Nor is the man who put his name to this beast. Lord Thomas Alexander. Fermor-Hesketh, an eccentric aristocrat with a passion for things fast and mechanical, ploughed his hefty inheritance into designing and building the V1000 in the early Eighties. A more British venture you’d be hard pushed to find.

Hesketh, and the press, built the 511000 up as the bike that would save the British motorcycle industry. Sadly it was destined to fail.

David rocks the Hesketh off its main stand, turns both fuel taps to on (it uses one for each cylinder), feeds in a touch of choke and fires the 992cc V-twin into life. Oh, what a sound. The flat rhythmic booms from the Hesketh’s pipes sound like two Brit singles competing for attention. It’s an extraordinary exhaust note and quite unlike an Italian V-twin.

As I lean forward to the bars, the seat’s so wide it splays my legs, losing me two inches in height, so reaching the floor is harder than it would normally be. For anyone smaller it’d be a struggle.

One advantage for someone 6ft-plus is long- distance comfort. Once settled in, I feel as though I could sit there all day. Some owners do, covering huge mileages in one hit. That’s the Hesketh’s true

forte. It’s a grand tourer; the two-wheeled equivalent of a Jag, without the walnut dash and leather trim. When riding a Hesketh, planning ahead is essential. Its no good tramping along in the hope that you’ll be able to react to bends, roundabouts and other obstacles in your path. This is not a bike that executes split-second decisions.

So I make it my mission to seek out its favored territory: smooth, winding A-roads. It’s not long before we find our quarry. Time to stretch the V1000’s legs.

I steal a glance at the speedometer. We’re doing 80mph — very comfortably it must be said — at 4200rpm. As I wind on the throttle, in top, the speedo flashes its way past a ton.

Given enough road she might show 120mph, but I don’t want to rely on the Brembo brakes. They lack power and feel and are simply not up to stopping a bike of this size. New pads, lines and fluid would improve things.

One thing that doesn’t need improving is the ride quality. It’s excellent. Top quality Marzocchi suspension shields the rider from jolts and shakes that might otherwise be brought on by bumps and undulations in the road. Stability, too, is superb.

Away from the fluid rhythm of the A-road the Hesketh requires more input. For every mile of road, we’re faced with at least three bends. The bike’s 19in front wheel and lengthy wheelbase accentuate the heavy steering. And under steer is my unwelcome companion as I exit every corner. The bike’s out of its comfort zone and it’s letting me know.

When the V1000 was launched its notch gearbox was criticized, but as I snick another ratio on David’s bike I wonder what all the fuss was about. Five hours in and I haven’t missed a gear.

Heskeths have long been misunderstood. Sure they had their foibles when launched, but a fully- sorted example, like this, is a different proposition altogether. It doesn’t burn any oil, leak any fluid or crunch any gears. And it’s a pleasure to ride.

Hesketh’s intention was to build a high quality British bike. This sorted example at last lives up to that ideal. And that, given the marque’s troubled past, is a very big deal indeed.

What it is:

Kawasaki’s immortal Z1 engine, bored-out, in a variety of tweaked and restyled guises. Early models were slower than the 900s; later examples were faster. Not as desirable as a Z1/900, but benefits from a much improved chassis and brakes. Far, far cheaper too.

Others in its family tree:

Original Z1/900. The MKII Z1000 was slab-sided, pokier and available with chain or shaft drive. Z1-R was the sporty off-shoot. J models were designed for proddie racing, but can be unreliable. Several hideous custom/cruiser variants saw the light of day too.

It’s good because:

Unrivalled pedigree, still commands respect, incredibly strong, excellent parts back-up.

It’s bad because:

Z purists sneer and ask why you didn’t buy a Z1.

Other Alternatives:

Absolutely nothing else has the Big Zed’s reputation, but a Suzuki GS-1000 is actually a better bike

What it is:

The original superbike. Smooth, fast and refined, the 750 Four elevated biking to a higher plain. Its arrival in the UK in 1969 signaled the beginning of the end of the old British bike industry.

Others in its family tree:

The 750 spawned a whole family of inline fours: 400, 550, 900 and 1100. There was even a bizarre two-speed auto CB750. Aimed primarily at the US market, it was a poor seller in the UK.

It’s good because:

It turns heads, plus it’s reliable and relatively cheap to buy and run. Spares are easy to come by too.

It’s bad because:

Looks better than it rides (a Z1’s got more oomph) and prices are getting steep.

Other Alternatives:

Honda’s own CB550 is nearly as fast in a straight line, plus it handles and stops far better. Kawasaki Z650 is better at everything and is almost as desirable.

What it is:

One of the greatest bikes. Ever. Fastest production bike in the world when launched. Made large capacity and DOHC technology accessible. Staggeringly beautiful too.

Others in its family tree:

First conceived as a 750 - Japan got a 750cc model, the Z2. Only 30 or so Z Is (all black engines) originally made it to the UK: Z1Bs are more common. This is the root of Kawasaki superbike design.

It’s good because:

It’s an original: one of those once-in-a-generation bikes that moves everything on. And it’s still bloody fast today.

It’s bad because:

The chassis and brakes weren’t up to it, even in 1973.

Other Alternatives:

A Z900 or a Z1000 will be cheaper: and better to ride, but the Z1 is a true motorcycling icon, so what you lose in performance and ride quality is more than made up in sheer kudos

PUT A RIFLE ON YOUR

Rifle Fairings new Cruise Tour fairing is an original but traditionally styled, full-sized fork-mounted fairing for American and metric cruisers. The Cruise Tour fairing is made of high- impact ABS co-polymer engineered for strength and durability, topped with a black leather-grain finish and completed with a polished stainless-steel windscreen band and rivets. Triple air-balance wind­screen vents built-in to the Cruise Tour fairing are another Rifle exclusive, and reduce noise, turbulence and back- pressure. It’s available in four sizes in clear and tint versions.

GPS ON YOUR CRUISER

Many riders won’t leave home without it. But how to mount it on your motorcycle? The answer is the eCaddy Deluxe. This beau­tifully chromed mount attaches to the handlebar or controls with no special tools required. You can mount at almost any angle so you can easily see and read yours GPS. The Ultra Secure feature ensures the GPS will never leave your bike without your permission. The eCaddy Deluxe works with many popular GPS units and can be used for satellite radio and other electronics, too.

What it is?

Honda’s first 16-valve four, developed alongside a 750cc version. Its long-stroke engine has plenty of punch, it handles, and even the brakes and suspension are half decent. Nearly as fast as the CBX-6 too. Later models got twin-piston calipers, rubber engine mounts and a fairing.

Others in its family tree : Developed from the ROB endurance racers. The 900 is sandwiched by the bigger CB1100FICB110OR and smaller CB750F.

It’s good because:

CB900s can be bought very cheap, parts are readily available, and 130mph performance isn’t to be sniffed at.

It’s bad because:

Not the strongest engine around (trouble from the strange twin camchain system and bottom end is not uncommon).

Other Alternatives:

CB750F looks similar and is tougher, if slower. GS-1000 looks better and performs just as well, but has a more dated engine.

SilverTrek Trailers’ all-new luxury motorcycle trailer is built with the same formula used to build $150,000 multi- car stacker trailers. Some of the most recognizable attributes of the SilverTrek are the smooth, sweeping lines of the exterior radius trims and the three- dimensional cast-aluminum SilverTrek logo plate. Every aspect of this trailer exhibits the utmost in precision craftsmanship. For the guy who enjoys the finer things in life, this is a “must add” to your arsenal of toys!

FULMER HELMET.

Fulmer Helmets’ new full-facemodel, the Snell-approved AF-SS is the result of intricate and exhaustive research and development: The AF-SS features a superior aerodynamic shape that looks aggres­sive while meeting the highest industry standards for safety. The technologically advanced AF-SS features Fulmer’s new proprietary shield system, QR2 Switch, and DRI-LEX moisture-wicking interior that keeps a rider cool and dry by wicking perspiration, moving it away from the rider’s skin and allowing it to evaporate.

What it is:

Careful copy of the Kawasaki Zl engine installed in the best big- bike chassis of the era. Murdered the Z-1000 on road and track. Can be tuned to produce monster power with little loss of longevity.

Others in its family tree:

Developed from the GS750. S model got two-tone paint and dinky BMW-esque cockpit fairing. G model was the hefty shaft- drive tourer. GS850 was only available as shaft drive and is (a bit) lighter and more manageable than the 1000G.

It’s good because:

You’ve got a reasonable chance of coming out of a fast corner on the correct side of the road. Good reliability, too.

It’s bad because:

If you want an air-cooled big-cube Suzuki the GSX1100 is better. The GS’s charging system isn’t up to much either.

Other Alternatives:

GS850G if you want the shaft drive, GSX1100 otherwise.

What it is:

Sleeker styled version of Suzuki’s first big 16-valve plain-bearing four, the GSX1100. Unrivalled combination of power, torque, comfort and handling. An automatic choice for production and drag racers alike because the engine can be tuned and tuned.

Others in its family tree:

The 1100 was also available with small cockpit fairing, full fairing, and in Katana trim as an 1100 and a rare 1000.

It’s good because:

It’s very powerful very strong, was around for ages so parts availability is good, and is easily tuned. Lighter than some, too.

It’s bad because:

The electrics are rubbish. And it’s one of the ugliest things to roll off a production line. Ever.

Other alternatives:

Kawasaki GPz1100, if you throw away its fuel injection system. Buy a Honda CB1.100R if you want something for the track.