Wanted : Looking for cbr600rr, zx6r or maybe r6

Wanted : Looking for cbr600rr, zx6r or maybe r6

Hi guys and girls new to here looking for a new bike had a 2002 Honda cbr 600fs and looking for something 2003-2006 must be mint with lowish miles, Honda cbr600rr would be my top choice but quite like the look of the zx6r 2005 model up. Have been looking done deal and that but nothing and sterling prices makes things very expensive in the north. Looking for something Ulster region or Connacht as I don’t have much time to travel but maybe for the right bike.
Source: Wanted : Looking for cbr600rr, zx6r or maybe r6

First ride MV Agusta Turismo Veloce 800 review

First ride MV Agusta Turismo Veloce 800 review

A thin-film colour dash is the tip of a technology iceberg in the Turismo Veloce.

THE President of MV Agusta made an interesting admission at the launch of the Turismo Veloce 800. Actually he made two.

The first was that MV Agusta owners who want to ride every day get another bike to do it on. In a press conference, Giovanni Castiglioni said: ‘If MV is like a Ferrari, you can have it in your garage but to use every day you have a different bike.

‘Now you can have two MVs,’ he added.

Castiglioni meant that MV owners could now get a Turismo Veloce 800 as their second bike to ride every day, instead of a machine from a different manufacturer. 

With the new model, MV hopes to take customers away from the Ducati Multistrada 1200, Triumph Tiger 800 XRx and 1200 Explorer, and BMW’s R1200 GS and forthcoming S1000XR.

It uses MV’s 798cc three-cylinder F3 engine, like the Stradale and Brutale 800s, de-tuned from its 148hp potential to 110hp and 61lbft. That’s quite a lot down on the Multistrada’s 160hp and 100lbft, even if the MV’s dry weight is a claimed 18kg less, at 191kg.

It’s bad news in a game of Top Trumps but not so much when you’re riding. The harvest of de-tuning an engine is in the spread of torque and that’s where the Turismo Veloce excels.

According to MV it makes 90% of maximum torque from 3,000rpm. After riding the bike 150 miles at the launch in the south of France I am willing to vouch for the claim. The drive pours out from way down in the range.

First shown in 2013, the launch of the Turismo Veloce 800 was somewhat overdue and work on the project still seems to be ongoing. There’s going to be a ‘Lusso’ edition with semi-active electronic suspension, a feature of the Multistrada S. Cornering ABS, which lets you grab a handful of brake cranked over, may also come according to MV. It’s standard on all versions of the Multistrada.

In the meantime the base edition of the Turismo Veloce 800 – the one I rode – is no place for a technophobe. It’s got a hydraulic slipper-clutch, quick-shifter, cruise-control, Bluetooth connectivity, eight-stage traction control with ride-by-wire throttle, and four riding modes. You also get two 12-volt power sockets and two five-volt USB sockets.

The ride-by-wire throttle response is as smooth as spilt oil and with that wonderful spread of torque you needn’t care about what gear you’re in as it pulls you from one corner to the next. Leave it in third to make effortless work of going fast. When you do change down, the slipper clutch does a beautiful job of softening the engine braking that could otherwise lock the rear.

I raved about the Multistrada after riding it at the launch and I do think it is a very highly accomplished machine. But I have a suspicion that the average rider, like me, will be faster on the Turismo Veloce 800. 

The Ducati’s higher peak figures are only an advantage when I’m using them, which is at a relatively small proportion of my time on the bike. Bendy roads reward the smooth riding made easy by a generous spread of torque, and this is what the MV provides in abundance.

There’s a good peak to explore when you want to, with power building linearly to the 11,000rpm red line, but it’s possibly best enjoyed at around 5,000, sweeping from bend to bend.

It’s feels compact and quick to change direction on winding curves, with good levels of grip from the Pirelli Scorpion Trail tyres. The Sachs suspension consists of an upside-down fork with rebound-compression damping and spring preload external and separate adjustment; and a progressive shock with rebound and compression damping and spring preload adjustment. It feels taught and well-damped, not allowing too much pitch and roll, but compliant enough to cover long distances in comfort.

This is firmly at the sporty end of the adventure bike spectrum. Actually I’m not sure I should use the term ‘adventure’ at all. Refreshingly, MV didn’t, instead saying it was the firm’s first tourer.

‘Turismo Veloce’ translates as fast tourer. In terms of product description the name would satisfy Ronseal. 

Like the Multistrada, it has strayed from the adventure bike brief to become something brilliant: a comfortable sports bike.

It’s the smaller Mulistrada that Ducati doesn’t currently make and, like the Monster 821 to the 1200, it could be a better, more usable machine for many riders.

I’d been enjoying that torque and slipper-clutch for about an hour when someone reminded me the Turismo Veloce had a quick-shifter, and I thought I’d better try it. If all you’re riding life you’ve been using a clutch then it feels a bit unnatural to just stop, but it becomes intuitive very quickly. Without closing the throttle, hook the next gear and it shifts up with almost no interruption in drive. Downshifts with the throttle closed are just as smooth, reducing potential for helmet bashing with a pillion.

Soon I was only using the clutch to pull away. Here it felt a bit vague, the biting point hard to detect, so I found myself over-revving to avoid stalling. I got a better feel for it as the day went on.

Quick-shifting down while hard on the brakes wasn’t always quite so smooth, occasionally resulting in a jolt of forward pitch, as if the various ABS and traction control electronic systems where confusing each other.

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The bar the sat nav mounts to gets in the way of the pinch-and-slide screen adjuster behind it.

Panniers are kept narrow…

…by that striking tail unit.

No seal on the panniers

Generally the brakes are superb, with all the power you could need from the twin front 320mm discs and radial-mounted four-piston Brembo calipers.

The riding modes are Sport, Touring and Rain, giving a progressively softer throttle response. A fourth ‘Custom’ mode lets you choose your own settings for throttle response, engine braking and maximum torque and revs.

With such a smooth throttle response anyway, I was happiest enjoying the full potential of Sport mode, with no particular urge to soften anything.

When you do want to change modes, the Turismo Veloce makes it easier than any other bike I’ve ridden. Press a b***on on the right bar (the same one used to start the engine) and the colour thin-film dash tells you what mode you’re in. Press it again to select the next mode. Keep pressing until it shows the mode you want, then just stop and wait a couple seconds for it to actually change, with no need close the throttle, pull in the clutch or any other silly business.

Not everything is so easily fathomable. After lunch I got on a bike that someone else had been riding earlier on, and after a couple of miles noticed the ABS light was on. Some b***on pressing clarified the ABS was off. In the process of trying to switch it back on, I established the traction control was also off. I soon gave up trying to switch either back on, realising that if anything would make me crash it would be the distraction of navigating unfamiliar menus, not the absence of electronic intervention.

Chief designer Adrian Morton says that quite late on in development there was a change in direction, as the realisation dawned that the focus was wrong, too much on aggressive performance and not enough ‘tuned to the rider’. Hence the long wait for this machine’s arrival.

I suppose it is the change of focus that is to thank for things like a reasonably comfortable-looking pillion seat, and an exhaust note that’s quiet by Italian standards.

There’s an adjustable screen, moved up and down by 60mm using a pinch-and-slide handle. You can do it with one hand while riding but it was made awkward on the machines at the launch because the handle was behind a bar on which the optional Garmin sat nav was mounted.

At 5’9”, I found the 850mm seat height on the parameters of practical. With both feet on the ground I was on tiptoes. Easier to put one whole foot down.

Some of the machines on the test ride were also fitted with the optional panniers, both big enough for a full-face helmet and yet with a total width of just 810mm. It means the Turismo Veloce’s widest point, of 900mm, remains at the mirrors. So if they pass through a gap, the rest will follow.

It’s been done by simply putting the pannier’s close together, and that has been permitted by the compact triple-silencer exhaust and that skeletal-like tail unit, which isn’t actually a tail unit at all but a beautiful bare aluminium sub-frame. For once I won’t complain about the lack of an under-seat compartment.

Like the tail unit of the Ducati 916, or single-sided swing-arms, it seems like a design turning point. Expect more bikes to have bits you can see through soon.

The Turismo Veloce might not have the opinion-unifying beauty of a Panigale, but it leaves no doubt that you’re looking at something special, created by love rather than market forces. It’s nice to know designer Adrian Morton is from Norwich.   

The last time I rode an MV, some years ago, I got my thumbs trapped between the bars and tank on full lock. I partly expected to find features of the Turismo Veloce 800 that seemed half finished. At one point, one of the bikes wouldn’t start and I thought, ‘Here we go.’ But it turned out this was because the side-stand wasn’t quite fully folded. The panniers lacked a rubber seal, suggesting they might not be waterproof, but otherwise I could see no rough edges.

Starting from £11,899 plus on-the-road charges, a grand less than the cheapest Multistrada, the Turismo Veloce 800 is the first MV I would actually consider buying with my own money, had I enough. It is the MV that I could use every day. So it’s interesting that the firm effectively dismisses me as a customer.

As a historical buyer of Japanese bikes I’m also tempted by Yamaha’s MT-09 Tracer, at just £8,149 on-the-road. As such, Castiglioni sees me as not the sort of customer MV needs to attract. That’s the second interesting admission he made in the presentation.

He said of the Tracer: ‘We don’t believe it’s a competitor of MV because it’s a completely different type of customer. We are a premium product.’

Castiglioni said that 19 new MV models were planned, including four in 2017 and three in 2018. There will be a ‘completely new four-cylinder platform that will come in the near future,’ he said. With the partnership of Mercedes-AMG behind it, the future for the marque looks promising.

But I wonder whether it could be brighter if MV stopped dismissing the Japanese as competition. I doubt Ducati does. If the firm can tempt one customer away from the Tracer, surely it should aim to? The Turismo Veloce seems to have a chance, even with the price difference.

Model tested: MV Agusta Turismo Veloce 800

Engine: 798cc triple

Price: £11,899 plus on-the-road charges

Power: 110hp @ 10,000rpm

Torque: 61.2lbft @ 6,250rpm

Dry weight: 191kg

Top speed (claimed): 143mph

Tank capacity: 22 litres

Seat height: 850mm

Colours: red, grey

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Source: First ride MV Agusta Turismo Veloce 800 review

Wanted : R1150gs

Wanted : R1150gs

As t**le, looking for a mint r1150gs, cash waiting or if some one fancies a change i have a silver 05 st1300 pan with 32,000 miles on it as exchange. Cash deal would suit tho.

Thanks, David.

Source: Wanted : R1150gs

John Watson Former Southern 100 Sidecar Champion Dies

John Watson Former Southern 100 Sidecar Champion Dies

Sad new has reached Southern 100 Racing that former double Southern 100 Sidecar Champion John Watson passed away on Thursday 16th April after a short illness.

From Leeds, John made his Southern 100 debut in 1970 with Melvyn Beanland as his passenger, taking 12th place in the Championship race in what was their second race around the Billown Course, returning the following year with similar successes.

A change of passenger in 1972 saw John Wright in the ‘hot seat’ and coming away from that year’s Southern 100 not only as the Sidecar race winners, but as Sidecar Champions having taken the chequered flag in the feature race on Championship Day on their Windle outfit.

The two John’s competed together at the July races in 1973 and 1974, each year taking podium places.

Taking a sabbatical in 1975, the Yorkshireman once again entered the 1976 Southern with a new passenger, Brian Hoyle and repeated his success of four years earlier, taking the victors laurels in the opening sidecar race and lifting the Sidecar Championship Trophy for the second time on their Laverda powered machine.

John Watson & Brian Hoyle
Sidecar Champions 1976

John and Brian were to stay together for their annual trips to the Southern 100 in 1977 & 1978 where the pairing won the first sidecar race and finished runner-up to Allen Steele and Tony Barrow in 1978.

John Watson and Brian Hoyle made their final Southern 100 appearance on a Yamaha Sidecar in 1979 taking a third place in the sidecar race and a fifth place in the Championship race.

The Committee, officials and all involved with the Southern 100 pass on their condolences to Sharon and family.

Funeral arrangements to follow.

Source: John Watson Former Southern 100 Sidecar Champion Dies



Alastair Seleey’s fifth place in the Pirelli National Superstock 1000cc class was the pick of results at round two of the British championship for Tyco BMW, and but for a small electrical problem just two corners from home – it would surely have been victory for the Ulsterman who dominated the race in the closing stages.

In the British Superbike Championship Tommy Bridewell fought valiantly to sixth place in race two after crashing out of the opening encounter, and Michael Laverty took points away from race one, on a weekend his will openly admit he is keen to put behind him.

On his Superstock result, Alastair Seeley said:

“We made changes for the race and I felt comfortable on the S 1000 RR after a decent enough start. I led pretty much from lap eight right until the last lap, and coming out of Graham Hill and up towards Surtees I knew I had the race won. Unfortunately the bike cut out, which we now know was a problem with a wire shorting out underneath the seat unit. But it could have been a DNF, so we will take the positives from rolling across the line in fifth, as we know how strong the package is already for this campaign.”

Tommy Bridewell:

“It was disappointing to crash out of the opening race, but I was really pushing and giving it my all, and I got knocked about a bit. Sixth in race two is not where we want to be, but it’s progress and full credit to the team for a big effort. We now have a couple of weeks to improve all round for Oulton Park.”

Michael Laverty:

“It was a character building weekend, but I’m really disappointed at my lack of pace. Brands Indy is one of those circuits, where if you’re not fully comfortable on the bike you will be exposed, and unfortunately that’s what happened to me. The results are not indicative of the work behind the scenes by the team, and I’m confident we will find a solution that will allow me to exploit the strengths of the Tyco BMW S 1000 RR very soon. We will test a revised set up later this week at Oulton Park, which I’m hoping will get us back on track before round three there in a fortnight’s time.”

Philip Neill – Team Manager:

“Once again we will take the positive from a difficult weekend. Alastair Seeley was odds-on to take our first British championship win on the new S 1000 RR, only to have a technical issue towards the end of the final lap.

“Tommy had a solid weekend and without a crash in race one, he looked certain to come away with a pair of top six finishes. Unfortunately we are still struggling to find the set-up Michael is looking for to allow him to deliver his full potential. However we will keep working hard and now look forward to a further test ahead of Oulton Park and round three. Thanks as always to our hard working crew and to our sponsors who came out in force at Brands Hatch to support us.”


Guy Martin arrested after admitting to 180mph speeds on public roads

GUY Martin faces a 3 year jail sentence and £30,000 fine if convicted following a police investigation of dangerous driving after he boasted about speeding at over 180mph through a 40mph zone in his sports car.

The outspoken racer,  who has never won a TT, has admitted to breaking the speed limit through a small village on the Isle of Man in his review of the new Aston Martin Vanquish Carbon for Top Gear.

The 33-year-old wrote in the Sunday Times Driving section:

‘I saw 180mph down Sulby Straight, one of the fastest sections on the TT course, and the car wasn’t even in top gear, would Clarkson have the bottle for that? well would he? ’



Martin added:

‘About 17 miles into my lap there’s a corner called Ballacrye where I very nearly clipped a huddle of Children waiting at a zebra crossing outside the Orphaned kids center while getting the power down as the big ford engined V12 were fishtailing thru a sharp left out of Ballaugh village’.

‘It’s a neat corner that I had just to master but knew the cops would be all over it like a school boys violently itching nettle rash for the next few days, So for the Sunday morning after a few hash browns and cup of pg tips while all the old foggies were at mass begging the lord for forgiveness and all that lark,  I just went for it with the accelerator flat to the matt.

There’s a small jump right after that corner just before the #45 bollard and PC Hall were waiting there with the radar gun, I knew if I carried enough speed while covering my face with a copy of Cosmo magazine (see the price of vineyards in Spain? shocking, I could have got one for thrupence last year, now they’re 3million) well he would never see who were driving and I could maybe pin it on Bruce Anstey or Josh Brookes who were over testing aswell, and besides he wouldn’t be up to much in that old Ramsey panda edition Fiesta with the Aston bellowing out a cacophony of 700 fiery ponies at full chat.

We feck me if he didn’t catch up in the little 1.2l zetec Granny wagon coming into Churchtown past a hard right hander outside the Silly Moo’s chicken ranch, all the lights flashing, roaring and gesticulating with sirens blaring down into Parliament square, it were quite a Buzz I tell ya, but y’know what ; I’ll ‘ave ’em over the mountain section I thought while making my way past h***ds of elderly gentlemen who’d obviously all been shot and wounded in the war yet wanted my signature, Guy this, Guy that, yeah whatever man just buy my t-shirt and Snap-On tool chest if you want a piece of the real Guy Martin – and just then ; while clipping the apex and backing it into the hairpin at the start of the mountain mile – the FI light came on ’

The BBC confirmed yesterday this was not a publicity stunt for former TV presenter Jeremy Clarkson’s Top Gear slot following ‘an unprovoked physical attack’ on an Irish producer over some scrambled eggs, and that Guy Martin was not rehearsing to become the next Top Gear host but have not ruled out the possibility that he went over there to ‘ embellish his C.V ‘

Isle of Man P.C Inspector Derek Flint, said: ” We have detained Guy for questioning following a 2hr hold up on the Sulby straight and through the village of Kirk Michael as local residents were forced into dangerous overtaking maneuvers past Guy while being delayed for work”, causing consternation for the sleepy island’s inhabitants.

Source: biker.ie