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:

Sporty Z1000 with more power, slab-sided styling, bikini fairing and four-into-one exhaust. Never that popular because of its distinctive looks and tiny fuel tank (bigger 3.5 gallon option appeared on later models). Handles little better than a stock Z1000.

Others in its family tree:

Essentially every Z-prefixed four-cylinder Kawasaki. The maddest and baldest of them all was the semi-official turbo­charged Z1-R. Made and sold in the US only, it made a claimed 145bhp, whistled past 150mph with ease and handled like a hinge. Bonkers.

It’s good because:

It looks good – really good – and it’s a Big Z, of course.

It’s bad because:

The front brakes are abysmal (there’s a cable link from brake lever to master cylinder!).

Other Alternatives:

Z1000/1100R Eddie Lawson Replica teas Kawasaki’s subsequent attempt at the same thing. Much better in every department.

The bike’s builder, Norton specialist Mick Hemmings, tickled the MK1 Concentrics, switched on the ignition, and with the machine on the main stand gave it a measured forceful swing. Result? Silence.

For the second attempt Mick depressed the kick start lever close to horizontal before starting his swing. He reckons that this technique reduces the possibility of kickback. But there was still no hint of cooperation from the engine.

A third swing. RUMBAAAAaaa! The mighty parallel twin burst into life with that snarling, powerful soul-stirring blast that peashooter ’silenced’ Commandos emit, rattling the workshop windows and  provoking a satisfied grin from Mick. It sounded as healthy and as powerful as any road-going British twin can.

A few days later, and with the bike now in possession of a MoT certificate, I was back at the Hemmings’ workshop for the eagerly awaited road test. Mick had ridden the bike across town to get the MoT, but to be its first run on the open road.

The Commando was wheeled out of the workshop, the carburetors tickled, and  this time it fired first kick under Hemmings‘ right leg. Impressive.

The sound of the Norton brought building workers out of nearby site doorways to savour the noise and watch Mick make some adjustments to improve the idle.

The sun was shining and I was looking forward to a relatively restrained ride at running-in speeds on some of my favorite Northampton shire back roads.

Fortunately Mick had other ideas. “Don’t be afraid to give it a decent thrashing,” he confidently grinned as I climbed aboard. With the prospect of a pleasant dawdle turning into a full blooded burn-up I wasn’t about to argue with him.

Wide and handsome thanks to its western- style bars, this example isn’t too high because

it’s fitted with a cut down seat that was originally used on a production race bike. The low seat height suited me and I was able to settle in fairly quickly to deal with Northampton town traffic.

The diaphragm spring clutch gives a relatively light and smooth action — a real improvement over previous Norton twins — and the gearbox changed faultlessly. It felt like a new bike, which in effect it is.

Out on the open road the true benefit of the Commando with its rubber-cushioned engine was apparent. Vibration all but isolated thanks to the Isolastic mountings, the Commando could be cruised at any sensible speed in comfort.

I soon discovered that Mick’s confidence in the freshly built motor was well founded. The engine was willing to rev and it gave no hint of protest. Obviously I wouldn’t ride a new engine flat out, and there were no plans for speed testing. But this was an opportunity to sample the torque and power of the vertical twin without revving it too hard.

At high cruising speeds the wide bars are hard work. And at speed Commandos have a tendency to feel slightly light at the front with a disposition to oscillate at the steering head. This bike was no exception, despite it being on modern Avon tyres.

The buyer of this machine has specified an 18in rear rim rather than the standard 19M item to allow a wider tyre choice. Mick argues that steering is best with 19in rims sharpness; the modern rubber does give confidence in corners and under braking. Because the Commando has real presence and because it makes such a glorious noise, you find yourself getting rather carried away. But with those wide bars it becomes wearing pulling against the wind and you eventually find yourself easing back… until you get bored that is, and off you go with another burst of speed! The customer has asked for lower bars to be fitted, and various other detail changes, before he takes delivery.

Ninety miles later I was back at flick’s Northampton workshop. “How was it?” he inquired, raising an amused eyebrow when told that I’d seen 100mph on the clock. Perhaps he hadn’t expected me to take his running in advice quite so literally.

Many of us regard the Norton Commando as the most practical of the classic British vertical twins for modern traffic conditions and distance riding. And this scratch-built conglomeration of components confirms the Commando’s status as such.

Any niggles? Well, the dumpy grips are not to my taste. I also found throttle action rather gritty, the rear brake weak, and the front twin leading shoe Tickle brake good on first application but prone to fade.

But overall this 1970 Roadster is a fine machine and proof that a bike that is carefully built from parts can end up as a fantastically integrated machine.

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.

The bike’s male-slider fork is well damped and has seven- way adjustments for rebound and compression damping, and the rear dual shocks offer five-way spring preload adjustment. On smooth terrain and riding over small road imperfections the suspension feels compliant, especially the front end with its superior fork. Bumps are very noticeable in back, though, where the short shock travel jars the rider. I noticed a slight pogo effect when going over potholes; something other testers did not experience, possibly because of their heavier weight.

The belt-driven Cruise is outfitted with Bridgestone Battlax radials, a 120/70 ZR-18 front and 180/55 ZR-17 rear, which provide stability and good grip even in light rain. Some weight savings come from the hollow-cast aluminum wheels. When you get to twisty roads the Cruise is planted and stable, both in long sweepers and tight corners. It has good low-end torque and there’s no throttle abruptness when you get on it coming out of a corner. It holds a line well, and if it weren’t for the limited cornering clearance the Cruise could keep up with some sportbikes in the twisties. UM refers to the Cruise as a power or sport cruiser, and once you ride it you can relate.

The seat is not only low at 27.75 inches, it’s also narrower than the average cruiser’s seat, which should thrill riders with short inseams. With my 34-inch inseam, when the Cruise is parked on its sidestand I can walk up to the bike and literally step right over it and keep on walking. The long wheelbase of 65.4 inches makes it feel like a larger motorcycle when you climb aboard, and the reach to the handlebar is a stretch and the footpegs place your feet way out in front. But check this out: The footpegs are dealer adjustable (the shift rod needs to be changed) to one of two positions, and can be moved back approximately 2 inches from what you see pictured. The seat is comfortable enough that your butt will outlast your upper body and arms at highway speeds. As is typical on a cruiser, windblast hits the rider in the chest so you need to hang tightly to those handgrips at speed. We found that cruising below 75 mph was the best way to ride longer distances in comfort. (There’s also a touring version available with a National Cycle windscreen, three-piece Saddlemen detachable synthetic saddlebags, a backrest, a luggage rack, engine guards and floorboards.)

The Cruise gleams in the sunlight with its combination of chromed metal and plastic. Mirrors provide a good rear view, and though the triple disc brakes are not up to sportbike standards, they’re fine for cruising at more moderate speeds and we didn’t experience any fading or grabbing. The tank pivots up for easier engine service, and you’ll need a large Phillip’s screwdriver to remove the single bolt that holds down the one-piece seat. Our test bike did not come with a toolkit.

Our only complaint is with the Nintendo Game Boy-like LED digi­tal instrument panel that’s some­times hard to read in sunlight. The fuel gauge seems to have a mind of its own, as it takes anywhere from 2-5 miles after a fill-up before the bar graph registers full, and then it jumps around, so we rely on the tripmeter to figure out when to gas up. The Cruise does gets excellent average fuel economy at 45.7 mpg. The speedometer has a delayed reaction as well, though curiously that seems to be correcting itself—as is the light backfiring when coming off the throttle at highway speeds—as we put on more miles.

We can’t offer any assurances as to how the Cruise will hold up for the long haul; we can report that we’ve put almost 1,000 trouble-free miles on our test bike, and we’re impressed with its handling and rider friendli­ness. Probably the biggest challenge UM faces is convincing those who are skeptical about investing in a relatively unknown product that it’s reliable, so the company has tossed in a three-year, 15,000-mile transferable warranty. The $6,399 price tag makes it competitively priced as well. Note: The Cruise tested here is a 2007 model; for 2008 the only change will be color choices: silver, black or bur­gundy. Our test unit came with a Hyosung instrument cover; apparently, late-2007 models have a new one made by UM.

What it is:

Hugely influential bike, named after a Japanese sword. Looks fantastic and handles better than the stock GSX, on which it was based. Not a big seller in the Eighties due to its cutting-edge looks, but now an acknowledged classic. Starting to get expensive.

Others in its family tree:

Mechanically, it was simply a GSX1100. A rarer 1000cc proddie racer with flatslide carbs was also made – and looks identical. Its distinctive Target Design styling is still used on Japan-only 400cc and 250cc replicas. The 550/650/750 Katanas are pale imitations.

It’s good because:

It does 145mph, handles, stops (just), and its styling gets better and better with age.

It’s bad because:

Bodywork and trim parts are very expensive.

Other Alternatives:

None if you want that combination of performance, ability and looks. Nothing else comes close.

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

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.

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.

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.

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.

Born in                                  : 1972

Current Machine              : Kawasaki

I’m really into the old stuff, and this is a beautiful thing. It’s a he honor to ride a bike with such a fantastic history. I’ve been a bike since I was three years-old. I might actually have seen this race.

The bike has a lovely feel. It’s really small although it’s a huge reach to the bars, and Mick Grant isn’t a big bloke. It feels like a modern 250. Even the brakes are OK. It’d be nice to get it onto a circuit and give it some proper well.

It doesn’t matter how much power a four stroke has, they’re not going to be as much fun as a two-stroke. When you go from 40bhp to 140bhp to nothing, in 2000rpm, it makes it really exciting to ride. And the noise – it must be the loudest bike here.

I rode an old Suzuki RG5004 at the post-TT in 2000, I loved it. I tried to buy one. And I’ve still got a BSA Lightning Clubman I Use on the road. I take my girlfriend on the back, go to the pub and then get fish and chips on the way back. Don’t need to put all your leathers on, just a jacket and helmet. It’s a nice release from the pressure of racing.

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.

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.

Current Machine              :Suzuki GSV-R MotoGP

I started racing in ‘98 and I’ve never ridden a bike older than that until today, but I really like old cars and getting the opportunity to ride the actual bike that Barry won his first 500 GP on is a real honor. I went to Barry’s house in Queensland. He had lots of his old race bikes there; it was fantastic. It’s really interesting to see how the technology has moved on.

I met Barry in ‘99 and he really helped my career in 2000 and 2001. I’m really pleased that I got the offer to ride his bike; there was no way that I was going to refuse.

There are no brakes – I bet they were state of the art then – and there’s a lot of flex in the chassis. It goes from nothing to lots of power to nothing, I bet they were bloody hard to race. It’s my first time with a right foot shift and I usually ride with a road pattern gear shift. In one corner I changed up a gear when I wanted to brake. It got a bit interesting.

I have ridden two-strokes. I raced Suzuki RGV250s in 1998, but I didn’t expect this bike to be as fast as it is. The noise is very cool. Real two-stroke race bike noise. Our bikes are loud, but this is something else.