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If you’re a super bike racing fan or you just love super bikes, you’ll surely appreciate what mini pocket bikes bring to the table. These miniscule replicas of super bikes are the best buys for anyone who enjoys watching the races and want to share that experience with their family. Barely four feet high and weighing about sixty pounds, you and your kids will truly appreciate these pint sized motorbikes.

They’re not big and powerful like super bikes, but they are a lot of fun to ride. Think of the possibilities with a bike like this! Your kids can race them along the streets. And you can have fun yourself while riding one of these little beauties.

A lot of people have been hooked on mini bikes these days. There isn’t anything complicated about them. They buy bikes like these just for the fun of it. Imagine going around your neighborhood with one of these bikes and just having fun racing on them. It promotes bonding as well as a few good laughs.

If you do decide buying one of these pocket bikes, keep in mind that these can also be prone to damage. Regular maintenance with a usual bike mechanic will do just to be sure. In cases that there are parts of the bike that have been damaged, it is best that you call your provider right away.

Get quality fun and entertainment with these miniature speedsters, and see how larger than life they can be.

Please visit http://www.minipocketbikes.org/ to find a lot more information on
Mini Pocket Bikes as well as learning how to save 20-47% on your next purchase!

I had a motor cycle accident in my early twenties when I was travelling on the back of my boyfriend’s bike. An auto pulled out and didn’t see us at all. We had been each thrown from the motorbike about fifteen metres. Stupidly that day I had chosen to ware a short skirt. I instantly regretted that as I had severe tarmac abrasions all up my legs. My boyfriend was in full leather which saved his skin so his injuries were minimum. My boyfriend had reservations about me travelling on the back with my skirt and tights on. But each week he would give me a lift when I was wearing leather or jeans and nothing happened. So the 1 summer time evening I took an opportunity and wore a skirt the worst happened.

The females who triggered the accident admitted she did not see us and told the police the same. This was crucial evidence for our motorcycle accident claim and produced the situation run easily and smoothly. I had by no means heard of compensation claims at the time and it was only my boyfriend in the time who was an American that told me we could claim back for the injuries as well as the price of new leathers and crash helmets. As soon as a crash helmet has been in a crash it should be renewed.

Inside a week of the accident we went and saw a solicitor with all of the details of the accident such as the police report reference amount plus the details of the females who caused the accident. We applied legal aid to fund the personal injury claim and inside four months we received dollars for all of our expenses. These expenses included our funds to replace our damaged leathers and clothes, funds to replace our crash helmets, income to touch up the scratches and harm to the motorbike. We had been also compensated for the discomfort and suffering we went through. All in all we were repaid for everything and much more so it was properly worth going by means of the legal system to claim for compensation.

Nowadays there is no legal aid readily available for personal injury cased. This has been replaced a Conditional Fee Agreement which is superior known as ‘No Win No Fee’. Using the ‘No Win No Fee’ agreement you could make a claim with out having to create an upfront payment for the services of the lawyer. The legal costs are paid by the party responsible for the negligence or their insurance business. If inside the occasion of the situation becoming lost then there are actually some selections readily available. Some lawyers have relationships with following the event insurers, which suggests that the legal firm with give an insurance policy. Most companies won’t charge a premium for this despite the fact that it worth checking as some organizations could possibly anticipate you to pay the premium.

It is important to remember that using the ‘no win no fee’ agreements the lawyers are effectively working for absolutely nothing and just relying on their judgment that they will win the case, so in other words get paid for their work. They are not most likely to take on a situation they think they will not win.
When you are wondering when you might be entitled to compensation ask oneself the following question. Have you could have suffered an injury which wasn’t your fault within the last three years? For those who answered yes then you’ll be entitled to compensation and it’s your civil suitable to do so.

A.L. Moore is a Personal Injury Claim specialist. Please visit http://personalinjuryclaims1.co.uk/ to learn more about filing a motorcycle accident claim.

The very first thing to do is to have a good protective gear before hitting the street. Helmet is the most important gear. Make sure to choose a helmet that fits snugly in your head. It’s just like a seat belt of a car that can save your life.

Use different reflectors. It may either be your clothes, light or anything that you can be seen especially during the night. Putting a steady beam light or strobe type light on your bicycle is a must. They should be put on the spokes of the wheels, just below the seat, both pedals and bicycle’s handlebars. If you prefer to wear clothes that can make you shine in the street choose the color of green, yellow or orange.

Bring along a basic biker’s tool kit. Some people are lazy to carry with them the kit because for them it is too heavy. Just bring along the basic tools such as wrenches, spare inner tube and a pump to fix the tire. This tool will surely be a help especially if you have a flat tire in the middle of the street.

Follow rules. Vehicles such as motor, car, van and many more are mostly used when traveling. Obey traffic signs and markings to avoid accidents. There are proper biking hand signal and learn the signs before traveling.

Riding securely and surely is a key for you to be safe every time you hit the road.

Be sure to pay a visit to the Cheap Road Bike Store shop for free of charge information, reviews plus an excellent selection of items. Quite a few good posts on Road Bike For Sale. Visit http://cheaproadbikedeals.com/ today.

The firm claims the latest incarnation is a response to Bandit 1250 customers who’ve requested a fully clothed version, and GSX650F owners who wanted a bigger model. Aimed at 45-50 year-olds who’ve typically moved on from pukka sportsbikes and want something less extreme and more comfortable, the GSX will in fact suit a much broader range of riders. An easy-going all-rounder in standard trim, fitted with some of the official accessories like full luggage, the FA’s capabilities extend even further. My view of it, after testing near Girona in Spain, is that the Suzuki is a highly versatile, real-world, everyday machine with a price that makes it a real budget alternative to many of the much more expensive sports tourers. In short, I think it will carve a niche for itself in that sector of the market, and sell really well. Especially with the economic uncertainty that currently exists.

It was definitely a case of d?j? vu when I rode the GSX. Related as closely as it is to the existing Bandit 1250SA, and the 1250GT which I recently ran as a long termer, feeling at home on it took just a matter of yards. Yet as I was to discover, some of the modifications made to the FA do give it an advantage.

Very friendly and easy to manage, those key virtues of the Suzuki were a real help in the initial stages of the test. Along a route so twisting and devoid of straights, you almost felt dizzy, confidence still remained high. That faith continued even when the road surface became very slippery due to debris thrown onto it after some of the area’s worst weather in decades.

This isn’t a bike that needs lots of experience or expertise to master, and will make a great introduction to those new to bigger motorcycles. I too welcomed the user-friendly manner of the Suzuki. The 1255cc in-line four cylinder engine has very realistic manners and produces its power in a linear and predictable manner. Torquey and very flexible it doesn’t need big handfuls of throttle or lots of revs to deliver its goods. Knowing that you can rely on the top two or three gears to pull you along with ease once you’re underway, reduces levels of rider input, making travel very relaxing. It’s yet another reminder of the suitability of the bike for anyone with a limited number of miles under their belts.

In saying that, once the roads got cleaner and opened up a bit more, the full strength of the engine was all the more apparent. Your enthusiasm does need to be tempered a bit at times though. A little like an engine with fewer cylinders, much of the motor’s force comes at low and mid-range rpm. Revving it too hard is a waste of time and fuel really, as power gains start to drop off. It’s far better to short shift through the slick gearbox and keep things calmer. It’s especially adept at lazy overtakes and will be perfect for hauling a pillion and lots of luggage up Alpine passes for a couple of weeks.

Matching the more relaxed style of engine is a secure-feeling chassis that doesn’t get flustered. It may not sound too light at 257kilos fully fuelled, but overall poise and balance is commendable enough, and with neutral steering the 1250 handles nicely enough. During the speedier sections of the test route changes to the suspension were evident. Suzuki has claimed a firmer front end with increased spring and damping rates – it says to cope with the weight of the full fairing and extra radiator fan. But from the improved feel and control of the both forks and rear shock, I’d say some alterations must have been made at the rear end too. There isn’t a massive difference between the GSX and Bandit in this respect, but a noticeable extra tautness in the way the wheels cope with road imperfections is both perceptible and welcome.

With ABS as a standard fitment there’s an extra feeling of security from the brakes. And as a testament to the way the arrangement has been set up, the only time in the whole test I triggered the ABS is when I did so deliberately. When that did occur, the rapid reaction and reapplication of pressure gave the system a more advanced feel than you’d expect from a bike of this price.

We only completed around 150miles on the test, but the hours spent on board did give a fair idea of the roomy FA’s comfort level. The fairing, similar in style to the one fitted to the GSX650F, is a little broader and as a result offers a little more protection. The screen also gave me pretty good shelter, though anyone taller than me (i.e. most of them, as I’m only 5′6″) may need to consider the aftermarket screen fitted with a variable angle extension. I experienced no unpleasant effects from the adjustable seat during the ride.
Sampling the GSX from the pillion quarters might be a different matter though. There is some decent wind protection for the passenger and the grab rail aids security, but the space between the rider and his guest is a bit cramped. And with quite high-sited footrests, those with longer legs might be thankful of the stops needed between 120-160 miles to refuel the 19 litre tank. You need to have faith in the fuel gauge when running up to those visits to the pumps though, as the low level warning icon begins flashing quite prematurely when there’s over a gallon of fuel remaining. I guess you’d get used to the issue and become able to predict the bike’s needs with more experience.

While it’s not the most eye-catching of machines, the Suzuki is still attractive enough. The GSX-R style upper fairing modernises its bodywork, as do the new clocks with their digital gear indicator and adjustable rev warning light. And though the dark blue, silver and black colour options are debatably dour, there is a decal kit available to bring out a bit of extra life. The kit is one of many accessories (see list below) that can enhance the FA still more and give it even greater capability. But whatever trim you choose to buy the GSX in, it will always offer superb value.

At ?7120 on the road, given just what the Suzuki can do – a bit of everything – it represents a real budget alternative in the sports touring class. Adding the full luggage kit will add ?645, but with that fitted you’re armed with a machine can rival many much more expensive bikes such as Kawasaki’s 1400GTR, Yamaha’s FJR 1300 and BMW’S K1300GT. You might argue the GSX1250FA isn’t as well equipped, and can’t perform as strongly as those bikes. But the question is, it is ?5-7000 less of a bike? That’s a sum of money well worth thinking about, and would make for a hell of a touring holiday (or two), or a massive amount of day to day biking miles.

ACCESSORIES (all prices include VAT)
Rear hugger – ?212.00
Vario screen – ?106.70
Top box – ?83.20
Top box, colour matched – ?143.84
Top box rack – ?173.91
Panniers – ?242.87
Pannier fitting kit – ?145.56
Magnetic tank bag, small – ?79.50
Magnetic tank bag, large – ?127.20
Tank pad – ?19.08
Decal kit – ?69.21

SPECIFICATIONS
SUZUKI GSX1250FA

ENGINE
Type: 1255cc, liquid-cooled, 16-valve, dohc, in line four
Maximum power:
98bhp @ 7500rpm
Maximum torque:
79.6lb/ft @ 3700rpm
Transmission: 6-speed
Final drive
chain

CHASSIS/COMPONENTS
Frame:
steel-tubed double cradle
Suspension: Front: 43mm telescopic forks, adjustable preload
Rear: rising-rate monoshock, adjustable preload and rebound damping

Brakes: Front: twin 310mm discs with four-piston ABS calipers
Rear: single 235mm disc with twin-piston ABS caliper

Wheels/Tyres: Front: 120/70-17
Rear: 180/55-17

DIMENSIONS/CAPACITY

Seat height:
805/825mm
Wheelbase: 1485mm
Wet weight: 257kg
Fuel capacity: 19 litres
Price: ?7120
Contact: 0845 850 8800, www.suzuki-gb.co.uk
Performance: 4
Handling:
4

Practicality:
4

Value for money:
5
OVERALL: 5

Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, BMW Motorbike Insurance

The association it has had with our Latin friends is less obvious when you ride the Honda, and at first that’s good news. It’s generally easier to live with than the majority of Italian machinery, with key differences like the comfortable riding position, plush suspension and decent steering lock being just three of several issues making it more amenable. Typically, being a Honda there’s a certain amount of excessive refinement that does its best to reduce the CB’s character, and at times that can distance your relationship with it – which is very un-Italian. But there’s no doubting the effect and thoroughness of the 1000’s design and balance, which makes it suitable for a wide range of riders to tackle an equally wide range of duties.

Central to making it acceptable to the masses is the brilliant engine. Using a 2007-spec Fireblade engine as a base, with different internals, cylinder head, throttle bodies and ECU give it a really flexible and friendly character. The gutsy motor produces power from very low down the rev range, allowing it to pull bigger gears with ease. As soon as the wheels are rolling you can short-shift up through the gears to top and not need to change back down too often. It helps to give the bike a very relaxed and unhurried feel overall.

The flexibility and dependence on the engine to promptly produce the goods make it a real ally, and any decisions on gaining speed can be made without delay. The knowledge of that level of obedience being in place makes riding all the more acceptable and less intense in any environment. Being very smooth and having almost perfect fuelling assists the civility of it all further still. The digital rev counter might be tricky to read, but its information is largely academic anyway such is the rapid pick up at any engine speed.

Honda CB1000RIf you do want to get more involved, and stir the gearbox more to rev the in-line four higher, then the 1000 is just as willing to respond. However such is the strength of its power, you’re only advised to do that in the right place and right time. The CB1000R is a very potent motorcycle and not far short of being fairly labeled as a naked sportsbike.

The absence of any bodywork increases the sensation of speed, and up to a point that’s a plus factor. As long as the pace isn’t high for too long, then being more ‘out there’ amongst the environment feels really thrilling. Compared to some faired bikes that isolate you more from this, and mask the speed you’re travelling at, the experience feels really fulfilling. The problems occur when you need to sustain a higher level of progress and the effects of the wind become a lot harder to bear. Long periods of motorway use start to strain the neck and upper body generally and reduce the pleasure of the ride. The protection from the clocks and nose cone is better than you’d expect, but the CB isn’t a bike best-suited to this sort of work.

Honda CB1000RWith the sort of rewards you get from riding more winding routes there’s even more reason to avoid the straight-line monotony anyway. Show the Honda a corner-laden road and it’ll impress you with its numerous virtues. Biggest one arguably is the overall poise and balance of the bike. Not a featherweight at a claimed 222kilos wet, the 1000 is nevertheless still very easy to manage. The distribution of its mass is good. And thanks to the leverage from its tall wide bars, making the bike turn doesn’t require high levels of physical persuasion. It steers nicely and accurately, and the suspension fends off the potential ill-effects of rougher sections of Tarmac.

With the exception of no compression damping adjustment on the rear shock, both ends of the bike can be fully altered to suit conditions and personal tastes. But given the balance of control and comfort provided by the Showa equipment I personally wouldn’t have been bothered if it featured none at all. My test over a variety of roads, at different speeds and in different conditions didn’t really ever warrant making any changes. In fact I’d say the quality of the suspension is one of the CB1000R’s very best features.

Competing closely with that though and definitely benefitting from the wheel control the forks and shock provide are the very impressive brakes. Not everyone is a fan of linked systems, but my view is as long as you spend time learning how much you can use the ‘rear’ brake pedal to take advantage of all of the stopping power it offers the front calipers, then you’ll be fine. Better still is the fact that some novices, who tend to shy away from using the lever at the handlebar, will have their braking efforts managed better for them rather than just locking up the rear wheel and possibly sliding into trouble. Whoever you are, the Honda’s CBS/ABS arrangement can always be relied on to give lots of powerful and progressive retardation. Combined with the un-intrusive nature of the anti-lock feature, grippy tyres and compliant suspension you’d have to be unfortunate to have any brake-related moments.

So sorted is the CB, that at the end of this, my third test of it, I found there’s actually little to be critical of. Some of shorter leg may not warm to it. The seat height may not sound too tall at 825mm. But even so, my 32′ inside leg wasn’t sufficient to get both my Alpinestars boots flat on terra firma. It wasn’t off-putting for me, but I wonder if it might concern those newer to bigger bikes.
What could be of more concern is the 1000’s lack of character. Thanks to it being a little too smooth and refined in the way it goes about its duties, it’s a little less endearing than something that offers a bit more of a challenge. Honda may have commissioned the Italians to design and build the bike – and in many ways that’s clear to see, but they seem to have prevented the Latins including some of the typical personality found in the vast majority of their bikes. The issue didn’t bother me so much in this test (against another Honda that might not be such a surprise), but I do remember it being a lot more apparent when I recently pitched it against some other European bikes. But whatever your view on the CB1000R’s level of charisma, the fact that it’s a very stylish, effective high performance streetbike is far less open for debate.

SPECS: HONDA CB1000R ABS

ENGINE
Type: 998cc, liquid cooled, sixteen-valve, dohc, in line-four
Maximum power: 123bhp @ 10,000rpm
Maximum torque: 74lb/ft @ 8000rpm

TRANSMISSION
Transmission: 6-speed
Final drive: chain

CHASSIS/COMPONENTS
Frame: cast alloy mono backbone
Suspension:
Front: 43mm inverted telescopic forks, fully adjustable
Rear: Pro-Link rising-rate monoshock, adjustable preload and rebound damping
Brakes:
Front: twin 310mm discs with three piston C-ABS calipers
Rear: single 256mm disc with twin piston C-ABS caliper
Tyres:
Front: 120/70 -17
Rear: 180/55 -17

DIMENSIONS/CAPACITY
Seat height: 825mm
Wheelbase: 1445mm
Wet weight: 222kg
Fuel capacity: 17 litres
DETAILS:
Price: ?8696.00
Contact: 0845 200 8000, www.honda.co.uk

Performance: 4
Handling: 4
Practicality: 3
Value for money: 3
OVERALL: 4

Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, Multi Bike Insurance

Unfortunately, the positive approval the concept version of the bike got at shows world-wide back in 2001 hasn’t translated to good sales, well not in the UK at least. Taking the same sort of style risk back in the eighties with its very distinctively-shaped Katana sportsbikes may have paid off for Suzuki, but this time round we Brits seem to be too conservative with our tastes.

That’s a shame for me personally, as I absolutely love the B-King. It’s one of my favourite bikes and one I always really enjoy riding, regardless of the sort of route I’ve taken. Apart from the unique and highly controversial style which I myself totally approve of, I’m really impressed by the breathtaking yet predictable performance it has. Better still is that its power is very safe and easy to access. And though I accept the design of the Suzuki is very Marmite-like; you either love or hate it, riding it deserves nothing other than maximum praise – though I admit I wouldn’t be surprised to hear anyone, bar those who’ve actually ridden a B-King, to find my admiration for it very hard to believe. I know I was very sceptical myself before I got the chance to ride one for the first time simply because it seemed far too ungainly and challenging to manage.

I’d accept in theory at least, the B-King has no right to perform anywhere near as well as it actually does. Of course the massive power coming so easily from its 1340cc in-line four engine – the same one fitted in the Hayabusa and producing a claimed 180bhp – could make it sound really intimidating for many. Combined with its hefty dry weight of 235kilos, you’d be forgiven for thinking the Suzuki is bound to be a scary handful, destined to land you in much trouble. But just like one of Paul Daniels’ magic tricks, any of those thoughts just vanish once you get the bulky-looking bike underway.

I must confess straightaway as it’d been a while since I last sampled one, so I did wonder if there was a chance of me reviewing my opinion. Just as I remembered though, the B-King is a great bike. The motor is highly impressive with floods of power and torque everywhere in the rev range. But even more remarkable than the amount of sheer pulling power it has, is the refined way it’s delivered. Not many engines making as much power as this one are as incredibly civilised. Believe it or not, the Suzuki is an absolute doddle, not to mention a total pleasure to ride – at any speed you choose. Superbly smooth and well-mannered, the big in-line four delivers its potency in a lazy and highly manageable way. The gearbox is typically light and sweet, but with all the broadly spread torque the B-King has, gear-changing is rarely needed. More often than not, I didn’t bother revving the tall-geared motor much more than 4-5000rpm. And with top gear good enough to drag the bike solidly from as little as 20mph all the way up to its estimated 170mph top speed, that’s the gear you can rely on for most riding if you wish.

So don’t worry at all about the power being intimidating in any way. The beautifully linear fashion it’s produced in guarantees confidence at all times. And should you want a bit less, then selecting the B power setting via a button mounted on the top of the tank, reduces output by 30%. This device adds to the versatility of the bike and will be especially useful if the going gets wet and slippery – even though the engine power is produced in such a friendly fashion I never selected it other than to give it a test. The smooth and progressive nature of the engine’s power gains make its huge performance very easy and relaxing to access and it’s just a matter of dialing in as much speed as you fancy. It’s fast, but never ferocious.

Anyone trying the Suzuki for the first time will quickly appreciate the engine’s usability, though the size and weight of the bike do take a little more time to feel comfortable with. But patience is the key here, and within just a few miles you start to feel a lot more positive about getting along with the B-King. In fact the handling is extremely light, agile and very well-balanced for a bike of its size and weight. The steering is sweet and neutral, and even the brakes are surprisingly effective. They often have a lot of speed and weight to cope with, but possess enough power and feel for you to rely on them with complete confidence. At times their stopping distances give you the impression the Suzuki must weigh 30-40kilos less than it does. Stability is sometimes a problem with powerful naked bikes, but the secure poise of the B-King is never in doubt, with the softly sprung, but well-damped suspension giving a great balance of control and support over rougher surfaces. Feel and feedback through its fat-section Dunlop tyres is remarkably good, and the ride quality commendably smooth.

Speaking of comfort, though the wind makes sustained high speed life a bit strenuous for your neck and arms, the relaxed upright riding position and plush seat do provide a very easy-going ride at a more sensible pace. That’s something I’ve discovered after many trips I’ve made on the B-King, including a previous 200-mile ride home from North Wales to my house in Gloucestershire. When I arrived there the only thing that hurt was my mouth; from grinning too much! And all of the numerous trips I made on it during this test resulted in the same physically complementary reaction.

On one particular ride I ended up getting slightly lost on the way home. But though I had a map in my backpack to help me find my way, I never bothered stopping to consult it. The mystery of it all took me down widely differing sorts of routes from single track lanes to big sweeping A roads, but as the B-King coped well with all of them just about perfectly the only thing that disappointed me was getting back on the right track and being home earlier than expected.

There may be faster and sharper tools in the box than the B-King, but few can match its combination of attitude, speed, manageability, entertainment and unique style. It’s a highly fulfilling bike to ride, whatever the pace you decide to ride it at and is a much better all-rounder than you’d expect. It’s a very hard bike to knock really. I’d only complain that the mirrors might be a bit bigger, and the massive silencer shrouds a bit smaller. None of these moans can ever prevent me falling for the B-King though. It’s one hell of an impressive bike, and a motorcycle I really wish more people would try out.

SUZUKI B-KING

ENGINE
Type: liquid cooled, 16-valve, dohc, in-line four
Displacement: 1340cc
Bore x Stroke: 81.4 x 65mm
Compression: 12.5:1
Maximum power: 181bhp @ 9,500rpm
Maximum torque: 108ft-lb @ 7,200rpm
Transmission: 6-speed
Final drive: chain

CHASSIS/COMPONENTS
Frame: aluminium twin spar
Suspension: Front: 43mm inverted telescopic fork, fully adjustable
Rear: rising-rate monoshock, fully adjustable
Brakes: Front: twin 310mm discs with four-piston radial calipers
Rear: single 260mm disc with single-piston caliper
Tyres: Front: 120/70-17
Rear: 200/50-17

DIMENSIONS/CAPACITY
Seat height: 805mm
Wheelbase: 1525mm
Fuel capacity: 16.5litres
Dry weight: 235kg

DETAILS:
Price: ?8320 OTR
Contact: 0845 850 8800, www.suzuki-gb.co.uk
Performance: 4
Handling: 4
Practicality: 2
Value for money: 4

Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, Multi Bike Insurance

The sleep apnea mouth guard is a device that looks a little like the gum shields that are worn in many sports, but these devices are designed to reduce or prevent the dangerous apnea episodes experienced as part of the apnea condition.

During sleep, the soft tissues of the throat and soft palate can become overly relaxed. In the apnea sufferer, this can result in the tissues collapsing and partially or totally blocking the airway. This cause the sleeper to cease breathing for a short period of time.

An apnea episode has a number of definitions, but a pause in breathing for 10 seconds or more is one of the definable outcomes. Many sufferers hold their breath for up to 20 seconds, and may do this dozens of times during the night, having a profound effect on their physiology.

The mouth guard for sleep apnea works by holding the lower jaw forward slightly, a little similar to the recovery position first aid. This maximises the chances of the airway remaining open. Many of these devices also feature a tongue retaining device that holds the tongue in it’s normal position so that it does not slip back and add to the blockage.

Many people have good success rates with these devices, and there are now many manufacturers offering a range of mouthpieces for the sufferer. It’s always worth checking out some of the reviews from current users, or read our detailed reviews on our No 1 ranking apnea and snoring website.

Want information on the sleep apnea mouth guard? Visit the Sleep Apnea Mouthpiece website for detailed information and product offers.

Believe me, the new German machine is an utterly fabulous bit of kit and represents a remarkable story that’s already making history. Its Munich based designers have, at their very first attempt not just matched, but beaten their more established rivals. And much like the bike itself, that’s an incredible accomplishment for those so relatively inexperienced at building machines in this class.

I’ve just spent five brilliant days and over 600 miles on British roads with the RR, and to be honest it’s just blown me away with its brilliance. It’s not a perfect machine, and there have been times when it’s caused some frustration. But even when the weather or circumstances were less than ideal, I always ended up totally loving the BMW. It’s very hard not to be bowled over by many new bikes these days. But this one is very special, very special indeed.

I had a bit of d?j?-vu when the chance came to test the superbike. Just like I did when I put the new Honda VFR1200F through its paces on Spanish roads following its faraway track launch in Japan, I was to do a similar thing with the BMW. This time I jumped on the S1000RR not long after it had been tested at its launch in the warmth of the Portuguese Portimao circuit. My less glamorous task was to clock up some more realistic mileage on the roads of south-west of England. And let me tell you, it wasn’t warm or sunny very often! Here’s my account of a life in brief with the BMW.

Ride One: Guildford > Cirencester (85 Miles)

Getting to the BMW dealer in Guildford at around 3:30pm didn’t put me in the best position to try the S1000RR. I’d ridden there on my trusty VFR800 and couldn’t claim to be too content with life on arrival. Very nice and accommodating though the staff there always are, their warmth and hospitality was ineffective at cheering up a man who’d just ridden 85 miles on cold, wet roads, capping off the miserable journey by getting lost in nearby Basingstoke. The prospect of returning home in what was forecast to be much wetter and colder weather, half of it in the dark, aboard a 190bhp superbike that I’d never even sat on before, was not bringing much joy to my heart. After a quick general guide on how to use the BMW’s electronic trickery like the mode switch which instantly alters the 1000’s traction control, engine management, and ABS, I set off less than enthused at 4:10pm.

BMW S1000RRI’d made a pact with myself to get home using as many different routes as possible. And given the predicted change in weather and the inevitable heavy traffic that chokes roads at the end of any commercial day, it wasn’t likely I was going to be happy again until I was home in the front of the TV. Even so, at least I was sure to learn a thing or two about the bike.

Luckily the earliest impressions were very favourable. The lean, stylish superbike is light and manageable at lower speeds, and even before I’d covered a couple of miles I certainly felt a lot better about the next couple of hours’ riding. Every rider input on the BMW is met with a very taut and precise reaction. The quality of the suspension movement is very reassuring, and though I did worry a bit about what challenges the almost tread-free Metzeler tyres might bring in the wet, at least I had ABS and traction control to bail me out.

With the ‘RAIN’ setting selected, the engine seemed to deliver its power in a smooth and predictable way. Even accelerating keenly when an opportunity presented itself wasn’t the daunting experience I’d anticipated.

Once out of Guildford’s traffic congestion fuller use of the throttle revealed no surprises further up the rev range, and extra speed comes without any unwelcome surprises. Travelling quickly doesn’t spoil the overall surety of the bike either. With around 40 miles under my belt, the far from perfect environment of busy, wet and unfamiliar roads wasn’t fazing either me or the BMW. So far, as they say, so good.

BMW S1000RRA quick blat down the M3 motorway proved the S1000RR has plenty of surge when revved harder, and by the time I turned off the three-laned route to take my chances getting through Basingstoke once more, I felt impressed with the new superbike. It has a very secure and together feel about it, suggesting its long development period of over four years has paid off well.

Getting through the town’s ring road on the correct heading this time revealed more qualities with the superbike’s overall poise and balance making the biggest impression. Though I could hardly describe the test as comprehensive so far, the journey up until then had revealed plenty about the real world qualities of the bike. It might well be the basis for the German firm’s WSB racing effort, and clearly a very fast and powerful machine, but not once had I been intimidated by it. I’d always felt at home, triggered neither the traction control nor ABS once, and was even physically comfortable. But then I saw, by virtue of not seeing, a darker side to the bike.

Negotiating Newbury’s heavily congested urban streets had been one thing, but on the backroad to Lambourn and beyond, life was far from sweet. Along that quite narrow, twisting and undulating ribbon of Tarmac one major feature the 1000 lacked quickly became apparent – a decent headlight. To describe the journey as a nightmare would be an exaggeration, but it was certainly very unpleasant for much of its length. On main beam, decent enough progress could be made, but on dip the illumination is simply insufficient to travel above 45-50mph in any safety. Quite often I let cars lead the way for fear of making the sort of navigational errors that could have easily led me into the nearest ditch. Suddenly the rest of the bike’s many virtues were lost on me. I hated the thing! OK, it didn’t help that the rain had started to fall and make visibility even worse. But while many motorcycle headlights are below par these days, not many are fitted to BMW’s, so it was especially disappointing to feel so uneasy on this one. Better-lit dual carriageways thankfully made up the last 15 miles of the journey and by home my approval returned once more, albeit tainted somewhat.

Ride Two: Cirencester > Banbury > Cirencester (160 Miles)

BMW S1000RRThe second day of testing provided an altogether more positive view of the bike. In fact, on Friday February 5th I had one of most stimulating rides on a motorcycle ever, and totally fell in love with the S1000RR. What an incredible motorcycle! It certainly helped that the weather had improved and I could at least see where I was going now. The roads were still a bit damp in places but along my familiar test route I got a much better chance to discover just how brilliant the superbike is.

With greater scope to examine it more, the BMW’s engine soon impressed me. For the improved conditions I selected the ‘SPORT’ setting and was pleased to experience the sharper throttle response if offers. But even with the greater enthusiasm and power (up from the RAIN setting-capped max of 150bhp, to much nearer an ultimate 200bhp – though that varies depending on which of the six gears you’re in), the in line four still has to be described at very friendly. Of course you must always pay maximum attention if you’re going to use the throttle more, but the very smooth, friendly and linear build up of power is highly impressive, not to mention welcome.

Matching the manners of the engine is the equally stunning chassis. Out along Gloucestershire and Oxfordshire’s finest roads the manageability of the superbike is really quite breathtaking. It just seems to take everything that’s thrown at it, continually remaining calm and very effective. Those bald-looking Metzelers grip well when warm, and as long as there’s no standing water then they’ll give unexpectedly sure-footed performance. Combined with beautifully light and accurate steering, super-strong brakes, and superbly controlled suspension that gives exemplary levels of feedback, rider confidence rockets within a very short time. After just thirty minutes I stopped to jot down some notes to make sure I captured the moment. Comments like…..is this really a BMW? What a bike! What a story! This is surely a match for any sportsbike ever made? They’ll not be able to keep up with demand………were some of the highly complementary remarks I scribbled down.

With more miles came even higher confidence and a chance to briefly sample the engine power all the more. But to be honest, sample it is all I ever did. It might be very well-mannered, but once the revs start getting near the 10,000rpm mark things begin to happen very, very quickly. By then so much power is being made, the acceleration almost feels too much to deal with. To remain sane, I virtually always just tapped the quick-shifter to interrupt the gorgeous exhaust note and slickly hook a bigger and calmer gear. In fact during the entire time I spent with the S1000RR I think I only went over 11,000rpm twice. The redline is set at 14,000rpm, and short of going on track, I don’t think that’s a figure I would ever see the tacho needle pointing at. Don’t forget, this motor is making around 20bhp more than any of the other Japanese four cylinder-engined bikes. And that’s a staggering level of superiority.

You’ll have to pay if you start using the motor harder though, and my first fuel stop (at a garage I use regularly, and one I filled the air with emphatic levels of praise) recorded 38mpg. As two-thirds of that was from the steady-ish ride home the day before, I suspected the Bee-Em might like a drop or two of unleaded. And so it was to prove with that figure being the general average, dropping to as low as 32mpg during a more spirited ride along more open roads. With a steady 70mph on motorways and dual-carriage ways returning 48mpg, expect a tank range of around 120-180 miles. For a sportsbike, I’d deem that as sufficient. Though given the comfort offered by the roomy riding position, decent enough seat and surprising level of shelter from the screen, it’s perhaps a pity it couldn’t go a bit further between refills. I never once felt any hint of aches or pains when it came to either visit the pumps or put the sidestand down for the last time at the end of the day.

Its general civility is even evident in town, where the agility is obvious for those frequent needs to change direction. And with a riding position that’s obviously sporty, but not as extreme as it is on some superbikes, there’s no excessive weight placed on the wrists. Nor is it a problem to look up to see traffic signals when you’re at a standstill, thanks to the less than canted-forward angle the sensibly placed bars relieve you from. In short, though it’s no K1300GT, the 1000 is certainly good for a few miles. I only did 160 on this particular day, but I got the feeling I could easily have done double or even treble that.

It wasn’t too easy to part myself from the BMW that evening. It’s such an intoxicating bike to ride it’s hard to give up. But there was still much to learn about it and the fact that I’d still not forced the traction control or ABS into action clearly underlined I’d only scratched the surface of its abilities.

Ride Three: Cirencester > Chipping Norton > Brackley > Cirencester (110 Miles)

A shorter day, but in many ways one of the most telling, with the round trip including a chance to take some action pictures and learn a bit more about what the bike is capable of. Any bike journalist will confirm we all have favourite corners to photograph bikes, and numerous regular visits soon makes them become very familiar. With the repetition involved with running past the ’snapper’ you soon get to know what the bike in question can do. In the case of the S1000RR that’s plenty. Under these circumstances I deliberately tried to provoke the traction control into action on the corner exits. To be honest I only got the orange warning light flashing a few times, and that was only on the lower performance modes. In ‘SPORT’ you have to be very aggressive with the throttle to get a reaction, and with ‘TRACK’, and ‘SLICK’ settings it’s almost impossible unless the road surface is very slippery or you’re either a WSB racer, or stupidly ham-fisted.

Apart from being a brilliant safety aid, it also teaches you about just how grippy tyres can actually be. Overall it’s a fantastic safety net that effectively makes you become a more skilled and experienced rider. And though I personally triggered it rarely, I totally approved of it and never switched it off. It’s the same story with the brakes, and though I don’t rate the BMW’s system quite as highly as Honda’s extremely clever electronic C-ABS system, it’s still hugely effective and confidence-boosting.

Ride Four: Cirencester > Newbury > Gloucester > Cirencester (150 Miles)

By the fourth day of this test I was completely won over by this exceptional machine. Not only was it one of the most safe and secure feeling superbikes I’d ever ridden, I couldn’t do anything other than marvel at the fact that it’s been built by a bike manufacturer with no previous experience of putting together a superbike. It’s clearly the product of a lot of brilliant designers and engineers. And as it feels so sorted it’s also obviously benefitted from lots of testing too. Apart from the dire headlight, criticism of anything else is quite difficult. I didn’t like the feel of the indicator switch as it doesn’t have a definitive click to let you know when it’s on or off. And I’d only give a 7/10 for the steering lock which wasn’t as generously tight as I’d have preferred when doing U-turns while taking pictures the day before. Though neat touches like the excellent mirrors, clear digital gear indicator, fuel range countdown when the level is very low, and headlight being switched off until the engine’s running all make up for that.

None of the ‘negative’ items could taint the huge levels of respect I’ve developed for this fabulous machine though. Nor could they spoil yet another marvelous day I had on it. Sure it can be a bit frustrating when you’re either blocked by heavier traffic in town, or slower moving vehicles along your favourite backroads. But that’s only because the BMW is then being hindered from achieving the truly splendid things that it can. If you can stand the frustration, the S1000RR is actually quite adept and comfortable at running at less than ten tenths. The only bad thing to report on this fine fourth day, was the opinion of my girlfriend who said the pillion accommodation was some way short of luxurious. Too small, too high, and too cramped were just some of the groans she listed. To be honest, I was sympathetic to her complaints, though with the BMW being little worse than the rest of the sportsbike fraternity, then perhaps her voice needs to be put in context.

Ride Five: Cirencester > Burford > Charlbury > Cirencester (95 Miles)

The last day of the test was one that I just took advantage of to enjoy the bike on. I didn’t ride it with my analytical test head on, instead just using it for a great ride out – something it’s so, so capable of delivering. Sure it performed as well as it had done on the previous four occasions I used it. It thrilled me just as much as it always had, and when the day came to a close it helped me to reflect more about how exceptional it is.

I really do think, all things considered it’s the best sportsbike ever made. That’s a hell of a statement to make I know, but the fact is, the S1000RR is so good at just about everything and the sum of its parts totals a huge score. Its performance is mind-blowing, but so too is its accessibility. The BMW possesses plenty of stunning speed and aggression. But that’s blended fantastically well with levels of refinement and manageability that its general design and electronics help to provide so effectively. My real world test on it proved that it’s a lot more than just a performance machine.

Perhaps the most notable feature of all though is the S1000RR’s value. The model we tested, the Sport, with its DTC/ABS package and paint job costs ?12,900. That’s a lot of money, but compared to its rivals’ inferior performance and equipment levels, offers better value. The standard bike costs ?11,900.

It was hard to think the superbike game could be moved on. But just when you thought it couldn’t get any better, this superbike proves that it has. I cannot recommend it highly enough.

Everyone who’s played a part in this exceptional story needs to be congratulated whole-heartedly. Quite rightly they each deserve a glass of the most expensive champagne to celebrate their efforts. Though those responsible for the headlights will have to put up with a bit of tap water!

SPECIFICATIONS
BMW S1000RR

ENGINE
Type: 999cc, liquid-cooled, sixteen-valve, dohc, in-line four
Maximum power: 193bhp @ 13,000rpm
Maximum torque: 83lb/ft @ 9,750rpm
Transmission: 6-speed
Final Dive: chain

CHASSIS/COMPONENTS
Frame: Aluminium twin spar
Suspension: Front: 46mm inverted telescopic forks, fully adjustable
Rear: rising monoshock, fully adjustable (including high and low speed compression damping)
Brakes: Front: twin 320mm discs with four piston radial ABS calipers
Rear: single 220mm disc with single piston ABS caliper
Tyres: Front: 120/70-17
Rear: 190/55-17

DIMENSIONS/CAPACITY
Seat height: 820mm
Wheelbase: 1432mm
Dry weight: 183kg
Fuel capacity: 17litres

Price: ?12,900

Contact: 0800 777155, www.bmw-motorrad.co.uk

Performance: 5
Handling: 5
Practicality: 3
Value for money: 5
OVERALL: 5

Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, Classic Bike Insurance

The Honda is obviously the product of some very thoughtful and skilful design and engineering. In fact some might think it’s just a bit too civilised and refined to fully excite in the same way the other litre-sportsbikes can. But my own take on it is; what it might lack in sheer excitement, it more than makes up for in effectiveness. Making any sort of progress, even speedy, has rarely been as easy as is on this bike.

It’s hard to know where to start with the praise for the Honda, but I’ll begin with one thing the CBR is very impressive at doing – stopping. Stopping very quickly and very safely. Anyone who knows me will be well aware of just how much of a huge fan I am of Honda’s new C-ABS braking system. I’ve ridden a CBR600RR on both the road and track equipped with the clever electronic arrangement, and now the Fireblade too. And my verdict on it is the same every time; I consider it one of the greatest safety aids in motorcycling that I’ve ever experienced during my thirty years on bikes.

I can’t really praise it highly enough and no matter who you are, or where you’re riding the C-ABS Hondas, you’ll benefit every time you need to slow down. It’s just about fully fool-proof, and thanks to its high intelligent electronics controlling pumps to distribute braking pressure to front and rear calipers, you can always guarantee to come to a halt as quickly and safely as possible. Be as ham-fisted as you want (and let’s face it, all of us will at one time or another be likely to brake that way because of either inexperience or panic) and the ‘braking-by-wire’ set-up will manage the situation perfectly. If it senses the pressure given to either front or rear calipers is too high, and likely to cause wheel lock, then it will cleverly send some of that pressure to the other end of the bike to distribute the stopping more evenly.

HondaCBR1000FirebladeYou can sense this pressure re-distribution occurring very subtly even on loose or slippery surfaces. And unlike many ABS-equipped bikes that give a high frequency pulsing effect at either the lever or foot pedal, as the pressure is released and then re-applied, the Honda’s system exhibits no such cadence braking effect. It’s both effective, yet unobtrusive, and is in my opinion a must have. There is the option of a standard version of the bike with a conventional braking system which costs ?1500 less. But I’d go for the extra expense of the C-ABS model every time. I’d view it as insurance against bike or rider damage that could easily end up costing a lot more than the difference between the two bikes. Every single rider makes mistakes now and then, and if those errors can be dealt with in the way the C-ABS manages them, then as far as I’m concerned the choice between the two bikes is a no-brainer really.

Beyond the brakes, the rest of the two Honda’s specification is pretty much identical, and worthy of plenty of praise too. It’s the combination of the parts as a whole that impresses most of all. And though the engine and chassis are both superb in their own right, it’s the way they and everything else blends and complements each other so well that gives the Honda its ‘just right’ package and special feel.

Honda CBR 1000 FirebladeThe CBR is compact and physically smaller than the other Japanese superbikes, though it’s not cramped in any way so everyday use and longer runs can still be entertained. But more importantly, its diminutive size gives the Blade an easy feel to it, making it very agile and flickable. Of course it’s more the actual chassis geometry and weight that account for this, but there’s nothing quite like small and slim dimensions to make things seem this way.

On top of that, the overall balance of the bike and the action of its excellent suspension also helps to give the Honda remarkable poise and superb feedback. It really does seem like an extension of yourself and something you feel totally part of. And it doesn’t matter what speed you’re going either, trickling through town, or running as fast as you can on either road or track, the result is the same. The exceptional agility has no down sides either with any potential flapping from the steering dealt with immediately by the electronic steering damper which increases its effect the faster you go. I’d stick my neck out and say the Blade is the best handling of all the Japanese superbikes.

The engine’s up right up there with the best too, though I personally do prefer the new R1’s power delivery. Even so, apart from some slight wooliness at very low rpm which is less evident when it’s cold, just like the chassis the motor has manners that really assist the control of the bike. The delivery is smooth and linear and the more power you want, the more you need to rev it closer to its 13,000rpm redline. It’s as simple and straightforward as that. As manageable engines go, this is a beauty.

In saying that, it can still send you to ridiculous law-breaking speeds in a jiff, and when you use it harder there’s no doubt whatsoever that this is a superfast piece of machinery. It will loft its front wheel quite readily if you’re generous with the throttle, so you always need to be at your best if you decide to ride it a bit harder. The great thing about the Fireblade though, is no matter who you are, or at what pace you’re riding, it’s always helping you out. Always on your side and constantly flattering your riding hugely, The Honda is a bike with few surprises and one that just gets on with its job of being brilliant and hugely effective.

The original Blade may have rocked the biking world to its core back in 1992, but the current model is easily the best version yet. It might not have quite the same aggressive attitude as the original, and it isn’t as stylish as that bike once was. But by being much better balanced overall, the new bike is a lot better for it. Think of the latest Fireblade as a very speedy gentleman’s express and you’ll have some idea what it feels like to ride.

SPECIFICATIONS
HONDA FIREBLADE C-ABS

ENGINE
Type: 999cc, liquid-cooled, sixteen-valve, dohc, in-line four
Maximum power: 175bhp @ 12,000rpm
Maximum torque: 84lb/ft @ 8,500rpm
Transmission: 6-speed
Final Drive: chain

CHASSIS/COMPONENTS
Frame: Alloy twin spar
Suspension: Front: 43mm inverted telescopic forks, fully adjustable
Rear: rising-rate monoshock, fully adjustable
Brakes: Front: twin 320mm discs with four piston radial C-ABS calipers
Rear: single 220mm disc with twin piston C-ABS caliper
Tyres: Front: 120/70-17
Rear: 190/55-17

DIMENSIONS/CAPACITY
Seat height: 820mm
Wheelbase: 1410mm
Claimed wet weight: 210kg
Fuel capacity: 17.7 litres
Price: ?10,721
Contact: Honda UK 0845 200 8000, www.honda.co.uk
Performance: 5
Handling: 5
Practicality: 4
Value for money: 4

Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at Motorbike Insurance, Classic Bike Insurance