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.

1. Re-check that all nuts and boils are tight, especially wheel spindie nuts.

1. Check that all earth connections are tight.

1. Check that you have sufficient fuel, that-it is getting to the carburetors but that it isn’t leaking from any unions.

1. Test carburetor action to make sure the slides fully close with the throttle shut and the handlebars in any position.

1. Check all oil levels.

1. Test brake action and adjustment.

1. Check tyre pressures.

1. Check chain tension and spring clip security.

1. Wheel the machine to make sure nothing is rubbing or binding.

1. Turn bars from lock to lock to make sure no cables snag or become tight.

1. Make sure all electrical components are working properly.

1. Pack tools so you can adjust the breaks and carburetor(s) if necessary during the shakedown run.

1. Take a mobile phone, failure to do so will guarantee that you’ll need it.

1. Following your inaugural test ride, go over the machine and check nuts and bolts for tightness and look for any leaks.

1. On return, treat yourself to a beer and start planning the bike’s first big trip.

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

We tested the Carbtune Pro on several carbureted and fuel-injected motorcycles and found it worked flawlessly. The actual sync procedure is something 99 percent of motorcycle owners can easily handle, at least after the first experience. The EPA has made fuel mixtures on modern sys­tems difficult to manually manipulate; most of the screws you see are for removal, synching or idle adjustment.

Accessing the vacuum connections on our Suzuki V-Strom required removing bodywork. First synch took an hour, with most of the time for plastic R&R. Leaving vacuum hoses connected (tie-wrap and plug the ends) should reduce the next session to about 15 minutes. Morgan’s website contains links for specific sync procedures for many motorcycles. Note that the ‘Tune Pro won’t work on six- cylinder Honda Gold Wings.

The Carbtune Pro is available in two- and four-column versions. The quad offers the greatest flexibility. Morgan also offers a variety of fuel-system-related tools and accessories via its website and dealer network.

Morgan Carbtune Ltd. is located in Belfast, Northern Ireland, but don’t let the distance deter you. We ordered direct from Sean Morgan and received the ‘Tune Pro within a week, at a bargain shipping rate of about $6. The current exchange rate has increased prices of all European products, but considering that the cost of a couple of shop synching sessions pays for this $87-$112 instrument, it seems a worthwhile investment in the quest for mechanical smoothness.

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

Born in                                  : 1980

Current Machine              : Yamaha

I’m not especially into old bikes, it just love riding bikes – any bikes. I started watching racing in ‘94, so this is a bit early for me.

I was just an itch in my dad’s underpants when this was being raced. He was a bit of a Kenny Roberts fan. He’s been ringing me all weekend asking what the bikes like.

You’ve got to ride it like a 125 motocross bike. You have to be really committed and ride it near the limit the whole time or it just doesn’t want to know. Obviously, that’s quite hard when you’ve had so little time on the bike. Fortunately this is a left foot change with a race pattern, like on my bike, so I didn’t have to worry about a right foot shift.

Ii only makes power when you open it up. The brakes don’t work and it doesn’t handle in the way that our bikes do now. With what they rode then I don’t understand how they got the lap times. This has a really low center of gravity and a light front end; it’s just the total opposite of what we have now.

Kenny is a legend. I spoke to him about the bike at the GP last weekend. He said I’d enjoy it, but he told me to make sure I looked after it. He’ll be glad we kept it in one piece.

Like the first Scout, there are two big exterior pockets that run parallel to the main zipper (which has two tracks so you can close the jacket tightly or a bit looser if you want). These pockets house the Cargo Storage System, and when you zip down the inside perimeter of either pocket you reveal perforated leather for ventilation (the air comes in here and exits out vents in the rear).

This Torso Vent System moves a lot of air quite effectively. Hook-and-loop next to these vents keeps the big pockets closed securely until you want to rip into them. The Cargo Storage System has all kinds of pockets on both sides, and the right side has an elastic lanyard for keys or whatever. There are handwarmer pockets and an interior pocket as well.

Another cool ventilation feature is actually an improvement over the original Scout’s “airscoop” sleeve vents, which were found at the wrists and couldn’t be used if you wore gauntlet gloves. The new Scout has some mesh in the split front sleeve, which you can open for ventilation in hot weather thanks to two-way zippers. For cold weather there’s a snap-in, full-length Thermoliner with a Thermoneck neck warmer (that stores in the liner when not in use). The body of the jacket is 1.2-1.3mm Kwik­Dry water-resistant leather with Powerstretch leather panels for freedom of move­ment, double stitching in key areas and reflective piping in front and back. CE- approved armor is found in the elbows and shoulders, and an optional Temperfoam back pad slides into a zippered internal sleeve.

Fit, ventilation, protection and storage versatility in the Series IV are either equal or superior to my 10-year-old Scout, and the new version has a 10-year warranty.

KalGard clear Chain Kote is just like the original Chain Kote, but in a Clear formula, now with PTFE for additional wear life. An excellent lubricant designed especially for roller chains, the light, penetrating  lubricant reaches into rollers and pins, thickens right after application and will not be thrown off, even at racing speeds. It also lubes and protects O-rings, will not wash off in rain but can easily be removed with Kal-Gard contact cleaner.

MORE LUGGAGES FOR YOUR ULYSSES.

Three new Buell accessories include soft luggage designed specifically for 2006-later Buell XB12X Ulysses models. The new top- and side-case interior luggage is nylon pieces designed to fit perfectly within the cases. Each features a large front pocket with built-in storage organizer, a shoulder strap and carry handle for easy transport off the bike. The new Triple Tail Backpack is designed to fit securely over the Ulysses triple tail pad and doubles as a back­pack. Reflective trim increases night-time visibility and a rain cover are included.

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.

In 1984, features such as Elastomer rubber engine mounting and fully enclosed chain final drive were recent innovations, and the 80-cubic-inch Evolution engine (the one that was to save Harley-Davidson from extinction) had just been introduced. In the intervening years the entire Harley line has gone to belt final drive and electronic fuel injection. The Electra Glide’s fairing has been improved and updated. There’s now a full sound system. The saddlebag lids are now attached and can no longer be lost, the brakes now have four-piston rather than single-piston calipers, and fairing lowers are standard on the Ultra. And in case you feared that the rate of change had slowed in recent years, for 2007 the E-Glide was given the new Cruise Drive six- speed transmission (which debuted on other models the previous year), and the Twin Cam 88-inch engine was upgraded to 96 cubic inches. This was accomplished by leaving the bore intact, but adding almost 10mm to the stroke. For 2008 fuel capacity has grown by one gallon, and various models (including the Ultra) are available with anti- lock brakes. It just goes to show that the rate of change has actually increased in recent years.

That 96-inch motor (1,584cc) offers a bore and stroke of 95.25 x 111.25mm, figures that indicate a torquey stroker rather than a revver. Sure, it’s still air-cooled and its valves are actuated by pushrods with hydraulic lifters that never need adjustment, but power has been tweaked in unex­pected ways. Two years ago when we tested the 2006 Ultra Classic its 88-inch Twin Cam motor produced 65 horsepower at 5,700 rpm on the Borla Performance dynamometer, and 67.4 lb-ft of torque at 3,800 rpm. Now, despite gaining 8 cubic inches of displacement, horsepower has actually fallen to 62.4 at 5,200 rpm, but torque is up to 77.8 lb-ft at 3,600 rpm. That’s a whopping 15 percent boost, and anyone who rides a Harley can confirm that torque is what it’s all about. Not only that, but the Ultra’s flat torque curve delivers more than 70 lb-ft from 2,000 on up to 4,400 rpm.

Hit the starter button, and after a loud whump from the starter damper the electronic sequential port fuel injection helps the engine fire up immediately…unless you were foolish enough to forget to pack the hands-free security fob that’s part of the optional Smart Security System. It’s a pas­sive key fob that must be within several feet of the bike or nothing will happen except the turn signals will simply flash at you angrily. When the fob is more than 8 feet away, the security system arms itself and disables the ignition. When the bike is disturbed, the signals flash; a siren alarm is optional. Should you lose the fob or leave it sitting in your garage when you ride off, you can arm or disarm the system by using the turn signal controls to enter a PIN number.

Even when cold the Glide can be ridden away immedi­ately without protest or hiccup. For the 2006 model year, peak clutch lever effort was reduced by 35 percent on Big Twins, and in ‘07 touring models got a new clutch cable that resulted in a further 7 percent reduction in effort. The six- speed shifts easily, quickly and with low effort with its heel­and-toe shifter. Gone are the days when one had to pause between shifts on a Harley to allow the parts to properly align.

The Ultra is a traveling machine, which is where it excels. Vibration from the single-crankpin V-twin was tamed long ago, isolated from the rider by rubber engine mounts. The seat is one of the best I’ve ever encountered in motorcy­cling, a firm base overlaid with soft padding. Typically, I start squirming around within the first 100 miles of a ride, trying to redistribute the pressure points. However, with the Ultra took a 400-mile weekend ride and it wasn’t until late in the second day that the squirming ritual began. The seat is nar­row at the front so the rider can get the feet down at a stop, and the 30.7-inch height is reasonable. Footboards are rubber mounted so that no vibration enters there; the left one is crowded a bit by the heel-and-toe shifter. The rider sits rather upright behind a full instrument panel that includes a large speedometer and tachometer, and four smaller circular gauges that keep track of fuel supply, charging rate, oil pressure and ambient air temperature. As for entertainment, the Ultra includes a Harman/Kardon 80-watt audio system with AM/FM radio, weatherband, CB, intercom, four speakers, and there’s a power outlet for electric clothing and such. A dizzying list of audio options includes XM Radio, Bluetooth, GPS and a CD changer.

A major factor in pleasant touring is wind protection, and while that classic fairing deflects the wind it also allows a significant amount of buffeting to the rider’s helmet. You won’t be able to hear much of that wonderful audio system at speed unless you utilize helmets with speaker headsets. The Ultra Classic comes standard with a pair of lowers, leg protectors that include a small storage bin under each snap- on cover that can hold a pair of winter gloves. Each lower also incorporates a curved plastic panel that stows inside. On a cold day the rider can squat in front of the bike and rotate these panels outward on their tracks to block the wind. On warmer days they can be rotated back behind the lowers to allow for more airflow, a good thing since the larger engine now puts out more heat, especially from the rear cylinder exhaust pipe on the right. Likewise, tinted wind deflectors at the edges of the fairing can be rotated inward on warm days to direct airflow to the rider’s body. Both of these comfort items are quite effective.

The T450 is a stylishly designed trolley- type travel bag, equipped with wheels and an ergonomic telescopic handle for convenient walkabout use when off the bike. This new soft bag is made of a tough Cordura textile and features three separate storage compartments—a medium-sized outer one, a padded sleeve to fit a 15-inch laptop and a main storage section that’s expandable enough to hold a couple of helmets. It also has a side-mounted water bottle compartment (bottle not included) that’s a lot more useful than it appears on paper. The top of the bag is trimmed with silver reflective piping, and the supplied rain cover slips over the entire bag in a few simple seconds.

What really works for me with the T450, though, is how easily it clicks directly onto a Givi Monolock or Monokey mounting bracket. There’s a small plate located on the bottom of the bag secured by two Phillips- head screws—loosen them and slide the plate up for Monolock, down for Monokey and you’re good to go—with one key and the push of a button. Mounting brackets are sold separately if you ‘don’t already have one.

I don’t see the T450 Trolley Bag so much as a replacement or alternative for hard-shell top boxes, but more as a brilliant addition and complement to a box. Although the T450 locks securely to the mounting bracket, everything inside is vulnerable as only zippers protect my stuff from the rest of the world. Point is I might feel the need to take the bag along with me when off the bike.