Dave Smith's Yamaha YZF-R1 long-term test bike

We've only just realised that Dave's not been appearing on the website's long-termer section. Here's a look back over his year so far...

November
Total mileage: 4,903

The clocks have gone back, the nights are drawing in and it's started to get chilly, but worst of all, I'm starting to think about having to give my R1 back. Bugger. If you don't see much of me in the mag over the next few months, you can assume that the R1 and I have eloped to sunnier climes.

I've had the HM quickshifter (from the lovely chaps at Race By Design) fitted for a couple of months now, and, for a couple of months, there's something about it that's been bugging me.

Quickshifter facts. A quickshifter will:
1. Make your bike feel around a billion times more like a proper race bike.
2. Sap less concentration gear shifting on a race track than shifting 100% manually.
3. Sap less physical energy by allowing you to hold the throttle pinned through gear changes.
4. Reduce shift time enabling a quicker lap time.

The first three facts I 100% agree with, but does a shifter actually make you faster? It feels like it does, but as a bit of conclusive evidence never goes amiss, I trundled off to Santa Pod for some quarter mile action. Three runs with the shifter disabled, then three with it working should do the trick. With a best of 10.12 shifting manually, I re-enabled the shifter and on the 6th run, recorded a 10.09, the terminal speed being 0.3 of a mile an hour faster. Although I went faster with the shifter enabled, this seemed to be due just about entirely to how well I got it off the line. A day at Santa Pod racing your mates is a proper laugh, but for a conclusive test some proper datalogging would give a clearer picture. So after blagging Bob's GPS wizardry, I popped up to Bruntingthorpe.

As Bob said last month in his “I am your..” guide, a quickshifter never gets tired or lacks concentration. It also doesn't wake up grumpy with a hangover, suffer from caffeine deprivation, or have the arse from riding up the M1 in heavy traffic and rain.

The graph in the magazine this month shows a quick shifter shift, my best manual shift, and, most telling of all, my worst manual shift. The shifter will change as it says on the tin all day long, every shift the same. My best manual shifts will match the shifter, give or take a millisecond or two, but, and here's the thing, my worst shift took an appalling three tenths of a second as appose to the 73 milliseconds at which the unit (or me on a good day) is set. Now, if you're infallible, and like giving your right hand and wrist a good workout, then you'll do well to avoid any shifting device. For me, and my “show me a race track and I'll show you muscle pump” arms and hands, and (though I hate to admit it) the odd dodgy gear change, I'm saying I need all the help I can get. Two inaccurate gear changes a lap are worth over half a second after all.

Contacts
S&S Motorcycles. 01306 627144
Performance Parts. For Akrapovic & more. www.performanceparts-ltd.com. 01788 869100
Race By Design. www.racebydesign.co.uk. 01737 822412
Pirelli. www.pirelli.co.uk.
Yamaha. www.yamaha-motor.co.uk
AR Racing. www.arracing.co.uk.

October 2007

Total miles done: 4598
Mods: Full Akrapovic exhaust, HM quickshifter, Pirelli Diablo Supercorsas, Yamaha seat cowl.

I've had an awesome time with the R1 this month, helped in no small part by the weather not doing its usual worst at our Brands Hatch track day. Being just about my favourite circuit, I've been utterly gagging to get there all year. As well as a full system and a quick shifter (see side bars), I'd again enlisted the help of SnS Motorcycles to fit a set of the most excellent Diablo Supercorsas from Pirelli.

Last month's plan of a ride height adjuster to aid turn-in kind of fell at the first hurdle after a couple of phone calls with the words “No, we don't do them for R1's” included in them, but as it turned out, I wasn't too bothered. The front Supercorsa has a stiffer carcass and more aggressive profile than the Metzeler Racetecs which I had used at Oulton, so give more feedback and faster turn-in. The stiffer construction of the tyre also inspires more confidence which allows more trail braking, thus putting more weight through the front tyre. This gives the bike effectively steeper geometry, which again helps get it into corners. Getting rid of the standard cat-laden exhaust played its part too. Less weight at the rear means effectively more rear ride height which, you guessed it, helps turn in. Happy days.

The rear Supercorsa, a soft (blue coded) compound didn't fare so well. Not helped by cool track temperature and me being far too lazy to use tyre warmers, although giving me far more grip than I could use for the first couple of sessions, it was sliding around like a greased racing snake on a polythene bed sheet by lunchtime. Top fun mind you. Thanks to Jim at Pirelli and the guys at AR Racing for sorting a replacement Racetec in time for the afternoon.

Some more track action was had at Rockingham. Although generally a pain in the arse, I do find a damp start to the day helps make me find some smooth lines using as much as the track as possible. I don't think the young Dave Bradford had the same view mind, sliding yourself up the track almost first thing is never a winner. I had a decent couple of sessions on the Yam, then hopped on a Beemer to pull my shoulder having one of the biggest front tyre howling on full lock scares I've had in a long time.

It was still the best leaving do I've been to though. A hearty adios to Dave, who's off to pastures new. All the best mate.

Akrapovic Pipe

This month, inspired in part by my recent trip to the Belgarda WSB factory, I've fitted a full Akropovic exhaust. The cans are proper carbon porn and (thanks also to Yamaha) I've not had an easier time fitting a system for a good while. A Power Commander is 'not essential', a fact backed up by the fact that it runs as sweet as a nut. I'll be popping it on a dyno in the next few weeks, but the buttock interfaced BHP-ometer says that there's more power everywhere with a smoother torque curve. Getting rid of that bloody cat has, as predicted, made sitting in traffic a far less arse-roasting affair, as well as reducing the bike's weight by enough to make the shock feel firmer.


HM Quickshifter fitting
Also new for this month is an HM quick shifter. If you get tired hands or arm pump on track (as I do), or want your bike to feel about a hundred times more like Valentino's, you need one of these. Using a strain gauge instead of a switch means there's no moving parts to go wrong and it's easily adjustable for sensitivity, duration and push or pull applications. There's also a race version with duration adjustment for each gear and they'll make you a custom shift rod for a paltry £12.50+VAT.

Yamaha official set hump
After sitting in the office for Christ knows how long, a lovely seat hump has finally found its way to the rear of my bike. Does the R1's bum look big in this? No. Along with pillion footrest hanger removal it's tidied it up no end I reckon.

Thanks to:
S&S Motorcycles. 01306 627144
Performance Parts. www.performanceparts-ltd.com. 01788 869100
Race By Design. www.racebydesign.co.uk. 01737 822412
Pirelli. www.pirelli.co.uk.
Yamaha. www.yamaha-motor.co.uk
AR Racing. www.arracing.co.uk.

September 2007

Total miles done: 3827 Modifications: Splattered it with Cheshire flies.

It's been more a month of quality than quantity for the mighty R1 this month. What with trips to Scotland (tourers test), Spain (long weekend away on the lash with Neil “Handjob” Handley and the boys, and yes, it's fair to say that I wasn't too happy on the flight home. If we were meant to fly… etc. etc.) Italy (to the Belgarda factory), and the still not entirely inspiring weather for the most part, I've had to pick my moments.

Our track day at Oulton Park was awesome fun. The rises and hill crests have the front wheel in the air so much that if it wasn't so much fun, it could almost become a pain in the arse. I'd almost forgotten what it was like to ride on a track with the sun out all day, and after not going there for years I'd just about forgotten which way it went too. Steady away was definitely the order of the day.

I've been rattling on about getting the old girl to turn a bit better all year. With a full day at the track to work through some settings, the R1 is finally getting close to the bike I want it to be. I've listed the settings below, but, if you'll be taking these as recommended track settings, be aware that a) There's more to come. b) It was set up for Oulton, and so is still reasonably soft to cope with all the undulations. c) I'm not too aggressive on the brakes. d) I'm not the heaviest of goats.

I've said it before, but I think that for the track, the R1 needs a bit more rear ride height. I'm going to try and locate a ride height adjuster in time for our last track day at Brands, if not, a shim or two should do the trick. I reckon a bit of adjustment will help the bike turn and hold a line better, offer improved anti squat (it sits down on the shock a little too much on the exit of corners I reckon, which causes it to run a touch wider than I'd like, though a bit more high speed damping in the shock will probably help here mind), and allow me to run firmer settings on the forks for improved feedback. (also running the forks stiffer should go some way towards returning some of the braking stability which will be lost with added rear ride height.) Roll on Brands.

Somehow, last month I managed to get one of those photos taken of me that you really don't want. I'm not talking about the ones where you're drunk, and you've squeezed into your girlfriends underwear and stilettos, robbed her make-up and false nails and shaved your legs either… just for a laugh of course… honest. No, bugger. I've got 3 points coming, courtesy of a gatso. 12 MPH over the limit. Arse.

That's not the only run-in I've had with the law this month though. There's a stretch of road which I use on a fairly regular basis somewhere in Surrey. It wasn't built so long ago and is still in pretty reasonable nick. The highlight of it is a succession of low speed roundabouts, some of which have corners on the exits. Visibility for the most part is near perfect, and there's a clear expanse of verge both sides of the road to the footpath. It was a warm summers evening, and, well, it seemed rude not to.

Without going into too much detail, I was “exceeding the speed limit”, and if I'm honest, by a fair amount. Like, the amount that usually ends with a decent sized ban.

You know when something really bad happens, you get that horrible consuming feeling of dread in the pit of your stomach. As I piled on the brakes as hard as I could without looking like I was going to crash, I had clear visions of saying good bye to my job, my bike and my car. “Right. Get off the bike and take off your helmet and gloves.” Speed gun in hand, he didn't look happy. I honestly felt queasy by this point. With vague thoughts about what I would be doing for a job in the coming year, after the usual “Do you know why I stopped you” conversation, I asked “How fast was it then?” This was where things turned really very….. well, not so bad actually. “I didn't get a reading.” he said.

I did my best not to smile, but couldn't help it. As it turned out, he was a decent bloke, and after 10 minutes I was tootleing off home with an absolutely overwhelming feeling of relief. I'm now wondering if my fly splattered fairing renders the bike invisible to speed guns. Maybe they'll stay.


Dave's recommended suspension settings

Front rebound: 4 clicks out.
Front compression: 9 clicks out
Front preload: 8 rings showing
Rear rebound: 9 clicks out
Rear compression. High speed: 4 turns from max
Rear compression. Low speed: 5 clicks out
Rear preload: 5 from minimum

August 2007

I've not been racking up the miles on the R1 the way I'd hoped. The predicted scorching summer has, as I've come to expect, turned out to be a crock of shite.That's not to say that the last few weeks have been a total wash-out though. The month started on a high note with a trek to sunny Snetterton for the first of SuperBike's track days. If there's anywhere to show up a bike's inability to turn into a corner and hold a line, it's Corams. After a fast turn-in off the throttle, the bike's on its side for ages as you start getting on the gas for the run towards Russells chicane. Any lack of confidence in the front tyre at the entry and through the apex, as well as feedback from the rear tyre at the exit is shown up big time. I was expecting to be making adjustments after the first session to get it turning in, and holding a more accurate line. But bugger me, thanks to the recently fitted (and excellent) Michelin Pilot Power Race tyres, I didn't need to. Happy days. After a couple of sessions, I handed over the key to Tommy Hill. Seeing as he's been consistently the fastest bloke on an R1 in the UK for the past few years, I thought I'd give him a shot on it and see how a reasonably stock road bike compared to a 200bhp WSB and BSB pole-setting monster.In between giving people some tuition, he seemed to be having a good ole' slide about. Below are his thoughts. There are lots of other lovely bits of go-faster kit on Tommy's bike, all designed to help make the 200bhp engine easier to use. As Tommy said, if you've got a handful of improvements each giving you a tenth more, they'll make a difference to your lap time. Add them up over a race and it might be the difference between being top 10 or on the podium.

Tommy Hill says…
Tommy Hill had a ride around Snetterton on Dave's R1. Here's what he made of the standard bike, compared with his Virgin MobileYamaha BSB R1.

Engine: The stock engine felt surprisingly powerful. Unlike some of the other teams, we don't run traction control, so using our Motec engine management system, we tailor the power characteristics to suit different circuits. We've got around 200bhp but we can set it up so it doesn't come in with a big hit, and we can move the power about which makes it easier to get on the throttle out of specific corners.

Suspension: The standard suspension is a lot softer than on my race bike. Obviously, we don't have to set our suspension up for bumpy roads, so we can run firmer springs and damping that can cope with the increased cornering and braking loads. The softer suspension is more forgiving though, but there is a lot more weight transfer, which makes the bike back-in to corners a lot more.

Chassis: I was shocked at how similar the roadbike chassis felt to my racebike. Even though the roadbike is quite a lot heavier, you don't really notice it. Up 'till now, we've been using a standard chassis and standard swinging arm geometry (though the fork yokes have adjustmentfor offset and rake). The soft suspension and soft seat soak up some of the feedback that my race bike has. The hard seat that I use actually helps a lot with feedback.

Tyres: The grooves in the road tyres let the tyre move about more, which makes it heat up quicker. They move about a lot more than my race slicks, which means that although my race tyres have got loads more grip, the road tyres actually give better feedback.

Slipper clutch: My clutch is set up to slip a fair bit more on downchanges than the standard one. Towards the end of a race, when your tyres are worn, you lose a lot of time with the bike sliding into corners, so we set the clutch up to help carry entry speed, without the bike backing in too much.


July

Miles done: 3464

Mods: Roby Moto rear sets, Micron end cans, Skidmarx double bubble screen, Metzeler Racetec tyres.

I've done a paltry few hundred miles on the R1 this month. I can honestly say, I've never felt so much like emigrating. I clearly made a mistake with the Racetec's, for 90% of the time I would been better off with a set of wets.

That's not to say it's been all bad. There was a few dry sessions to be had at our Superbike track day at Cadwell, which reminded me why the Lincolnshire circuit used to be one of my favourites. There's a few places on the track where the penalties for getting it wrong are high, but the rewards for using all the track, and being precise going from kerb to kerb are hard to beat.

As ever, the excellent Metzeler Racetecs (the control tyres used by the national superstock championship) were just the ticket. Thanks again go to Simon and Scott at SnS Motorcycles for last minute fitment. What Tommy Hill said last month about his grippier slicks giving less feedback makes real sense to me. I've not exactly done a stack of track riding this year which doesn't help, but I definitely feel a fair bit more confident on a part worn tyre with a bit less grip than on a new 'un. It's that old grip feel chestnut which I've been banging on about again. I'd have to do a fair bit of track riding before it would be worth me having a set of slicks fitted I reckon.

The postie's been reasonably busy for me this month. First up were a set of Micron end cans. In an ideal world, a full system would have been bolted on, but being one of the best systems available, they were temporarily out of stock. Bugger. As you'd expect with Micron, fit and finish are spot on. I'm glad to say the mighty Yam now sounds like it should, and the arse dyno says it's given a small power hike throughout the revs. I really do want to bin that cat though. It's like sitting on a bloody oven in traffic. There's a reason why the word cracksweat-tastic isn't in the Oxford dictionary.

Roby Moto rear sets.
More Italian engineering this month comes in the form of these beauties. You cant beat a solidly mounted set of footrests in my book (unless you're going to be dropping it every five minutes). Gear changes are now more positive with proper bearings on the gear (and brake) lever pivots, and position adjustment is a synch, using just one securing bolt, with a second plain ended one as a locator. Strangely, there's no facility for brake lever adjustment, though I'd be setting it where it is anyway so it's not exactly been a problem.

Skidmarx double bubble screen.
Since its first incarnation way back in '98, the R1 has never been endowed with the largest of screens. The '07 bike has got the tallest screen thus far, but there's still room for improvement. On track, it's now actually got something that's worth tucking in behind. It has very little distortion, so it doesn't feel like you're on a 150MPH acid trip. And it only took about 5 minutes to fit.


Contacts.

Metzeler tyres: Metzelermoto.co.uk.
Micron: micronexhauts.com.
Roby Moto: Race By Design. 01737 822412 www.racebydesign.co.uk.
Skidmarx: 01305 780808. www.skidmarx.co.uk.

June

Total miles done: 2645
Mods: Galfer wave discs, Michelin Pilot race tyres.

At last, the O.E. tyres have been consigned to the bin, and about time too. I've ridden on Diablo Corsa's a fair bit over the last few years and always been happy with them, but as stock fitment on the R1, for whatever reason, they didn't offer the turn in speed or confidence that the bike deserved. So out with the old, and in with the new. As you are no doubt aware, (and if not, why not?) the start of Superbike's track day season is upon us. So, bearing this in mind (and the fact that, if the truth is known I'll hop in the car if it's raining), the new in this case, is a pair of Michelin's Pilot Power Race tyres. Grip (once warmed up properly) and grip feel have definitely improved considerably, but to be honest, I was expecting a bit more of a Eureka moment, especially as the front tyre profile doesn't look to be too far away from a full slick. Sure it turns in and hold a line better (my main bone of contention so far), but I'm sure there's further gains to be made. Next on the agenda then is some form of ride height adjustment, or dropping the forks through the yokes a few millimetres.

Also fitted this month is a pair of Galfer wave discs. To be fair to Yamaha, there's not a lot wrong with the stock brake set up, but with the benefits that lighter discs offer being three fold, how could I not fit them?
1. Less rotational mass helps turn in, and flicking from left to right (like through a chicane).
2. The leading edges of the disc improve initial bite, and brake feel.
3. They look exceptionally cool.

I finally managed to get me, the Yam and some data logging equipment at Bruntingthorpe all at the same time for some speed testing. The data from the 1000's test earlier in the year was done in gale force and freezing conditions by a very scared (and fairly so) Simon who was getting blown off course by 30 metres at 160 plus. Not nice. Although my gearing is not quite standard, it's less than 2% different, so only a few MPH in it flat in top. I'll be back at Brunters at some point with some longer than standard gearing to see what It's ultimate top end is, as it bounces off the rev limiter in top easily.

By the time you read this, our first Snetterton track day will be done and dusted. I'm properly gagging to get it on a proper track, and if me and the R1 can stay anywhere near close to Mr 4 track days a week Pearson on his 1000's test winning GSXR, I'll be more than happy. (Don't be fooled, he's really a git you know.)

DAVE'S DEFINITION OF GRIP FEEL
Grip feel:
Essentially the amount of feedback, or communication which is fed from the tyre and suspension to your brain as to how much tyre grip you have left. You can have the grippiest tyre in the world, but if you can't feel that it's gripping, you won't be able to push it close to where it'll start to slide.

May

Total miles done: 1864

Modifications: Renthal chain and sprockets, Acropovic carbon tank cover.

As I said last month, I've been holding off taking the R1 too far away from standard due to its obligations as a test bike in an up coming feature. Now that's out of the way, I can finally have a go at addressing a couple of things which have been (all be it slightly) hampering my relationship with the mighty Yam.

Without giving too much away, I've recently ridden an older model R1fitted with Michelin Pilots (with Chris “Fookin' 'ell we best take it a bit easier on the way back“ Moss. Why this makes everyone concerned ride faster I have no idea?), and bugger me if it didn't make my “quicker steering” '07 model like a bit of an old barge as far as turn in is concerned. It would appear that quite possibly I've been trying to get the thing to turn faster by pissing about with my suspension needlessly, when a set of non standard pointier tyres will do the trick.

My number one suspension adjustment tip for the R1 this month though, is the addition of some rebound damping on the shock. I've added three clicks which has made the back end feel more settled over the bumpy stuff and returned the grip feel which I sacrificed by taking off some high speed compression.

I've also had the steering flapping around a good few times when hard on the gas over bumps. It's not a major problem, it never feels like it's going to get anywhere near bad enough to pitch me over the bars, but it would be easier to ride fast if it didn't do it. So a (20 percent lighter than previous models) GPR steering damper is winging its way to me as we speak.

I've fitted a Renthal chain and sprocket set. £146.33 from B&C Express. I did think about shortening the gearing by a few teeth to pep it up a bit, but went for a near stock set up in the end (-1 tooth front, -2 teeth rear=about 2 thirds of a tooth) as the bike wheelies like buggery at the hint of a crest in the road as it is. The trick (in my opinion) to making these big 'uns fast, is making them easier to ride, and I'm not sure if shorter, more snappy gear ratios will achieve this for the Yam on the road. I know Honda successfully did this on the Blade, but it had not only less power, but a flatter torque curve too. I have, however, got a spare sprocket with an extra two teeth which I'll be fitting for track use, so it's only a matter of time before I haven't got time/can't be arsed to change it back to the road gearing post track day.

Bling for this month comes in the form of an Akrapovic tank cover. I wasn't keen on the matt coloured standard one, and mysteriously, it had picked up a couple of scratches. The fit and finish are just what you'd expect from Akrapovic, all the bolt holes line up, and it adds an air of quality. Faultless. £143 from Performance Parts.

The coming month should hopefully see a bit of a flurry of activity parts wise. I can't wait. Don't you just love opening boxes?

Thanks.
Performance Parts: 01788 869100
B&C Express: 01522 791369

April

Total miles done: 997
Modifications: Roby Moto paddock stand bobbins & fuel cap. Pissed about with the suspension a bit. Covered it in filth.

It's been a bit of a quiet month for the R1 if the truth's known. I'd have liked to have had a full system and power commander on the old girl by now, but there's an upcoming test which will require the services of a standard R1. That'll be mine then. For the moment then, modifications have been limited to a set of Roby Moto paddock stand bobbins and a race fuel tank cap, by the same company. I'm not usually a fan of fitting parts that don't actually give any quantifiable performance gains, but I couldn't resist the engineering quality of the tank cap, so on its gone.

I have managed to take advantage of the small windows of decent weather we've had with a couple of blasts to the south coast, (how can it be 17 degrees one day, then snow two days later?…), and one thing is for sure. Every time, literally every time I nail it, it makes me giggle. The top end rush of the motor is awesome. Getting the exits of second gear corners right, with the front wheel pawing the air is what litre bikes are all about for me. I can't get enough of it.

I found that I lacked a bit of confidence in the front, and the initial turn in could be a touch faster. Just a ring of preload wound out of the forks has made a fair difference, and taking a click of compression off has improved it over bumps, as well as turn in, but there's more to come. Standard shock settings are good for the smooth stuff, but over the B road bumps, I've had a few kicks up my skinny arse. A modified diet of mainly pies and cake would probably do the trick, but for the moment, I've taken a quarter of a turn out of the high speed damping on the shock which has improved the bump reaction, but, at the expense of a little bit of grip feel. I'll be out on a few of my favourite routes finding all the lumps, bumps and grippy corners I can hopefully very soon, and who knows, if I get any time, I might well see if I can get the R1 round a track. I can't wait. It's summer now after all, so who knows, it might not even snow any more.

March

Total miles done: 762
Modifications: Dynoed it.

Unless you've been concentrating on rebuilding your pre war rotorvator, or have accidentally picked up SuperBike instead of your usual copy of Poo and Rubber Monthly, you should be aware that Yamaha have made some significant changes for their now fifth generation R1. The fly-by-wire throttle, variable length intake funnels, four-valve heads, six-pot brakes and the new slipper clutch (as seen on last years SP model) being the most prominent. So, the question on my ever sceptical mind has been, have these gizmos and updates made the Yamaha made a more powerful bike, which is easier to ride fast? The very simple answer is yes.

The '07 bike is clearly improved over the '06 model. It's got more power everywhere, including more midrange punch culminating in 159.3 rear wheel horsepower which gives a proper kick when you start getting the motor spinning. The chassis mods have also quickened turn in, possibly aided by the more front end biased riding position, (which happily doesn't seem to have effected comfort) and the reduced mass of the thinner front discs. Happy days. Kenny had a brief ride on the beastie and as a bit of an R1 connoisseur, I was happy to hear him back up my adrenalin fed ramblings. He reckons the new 'un feels as good as his 'termer from last year with a years worth of mods on it. Praise indeed.

The steady trickle of parts for my lovely new R1 has started flowing. I've already got a set of ridiculously light carbon Fren Tubo carbon hoses to fit, and there's a Skidmarx double bubble screen winging its way to me as we speak for a bit of extra wind protection and aero dynamics. I'll be on the phone again this month trying to get hold of an exhaust and of course, a power commander or something similar to hopefully sort the slightly (emission control caused?) flatter part of the torque curve. Who knows, maybe I'll even be able to find a quick shifter.

I'll be pulling my finger out regarding the exhaust before the weather starts to improve. Catalytic converters, are a good idea, but somewhat selfishly I can see myself being more concerned with my arse roasting due to the heat build up that's inevitable with the R1s underseat system. (Of course I'll be adopting a dolphin or hugging a tree to compensate.) I'll be doing my best to wait 'till I've had a chance to get to Bruntingthorpe for some speed testing in standard form before I go fitting stacks of power liberating tuning parts. This way I can back up the dyno figures with the “real” effects that more power actually has, miles per hour and tenths of a second per horsepower.

Thanks this month go to Carbontek, now in Whyteleafe, Surrey. 0208 660 0444 Check out www.carbontek.com.
Race By Design. 01737 822412
Skidmarx for the imminent screen. 01305 780808 www.skidmarx.co.uk.

February

Total miles done: Bloody loads in the van and on every bike in the world that's not “mine” it seems.
Modifications: Been on the phone.

Over the last few years working for SuperBike, this has been the time of year that I dread the most. As if the weather isn't depressing enough, the office is full of a mixture of expectation, excitement and shiny new parts, as one by one, the spanking brand new longtermers arrive. In the past I've had to pretend to share the enthusiasm of everyone whilst trying to hide the seething pit of jealousy that's eating me up inside.

This year though, that seething pit has turned into a scene of tranquillity, laced with sunshine, white sand, dolphins, palm trees, and a general air of contentment. For the rest of the year, I will be the proud custodian of this here thing of beauty, a spangley new 2007 R1.

My plans are a little sketchy as to what I want to modify or replace as yet. The all black bodywork is a winner in my opinion. I'm tempted to continue the understated stealth theme with acres of carbon but I can't help wondering how a Valentino retro white and red paint job would look.

As far as performance mods go, I'm kind of reserving judgement at the moment. Yamaha have really gone to town for this year with an absolute pile of up-dates to both the engine (now with a MotoGP-inspired 4-valve head) and chassis (to improve both turn-in, and traction on the throttle). I'm properly gagging to see how much it's improved and how it stacks up against the benchmark GSX-R both at the dyno and on track.

At the R1 launch, J.P. wasn't convinced that the Yam (although much improved) has the midrange punch of the mighty Suzuki, so for starters, a set of (preferably titanium) pipes may well be on the cards for both power and weight improvements.

I'll be getting some dyno and speed test figures as soon as I can, and hopefully, step by step, as the bike gains power and loses weight, the figures will relate directly.

I can see myself being tempted to turn the R1 into a tricked up, focussed track tool, but I'll need to strike a balance between this, and keeping it as a practical and user friendly road bike as I'm planning to do a few trips abroad chasing the sun this year, just to test the improved heat dissipation of the bodywork you understand.

All I've got to do now is ride the thing. I've been so bloody busy recently, I've not had time to fart, and Kenny won't give me the keys 'till I've finished it all.

Arse. I can't wait….

Carbon bodywork

Well now, as luck would have it, I've received a phone call from a new company called RACE BY DESIGN down near Redhill in sunny Surrey. They've got bundles of the good stuff on offer including fairings, fuel tanks, frame guards, swinging arm guards, engine case protection air tubes and more, all in delicious Italian carbon fibre. They also stock Fren Tubo brake lines which come in various options including the only TUV-approved carbon lines on the market, with titanium ends too if you want. They're the Venture Shield (the protective sticky film for your fairing) European distributor, Fast By Ferracci stockists, and are supporting some of the top BSB, BSS and WSB teams. Add to that the Roby Moto range of footrest kits, QA throttles, handlebars and more, and that they're also bloody nice chaps.
There'll be some of their products on my lovely R1 soon. Check em out at www.racebydesign.co.uk.

Or you could even talk to them. 01737 822412.