When I buy a bike, I get this feeling that ‘I must change X to make it better’, with ‘X’ being something from a seemingly endless list of parts - exhaust can, indicators, number plate holder, grips, HID bulbs, handguards etc, etc.
This results in me spending far too much money on basically unnecessary parts for the bike that could go towards something sensible like a holiday, pension, clothes or something equally boring.
I have often wondered why people modify their bikes or at least feel the desire to do so, while others do not. Especially as many of these ‘modifications’ are really only cosmetic and some even illegal.
Whatever the reason, I suppose the real way to modify a motorcycle is from the bottom up – altering the frame, engine modifications, suspension, brakes etc; anything which intrinsically alters the bike in such a way that it suits your style or performance preferences.
This is, of course, costly and requires knowledge that not everyone has; certainly not me, although I would like to know than how to change brake pads.
This freedom is being encroached upon by a new directive from the European Union which seeks to standardise the two wheeled form of transport that we all love in the name of safety (although the TÜV found other ‘reasons’ – in this article). The major points of note (not all to do with modifying) are that:
In this document, the ETSC (European Transport Safety Committee) admits that:
A fair treatment of all road users in respect to the regulations in force is needed. Moreover, the lack of enforcement of vehicle-related regulations may further enhance the feeling of impunity of riders in respect of traffic law.
Question 10: Do you think that the option given to Member States to limit the maximum power of motorcycles to 74 kW should be maintained? Why?
We are not aware of any evidence which shows that limiting engine power is an effective measure to reduce accidents and so do not agree that limits on the maximum power of motorcycles are necessary.
…
We do not support the introduction of a blanket limit imposed on all Member States.
From this, admittedly old information, it seems that the DfT is on the biker’s side as regards a power limit.
Of course, FEMA, the Federation of European Motorcyclists’ Associations, is against the Anti Tampering/ Type Approval Directive stating that:
FEMA can see no road safety benefits from restricting the historic tradition of modifying motorcycles.
and…
One issue that appears to be constant and one that cannot be “solved” or improved by vehicle technical regulations is indeed that of riders’ attitudes and driving behaviour. Although this is not within the scope of this consultation, these factors are important and must be shared by the whole “motorcycle community”.
…
The extreme “high risk takers” – motorcycles with a “sharp” image – do not necessarily have the most powerful engines or the highest power-to-weight ratio, they can be as low as 125cc. Therefore, restrictive legislation based on engine capacity, power output or high power-to weight ratio would not solve the problem at all.
Well, it remains to be seen what parts, if any, of this directive will be finally be implemented in the U.K. One thing is for sure though, an effort is being made to restrict the rights of those who enjoy modifying their own property to their own specifications.
Law abiding citizens may soon become law breakers if they wish to continue their hobby.
This issue has been on the cards for quite a while and I am ashamed that I wasn’t previously aware of it.
However, September the 25th sees a national day of action organised by the Motorcycle Action Group; if you don’t want to contact your MEP or sign a petition, at least turn up for this!
Find your MEP here – http://www.europarl.org.uk/section/your-meps/your-meps
By the way, if you have any ideas on how to implement these mechanical restrictions enter a competition and you could win 500€! - http://l-cat.trl.co.uk/index.php/tampering-competition/
My PC is out for the count. The only way I can see to rescue some of the information is to get another HD and use that as a Master drive.
What a faff!
Just when I need it most, hehe – damn!
Recently (yesterday) I was fortunate enough to join some other riders on my third mountain twisty rideout.
These roads are unlike any other I have ridden on; granted, I don’t have a great deal of experience, but they would surprise even the most battle hardened biker from the U.K.
We all met in a bakery on a Sunday morning at about 8am; after a cup of coffee (café solo for me) and some introductions, we were off.
The planned route was to head towards Montseny and take it from there. It took about 30-40 minutes before we arrived at the base of the mountain proper, this was made obvious by the steep inclines and amazingly curved roads.
I was up there at the very beginning, but when it started getting twisty, I was quickly over taken – proof that this young Jedi still has much to learn. This would happen each time we set off from a rest/ petrol station, it’s something I have become used to.
I read somewhere that when pushing yourself in this kind of situation, it pays to hover at about 85% of your ability/ comfort level (with 100% being absolutely bricking it) – this way, you are up there, touching your limits, but still have a buffer zone to fall back upon. Most of the time this was true for me, although I wasn’t consciously thinking in percentages; however there were a couple of ‘moment’s, one in the video below where I honestly thought that I was going to lose it, but managed to gracefully (IMO) hold onto the bike and didn’t even leave the asphalt 
The reason I got caught out was because I had just been overtaken by a more experienced rider which spurred me to go beyond my comfortable speed (and ability) – tut, tut!
Soon we stopped at a restaurant which is frequented by bikers (there were already about 20 there) – tables were joined to accommodate of us (16 – 14 bikes and two bikers in a Lotus Elise).
The meal was simple, tasty and very welcome after 2 1/2 hours blasting up and down tree lined, rock walled, steep and twisty roads.
I am impressed with the condition of most of the asphalt and signage, it often gave me a little more confidence when I knew what to expect. seeing black marks on the road just before a curve also gives a warning of an unexpectedly tight turn! 
Overall I must have covered about 300km or perhaps a touch more. I certainly felt I had improved a little towards the end, but as I was reminded, especially by the ‘surprises’ I had, that learning of this kind should be done ‘poco a poco’ (little by little) – I mean, who actually wants to test the protection and abrasion resistance of their bike gear!?
I managed to capture video again, not great quality, but it gives you an idea. Any comments are welcome, can you spot the (heart stopping) ‘moment’?
Cheers & as they say around here, Gaaaasss!!!
G
A few months ago I bought a Google Nexus 1 handset.
Don’t make the same mistake. I have been putting up with such a lot of shit from this badly put together piece of crap that I’ve wanted to smash it on many occasions.
There are some advantages over an iPhone, I don’t think I’td go back to one TBH, but FFS!!!!!
AAAAaaggghhhhhhhhhhhhhh!!!!
Yesterday I returned to a place which I seem to have to been drawn back to many times whilst here, this time to enjoy the privacy on the SuMo.
I found a private road (obviously) and had a go at wheelying.
There are two ways of doing it – powering it up with the throttle only, which usually requires lots of hp or at least a favourable power to weight ratio; or using the clutch to supply a quick blast of power which will lift the front wheel.
As the Husq is so light, and because there is a real technique to the latter, I chose the former – using first gear and correct body positioning (weight slightly back, light on the pegs) I found I could quite easily lift the front wheel with a twist of the wrist.
First gear on this bike is already quick unpredictable – sometimes like an on/off switch and I had already heard that it was possible to power wheelie in 1st gear, but had never tried it. After a couple of attempts with the bike revving out like mad, I managed to get the wheel up, what felt like, about 1′ although it was probably less. It was scary and I realised that I would need to work on my upper body strength in order to hold on properly
I am only starting out, so I didn’t go mad, just up/ down wheel action for the time being, but practice makes perfect. I have also been recommended that clutching up more predictable, so I might try that.
Another thing I practised was skidding. I found a patch of dirt covered waste ground which was perfect for stomping on the back brake to bring the rear wheel out when turning. I can do it on tarmac a little, but it causes too much wear on the tyre, so why not learn and possibly make mistakes off-road instead of on?
So, it has been a while since I have updated this BLOG – for that, I am sorry if you were awaiting further news.
The ‘major news’ is that I now have a different bike. I was forced to sell the Buell – I will describe the process at length in another post; suffice it to say that I have now changed again.
My current ride is a journey back to Supermoto – a Husqvarna SM610
This photo is only a Photoshop altered version to see what the bike would look like with coloured wheels; the rest is all real though
It is perfect for buzzing around the city and great on the twisty roads around here.
Also, something a bit worrying is that it tends to leave these long black lines on the tarmac just as I’m stopping, it’s ever so disconcerting!
I’ve recently went on a great rideout with some riders from around here. I was mostly the involuntary tailgunner, not only because they were on faster bikes (I was the only SuMo), but also because they had learnt on the roads we travelled whereas I was too busy trying to deal with one mental curve after another and sometimes just enjoy the amazing views from the mountain roads.
It was non-stop curves with amazing views of either the forest or mountains (not shown very well on the vid). The road is the BV 5114 and I was challenged constantly, trying to keep up with the more experienced riders who are used to this kind of thing. I had a good few ‘moments’, but managed to keep the SM under control, I even got a handle on the dodgy gear changing and started really looking into the corners, but I honestly don’t know how people can go as fast as they were!
My vid:
After having registered my bike in Spain, I no longer need the previous set of headlights (had to buy a new, right-hand drive set).
My UK/ left-hand drive headlight assembly is for sale. It comes from an ’08 XB9SX, but should fit most XBs including other 9s, 12s or Ulysses models. Please make sure that the part fits your requirements before purchasing
The part number is Y0721.6AC. It was used from new for about 8000 miles and both bulbs work perfectly.
I’ll thrown in a spare Halfords Advanced ‘Super Brilliance’ bulb (still in packaging) that I no longer need.
Price – £125 including ‘signed for’ postage to the UK (I’m currently in Spain), or £110 pickup from SW15 on the 14th of May.
