The Triumph Explorer back to back with the Ducati Multistrada 1200, Honda Crosstourer and BMW R1200GS

You will know by now that I have just bought the Triumph Tiger Explorer. As I had test rode the Honda Crosstourer and owned both the Ducati and BMW I thought it would be a good idea to post my experiences of all the motorbikes.

My initial views of the Triumph Tiger were that the engine was outstanding. It was smooth and fast. It was much more responsive than the Honda Cross Tourer, and less hasty than the Ducati Multistrada. It felt as effortless as the V4 Crosstourer, but it had more of a feel of a motorcycle.

It had no feeling of a power band. It just had turbine, stable power and much more of a sensation of speed than the Honda but much less urgency than the Ducati. Depending on what type of riding you enjoy, this is either a positive or negative. I prefer an untroubled and rapid progress, whereas the Ducati is barking and urgent. It depends how you like your bikes. The Honda Cross Tourer had a similar feel to the Triumph; well mannered, planted and really competent but it was just missing something for me. I don’t want to damn the Honda Crosstourer with feint praise, but it was like eating really high quality vanilla ice cream. It was a pleasant experience, but unremarkable.

Bikes are a really personal thing. A lot of journalists and reviewers have the Explorer and the Cross Tourer neck and neck, but this was not the case for me. The Crosstourer is creamy smooth but a bit flavourless. I found it worthy, certainly not dull or steady but very controlled. The Ducati Multistrada is at the other end of the spectrum for this class of bike. It is a well set up, mentally fast, comfortable sports bike. Neither the Honda Crosstourer nor the Triumph Explorer can kick your backside like the Ducati. The Ducati has the most essence of motorcycle. It is fast, howling and aggressive. Its competence so outstrips what I can do that it almost goads me to push it on. If you do not mind chains and do not want a relaxing ride but a fast ride on a responsive thoroughbred, then the Ducati Multistrada is fantastic. It is lumpy in traffic, and quite a lot of my riding is in traffic. However, what should I have expected from a 1200 L twin?

So for outright riding pleasure the Ducati takes some beating, but pleasure is a very subjective thing. For me, steady power feels at least as good as a kick in your pants thrust. As a riding experience, the Triumph shades the competent smoothness of the Honda and the bite your backside Ducati. The weight of the Honda and Triumph are both significantly greater than the Ducati. On the move the frame geometry and weight make the Triumph and Honda feel more planted, but the Ducati more nimble. Again what works for me does not necessarily work for you. I like the planted feel and instinctively took to all three bikes. The bike I prefer depends on my mood and what I am doing and the weather. The Triumph felt really planted on wet greasy roads and has a beautiful, instant and smooth throttle reaction. Some journalists say the throttle is too light. I did not find that was any sort of problem. Counter steering invites you to yank the Explorer’s big bars over and get your chicken strips scrubbed out.

The Honda makes its relaxed fast progress more sedate and is a very comfortable way to watch miles disappear. However it was the least engaging ride. It beats the Ducati in traffic and for relaxed progress. Apart from the Honda’s linked brakes which were very effective it does nothing better than the Triumph in my opinion. I also rate the Triumph’s brakes the least out of all three of these bikes, and certainly less effective than my old R1200GS. The brakes stop you, certainly well enough, but they are lacking some of the progressive power of the linked brakes on the Honda, the snap you shut Ducati, and the very smooth unflustered braking of the telelever/paralever BMW.

The Ducati is the wild one, wearing its performance for all to see. In its class it is the bare knuckle fighter, fast, furious and pure motorcycle. The Triumph is the quiet but menacing professional fighter, wearing its aggression and capabilities quietly, but menacingly just below the surface. As an all round package its good manners contained the hoodlum DNA, and has it for me. The Honda is the reliable journeyman. You can chuck what you like at it. You cannot fluster it, but nor will you get a flash of brilliance. Neither the Ducati nor the Triumph can knock it out, but they both win on points. The well schooled professional produced by Triumph beats the talented but mercurial Ducati but it is a close run thing. This is definitely one fight in my view that goes the distance, and on a split decision.

What all three of these bikes do is show the age and limitations of the R1200 GS. I put 30,000 miles on to the 1200 and before that 40,000 miles on to the 1150. The GS now feels old and under powered. It does not stop it being a highly competent bike but it is clearly being outclassed by the new contenders. I cannot think of a single good reason for the road rider, looking for an all rounder to pick the GS over any of these bikes.

6 years ago the GS 1200 reigned proudly supreme in its division. Now the GS looks and feels like an ex champion, with its reactions slowed by time and getting thumped mercilessly by the new hot shots in its class. I am not sold on BMW build quality and its engine is now probably at the end of what it can do, and still meet the emission standards. The GS still remains a highly competent usable all rounder but the other three bikes on the road, and I have ridden them all, are all just plain better.

So is the Ducati getting the chop? Sadly yes. I have never agonised over getting rid of a bike like I have the Ducati. I fell totally out of love with the GS 1200, and could not wait to get rid of it. The Ducati broke me from 10 years with BMW, and reintroduced me to the real joy of performance motorcycling. I will miss my Italian beauty, that bike is something special. If you are thinking of buying one, you will not regret it. It was just not the right bike for what I need. As to the Crosstourer or the Explorer there is no competition. The Triumph does everything as well if not better than the Crosstourer with the exception of the braking.

I did buy into BMWs build quality and BMW certainly didn’t fail to deliver that on my ’06 R1200 GS. The Ducati which was a standing joke for reliability never missed a beat for me in the 7000 miles I had it for. So it is the Triumph but not by a massive margin. For my bike needs and my riding style the Triumph ticks all my boxes. But of the Multistrada, the Explorer, the Crosstourer and the GS there is not a bad bike there.

Within this level of competence and engineering it is hardly surprising that the “Adventure Tourer” class has grown so massively. Anyone of those bikes eats miles in comfort, but pushes through traffic. Anyone of them can hoon around when the mood takes me, all of them sure footed and stable on greasy roads. I can carry all my kit on any one of those bikes including bulky Court files and accident reconstruction kit.

Whilst my requirements for a bike as a working tool are not the same as every other rider, the thing that surprises me is that there are still people around who do not get the tall roader class. I think the pretentions of going off road have probably blinded people to what is the most useful and practical class of bike, which you can still enjoy. As adventure bike that never goes off road is no more daft than the race replica that never sees a track or a highway cruiser that never sees Route 66. I could go for a narrow tourer like the FJR or a sports tourer like the Bandit (yup, I know Suzuki don’t like them being called that any more) or the Sprint but for my 6 foot frame the tall roaders just fit me better. I have tried them, but keep coming back to the tall roaders. I just don’t wear a peaky faux motocross lid or motocross boots.

About Andrew Dalton

Andrew Dalton is a highly experienced trial lawyer who delights in taking on difficult and demanding motorcycle cases. He has a tough and relentless litigation style and is utterly focussed on getting the best possible outcomes for his clients.

• 
• 
• 
• 
• 

I will cut straight to the chase. I had the Triumph Tiger Explorer out for two days and I bought one.

The performance on the Explorer was I have to say outstanding with a smooth revving engine. There was no sense of a power band, just turbine and it had less of an urgent feel to it but more of a sensation of speed. Depending on how you like your bikes will determine your choice in adventure tourer and I prefer a rapid but levelled and unruffled progress rather than the urgent and insistent assault that some of the sporty thoroughbred adventure tourers have.

Some may call this a bland ride but that’s the type of motorcycle I prefer. This is after all a motorbike I will be using to travel to and from court on and I would like to get to my destination feeling relaxed and ready to do my job rather than having just been kicked in the backside.

Photos of the Tiger Explorer test bike I rode are on this post. I am sure I will be posting more experiences of the Triumph Explorer as I start putting the miles on the bike. If you are already an Triumph Explorer owner we would love to hear about your experiences of how the bike compares to other motorcycles you have owned and what you like and dislike about the Explorer. Also see my adventure tourer comparison – the Triumph Tiger Explorer back to back with the Ducati Multistrada, Honda Crosstourer and BMW R1200 GS.

About Andrew Dalton

Andrew Dalton is a highly experienced trial lawyer who delights in taking on difficult and demanding motorcycle cases. He has a tough and relentless litigation style and is utterly focussed on getting the best possible outcomes for his clients.

• 
• 
• 
• 
• 

Feeling a little light-headed? Size matters – particularly when buying a helmet. Chef reviews his latest lid.

One or two of you may have noticed that I am no longer the pin up poster for a well known tyre company – you know the one where the cartoon character pulls spare tyres from his waistline!

Whilst the loss of that claim to fame hasn’t kept me awake at nights – what has grabbed my attention is the time (and money) I now spend buying new kit to replace perfectly good stuff I already own!

My pulling power is legendary – my head has always been large enough to have its own gravitational field. Indeed you may have noticed the small planets orbiting it from time to time. However all that is at an end with my new smaller helmet to match my less bulbous head – the Shoei Qwest.

Shoei has been my choice of lid for years – and the Qwest continues the high standards I expect. This one is far better designed than my previous Shoei lids over the past 10 years or so. First and foremost the visor area is a lot bigger making it a real doddle to see more in my peripheral vision. They’ve used a bit of common sense and carried this through to the anti-mist insert to ensure it is also increased in size so you don’t get the top of it right in your line of vision when your head’s tucked down.

I’m not one for dark visors preferring to roll with some sunglasses instead, but inserting a visor remains one of the easiest things on the planet with a simple lever system that appears to be idiot proof.

The vents are spot on – much easier to manipulate with gloves on at speed, than the previous helmet and more importantly they do what they say on the tin – which is let cool air in and hot air out!

Being the style-guru that you all know and love, I find the Qwest to be aesthetically pleasing, in other words I preferred the plain black – and it was cheaper to buy than the colours! Actually the shape of the Qwest has improved significantly and the base of the lid has a curve in it to accommodate the way you move your shoulders which adds to my comfort.

Last but not least I’ve found it to be a fairly quiet lid on the few occasions when I’m not being an old man and wearing ear plugs!

About Andrew Prendergast

Andrew has been riding motorcycles since he was 10 years old and currently rides a GSX1400 as his daily commuter whether it is sunny or snowing. In addition, he is currently restoring an old Honda CB750 K1. Andrew practices across all areas of motorcycle law, with his practice involving both civil claims and motoring defence work.

• 
• 
• 
• 

I have just been for a ride on the back of the Triumph Tiger Explorer, Andrew’s other choice of bike in the running to replace the Ducati. Andrew took me out to give the pillion seat a little test. You can read here what I thought of the Honda Crosstourer, and what I look for in a pillion seat.

The Triumph had a head start over the Honda because today is an absolutely beautiful day, blue skies, sunshine… bike weather Maybe I would have loved being on any bike today!

I’m still a Honda girl, I can’t deny how much I liked riding on the back of the Crosstourer. But, I’m also a patriotic sort of girl. I like to buy British, except for my staunch loyalty to a certain brand of Japanese bike. I’ve always wanted to like Triumph, but the only one which has even made me a little bit excited is Rhi’s most beautiful Daytona 675. Whilst it is not a motorcycle I can ever see me daring to ride (too big and manly!), as a Pillion, the Explorer may have just made me a very happy lady!

Practicalities

The seat is stepped, so you are raised up from the rider, offering a great over the shoulder view. At times I could even see properly over either shoulder (normally I can only see over Andrew’s left shoulder). Oddly, I felt closer to Andrew on the Explorer than the Crosstourer, there was definitely not such a big gap between Helmets. For most Pillions, I can’t imagine that this is a huge problem!

The footpegs are also in a sensible position and at a comfortable height. The grab rails are also really great, your hands even in bulky motorcycle gloves fit comfortably in the gap and you don’t have to sit with shoulders hunched to hold on properly.

Aesthetics

Lookswise, the test model is the lovely Graphite colour which I think is best, and it even has a black and sparkly frame. So whilst it won’t win any beauty competitions (we decided it looked like a Transformer) it does have some girly features!

Performance

Even sat on the back you can tell the Triumph has more punch than the Honda. I love that reliability, the predictability, the knowing that the bike is going to do that a Honda (any Honda, it seems) has. The Explorer is more exciting, but in a steady “Come on, you can trust me ” sort of way. You know that you can trust the bike, but you can also feel that it’s more exciting for the rider and you get more out of the bike on the back as a result.

Dipping into corners on Andrew’s Ducati makes me feel a little unstable. If you’re going round a large roundabout, for example, it tips you so far over that it gives you the uneasy sensation of being inches away from rubbing your shoulder on the tarmac. On the back of his GS Andrew managed to dig his foot pegs in on a roundabout without me even flinching, so it’s not like I’m a total girl about these things- the Honda has that same solid feeling as the BMW did.

The Triumph? Well, Andrew’s description of it “swooping” through a corner is just about right- the shift of gravity is enough to give you a bit of a thrill and be part of the ride, but as it comes through the corner the Triumph pulls you back from the edge and safely back into the seat. The Honda is a protective big brother for a pillion- the Triumph is a mischievous older cousin who wants to make sure you have a good time without getting you into trouble!

Conclusion

Frankly, I wouldn’t mind sitting as a Pillion on either of these bikes (lets face it, neither of them are that blooming Ducati), but if you were really going to push me into a decision… I think the Triumph may just have the edge! (sorry Honda! )

About Jo Readman

Jo first came to the firm as a client 10 years ago and loved the atmosphere and camaraderie of the firm. She joined us as a trainee solicitor, and she is now a qualified Solicitor and accredited as a Senior Litigator with the Association of Personal Injury Lawyers. Jo comes from a family of bikers, so her motivation is clear.

• 
• 
• 
• 

Andrew has a Triumph Explorer to test over the next few days. Here is a photo preview of the test bike he has and I am sure Andrew will have the results of his initial tests of the bike to put up here.

If you are a Triumph Explorer owner tell us your thoughts on the bike in the comments section below.

Triumph Explorer Specifications

ENGINE AND TRANSMISSION

Type
Liquid-cooled, 12 valve, DOHC , in-line 3-cylinder

Capacity
1215cc

Bore/Stroke
85 x 71.4mm

Fuel System
Ride by wire, fuel injection

Exhaust
Stainless steel 3 into 1, side mounted stainless steel silencer

Final Drive
Shaft

Clutch
Wet, multi-plate

Gearbox
6-speed

Oil Capacity
4.0 litres (1.1 US gals)

CHASSIS, RUNNING GEAR AND DISPLAYS

Frame
Tubular steel trellis frame

Swingarm
Single-sided, cast aluminium alloy with shaft drive

Wheels
Front Cast aluminium alloy 10-spoke 19 x 2.5in
Rear Cast aluminium alloy 10-spoke 17 x 4.0in

Tyres
Front 110/80 R19
Rear 150/70 R17

Suspension
Front
Kayaba 46mm upside down forks, adjustable preload, 190mm travel
Rear
Kayaba monoshock with remote oil reservoir, hydraulically adjustable preload, rebound damping adjustment, 194mm rear wheel travel

Brakes
Front Twin 305mm floating discs, Nissin 4-piston calipers, switchable ABS
Rear Single 282mm disc, Nissin 2-piston sliding caliper, switchable ABS

Front Brake Master Cylinder
Nissin master cylinder, 16mm diameter

Instrument Display/Functions
LCD multi-functional instrument pack with digital speedometer, analogue tachometer, gear position indicator, fuel gauge, range to empty indication, service indicator, clock, ambient air temperature indication, frost warning, hazard warning lights, trip computer, scroll button on handlebars, Tyre pressure monitoring system indication (where fitted)

DIMENSIONS AND CAPACITIES

Length
2248mm (88.4in)

Width
885mm (34.8in)

Height without mirrors
1410mm (55.5in)

Seat Height
840mm (33.1in) – 860mm (33.9in)

Wheelbase
1530mm (60.2in)

Rake/Trail
23.9º / 105.5mm

Fuel Tank Capacity
20 litres (5.3 US gals)

Wet Weight (ready to ride)
259kg (570lbs)

PERFORMANCE

Maximum Power
137PS / 135bhp / 101kW @ 9000rpm

Maximum Torque
121Nm / 89ft.lbs @ 6400rpm

About Andrew Dalton

Andrew Dalton is a highly experienced trial lawyer who delights in taking on difficult and demanding motorcycle cases. He has a tough and relentless litigation style and is utterly focussed on getting the best possible outcomes for his clients.

• 
• 
• 
• 
• 

I must now have a fair few thousand pillion miles under my belt. And it is true to say that whilst I really enjoy being a pillion, there is no doubt that my enjoyment is affected by the bike itself!

I started young and mainly rode with my dad, initially on his CBR600, but then for many years on the back of various Blackbirds. My Dad never could quite believe that whilst the Blackbird is an undoubtedly amazingly comfy pillion ride, my Mum (who put in many miles as pillion as they toured around the Lakes and Scotland) and I preferred the CBR6, as we got a forward view of something other than the middle of my Dad’s shoulder blades, or, as I got older, the serial number on the back of his helmet!

So the things I require a motorcycle to have in order to make a good pillion ride? I like to be able to look over the rider’s shoulder, but not be sat so tall that I get buffeted around. I’m not averse to putting in a fair few miles on the back of a bike, and I have quite long legs, so I don’t like having to sit “like a frog”. As I’m not usually riding on the back of somebody I am intimately close to I like to be able to sit well back from the rider- and as I also don’t think that hanging on to the rider is a brilliantly clever plan, intimately close or not (I’m a die-hard romantic aren’t I?!) I like a good grab rail, one where I don’t have to worry about dulling paintwork and upsetting the motorcycle’s loving owner, and where I can actually get my hand underneath. Alternatively, a top box, the pillion’s answer to an arm chair, in which case I am a terror for not holding on at all.

A good proportion of my pillion miles have been put in on the back of Andrew’s old BMW GS, in all weathers from hacking rain and standing water on the M20 to beautiful sunshine on the Isle of Wight, with a cheeky drink (soft of course) on the Marina whilst waiting for the ferry (people ask me what it is I like about my job!) But as has been well documented on the blog, last year Andrew changed his BMW for the Ducati Multistrada.

There is no doubt that Andrew is in love with the Ducati, but despite having accompanied Andrew to a number of meetings since he’s bought it, we’ve only been by bike once, which for me speaks volumes . When Andrew had the Beemer it went out in anything short of snow and ice. The Ducati goes out in rain but I think it speaks volumes that Andrew does 4,000 miles a year less on the Ducati than he did on the Beemer. He really didn’t care about the Beemer at all. He treated it like his works van, but now he has been known to clean the Ducati. And leave it at home rather than get it dirty. That is incredibly out of character for him as all his previous bikes have been permanently filthy.

Andrew is now tempted by the Honda Crosstourer or the Triumph Tiger. Yesterday we rode in to London on the Honda. This being my second time as a pillion on one of Andrew’s test rides, I’m not going to pretend that my opinion on the pillion ride will influence Andrew’s purchasing decision, but he asked me what I thought of the Honda, and yet again, the suggestion that I am a Honda girl through and through is affirmed.

I truly hated the test ride on the Ducati. We were visiting a client in Stoke, and the bike had no boxes on it, so I was sat with a rather heavy rucksack, it had a bad sitting position, I couldn’t hold on, the short screen made Andrew’s head weave around so I was in turn unable to get a position behind him which stopped me being pushed around by the wind at motorway speeds, in cold wind and rain! To make matters even worse, given my strange balancing act and the fact I was holding on to the bike with my little finger, as Andrew was used to the BMW tractor, he was a little snatchy on the throttle that day – how I am not left on the road somewhere between Aylesbury and Stoke is a mystery to me. Despite all of those gripes… he still bought the Ducati! To be fair, with top box and panniers and a sunny day, my ride on Andrew’s own Multistrada was rather more enjoyable.

The Honda was also tested on a windy, rainy, miserable day. But I didn’t have any major issues with the ride. The thing is, what makes a bike predictable and non-exotic for a rider makes for a very comfortable pillion ride- and the pillion interests are never going to come first! What I like about my Hornet is its predictable and even acceleration, which it appears the Crosstourer shares. On the back of the Crosstourer there is no being thrown around or lurch on acceleration (which the Ducati still has even though Andrew is now practised at how the throttle works!).

There was at least a foot between helmets, so even on rapid braking in London traffic there were no helmet clashes. I could see over Andrew’s shoulder rather than having to choose to sit sideways or watch a helmet for the whole journey, so there was no crick in the neck. There was some slight buffeting, but then Andrew told me how fast we’d been going, so on reflection I can forgive that!

There was a top box armchair, and good grab rails, and the footpegs were sensibly positioned. Despite a cold and wet journey, (for which I’d had to wear leathers as the office cleaner has helpfully moved my waterproofs), I got back to the office feeling quite refreshed, without that cold forehead buzz or being ridiculously tired (after the M6 Multistrada debacle I was so cold and soaked through I went straight to bed and wasn’t seen until the next day!). From this I can deduce that I have the best of both worlds on the back of the Honda- shelter behind the rider and being able to see!

As a pillion, the only downside I can really point at is a rather slopey seat – it really doesn’t look like a really slopey seat, but at every opportunity I had to move myself back up the seat as I kept sliding down it, creating a rather awkward sitting position!

Before Andrew even bought the Multistrada I was against it, not only because it was flipping horrible to sit on the back of that day, but also because I don’t think it does the job Andrew wants it to do. (though what do I know!) I have counselled for some time that the Honda would tick more boxes. For an Assistant solicitor speaking on behalf of White Dalton Trainees everywhere… the Honda wins as a pillion ride!

About Jo Readman

Jo first came to the firm as a client 10 years ago and loved the atmosphere and camaraderie of the firm. She joined us as a trainee solicitor, and she is now a qualified Solicitor and accredited as a Senior Litigator with the Association of Personal Injury Lawyers. Jo comes from a family of bikers, so her motivation is clear.

• 
• 
• 
• 

I have been looking at a more practical bike to replace the beautiful but feisty Ducati Multistrada. Two bikes are in the frame, the Triumph Explorer and the Honda Crosstourer, and I took the Crosstourer out in greasy, cold conditions and covered about 100 miles of urban (into and out of North east London) A roads, motorway and fast dual carriageway.

First impressions count and the bike looked physically small and anonymous when I picked it up. It makes a pleasant jet engine noise on start up and apart from clipping the gear lever when kicking up the side stand, all the controls felt pretty standard and with that nice, chunky Honda feel. There were a few horn toots when I meant to hit the indicators but I soon got used to that.

Ride and feel

I pulled out over a fairly greasy garage forecourt and the bike felt nicely planted. It took a little while to dial into the handling but bearing in mind the massive weight difference between my Mutley Strudel and the Crosser (already called the Cross Dresser in our offices) the bike carries its weight surprisingly well – until low speed manoeuvring two up, when it really feels top heavy and bulky – and when on the move it does feel smooth and light at any speed – 3mph crawling alongside buses to substantial A road speeds.

My overall impression is one of a competent, unfussy bike. It is much better in the urban jungle than the lumpy L twin delivery of the Multistrada. It pushes through traffic without the huge plastic ally look panniers (which looked horribly flimsy but with a decent attachment system – why use aluminium look plastic when you can use aluminium look aluminium?) and felt much more at home sliding along the outside of traffic or filtering through gaps than the Ducati which always feels like it is straining.

Performance

The Ducati is much more highly strung. It actually feels like it is straining to get away. The Honda is massively more docile. As an urban bike the Honda has the Ducati by a good distance. I then get out on the open road and both bikes deliver quick, urgent power but in very different ways. The Ducati feels like it has been let off the leash, charging forward with aggression and a healthy and enjoyable kick in the arse. The head snaps back, the bike launches and you know just a tad more throttle will have the front end pawing in the air.

The Honda is a wholly different experience. I cracked the throttle in 5th, and thought the top end pick up was rubbish. Then I looked down at the digital speedo (which exaggerates as shamelessly as the Ducati but the indicated speed was not the sort of speed I would want to explain to a copper!) It picks up speed just fine but does it in a discreet and understated way. Make no mistake, this bike is a potential license eater, and because it speeds along so much more subtly than the Mutley I think it is more dangerous.

Wind protection

Wind protection on the standard bikes is about the same – adequate. The big CalSci screen on the Multistrada does make a big difference. Honda does a bigger screen. There must be some reason why it is not standard, but it escapes me.

Fuel Consumption

Fuel consumption for a mix of one up and two up, with some pretty exuberant riding was 38 mpg, two up and solo, and felt about the same at the pumps as the Ducati. Two up is not a problem for either bike except the Honda really does feel cumbersome two up at low speed.

Conclusion

Right. Will I buy one? I have to admit I am tempted. When I got back on the Ducati it felt raw and aggressive, and I do love the Ducati’s ability to kick me hard in the backside. But then I look at what I use the bike for. I travel to court on it, to see clients on it, I rarely, if ever, ride just for fun. I ride to go somewhere, in all weathers. Often in the centre of towns and cities. But then when I open up that barking Italian bike, she is multo bella. However when I jumped back on the Ducati, the Ducati felt raw and urgent.

The Honda felt unflustered and competent. The Ducati is an engaging ride, the Honda an unfussy, quick, competent ride. Head or heart? I’ll try the Explorer. If it wasn’t for my pathological and irrational hatred of chain adjustment and lubrication (which objectively on the Ducati is a pretty straight forward job) I would not be looking at other bikes. I hate badly maintained bikes, and I hate chains, so I resent doing my chain, even if it is only to check it, every weekend when I do the fluids and tyre pressures.

About Andrew Dalton

Andrew Dalton is a highly experienced trial lawyer who delights in taking on difficult and demanding motorcycle cases. He has a tough and relentless litigation style and is utterly focussed on getting the best possible outcomes for his clients.

• 
• 
• 
• 
• 

http://www.ultimateear.com

About Andrew Prendergast

Andrew has been riding motorcycles since he was 10 years old and currently rides a GSX1400 as his daily commuter whether it is sunny or snowing. In addition, he is currently restoring an old Honda CB750 K1. Andrew practices across all areas of motorcycle law, with his practice involving both civil claims and motoring defence work.

• 
• 
• 
• 

We have a new para legal on-board at White Dalton, Gavin Grewal who turned up this morning on his new Yamaha YZF-R125. Gavin’s training contract (solicitor’s apprenticeship) will be confirmed once he has passed his motorcycle test.

Gavin has taken his CBT and passed so is now looking to do the £100 restricted bike licence course test himself rather than do the week long £700 direct access course. That has met with a mixed response – the more experienced riders reckoning Gav should go for direct access, the newer riders saying the restricted A class route. He pulled up this morning in his new white Yamaha R125 and is firmly bitten by the bug.

Like all the newbies at White Dalton he has had all kinds of advice about what sort of bike he should get for his 30 mile cross country commute – of mostly single carriageway A roads. Gav is a fairly tall guy of 6 feet.

Obviously when we get a new bike here at White Dalton everyone wants to have a go and the comments that came back after a quick spin around the car park ranged from “all show and no go”, “I just want to pick it up and cuddle it” to Andrew wanting to borrow it to relive his youth and hang about the chip shop on it.

It does have big bike looks and with an incredibly large turning circle, big bike feel as well. Both John and Andrew thought the bike was physically larger than John’s Ducati, with a way bigger turning circle than Andrew’s Mutley Strudel. Stay tuned for a more objective review of how the bike feels. Photos of his YZF-R125 below. Martyn is trying to come up with a name for Gavin’s YZF-R125, but were not sure he is the best person after he named his Fazer “Razer” – if you can think of a name drop us a comment below

About Andrew Dalton

Andrew Dalton is a highly experienced trial lawyer who delights in taking on difficult and demanding motorcycle cases. He has a tough and relentless litigation style and is utterly focussed on getting the best possible outcomes for his clients.

• 
• 
• 
• 
• 

Taking a new bike on a test ride? Then you’d best be aware of its massive potential

I usually ride a BMW R1200 GS, but took a I took out a new Ducati for a test ride. While on the test ride I went for an overtake. I gunned the engine in third and the front wheel popped straight up. I can wheelie, but I genuinely did not mean to do it. As I can wheelie, I took the snap decision that I’d be better off passing the vehicle on one wheel, before rolling off the gas and moving back into my correct lane. It was genuinely an accidental wheelie.

As soon as I tucked back in front of the car I checked my mirrors they were full of blue lights. I had just overtaken an unmarked Police car and was soon shown my handy work on camera.

It doesn’t look good. I told the Officer exactly what I am saying to you now, that I did gun the bike, but I genuinely was not expecting the front wheel to come up. I run a successful business, which is completely reliant on me having a licence. I’ve got 10 or so employees who are completely reliant on me having a licence, and I am desperate. I have received a summons for dangerous driving and I’m now at my wits end. All the local Solicitors I have spoken to have said to offer a plea to dangerous driving and live with the consequences.

Name withheld

You have a lot at stake. Potentially, you have a defence as your wheelie was caused by a momentary error of judgement, rather than continued course of reckless driving. This means that your case, if properly argued before a reasonably sympathetic jury or Magistrates Court, could be a careless rather than a dangerous driving offence.

Careless driving does not carry a mandatory 12 month ban and a retest for all classes of license. The fact that you immediately explained yourself to the Police on video, is very useful. My advice to you is that you have a potential defence, albeit one that you could lose. I’d say you are fairly evenly balanced between a guilty finding on dangerous, or the alternative plea of careless either being accepted by the prosecutors, or potentially accepted by a jury or magistrates. You’ll certainly need expert evidence as to why you made an accidental cock up of your overtake.

If I were you, with what you have at stake, I would run a defence to the dangerous driving and volunteer a guilty plea to the alternative count of careless driving. You need to be represented by somebody that can pull together the appropriate evidence that you need to prove your case. Don’t expect a particularly sympathetic hearing from the magistrates. Any advocate on the day will have an uphill struggle reducing your charge from dangerous to careless, but bearing in mind the consequences of a 12 month ban for you, I would pay for the best defence you can get.

Andrew Dalton

Fast Bikes April 2012

Andrew Dalton has been writing articles for Fast Bikes Magazine for a considerable period and have condensed what we believe are the most useful articles to you. White Dalton Motorcycle Solicitors deal with personal injury claims and our sister company, Motor Defence Solicitors, deal with any road traffic offences.

About Andrew Dalton

Andrew Dalton is a highly experienced trial lawyer who delights in taking on difficult and demanding motorcycle cases. He has a tough and relentless litigation style and is utterly focussed on getting the best possible outcomes for his clients.

• 
• 
• 
• 
•