Mattie Griffin is a very talented motorbike stuntman. There will be a possibility to see his actions in the Carole Nash MCN Motorcycle Show on 4-7th February 2010.

Other great performers - Christian Pfeiffer and AC Farias, amongst others, have also performed in the Live Action Arena in London in the past.

Many riders say their routine changes if they perfom in the indoor area but Mattie reckons his experience will let him to ride in a similar way that in the outdoor shows.

“It does make a lot more work for me because you don’t get time to think! As soon as you complete a trick you have to have to get right into the next, and you have no run off area if you make a mistake!

From my experience indoor arenas are much slipperier so it will take a lot more concentration, but I still plan entertain and to carry out all my tricks for this show and keep the visitors on their toes throughout my show!”, Mattie said.

Times of the show are:

SHOW 1 11.30am - 12.00noon
SHOW 2 1.00pm - 1.30pm
SHOW 3 2.30pm - 3.00pm
SHOW 4 4.15pm - 4.45pm

Browse this website http://www.mcnmotorcycleshow.com/ for more information.

The Japanese magazine Auto-By tested the new Yamaha SR400. The carburetor has been replaced with a fuel injection to cut the emission. Other new parts are: new exhaust with a catalyser, lambda sensor and a fuel pump.

As a big pump would affect the tank shape, to avoid this a new solution has been used. The fuel tank feeds fuel to a small sub-tank which is placed under the left side panel containing the pump.
The final change is an air-injection system that cleans the exhaust.

When it comes to the ride, the bike hasn’t changed. The chassis might not be modern, has narrow seat and wide bars, but it still handles very well. It’s worth remembering to smooth corners and throttle opening to load the suspension gently in order to prevent wobbling.

Peak torque in SR400 is a bit lower whereas the torque curve is fatter and more liner so it accelerates quicker and has a better throttle response.

THE FACTS
Yamaha SR400 - £3780
Engine: 399cc, air-cooled 2v OHC four-stroke single. Five gears
Power: 25bhp
Torque: 20 lb-ft
Weight: 174kg
Seat height: 790mm
Fuel capacity: 12 litres

Would you like to be the first one to test the new 2010 Yamaha R6? The test will take place on 2nd February at Bruntingthorpe Proving Ground in Leicestershire. The riders will compare both, the 2009 and 2010 versions. The riders will appear in Motorcycle News, the organizer of the test.

MCN is looking especially owners of 2009/09 Yamaha R6 but also the ones who do not own this model at the moment but are looking to purchase one in the nearby future.

The riders should be available for the whole day and prepared for the ride in wet conditions. They have to make sure they are have protective clothes and that they have got a full driving licence. MCN will want to know about their riding experience.

The deadline for applying is Friday the 29th January. Later applications will not be considered. Contact: chris.newbigging@motorcyclenews.com. Make sure you describe your interest in the 2010 R6 and your riding experience.

Engine size 747cc
Power 73bhp
Top speed 128mph
Insurance group 11

The Honda CB750 F2 is not the most exciting motorcycle to leave the Honda factory but a competent, comfortable cruising motorcycle nonetheless. Adequate suspension, good riding position, top brakes and a strong engine are plus points but the Honda CB750 F2 is let down by average handling and a lack of real zest. Sadly, rather boring.

Engine: The Honda CB750 F2’s engine is taken from the Honda CBX750 and detuned, it’s a smooth, powerful engine with a lot of torque and enough top end to keep most people happy. With the motorcycle best treated as a cruiser, its strong but laid back acceleration means it’s hardly hair-raising stuff but that’s kind of the point of the Honda CB750 F2. Delivery’s super-smooth.

Ride And Handling: The Honda CB750 F2 has a tallish, upright seating position, wide bars and good turning circle sound good for town work but the motorcycle is heavy and this can let it down. Motorways and highways are where the Honda CB750 F2 is most at home whilst fast, twisty lanes show up its lack of focused handling. Suspension’s ok, but not up to much of a thrashing, and the gears are a bit clunky.

Equipment: The Honda CB750 F2 is equipped with clear but basic clocks, apt for the retro look, but they’re plasticky and look a bit cheap. No fuel gauge either. Loads of room for both riders and pillions: comfort’s a strong point. The mirrors work well and the CBR600-derived brakes are excellent. The Honda CB750 F2 has some handy touches including a grabrail and a centrestand.

Quality And Reliability: Well built and well finished, the Honda CB750 F2 is a trustworthy buy. Plenty of the original 1970s Honda CB750 are still going. The suspension isn’t bad but on older motorcycles it’ll definitely need some sprucing up but engine-wise, you’re looking at a long distance runner and the Honda CB750 F2 is also pretty simple to maintain.

Insurance: Insurance group: 11

Model History: 1992: Honda launches the CB750 F2: a 90s version of its old classic (and hugely popular) CB750s of the 1970s, which are often referred to as the first superbikes. Minor changes only until the Honda CB750 F2 was discontinued in 2001.

This article was taken from: Motorcycle News

Engine size 124cc
Power 12bhp
Top speed 65mph
Insurance group 5

The Kawasaki EL125 Eliminator’s a top little bike to hone your skills on with a responsive, smooth motor and easy handling. The Kawasaki EL125 Eliminator is never going to win any races but that’s not what it’s about: it’ll haul you from A to B with little fuss, enabling you to enjoy the ride.

Engine: Learner legal but there’s only just enough to propel the Kawasaki EL125 Eliminator around. The Kawasaki EL125 Eliminator is ideal for town riding, and the engine really does pull well right through the rev range, but launching yourself down a motorway could prove optimistic. Still, the Kawasaki EL125 Eliminator is smooth and predictable and, best of all, very reliable.

Ride And Handling: The Kawasaki EL125 Eliminator is great for novices: everything’s easy to control with no nasty surprises. The throttle’s gentle but responsive, as are the clutch and gearbox. Combined with a great turning circle and low seat height, the Kawasaki EL125 Eliminator is easily manoeuvred, even by nervous novices. The Kawasaki EL125 Eliminator’s brakes and handling are great and it’s very well-balanced.

Equipment: The Kawasaki EL125 Eliminator looks larger than it is (from certain angles, at least), with an ample seat for two, a plush pillion backrest and foot-forward controls for the rider. The ignition’s in a funny place (down below/in front of the fuel tank) and there’s no screen but the Kawasaki EL125 Eliminator’s spoked wheels and chrome-housed, tank top dash certainly look the part.

Quality And Reliability: The Kawasaki EL125 Eliminator is a well built, if fairly basic, machine. Bodily, there’s plenty of chrome to keep shiny and, if cared for, it should last well. The Kawasaki EL125 Eliminator’s engine is superb at what it does and few owners have problems with it whilst the front brake is particularly adept. The Kawasaki EL125 Eliminator is relatively low on frills but nicely put together.

Insurance: Insurance group: 5

Model History: 1998: Kawasaki EL125 Eliminator launched (it’s sometimes referred to as a “BN125”). Only minor/colour changes since.

This artcile was taken from: Motorcycle News

Engine size 583cc
Power 53bhp
Top speed 116mph
Insurance group 13

A mini version of the highly-successful Ducati M900 Monster, the 600 has always been a hit with ‘first big bikers’, women especially. It looks fabulous, sounds even better and offers sprightly, spirited performance. What’s more, the Ducati M600 Monster is an affordable way in to the sought-after Ducati motorcycles brand.

Engine: The Ducati M600 Monsters has a toned-down version of the Ducati 750SS engine, it gives out loads of low down and midrange grunt, making it perfect for urban riding or some naughty weekend scratching. It’s comfortable up to around 80mph but around the ton mark it gets a little wheezy: that, plus the motorcycle’s nakedness, mean the Ducati M600 Monster is less at home on the motorway.

Ride And Handling: With its little body, grunty engine and sporty Ducati 888 geometry, the Ducati M600 Monster is great fun for hurtling around corners. The suspension works well and the brakes are more than capable of bringing you to a halt. Slow speed work on a Ducati M600 Monster is hampered by a lousy turning circle, however, and the mirrors shake like a virgin on her wedding night.

Equipment: Marzocchi forks and Brembo brake calipers signify a certain high standard of workmanship but the Ducati M600 Monster is, otherwise, a relatively simplistic motorcycle. A lot of owners add aftermarket screens and carbon fibre bodywork to spruce things up. The low seat makes it extremely popular with female/smaller bikers.

Quality And Reliability: The Ducati M600 Monster’s build quality is good enough and it certainly looks fabulous. Reliability, however, is a touchy subject: some seem to go on forever, others suffer lots of little setbacks. Electrics, especially, are temperamental. Overall, though, the Ducati M600 Monster is a pretty trusty little motorcycle and definitely worth a try.

Insurance: Insurance group: 13

Model History: 1993: Ducati M600 Monster introduced.
1994: A few minor tweaks, such as some gold on the frame and wheels and a silver side stand.
1999: New regulator and a braided clutch hose added.
2001: Ducati M600 Monster discontinued. It was reborn as the Ducati M620 Monster, with fuel injection and a bit more bhp.

Other Versions: Ducati M600 Monster Dark: all black, budget version of the standard Ducati M600 Monster. Matt black tank, no seat cowl. It was introduced in 1997 and discontinued in 2002 when a Ducati M620 Monster Dark version superseded it.

This article was taken from: Motorcycle News

Engine size 998cc
Power 98bhp
Top speed 140mph
Insurance group 13

The Aprilia ETV1000 Caponord is an excellent if flawed motorcycle which sells for an indecently low price on the UK new and used markets. It’s a big-off road style machine that works superbly on the Tarmac. Aprilia’s excellent 1000cc V-twin engine combined with a high-tech aluminium beam frame should have made it a class leader but it was marred by soft forks and poor build quality.

Engine: The Aprilia ETV1000 Caponord has one of the best power plants in any big trail-style motorcycle. It may be detuned to about 88bhp at the rear wheel but there’s plenty of torque. The gearbox makes the BMW GSs feel like antiques and there’s even a slipper clutch to keep things smooth when you up the pace. Heavy vibrations means attention’s needed.

Ride And Handling: The primary fly in the Aprilia ETV1000 Caponord’s ointment is the soft, unadjustable forks. The motorcycle gets bouncy if ridden hard. Luggage and/or a pillion compound the situation. New fork springs (Hyper Pro work well) are a cheap, effective solution. Otherwise the Aprilia ETV1000 Caponord is a smooth ride and quite capable of hustling along at a decent pace. Brakes are strong. Off road ability pretty limited.

Equipment: The Aprilia ETV1000 Caponord is well spec’d as standard. Ambient air temperature, remote shock adjuster, accessory socket, fuel gauge, mirrors that work and headlights among the best in biking are handy. Seats and riding positions that match the best touring motorcycles for rider and pillion comfort are a real bonus, too. Aprilia panniers are a cost extra but put many other brands to shame for ease of use.

Quality And Reliability: Fly number two in the Aprilia ETV1000 Caponord ointment. Overall reliability is excellent but there’s niggles. Regulator rectifiers fail – and some just don’t work well anyway – at least replacements are cheap. Coils can fail, fuel hose connectors break, certain electrical connectors melt and spoke nipples rust. Simple pre-emptive maintenance can solve all the above.

Insurance: Insurance group: 13

Model History: 2001: Aprilia ETV1000 Caponord launched.
2004: Minor updates including revised top fairing, uprated suspension and fully floating front discs.
2005: Anti-lock brakes fitted.

Other Versions: Aprilia ETV1000 Caponord Rally Raid: More off-road orientated model with adjustable front suspension, lower gearing, aluminium panniers centre stand and more extras

This article was taken from: Motorcycle News