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.

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.

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.

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.

What it is:

Sports version of Yamaha’s shaft-driven XS1100 tourer, with svelte all-black looks, revised frame geometry, better suspension, and dinky cockpit fairing. Very comfy, very fast, very heavy indeed.

Others in its family tree:

XS750/850 triples. The XS1100 was the guinea pig for Yamaha’s turbo development prior to the technology making it onto the rather limp XJ650T.

It’s good because:

Its shaft driven, the engine’s as tough as old boots, and if you want to tour the stock 1100’s larger tank bolts straight on.

It’s bad because:

The handling really isn’t up to the job. And there’s no chrome to polish.

Other alternatives:

Suzuki GS1000/1100G or Kawasaki Z1000G if you want shaft drive, Kawasaki GPz1100B2 if you prefer chain.

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.

The passenger sits in a true lap of luxury, ensconced against a backrest that’s equipped with wraparound arm­rests and built-in speaker’s—the volume control is on the side. The rear seat is as comfy as the rider’s portion, and the feet are placed on fold-out footboards. It all results in a spread-out, settled-in feeling. Just note that the protruding speakers inhibit the ability to carry long items that overlap the seat, such as the tent and camp chair I carried on my weekend sojourn. Your H-D dealer will cheerfully sell you a luggage rack that attaches to the TourPak lid, but lacking that I was able to position these items toward the front of the passenger- seat where they cleared the speakers. The 63.5-inch wheelbase enhances straight-line stability on the highway, where the Ultra can thrum along with the tunes pouring from the stereo speakers and the intercom system allowing the rider to easily speak with the passenger. The full-featured cruise control holds speeds steady across hills and valleys, and can be fine tuned by nudging the thumb control.

With rake/trail figures of a relatively steep 26 degrees combined with a laid-back 6.2 inches, the Glide offers a sat­isfying blend of surprisingly light, quick steering for a 850- pound motorcycle, with stability. It becomes fun to hustle down a twisty road until it runs smack up against the bane of most Harleys—lack of cornering clearance. Way too soon the side-stand and footboards begin to drag, and cooler heads need prevail; the Glide forces the rider to remain with­in its cornering limitations or suffer the consequences. With its three four-piston brake calipers, the days of having to immediately upgrade your Harley brakes are over. Now with the addition of optional anti-lock brakes, things get even better. Head for that patch of gravel across the road, keep the bike upright and nail the brakes. You’ll feel the initial deceleration, a sudden pulsing in the brake lever and pedal as the brakes momentarily release and by contrast the bike almost seems to accelerate across the gravel patch, then immediate reapplication of the brakes and deceleration. All you need to do is maintain pressure on the brakes and the bike does the rest; ABS can save your hog’s bacon (as long as you’re upright rather than leaned over in a corner).

The FLH has an air-adjustable rear suspension, and Harley calls for no additional air pressure for a solo rider of up to 150 pounds, on up to 20-25 psi for a big rider and 200-pound passenger. Air pressure in the system acts as a spring, and the rear suspension is adequately damped. My only comment is that I wished for greater damping in the non-adjustable fork, which moved too readily for my tastes. With the 9.2:1 compression ratio you’ll run 91-octane (premium) fuel in your Big Twin. Another notable change this year is that fuel capacity has been increased from 5.0 to 6.0 gallons, yet the tank still has a clean look. The 38.4 mpg I recorded during my solo, mostly highway time on cruise control was a bit disappointing, and translates to a range of about 230 miles.

Some riders have a tendency to dismiss Harley- Davidson’s air-cooled twins as antiquated dinosaurs, as overpriced bikes that don’t measure up in terms of tech­nology. Granted, that was true a number of years ago, and today their power and smoothness do not match that of the multi-cylinder bikes. However, considering that the Ultra is a toured intended for comfort, luggage carrying and a sat­isfying ride, the new, better one reminds us not only how far Harley-Davidson has come, but that it’s still moving onward and upward.

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.

The latest addition to the CruzTOOLS family of T-handles is the 7-inch-long Power Drive Mini T-Driver. It contains a standard 1A-inch drive tip that is compatible with a wide variety of socket sizes and is easily carried on a motorcycle. A sliding “T” handle allows extra leverage when needed, or operation within a limited turning radius. All PowerDrive T-Handles are made using heat-treated chrome vanadium alloy for maximum strength, and completed with a polished chrome finish. They exceed ANSI standards and are guaranteed for life.

BACK PROTECTION FOR YOUR ‘STICH.

Thousands of riders have upgraded their Aerostich jackets and suits with the popular Bohn Aerostich Euro back protector since it was introduced six years ago. This product has been completely redesigned for the ‘08 season, incorporating many features suggested by users. Now available in three sizes for pinpoint fitting in a suit, the CE-approved Euro is also cooler to wear due to reprofiling and ventilation panels. The tough but lightweight multi-element construction combines high-performance foam materials to give it great energy absorption.