germany. In 1886, when he changed the name of the company to the ‘Triumph Cycle Company’, a name synonymous with British bikes was born. A further name change along with financial backing from Dunlop a year later, saw the birth of the ‘New Triumph Co. Ltd’. Another significant development of that same year was the arrival of fellow countryman Moritz Schulte.

With encouragement and capital from Schulte, Bettman purchased a site in Coventry, and in 1889, began building the first bicycles to carry the Triumph badge, but it wasn’t until 1902 that the marquee was attached to a motorcycle. This first motorbike was in fact a bicycle fitted with a Belgian engine. In 1903, as production rose to more than 500 units, Triumph began building machines in their German factory. At the outset, the company built motorbikes based on models from other manufacturers, however, in 1904/5 Triumph came up with their own design which reached sales of 250.

When production topped 1,000, the company opened a larger factory and launched the ‘Gloria’ brand, aimed at the lower end of the market. At this time, a decision was made to rebrand the German made motorbikes as ‘Orial’. Unfortunately, ‘Orial’ already existed in France, so the company became ‘TWN’; ‘Triumph Werke Nurnberg’.

As so often happens, conflict brings dividends to some, and Triumph flourished during the First World War, supplying in excess of 30,000 units to the allies. It was at this time that the Model H Roadster gained its tag of ‘The Trusty Triumph’. The irony of two Germans producing the archetypal British motorbike to fight the Kaiser has been lost on many. After the war, Bettmann and Schulte couldn’t agree about the issue of car manufacture, and Schulte decided to leave the company. In 1920, the company bought the former Hillman car factory in Coventry, and by 1923 had produced the first car bearing the name of The Triumph Motor Company.

By the middle of the 20’s, the company had grown into one of the leading car and motorcycle producers in the country, with a capacity of 30,000 cars and motorcycles annually. However, the good times were about to end with the arrival of the Great Depression. The German arm became a separate company and continued producing TWN motorbikes until 1957. The bicycle manufacturing side of the company was sold to Raleigh in 1932, and Bettmann was under pressure. He retired in 1933.

In 1936, the car and motorcycle sectors were separated and became independent companies. The car division had always struggled to make a profit, and went bankrupt in 1939, finally being purchased by the Standard Motor Company. The motorcycle division found things easier, and after being acquired by Jack Sangster, the owner of the rival Ariel Company, began exporting machines to the USA. Sangster brought his design team with him, including Edward Turner, the designer of the 500cc Speed Twin, which became the bedrock for all Triumph twins until the 1980’s. Coventry remained the home of Triumph motorcycles until the Second World War, however, the city was all but destroyed by German bombing, and moved to a new plant at Meridan, West Midlands in 1942.

The post war years were Triumph’s Golden days, and the company received a huge fillip when Marlon Brando rode a Thunderbird 6T in the film ‘The Wild One’. In 1951, the company was sold to rivals BSA, with Sangster becoming a member of the BSA board. Eventually, he rose to the position of Chairman.

After struggling to compete with Japanese imports, the company’s fortunes declined, and after various changes in ownership, was acquired by former plasterer John Bloor in 1983. He was determined to keep the company alive, and preserve the title of ‘ The World’s Longest Continuous Production Motorcycle Manufacturer’. The new company was initially named ‘Bonneville Coventry Ltd.’. Spares manufacturer Lee Harris continued with production of the Triumph Bonneville until 1988. Triumph now produce a range of motorcycles that preserve the past model names, such as the Bonneville Twin.

Taken from www.motorbike-tours.co.uk Free motorcycle ebook available on the website.

If you would like this free, illustrated ebook, email me. alan@motorbike-tours.co.uk

‘Motorcycling in Spain’
‘Ten Top Tips for a Successful Motorcycle Tour’
‘The Harley-Davidson Story’
‘Honda – Lord of the Rings’
‘Yamaha History’
‘The Ducati Story’
‘The Metamorphosis of Suzuki’
‘BMW History’
‘Royal Enfield History’
‘Packing for a Motorcycle Tour’
‘Indian Motorcycle History’
‘Motorcycling in Spain’.

They are good quality articles in pdf format. I've put them together to form a small ebook. There's no catch, they're free and to motorbike lovers and that's it.

Ride Safely

Alan info@motorbike-tours.co.uk

Although the first Yamaha motorcycle didn’t appear until the mid fifties, the company’s history dates back to 1887, when the father of the company, Torakusa Yamaha began producing reed organs. The Yamaha Motor Corporation sprang into life on July 1st 1955, and remains part of the Yamaha Group. It has grown to be the second largest motorcycle manufacturer in the world, which is no mean feat for what was a fledgling company that arrived late in the motorcycle market.

Their first offering was the YA1, a 125cc, single cylinder two-stroke, was a copy of a German motorbike. The Japanese have often been accused of copying European models, but let’s not forget that BSA also used this very same design to produce their Bantam. This machine, fondly known as the Red Dragonfly, laid the foundation of Yamaha’s reputation for reliability, and success on the race track contributed to the bike’s popularity.

The twin cylinder YD, the first machine designed by Yamaha, was introduced in 1957. A win a Mount Asama boosted sales, but at less than 16,000 models a year output was still way behind Honda and Suzuki. However, the company flourished during the following years, and in 1959 Yamaha were the first Japanese company to offer a sports model, the twin cylinder YDS1, complete with five speed gearbox. A kit was available which allowed the owner to adapt the bike for racing, both on and off road.

By 1960 the company’s output had increased by a massive 600%, but a period of recession forced Japanese companies to look further afield to sell their products, and in 1961 Yamaha entered a team in the European Grand Prix. In the early sixties, America’s economy was on the rise and Yamaha managed to sell 12,000 motorcycles in the States. In 1963 the figure was 36,000 rising to 87,000 in 1964. Yamaha’s first factory outside Japan was opened in Siam (present day Thailand) in 1966, in order to supply Southeast Asia. By 1967, with 406,000 bikes built, production had overtaken that of Suzuki. Racing was important to Yamaha, so much so that in 1969 they constructed a full size race track near to their Iwata factory.

In 1970, Yamaha’s catalogue carried 20 models, with a range from 50cc to 350cc. Production had reached 574,000 units per year, the majority of which went to overseas markets. That year also saw the introduction of the first four-stroke machine, in the shape of the 650cc XSI, although two-stroke engines were were still favoured for bikes below 400cc.

By 1973, Yamaha were producing over a million bikes annually, leaving Suzuki firmly in their wake. That year, Honda turned out 1,836,000 machines. During the seventies, Yamaha’s RD twin cylinder sports bikes were proving a big hit and the company had once again backed a winner. As the eighties arrived, over two million bikes were passing through the factory gates. During this period, the four cylinder XJ’s were developed with displacements ranging from 550cc to 1100cc.

One of Yamaha’s most successful projects was the Virago, which was introduced as a 750cc, but 500cc and 920cc models were soon available. This bike was the first cruiser to come out of Japan, and proved to be immensely successful, so successful in fact, that Harley Davidson was running scared. They pressed for a tariff on imported motorcycles over 750cc, so Yamaha had to replace their 750cc Virago with the 699cc version, but at the same time, the 920cc grew to 1000cc. It eventually became the 1100cc. One of the most loved versions of the Virago is the XV535; their reliability and easy handling has delighted riders worldwide. The larger Virago’s were replaced by the V-Star and Road Star models and the last model to carry the Virago name was the 2007, 250cc version.

It’s understandable how Yamaha have accrued such a dedicated following. Over the years, their bikes have married cutting edge technology with reliability, which is no mean feat. Their designs have earned admiration from far and wide, and continue to do so today.

If you would like to read the motorbike tours newsletter, please email me via the website, www.motorbike-tours.co.uk

In 1926, Adriano and Marcello Ducati founded a company that specialised not in motorcycles, but the production of radio components. During the war years, they turned their attention toward electronic military equipment. This move made their factory a target for allied bombing, but despite frequent, serious damage, they managed to remain in production. In 1950, Ducati launched their first motorcycle, which was based on the already well established Cucciolo engine. This power unit, designed by Aldo Farinelli, was originally created as a strap on motor for push bikes. By the time Ducati adopted it, 200,000 units had been produced. This first creation by Ducati was capable of 40mph and 200 mpg and weighed in at 98 pounds. These bikes were badged as 55M or 65TL.

Post-war economic growth put more money in Italians' pockets and with it the need for something more sophisticated, so at the Milan Show of 1952, the company introduced the 65TS and the cruiser, which was the first four-stroke scooter in the world. Unfortunately, the public didn't embrace the idea as Ducati had hoped, and the model was withdrawn the following year with sales barely reaching the 2,000 mark. At this time, Ducati were still making electronic equipment, so the decision was made to split the company and Ducati Elettronica SpA was created under separate management.

Ducati Meccanica SpA, led by Dr Guiseppe Montano, became the motorcycle manufacturing company that we know today, and by 1954 were turning out 120 units per day as the factory was modernized with government aid. Although Montano was appointed by the government, he was a genuine motorcycle lover and realised the potential of racing to induce customers to buy his machines. By 1956, the Desmo Ducati 125 won its first race in Sweden. The Grand Prix at Hedemora saw the Ducati lap every other motorcycle. Sadly, the man who achieved this feat, Gianni Degli Antoni, died during practice for the following race. This unfortunate accident hit Ducati hard, and it wasn't until 1958 that they could once again challenge MV Agusta.

As the 50's drew to a close, the Berliner Brothers picked up the American franchise and pushed Ducati to the forefront in the USA. With no little flair, they began punching above their weight and mounted a serious challenge to the wave of Japanese machines that were coming into the country. At this time, the company was also enjoying success in other export markets as well as at home. In the mid sixties, Ducati became the Italian outlet of Standard-Triumph cars and Leyland vans and trucks. It seemed as if they could do no wrong, but the American market was about to give them a reminder of the fragility of success. Ducati insisted on pushing their 50cc two-strokes on the American public. Although these machines had accrued many sales in Italy, the contrary was true of the USA, as the nation snubbed what were in fact very good machines. Rather than heed the warning, the company pressed ahead and created a 100cc two-stroke, when they really should have been developing their much loved sporting four-strokes. Berliner suffered to such an extent, that they refused one shipment of bikes because they didn't have the money to pay them, even if they could have sold them in the States.

As Ducati struggled to compete with the mass produced Japanese motorcycles, the future looked gloomy, but once again they turned to their racing roots, creating 750's which took first and second places at Imola in 1972. A major coup for the company was the securing of the services of rider, Paul Smart, who was at that time racing for Kawasaki. The story goes that he wasn't at home when the call came, but the financial lure was so strong that his wife accepted the offer on his behalf. Success at Imola sparked the beginning of the love affair between big racing bikes and Ducati.

Today, Ducati riders are some of the most loyal when it comes to brand allegiance. Their reward is to be the owner of one of one most strikingly beautiful machines available. The company has achieved success by following its racing roots. At the company's headquarters, you can visit the museum and re-live over 50 years of racing history.

The original article, along with other motorcycle articles can be seen at http://www.motorbike-tours.co.uk The website is dedicated to motorcycle touring in Europe. The tours can be seen at http://www.motorbike-tours.co.uk/tour.htm

Contrary to popular belief, Suzuki produced cars before they moved into the two wheeled market, but the early days of the company were devoted to the production of weaving looms. The father of the company, Michio Suzuki, the son of a Japanese cotton farmer, created a brand new version of the weaving machine in the coastal village of Hamamatsu, Japan. A successful business was built upon his invention, providing employment and wealth for the company and its staff during the first thirty years of its incarnation.
Although the loom side of the business was still enjoying success, Suzuki thought the time was right to diversify, so after studying the market, he decided that the way forward would be the development of a car. In 1937, a development programme was launched, and within two years many prototypes integrating a cast aluminium gearbox and crankcase had been built. However, the company had a setback as the Japanese government declared civilian cars a non-essential commodity at the outbreak of World War 2. When the war ended, Suzuki once again concentrated on the production of looms as the US government gave the go ahead for the shipping of cotton to Japan. The company flourished for a short while as orders increased, but the rug was pulled from underneath them when the cotton market collapsed in 1951.
This could have proved the death knell for Suzuki’s operations, but rather than call it a day, the company once again turned their eyes toward motor vehicles. At this time, Japan had a dire need for cheap, reliable transportation, and a number of companies had begun to produce a clip-on engine which could be attached to a bicycle. Suzuki’s breakthrough came with the development of a motorised bicycle named the ‘Power Free’. Powered by a 36cc engine, this unique vehicle was the first to feature the double sprocket gear system, which allowed the rider to travel by pedal power alone, engine assisted pedalling or engine only propulsion. So ground-breaking was the new innovation, that the fledgling democratic government offered a grant to the Suzuki company to assist research in motorcycle engineering. This was the birth of the Suzuki Motor Corporation. By 1954, 6,000 ‘Colleda CO’ motorcycles were passing out of the factory gates every month. The Colleda was a single cylinder 90cc machine, which proved good enough to win a prominent motorcycle race during its first year of production. At this time, Suzuki also began development of the ‘Suzulight’ automobile, which featured front wheel drive and four-wheel independent suspension.
In 1955, Suzuki produced a larger offering in the form of the 125cc four-stroke ‘Colleda COX’, and an improved version of the two-stroke called the ‘Colleda ST’. The TT model, introduced in 1956 was in essence the forerunner of the Grand Prix bikes. By the standards of the day, the TT was regarded as a high performance machine, capable of reaching speeds in excess of 80 mph, and leaving in its wake, machines with much more power at their call. This motorcycle also showed a touch of finesse and featured some luxurious accessories, amongst these were indicators.
By 1958, 50, 125 and 250cc motorcycles were available from Suzuki, and the familiar ‘S’ logo was introduced. Many of you will know that the logo is still being used on motorcycles today. Engineering research went hand in hand with corporate branding, so when in 1960, Suzukis made their first appearance at the Isle of Man, it was an important milestone for both departments. By 1962 they had claimed their first World Road Racing Championship in the 500cc class. In 1964, the company set its sights on motocross Grand Prix, but enjoyed only limited success.
1976 saw the introduction of a range of four stroke machines, such as the GS400, a 400cc twin and the 750cc GS750. The shaft driven GS850G came along in 1978. So called ‘Superbikes’ were beginning to appear and the GS1000S was developed as Suzuki’s contribution to this class. In 1982, the turbocharged XN85 was introduced, and before the year was out, Suzuki had claimed their eighth consecutive victory in the 500cc class.
It’s fair to say that, had it not been for the Second World War and the later collapse of the cotton market, Suzuki could well have been solely a car manufacturer today, or worse still, not even in existence.

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www.motorbike-books.com

It easy to rush into things once you’ve decided to buy a new motorbike, but have a little patience and save yourself a little grief and a lot of money.

DECIDE WHICH BIKE IS BEST FOR YOU

Notice here, I avoided the word ‘want’, because what you want, and what suits you best are totally different animals. It’s all very well finally aspiring to the bike of your dreams only to find that you fall off at every junction because your legs are too short, or it’s so fast that it scares you to death, so retain a modicum of common sense when making your purchase. There’s also the question of what you can afford. You may scrape together the money to buy the bike in the first place, but can you really afford to run it. Don’t forget; fast bikes are costly to insure, especially if you are young or have no ‘no claims’ bonus.

DO YOUR HOMEWORK

Right, you’ve decided which bike to buy and you’re off to get your eager hands upon the beauty, but wait, hold on a minute. Before you jump in, ought you not to test the water? It’s time to survey the market. This is an important point, because it could save you a lot of money. You’re going to have to decide whether you’re going to buy privately or from a dealer. Of course, buying privately is cheaper, but if you go down this route, make sure you know what you’re doing. Buying from a dealer will offer more protection should there be a problem with the machine after you’ve owned it for a week or two. Shop around and see who’s offering the best deal. If necessary, hold back and wait until the bike you want is available.

BE METICULOUS WITH THE PAPERWORK

You may find a motorcycle that is just the thing for you, suits you down to the ground and is reasonably priced, but that price won’t look so good if you buy the bike, only to discover a few weeks later that the person who sold the motorbike didn’t actually own it. If the seller cannot provide the documentation for the motorbike, don’t touch it. Make sure that the address on the registration document is the same as the sellers.

A LITTLE HISTORY

Alright, we’ve ascertained that the person who’s selling the motorcycle is the rightful owner; well he thinks he is anyway. The fact is that if the motorcycle was bought on finance by someone who overstretched themselves and failed to keep up with the payments, the bike could well be the property of the money lenders. Firstly, ask the seller if the bike is paid for; unless he’s an out and out liar, he’s going to come clean and save you a lot of hassle. If he seems to be a decent chap and you believe him…don’t. Invest in a vehicle check. It could be the best money you ever spent.

THE VIEWING

Never, ever, ever, ever view a vehicle at any other place than the seller’s home. Believe me; even if you have to travel a long distance to see the motorcycle, it’s worth going that extra mile or two. Don’t be tempted by offers to meet half way at a road side cafe or some such place. I hardly need to say this, but don’t go at night. All vehicles look better under street lights. Now here’s a really good idea; if you’re not too hot on the mechanical side of things, take someone along who knows about bikes.

DOES IT GO

And more to the point, is it going to keep going? I refer back to the point about taking someone along who is knows about motorbikes. If you don’t have a friend who fits into this category, it may be well worth paying someone who does. In the grand scheme of things a little extra on the price of the bike isn’t too much to bear. The alternative could be unthinkable.

BARGAIN?

The motorcycle is a few years old, but according to the clock it must have been sitting in a garage, but hold on a minute, it looks a little worn in places. Watch out for ‘clocking’. Ask the seller to produce test certificates from previous years and check to se if they tally with the recorded mileage.

VEHICLE IDENTIFICATION NUMBER

Check it. It’s not only humans that suffer from identity theft. Make sure you’re not buying a ringer. Every vehicle carries a unique number; do your utmost to ensure that the number hasn’t been changed.

THE TEST RIDE

Before you take the bike out for a ride, explain to the owner that you’re going to be gone for at least half an hour. It’s no good just going down the road and back and hoping to get a feel for a bike that you’re going to be living with for a while. Take more care choosing your bike than your partner (most people do).

SOMETHING FISHY

If something doesn’t seem right, if there’s a little niggle in the back of your mind, go home and think about it… no, just go home, leave it. Another bike will come along in due course. Now… about partners…

www.motorbike-tours.co.uk
www.motorbike-books.com

Motorbike-Books has launched its new website. The site features thousands of books, maps and workshop manuals all relating to motorcycles and motorcyclists.

The idea behind the website is to draw together all the aspects of modern motorcycling and put them in one accessible place. Alongside the book store is a section for articles. Anyone can submit an article and anyone can take an article. If a reader would like to see an article on a particular subject (motorcycle related), they only have to ask and either an article will be written by one of our team of motorcycling experts, or it will be imported from elsewhere.

After speaking to bikers and asking what they wanted, it seems that one of the most popular sections is going to be the availability of workshop manuals for machines that are out of production.

Alan Liptrot, the founder of the new website said ‘we really want the users to drive the website in the direction that they want for themselves. The selling of books is just one small part of the site’.

Apart from the books, there is a motorcycle clothing section which offers jackets, crash helmets and gloves. Toys, computer games and video games are available, so it really will be a one-stop shop for bikers. The motorcycling world is one of the last bastions of true comradeship, and hopefully this new website, which has been created by bikers for bikers, will be taken to the hearts of all motorcyclists.

The website is very young, but building content is the main priority. Looking costs nothing, so if you are interested in helping to build a new website, pop along to www.motorbike-books.com and see what you think. The article section alone is worth a visit and will eventually become a great reference point for bikers.

www.motorbike-books.com

Selecting a Tourer is a very personal thing, and I’m not saying that these ten machines are the best. Some may not be still in production, but they are all available, albeit second hand.

HONDA GOLDWING GL1800

The only bit of kit that Honda’s Flagship is missing is an ashtray, and they’re probably working on that at the moment. This bike has been around a long time in one guise or another, but you only have to see the number of owners clubs and members to realise that its popularity isn’t waning yet. A high-tech aluminium chassis keeps the weight down, providing a surprising turn of speed. This is the ultimate tourer, but just too bulky looking for some people.

BMW K1200LT

Although still quite heavy, this bike is more economical than the Goldwing. Looking around, it seems to be one of the most popular tourers around and rightly so if it’s power you want, but it needs a little care on the twisties. Newer models are fitted with a reverse gear.

HARLEY DAVIDSON ELECTRA GLIDE

It’s big, it’s brash and it’s American. Definitely built for comfort, not speed, but will turn more heads than you can shake a stick at. 110mph from a 1449cc engine says it all. One of the advantages of owning this machine is the minimal depreciation, and you’re always going have something to talk about to any passing stranger.

TRIUMPH TIGER TOURER

Oodles of acceleration, limited vibration and a truly versatile character. But having said that, if you’re on the short side, forget it. Being a shorty myself, I think it’s a shame that motorcycle manufacturers exclude a huge section of potential customers by having a high seat. However, the taller motorcyclists I know assure me that this is an exceptional bike. I’ll just have to take their word for it.

HONDA ST1300 PAN EUROPEAN

This is one of the most silky, comfortable, fast machines you’re ever likely to have the pleasure of putting your bum on. Even with two up it handles superbly. If you’re thinking about buying a tourer, this has to be worth considering.

YAMAHA FJR1300

This shaft driven offering from Yamaha was specifically built with touring in mind. The huge capacity tank and hard luggage are just part of the deal. Loads of power from the reliable engine will get you out of trouble, but that doesn’t mean it’s thirsty. The FJR represents value for money and I like it.

MOTO GUZZI NORGE 1200

An excellent value for money, shaft driven bike from Moto Guzzi. With a range in the region of 200 miles and a comfortable riding position, this is a true tourer. Some harshly describe this as the poor man’s BMW, but let’s get one thing straight; it’s shaft driven, but it’s not a BMW.

TRIUMPH TROPHY 1200

Sadly discontinued in 2002, the Trophy is still worth considering if you can find a decent second hand model. It’s a heavy bike, but it’s much cheaper than say, the Pan’s and you’ll still be getting a lot of bike for your money. For such a big bike, the cornering capabilities and general handling are pretty good, and you could do far worse than go for one of these, especially if you are on a limited budget.

HONDA DEAUVILLE

This mid size tourer can turn its hand to anything; ideal for commuting on a daily basis and touring across Europe, and the 54 litres of colour coded luggage will help. Low service costs and insurance group make the Deauville very attractive. The build quality of this shaft driven machine is legendary, making it high on would be adventurers’ short lists.

BMW R1200RT

A faster, lighter and much welcome successor to the R1150RT, this machine is not just a good tourer, it’s a good bike. One nice innovation on this bike is the height adjustable seat (there I go again). The Telelever/Paralever suspension provides excellent handling as you would expect from a BMW. Expect to pay a decent price for a second hand one, as these bikes hold their money, but if it’s in good condition you’re going to be the owner one nice bike.

Well, there are ten bikes for you, and they all have something to offer whatever your circumstances. If your favourite was not included, I apologise.

The original article, along with other motorcycle articles can be seen at http://www.motorbike-tours.co.uk The website is dedicated to motorcycle touring in Europe. The tours can be seen at http://www.motorbike-tours.co.uk/tour.htm