Stoat Lane
Horseshoe Pass, Berwyns – an explanation to the cancelled run on 2nd!
HAPPY NEW YEAR TO ALL MEMBERS!
January meetings: Wednesday 6th & Wednesday 20th
Latest WMTRF News:
Guest Speaker Austin Vince confirmed
Treasure Hunt date confirmed
ROW update
|Runs & Events |
|15 January |Peaks – Stuart Bosworth |
|3 February |Guest Speaker – Austin Vince (Starts 8pm) |
|13 February (est) |N. Wales, Berwyns (rescheduled) – Aleck Coulson |
|17 February |WMTRF Charity Auction Evening |
|20/21 February |N. Devon – Richard Hawker |
|27/28 February |N. Wales (Llangollen) – Chris Shearman |
|Sun 7 March |WMTRF Treasure Hunt – Simon Reid (TBC) |
Spot The Bike – Cash prizes!
Entrance Fee: WMTRF 2010 members - Free
National TRF members - £5 (includes WMTRF annual sub)
Non-TRF members - £5
ROW Update January 2010
For those of you who have missed or are unable to attend recent local group meetings here are but a few of the current issues that we face.
Dicks Lane TRO
Following an extended period of lobbying from one local TRF member it looks like the variation order for dicks lane will be on the agenda for an Area Committee meeting in the near future.
I am sure that we will be notified of the date and venue of such a meeting and all those able to attend I am sure will be welcome.
Northampton Lane Public Inquiry
The TRF’s DMMO application has now got as far as the planning inspectorate, and a Public Inquiry is scheduled to be held on the 13th January at Dunchurch Village Hall (10am-4.30pm). I will be attending along with our Local ROW officer for Warwickshire Graham Rose, other members who have expressed their intention to attend Ken Stepney, Richard Hawker, Alec Coulson, Paul Clark, Stewart Bozworth and Roger Carvil. We have requested the expert guidance in this matter of Tim Stevens, so if you want to see what a PI is all about the come along and enjoy yourselves.
The ongoing saga of T34X Nether Whitacer to Foul End
Now that the 2004 Order for Byway Open to all Traffic has been quashed by the High Court WCC have recently made an order for restricted byway based on the original DMMO application. The date for the receipt objections to this order is the 4th January 2010 so if you have not yet objected then it is time you did.
If you want more information on any of these issues either contact WCC Countryside Recreation, 01926 413427, Email paths@.uk
and they will send you all the details or if you just want a brief update then call me 01926 817060.
Robin Hickin
Sec West Midlands TRF
Sunday 7th March sees the West Midlands TRF Treasure Hunt. Depending on how successful it becomes, we hope to make this an annual event. The day will encompass a full day’s riding the lanes of Warwickshire, using maps (provided) and directions to track down the hidden clues, which once you have enough, will give away the location of a hidden treasure. This is all about good map reading, team work, having fun and learning some stuff about the area you ride in.
We aim to start the day by 9am, giving riders of all abilities plenty of time to find the required clues and the final hidden treasure by 5pm. The more able rider can make more use of adventurous lanes; while there will be sufficient lanes for the newcomer to enjoy the day out. The day will finish with hospitality for all riders!
While final preparations are being made I need to gather a list of teams and riders who wish to register. You can either ride solo, or as part of a team up to 3 riders max. So get yourself a team together nominate a leader and get it back to me. If you’re new to the group, join the forum and ask others to ride with them.
Fill in your details below and return to me no later than Saturday 21st February!
Name WMTRF
Rider Name 1: TRF No. ……………….. (yes)(no)
Rider Name 2: TRF No. ……………….. (yes)(no)
Rider Name 3: TRF No. ……………….. (yes)(no)
Team Name:
Team Contact No:. Name: …………………………………
Return to: Simon Reid
1 New End Cottages
Spernal Lane
Great Alne
Warwickshire
B49 6HZ
Email: webmaster@westmidlandstrf.co.uk
Phone: 07912 303083
PLEASE NOTE: This is a fun day out and not a race!
(Sponsorship is still being sought for spot prizes, so if anyone can help please contact me.)
Ride Reports
Three Riders Of The Apocalypse Ride Out
Or
The Morecambe Bay Crossing: Part 2
“Your bike stable on the sands?” he asked Robin. Robin laughed
“You’re joking! We’re riding on sand. What did you expect?”
“I thought it might be the combination of trail tyre on the back and a knobbly on the front” said Graham. “That’s alright then. It keeps cutting out on dry sand. Why’s it do that? And going through water”. Quarter of a mile away Paul realised he was without company and had to give the XR a lot of welly to get back to Graham and Big R. He took in the situation, and looked in the bumbag on the XR to see if he had an allen key to change the Can Am’s gearlever. He didn’t but he did find a plug spanner, plug etc etc.
“Your bike OK?” he asked Robin.
“It’s running OK. I’d like to give it some stick. Really big handfuls of throttle to clear it out, but daren’t ‘cos I don’t know how much oil it’s got left in it”. Graham didn’t know what gear he was in, but carried on slipping the clutch for another mile or so before deciding it really wasn’t doing the bike any good. We agreed to meet in Grange-over-Sands as soon as the run was over. Somewhere off the Silverdale coast, he was escorted through dunes and a winding river system to the jagged coastline where he picked up a tarmac road to Grange-over-Sands.
The rest of us continued until our Run Leader stopped his Honda Foreman at the edge of a wide water channel. Just beyond it was another smaller channel full of water, on the other side of that lay Grange-over-Sands. He waded the first channel. It took him about thirty minutes with water coming up to his waist in places. He walked up to the second, then came back.
“No bikes are going through there” he said. “We’ll try further up”. Which we did. But it was still too deep. Turns out it was the river Kent, swollen with rain coming off the hills further upstream in the Cumbrian Mountains. Riding so far out to sea was brilliant. We rode up to Humphreys Head, a long spit of sand far beyond the river Kent, which was still too deep to cross. Twice we waited
for a large group of walkers to ford these channels. Too deep for us we veered inexorably back towards Hest Bank. Riding through one wide channel six inch deep in seawater, Paul realised he was in third gear, when second would have been more prudent. Slowing down a few seconds later, the old XR coughed, misfired and lost power. It was fine on tickover but any throttle caused tremendous backfires and stalled the engine. It started real easy on the button, but just wouldn’t rev. Paul turned the fuel off and gratefully accepted a tow rope from a passing guide quad, which was already towing a waterlogged XR250, its young rider looking equally sheepish. 10 Minutes later, during another pow-wow about route back to Hest Bank between our guides, Paul thumbed the XR’s starter; it started, and revved like a good ‘un. Throwing the tow rope off, he rode away in high spirits; a minute later the bike coughed and died. But started and ran well when he turned the fuel back on.
The weather had been unusually kind during most of the crossing, staying dry. We rode over dry sand, shingle and clumps of drying seaweed to a short section of road before plunging back onto the edge of the beach and riding up to the Shore Café, where we’d set off from earlier that morning. Paul did the honours, ordering two buckets of tea and two Huge slabs of cherry cake. Robin arrived in high spirits at the same time as the waitress, and do you know he never even looked at the waitress; she were luvverly….
Ten minutes later Fred was towed in on his six foot tow rope. He and bike were soaked and covered in sand, but had lost none of his joviality. “Dry feet Fred, how’s yours?” grinned Paul. Fred’s response was predictable. Being towed in next was the lad on the little Yam quad.
A text came in from Graham.
‘Sat @ tent, can’t get in van, pissed off, crisps looking @ me through window (Ah, those walkers get everywhere - PC). And its f*cking raining’
We said our goodbyes and rode back to feed Graham. Robin was desperate to get some oil into his bike, and pulled into Carnforth Filling Station just as the rain started. Paul was desperate to get some of the salt and sand off his XR, and took the opportunity to use the jet wash. Small bottles of oil for Robins XR amounted to about £70.00 a gallon, so he rode to Tesco at the bottom of the hill while Paul used the jet wash. He returned with no oil. Paul watched him jet wash his XR, and could see why he didn’t fancy walking through the store in full gear, covered in sand and dripping wet. Robins XR started, but wouldn’t rev. He was not a Happy Bunny. Paul’s bike spluttered a bit but ran and revved. Across the road in torrential rain Robin unscrewed the float bowl, sure enough; it had a drop of water in the bottom. Emptied and replaced it still wouldn’t start on the button. Then the battery ran down so Robin kicked it. Then the kick-start burst open on the splined shaft. Robin took the float bowl off again, just to make sure; but it only contained petrol. Paul pushed a very Unhappy Bunny down the hill in an attempt to bump start it, which it did! At the foot of the hill it smoked like a steam train as it revved, gave an almighty backfire, coughed and stopped again. A convenient side street had a bit of a slope on it, so we pushed it up then bumped it back down; it started almost straight away. ‘Keep going mate, keep going’, thought Paul. ‘Stuff the traffic, stuff the red light, just keep it going’. He did. Quarter of a mile later Paul saw the XR parked up in a wide driveway leading to the ‘Travellers Choice Coach Company’. Rain hammered down as Robin pursued an idea, and disconnected the kill switch wires. The bike started but wouldn’t rev initially; it did eventually, and Robin roared off in front of an impressive smoke screen. When Paul caught up some miles later, Robin pointed to his petrol tank, he’d gone onto reserve.
No petrol stations later, three hundred yards from the turning for our campsite the bike ran out of petrol going up the last hill. Robin lay it on its side to get fuel across the tank bridge; it was enough to get us onto the campsite and Graham’s bowser of pre-mix.
We decided to eat at Ulverston that night, filling the bikes with more fuel on the way. The Kings Head had stopped serving food ten minutes before we got there, (7pm) but the cook agreed to do us all cottage pie and chips before she knocked off to do the washing up. What a Star. Washed down with Marstons and Jenkinsons, it was a meal we were well ready for. Amazingly, it didn’t rain. Not there, or on the way back when Robin overtook Graham and Paul, pointed to his front wheel and pulled into the kerb. His front tyre was quite flat. Only a mile away from the tent though, we continued at a reduced pace. Paul’s spare front tube was rejected because it was second-hand; Graham’s brand new Heavy Duty tube was gratefully accepted and wrestled into place. But when assembled, wouldn’t inflate. Robin took the tyre off and removed the tube again. Unbelievably, it had been nipped by a tyre lever, on a ridged section of the tube where a patch would have no chance of sealing the cuts. The second hand tube fared better, making it into the tyre, and taking a pressure, fortunately. Robin refitted the wheel onto the XR, cleared away tools and wiped his hands in the dark, as a strong wind picked up and lashing rain drove us with intent. All night, F*cking rain hammered down on the tent.
Sunday
Come morning the weather was calmer, as it would be in the centre of a cyclone. A grey leaden sky and light whipping winds greeted early riser Robin. His front tyre still had air in, thankfully, so he put the kettle on, set about waking Paul and Graham and rolled his sleeping mat and sleeping bag up. Whilst packing sleeping bags and clothes away, we heard a dull crumpled crash from the back of the tent.
“Graham. Yer bikes fallen over” called Robin. The kettle started whistling, and Graham went to pick his bike up. When Paul appeared five minutes later, the Can Am was standing well away from the tent, and Graham was nowhere to be seen. The sun came out at that point, just coincidentally.
“He’s gone for a long walk” explained Robin “Dented his tank when it fell over. He’s gone to find a cat or small child to kick to death”. Sure enough, near the top side of the bright orange petrol tank, in the middle, was a three inch dent. Ouch. On all three bikes red patches of rust had developed overnight on anything bare steel. Salt is a killer. Believe it.
Birdsong filled the air, and the scent of May blossom drifted through the camp while high clouds circled like patient vultures. Graham returned and sat clutching his tea, staring at nothing, in deep shock; gloom wrapped round him like a shawl, silent and impenetrable. Deciding that given the disastrous nature of the weekend so far, any attempt to ride anything, anywhere would be complete folly, and undoubtedly wet; so we broke camp and drove up to Ambleside via Coniston, and back to Kirby Lonsdale via Windermere where we collected lunch and drove to Cowan Bridge to eat it. The Harley Owners Club (about sixty bikes) passed us en route, while the Gold Wing /Aspencade Owners Club (about thirty bikes) met us at Cowan Bridge. Stupid weather kept turning black as the Ace, then clear blue sky – no rain though via Carnforth to the M6 where it did rain. Oh how it rained. But it’d stopped by the time we got back to Warwickshire, where Robin again took the Can Am out of the van to get Paul’s bike out, then it started raining, big heavy pregnant drops that soon soaked everything; we finished as we’d started. Wet. It’s how I’ll remember Cumbria. Wet and Cold. The crossing itself was absolutely brilliant though; as Robin put it,
“Something to tell yer grandkids about while you’re bouncing ’em on yer knee”.
Paul Clark
BERWYNS (Snowy Mountains)
5th December 2009
Forty years ago John Ebbrell (one of the founders of TRF) wrote an article in "Motor Cycle” published 31 December 1969 under his column "Twistgrip & Spanners” titled Soldiering through bandit country with Ebbrell and an army BSA". His three routes described are in the Berwyns, West of Llangollen.
So on 5th December I lead a hastily formed group of two, Chris & Pat who have been following on previous runs in the Berwyns. The weather had exceptionally wet for the previous days so we kitted up accordingly in wet weather gear. Although we got off promptly at 9-30 from my Welsh abode I was aware of short time of daylight hours at this time of year coupled with remembering on Pats last time up here we were riding in the dark on return to base after coming over the Wayfarer in diminishing light conditions. One other technical detail which I only came aware of on Pats TTR 250 he sets off with a tool bag strapped in front of headlight obviously army trained for blackout combat ,so he put me right when its dark he wears it on his waist.
As we proceeded on the run we had just passed the reservoir which feeds Oswestry and the next gate which I opened when Chris went through and as he was just trying to get off bike to attend to gate but slightly tipping over into the track ,along comes Pat collides with Chris’s body in mid flight!
Pat’s legal statement referring to preventing Chris from falling down a steep drop at side of track! We continued on without photo evidence heading for the carriage road running behind firing range, when we got a bit nearer I saw the Red warning flags (usual for Saturday)so after crossing a swollen stream I consulted OS explorer map 255 to plot the most inspiring detour. Sods law really the area of map east of Llanrhaeder-Y-M where we were currently positioned the bottom right hand corner block is the General Information /key symbols so back to pigeon navigation. After consulting my fellow riders Pat was up for checking out Pistyll Rhaeder (highest waterfall in Wales) given the wet weather of days previous, it was quite majestic!
Back on the trail ground conditions were saturated so the next track was running with water and large areas washed away resulting in quite a challenge to the end. We made our lunch stop in LLandrillo just before 2pm., where we met a" local "originally from Birmingham a brummie and proud of it.
So after food we only had 2hrs left to play. First up was the track that led to the Wayfarer where you sign in the visitor’s book. This is the highest point of our crossing the Berwyns range usually the wettest and coldest ,today the slate rocks were running with water on the download slope towards Llanarmon D.C. if you can glance to the left on the way down without falling off the bike you usually see a few mini Niagara waterfalls. Further on out of Llanarmon going towards Treceiriog we passed 2 other bikes coming up one of which was a BMW 450 the only I have seen out in the Berwyns. The road out up the hill leads to Fford Saeson this refers to the road of the English (Fford) is Welsh for road, I do not know whether this is derived from the English ford i.e. road crossing with water and as you know there is plenty of water in Wales or did Henry Ford take the F out of his Ford car! At the top we crossed Fford Sws the road of the" Welsh" another ancient trackway which probably saw thousands of sheep across the moors to the markets as time was short I did a quick investigation to check out fford Saeson further long for a 1 or 2 miles. This is a tread lightly area because of the delicate state of the track and environment with sustainability in mind so I took photo of Chris & Pat & bikes just before the turn round point before a very boggy /sinking /bottomless stream crossing, the original track leads to Cynwd but at present we are waiting for Denbigh county council to sort out an obstruction, padlock gate with landowner issue. Also at the time of writing they have not still confirmed whether Alti y Badi has had the TRO removed (blaming drainage contractors) after 18months of closure achieving very little except a few metres of tarmac near Llangollen, we finished back at our start around 4pm, seeing off Chris &Pat with recharged coffee flasks in addition of a mug of coffee each.
In celebration of 40 years TRF I am proposing following John Ebbrells Berwyns trails with the customary champagne/cava +cake watch this space for details of first run early in January 2009 subject to weather ,any members interested in celebrating with me RSVP.
Aleck Coulson alias Pedro
Borra Da & hasta vista y fin despres
Long Term Test
The Ultimate Trail Bike - Honda’s XR400
There are many motorbikes that are used for trail riding and many different views of the performance and serviceability of trail bikes. I constantly get into discussions as to the relative merit’s of this bike or that bike and I know there are people like Brian Sussex who believe that their make and model (Yamaha TTR250) is the ultimate trail bike. Well it was brought home to me recently when I thought about buying a replacement for my trust XR400 how good it actually is for trail riding. So I am going to attempt to provide a reasoned argument as to why the Honda XR400 is the ultimate trail bike.
Let me start with a bit of background, I started my trail bike riding in my 40’s after being a motor cyclist from the age of 15 progressing through the years from Puch Maxi and Suzuki A100, on which I took my motorcycle test aged 16 to my current road bike a BMW F650GS which I use to travel to work and for pleasure. My first foray into riding “off road” was when in 1996 I became the owner of a none running Yamaha IT465. For those of you old enough to remember such a beast it was a fully equipped Enduro bike from the 1980’s, The two-stroke fire-breathing monster was a single cylinder related closely to the YZ425 465 and 490 of that era. These engines was easily the most potent of the time and gained a reputation with its riders of speed and performance, unfortunately with drum brakes and a fire breathing power plant accidents were many. I, as a newby to this kind of adventure, was not immune to its reputation and had many encounters with mother earth before taming the beast.
Thankfully I had the sense sell the bike before it and I parted company with it in any spectacular disengagement of body and bike and bought a Kawasaki KX125. Now for those of you who know my stature of late may I first say that at the time I was a little slimmer (only a little slimmer) and a little more agile. I kept and used the KX for few years while I got the racing bug out of my system finishing many AMX (adult motor cross) events at the back of the pack. This taught me many things, but one of the most important lessons was at 40+ the body does not expect to be treated like that and tells you so in no uncertain terms. So after a couple of broken ribs and a handful of minor sprains and strains I turned me attention to a hobby where I didn’t have to endure such pain and humiliation to enjoy my motorcycling in short I started trail riding.
Well that’s really where my tail begins and my search for a competent and reliable machine to travel the highways and byways of this green and pleasant land. Well where do you start, well I started with a 1992 Suzuki RM250 converted for road use, nice and easy to maintain being a two-stroke and not a fire-breathing monster. I have to say I found it a little to twitchy for my style of riding and many a time had the front wheel in the air totally unintentionally. On advice from my local Motorcycle shop decided to move away from the full on competition bikes to the “dual sport” bikes available to my budget. This is where the fun began and the change of bikes on a regular basis, lets see if I can remember them Kawasaki KDX250, Kawasaki KLX250, Honda XR250, XR600, XLR280, and a KLX250 with electric start. I even had for a short period of time a KTM380, the new breed of fire breathing monster so it was a very short existence in my ownership.
I was not satisfied with any of these and therefore thought to look at a four-stroke Enduro bike, this was 2001 and the Yamaha WR425 and the Suzuki DRZ400 water-cooled models had been around for a few years so that’s where I focused my attention initially. I tried out both and some others but was put off at the time by the complicated procedure and unreliability of their relative starting techniques. I still had at the time the 1995 KLX250 electric start and decided, against my better instinct, to see if I could trade it in to a dealer against a newer bike so I started to scan the dealer bikes in TMX. I came across a bike that I thought might be OK for me in Mansfield so after a phone call I loaded my KLX into the van and set of to have a look, the bike was a two year old Honda XR400, 1999 model. Well to my amazement as soon as I’d got on the bike and rode it around the industrial estate for a few minutes or more, I thought it was the bike for me, and when the dealer offered me the asking price for my KLX along with a new set of tyres the deal was done. I became the proud owner of what I now believe to be the ultimate Trail Bike.
Now that was in 2001 it is now 2010 and believe it or not I still have that same bike and it is still my first choice for riding out on the trails. Perhaps I should explain a little more as to why after nine years of ownership I believe it is the Ultimate Trail Bike.
Firstly and foremost has to be the XR400 reliability:
Having done more than 30,000Km that’s 20,000 miles of trail riding on the XR400 only twice have I had to call for back up or limp back to base.
The first occasion was on my first entry of the OK supreme Long Distance Trial, a birthday treat from my wife, who also volunteered to be my support for the day as I was riding alone. While taking part I managed to summersault the bike and myself into a stream at a section aptly called Thompson Falls. Doing neither the XR400 nor myself any good, after which the poor bike never started for some time and when it did sickly carried on for another two sections before giving up the ghost. The fourth emergency service was close by and after a cup of tea we sadly headed home, with the XR400 in the back of the van.
The second time was at the start of the Gap road when the cam chain tensioner failed and big rattley sounds started to emanate from the XR400’s engine, I gingerly rode back to base where I repaired it ready to ride the next day. Even after trying to use my XR400 as a boat going up Strata Florida on my first ever ride out with West Midlands TRF when the cylinder filled with water the exhaust filled with water and every inch of me and the bike had been submerged we, (Andy Clues of KTM fame and myself) eventually managed to fire it up and rider it out. Yes I have had normal fair share of punctures, snapped cables, broken leavers and done some serious cosmetic damage to the XR400 throwing down gullies and rock strewn climbs but after picking it up and straightening it out, away we go again.
Secondly has to rideability:
The XR400 has a proven reputation for it’s power delivery and the general set up of the bike. It will pull from low revs and has enough power or push its way through the most challenging undergrowth and to pull you out of the stickiest bog you can find. It will climb hills, ford rivers and even cross the flats of Morecambe bay without faltering. It has a riding position that means after a days ride you don’t walk like John Wayne and your arms are not the size of Popeye’s from arm pump. It is a comfortable ride with out being tiring on the body, and having spent on one occasion five days riding on the trot the only discomfort I experienced was cramp in my checks from smiling so much.
Thirdly XR400 maintenance and servicing:
I must start by admitting one or two faults here from the manufacturing point of view, the swing arm bolt is not greased where it goes through the back of the engine and seizes onto the metal bushes as a result. This can come as a big surprise if you need to either remove the engine or replace the swing arm bearings, and is not an easy problem to remedy if encountered. The cam chain tensioner does have a tendency to fail for no apparent reason, I have had to replace mine twice.
Regular oil changes and filter replacements are in the main all that is required to keep your XR400 on the road and running fine. Wheel bearings need to be replaced about every 2 thousand miles and depending on what chain and sprockets you use, Oring’s last 3-4,000 miles and sprockets about the same. Tyres are again a matter of constant debate whatever bike you ride, I have found that AC10’s on the front work really well. Anything that gives grip at the back is an advantage I have used AC10’s Michelin trials tyres and everything in-between and all work well and don’t adversely affect handling on the road.
With the mileage covered on mine I have had to carry out other repairs over the years. I fitted a new set of rings at 15thousand and have in the last two years replace the swinging arm bearings and the Linkage bearings.
As a popular bike with standard Honda running gear all parts are available from Honda and many pattern part are also available from most dealers. Now that the bike is getting on a bit some of the niceties like graphics and replacement plastics are getting harder to find at reasonable prices but if like me you have your service spares already in your possession it helps.
Upgrades for the XR400:
Well in its time it has had many of the after market manufacturers produce great hosts of adaptations and improvements for the XR400. These range from the Mikuni Pumper Carb to improve starting and acceleration, FMF and other eminent exhausts to improve its “breathing” as well as all those filters, foot pegs, brake hoses, and even big bore kits to increase capacity to 450cc.
I have to admit I have tried some but have always returned to the standard setup for the bike apart from one change made some four years ago. As an enthusiastic owner and being from time to time in a position where kick starting the XR400 was difficult, not because it was hard to do but being wrong sided on a step off camber or in a rut where the swing was limited, I made the decision to convert the engine to an electric start. Why Honda never did it amazes me as all the parts are there on the Honda TRX400 Quad. The conversion for a competent mechanic is probably less than a days work on the engine, to replace the crank completely with a few hours then to sort the electrical side of it all.
This is in effect what turned a good trail bike into the ultimate trail tool. The conversion cost me less than £500 by using parts gleaned from a TRX400 and of course some new bits, it also gave me the opportunity to check out the engine, replace piston rings and cam chain and give the power plant a good clean.
Now I can stop on the most difficult terrain, press that magic button and away we go again. Drop the bike and flood the engine, well no problem here any more, just hit the button open the throttle and wait for the XR400 to splutter back into life and away we go again.
Conclusion
If you disagree with my assessment of the XR400 and its capabilities lets just look at it again against its rivals for the accolade of Ultimate Trail Bike.
Well we can dismiss all KTM’s as there maintenance schedule and durability means that a ten year old KTM will be almost a wreck as well as worn out and worthless. That’s not to say that KTM haven’t made some good bikes in the last ten years, but that £5,000 price tag is to high for a now fifty plus trail rider.
So what others are there, Suzuki still has the DRZ400, which is now, like the XR400, is a dated model. With the magic button now it makes it a possible alternative but it is heavy and maintenance schedules are a lot more frequent and they suffer from water pump problems and other minor issues.
All the newer Hondas are full on competition based machines and as such like the KTM are high maintenance as is much of the other marquees contemporary machinery. Ali frames and high revving four-stroke engines with quick and light handling and point and squirt power make them all rideable and eminently desirable by image continuos competition riders, but that is not what trail riding is about. Many of my colleagues in West Midlands TRF are reverting to smaller less powerful bikes to enjoy their trail riding and some have even bought Yamaha TTR250’s in an effort to rival the ultimate trail bike the XR400.
Post Script
Honda have for the past three years been making an XR400 supermoto for the Japanese market, and guess what, yes it is an electric start model! Looks like I will have to wait to replace my bike with a Japanese import when they finally arrive in the UK.
Robin Hickin
Age 52
Weight 130Kg (same as the XR400)
Height 180cm
…Oh, forgot to say it also makes a reasonable tour bike as well!
Spot the Bike
The “Spot the Bike” competition will now be offering a monthly £10 cash prize to the winning entrant who is closest to the centre of the bike, as shown by the example. Every 3rd month there will be a whopping £25 prize!
In order to be in with a chance to win, you need to either bring the “Spot the Bike” page with your cross in place to the first meeting of each month, or send it with your details filled in to reach me by the end of the preceding month.
The winner will be notified either at the meeting or by post.
The winning cash prize will be given to the winner at their next meeting attendance.
Using a pen, place an ‘X’ where you think the centre of the bike is.
Your Name: ……………………………....
Your Address: ……………………………....
(postal votes only) ………………………………
………………………………
………………………………
………………………………
Answer in the March edition. Winner announced at 3rd February meeting.
-----------------------
westmidlandstrf.co.uk/
January 2010 issue
GREEN LANE
GUEST SPEAKER - Austin Vince
Save paper: The newsletter is available to download or read online at
January – Spot The Bike!
Send to: Simon Reid
1 New End Cottages
Spernal Lane
Great Alne
B49 6HZ
Austin Vince, best known for his long distance adventure motorcycle escapades, going twice round the world as part of the Mondo Enduro and Terra Circa trips, will be joining us for a presentation and chat at the Wednesday group meeting.
All welcome!
Wednesday 3rd February
Starts: 8pm
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