Despite the Bantam being considered the archetypal ‘truly British’ lightweight motorcycle[citation needed] outselling all others, it was in fact a German design, the DKW RT 125, received as war reparations.[citation needed] The same design went into production in at least two, and perhaps four, other countries. Harley-Davidson started producing their Model 125 in late 1947 (several months before BSA) and the occupiers of East Germany, the U.S.S.R. began building the ?????? (Moskva) M1A model even earlier, c.1946.[citation needed] In East Germany the machine was made at the original DKW factory by IFA, which later became MZ[citation needed] and Japan also produced copies.[citation needed]
The famous DKW RT 125 of 1950

The BSA designers converted the design to Imperial measurements for manufacture in Birmingham. This original Bantam, the D1, was released in October 1948 and continued in production for several years. It had telescopic forks, a rigid rear end, direct electrics, shovel front-mudguard and fishtail silencer, was available only in “mist green” and sold for ?60 plus tax. Although the frame changed out of recognition (beginning with conversion to plunger and then swinging fork rear suspension), the engine remained a recognisable development of the original for the entire 23 years of production.

Engine

The engine is a unit construction (engine and gearbox of one piece) single cylinder 2 stroke. The barrel is cast iron while the head is alloy. The gearbox was initially three speeds, later versions went to four, fed through a “wet” clutch. Ignition was of two types a Lucas battery powered coil in earlier machines or a magneto by Wipac. The magneto was on a composite assembly sitting within the flywheel with its magnet inserts; windings gave power either directly to the lights (with a dry cell for when the engine was stopped) or through a rectifier into a lead acid battery. The early D1s had “fish tail” styled exhausts but this was replaced with the more conventional cylindrical silencer. High-level exhausts were made for the trials and off-road models, in which the only electrics are the magneto-powered ignition.

Models

125 cc engine on a Bantam D1
Bantam D1 plunger frame suspension detail. The telescoping “cans” cover and protect the springs. Maximum travel is probably less than indicated by the amount of inner can (chrome) showing and the position of the chainguard. Note the rod-actuated rear brake.

This listing shows only the main variants and most models were available with refinements or in competition form. BSA had used a lettering system for their range of motorcycles and started the “D” series for their first two-stroke. The D175 was marketed as the B175 as BSA struggled against imports in the late 60s to its closure in 1972 (the larger capacity “B” series having helped make them the largest motorcycle manufacturer in the world). The engine size shown is nominal, British motorcycles were made 1 or 3 cc smaller than their tax bracket maximum to allow for re-bores and wear.

source: http://en.wikipedia.org/wiki/BSA_Bantam

Sky Ranch for Boys, one of this year’s Legends Ride recipients, is a group care center and school that has been helping troubled boys since 1960. The boys receive counseling and drug-and-alcohol treatment. They also learn to ride horses, develop a work ethic and, for some boys, pilot an airplane. The 3,000-acre ranch is located on the far western edge of Harding County, S.D.  The other recipient, the Sturgis Motorcycle Museum and Hall of Fame, has been a Legends Ride beneficiary since the first ride in 2008. Located on Sturgis Main Street, the museum celebrates the history of motorcycling and the heritage of the Sturgis Motorcycle Rally. More than 70 vintage motorcycles are on display, including a 1910 Flying Merkel, a 1912 Indian Twin and a 1952 Vincent Black Shadow.

To date, the annual Legends Rice has raised more than $150,000 for charity. Rod Woodruff, president of the Buffalo Chip, said the generosity of motorcyclists is not a surprise to him. Bikers are some of the most giving people anywhere, he said. Woodruff noted that during a traffic jam en route to Deadwood Monday afternoon, bikers struck up conversations rather than beeped their horns.

George Milos, director of the Deadwood Chamber of Commerce, said the Deadwood business community is proud to host the start of the annual ride. It’s a good cause and a fun event, Milos said. He said the Silverado-Franklin Hotel and Gaming Complex and Deadwood Tobacco Company, both Deadwood businesses, have been generous with their sponsorship and help in staging the event.

“The Legends Ride would not be possible without the generous support of our sponsors, said Buffalo Chip Sponsorship Director Lon Nordbye. We would like to thank Anheuser Busch, Black Hills Harley, First Interstate Bank, Hot Leathers, Interstate Batteries, K & G Cycles, Knology, Lehman Trikes, Pepsi, Progressive, the Renewable Fuels Association and Victory Motorcycles.”

source: http://usridernews.com/2010/08/23/more-than-300-bikes-join-third-annual-legends-ride-raises-53000-for-charity/

The racing is for classic motorcycles — although the Belgians have a rather relaxed view of what constitutes a classic. At one end, you can stand a few inches away from thundering Manx Norton and Matchless G50 GP thoroughbreds while at the other “gentleman” racers battle it out on 125cc Hondas converted from road bikes.

Absolutely everything is completely open to spectators. There is a world class beer tent and a de luxe “camionette des frites” selling irresistible Belgian chips, as well as a couple of autojumble stalls. This is racing several light years distant from what you’ll see from the Formula One boys who are competing at the nearby Spa-Francorchamps circuit the same weekend.

The Gedinne track, a shade over three miles long, is quite simply a country B-road which threads its way through the fields and woods surrounding the village. Spectators can take in the action almost anywhere but bear in mind that you are responsible for your own safety.

Gedinne is just over 200 miles from Calais, adjoining France and Luxembourg, in the heart of the Ardennes forest. Even better, a two-day spectator ticket costs 10 euros (?8.30).

source:  http://www.telegraph.co.uk/motoring/motorbikes/7950429/Classic-road-racing-festival-in-Belgium.html

Topping the range and new for 2010 is the Electra Glide Ultra Limited. This mothership is Harley’s full dress tourer boosted with 10% more torque than the Twin Cam 96 engine fitted to the rest of the touring range. The Electra Glide Ultra Limited boasts a larger Twin Cam 103 (1688cc) powerplant and rides on its own unique 28-spoke cast aluminium rims that are made here in Australia.

The Electra Glide Ultra Limited commands a $3000 premium over the long running and hugely successful Ultra Classic Electra Glide. The engine upgrade alone is certainly worth the $3000 extra and makes the Electra Glide Ultra Limited a very good buy. At $39,390 ride away though it is far from bargain material, but when you add up what is on offer compared to the rest of the line-up, it does offer reasonable value.

Heated grips, luggage rack, special two-tone paint schemes and minor changes to the instruments help the Electra Glide Ultra Limited stand out from the crowd. Aside from the 50k plus special CVO bikes, the Electra Glide Ultra Limited is Harley’s top of the range with more features and more power than any other model in the line-up.

Harley’s Electra Glide Ultra Limited and Ultra Classic Electra Glide go head to head in the marketplace against Honda’s Gold Wing, Triumph’s Rocket III Touring and Victory’s Vision. On previous form the sales figures of the Gold Wing and Rocket III Touring combined don’t even go close to matching the Ultra Classic Electra Glide.

That’s really no big surprise, but there are a few other facts that might cause you to raise an eyebrow. The Ultra Classic is the lightest of that aforementioned quartet, it has the lowest seat height, the shortest reach to the bars and the best fuel economy.

It can’t out do the Gold Wing in regards to luggage capacity but in the Harley’s favour its panniers and top box are much easier to use. Instrumentation and equipment wise, the more expensive Gold Wing boasts a much more powerful stereo, a reverse gear and in its highest specification is equipped with a fully integrated GPS system and even an air-bag!

The Harley machines score a very narrow victory in slow speed handling but if your ride includes fast sweepers, new chassis or not, the Harleys can’t hold a candle to the Honda once the bends arrive.

While the Gold Wing is a huge motorcycle, the way it soaks up the bends is quite incredible and in the handling stakes Honda’s Gold Wing makes a mockery of any cruiser style motorcycle. This is, in essence, the biggest difference between the Gold Wing and a Harley.

The Japanese bike is a surprisingly willing and capable partner that can safely keep up with much more sporting bikes. In contrast, the Harley is about sitting back and enjoying a more relaxed ride.

However, if your journeys don’t regularly include a pillion you can save plenty of money by opting for the $32,330 Street Glide model.

The Street Glide misses out on the luxurious pillion seat and large top box but does include the panniers, wonderful weather protection, instrumentation, a slightly less powerful stereo and all the creature comforts for the rider that are included on the Ultra Classic. The Street Glide is also quite possibly the most handsome touring bike on the market.

the ever popular Road King is the entry level machine in Harley’s touring line-up and also the best handling machine in Harley’s wide Twin Cam 96 range. Only the smaller engined Sportster or V-Rod models offer better handling than the Road King.

There’s no stereo or beautiful instrumentation that features on the more expensive models in the touring line-up but it still looks after the rider quite well. In comparison to a Softail the Road King offers much better handling and comfort, the difference is vast.

Likewise for the entire tour line-up in fact, dynamically they make the entire Softail or Dyna range feel positively agricultural and are the best machines ever to come from Milwaukee.

If you have always lusted over a Softail, Fat Boy or Wide Glide, do yourself a favour and throw a leg over one of Harley’s touring bikes before signing on the dotted line. If you value handling and comfort, you will take a touring model home instead.

source: http://news.drive.com.au/drive/bike-reviews/harleydavidsons-touring-bikes-examined-20100701-zpeq.html

Targeting companies that offer a delivery service, such as couriers and food businesses, Honda says the EV-Neo was designed to provide the durability for ongoing daily commercial use.

While the Japanese manufacturer has not revealed specific output figures for its electrified scooter, it has confirmed that the EV-Neo will offer a cruising range of 30km from a single charge. Honda says that its performance figures will be on par with petrol-powered scooters in the 50cc class.

source: http://www.themotorreport.com.au/50164/2011-honda-ev-neo-electric-scooter-unveiled-japanese-launch-this-year

I priced the PCX at several dealer, 5 to be exact. One dealer said white was not made, but the dealer up the street as well as all others had or could get them. I got prices from 68,500 baht, (but had to pay a lot of extras), to 74,000 baht.  In the end I purchased mine from Nat Motors in Chiang Mai and would highly recommend them. They had 3 colors in stock, and were very easy to deal with.  I paid 70,000 Baht, just under $2200 USD for mine out the door including, all tax, plates, Green book (title), a helmet that would never fit me in 100 years, as well as a light jacket that surprisingly did fit my large size and 1 year insurance that I really don’t have a clue what it really covers. And 5 free service checks that really are not free because you need to pay for the oil and minor things.

The styling for some reason just struck my eye the first time I noticed a PCX.  Wonderful lines, big comfortable inviting seat, nice chrome, dark windscreen that later I noticed you can not see through at all. The brown trim to match the seat, and big crystal clear head light, and those swooping lines I just loved.

However now with 3000 miles on it, some things have proven well, a few others have not.

The instrumentation is very nice. At night the blue color is easy on the eyes and even during the day in bright sun, everything is easy to see. The turn indicators on the dash are big and bright, a nice green color. I never forgot to turn them off after turning. There is a dummy light for temperature, I like a gauge but for the PCX target market this is probably better. Just like a car it has a check engine indicator.  The Odometer has a resettable trip meter.  A nice touch.  I like to use it to check fuel mileage or distance on my adventures.  The 160 (100 mph) speedometer is beautiful and easy to read, but 160 is very optimistic and unobtainable. There is a flashing light for Honda’s new “Idle stop” technology. A system that stops the motor after idling 3 seconds at a stop, and restarts by sending power through the alternator to get you on your way again. On the right handle bar there is a switch to turn this feature off.  Honda claims a 5% saving in fuel burn with this feature.  I really don’t know, I just kept it on. The Honda PCX that will be sold in America will not have this feature. I guess Americans don’t need to save gas, yet. There is a nice small “Glove box” on the bike. Non lockable, but I often kept my sunglasses, camera, or Cell phone there. On the handle bars the controls are big and easy to use. The starter button never failed, but this bike has no real starter. The motor starts by sending power through the Alternator. A new technology used in many Hybrid cars. There is no back up Kick starter like on many Automatic motorcycles. You can not push start a Automatic motorcycle, and it is just reassuring to me to have it there just in case. On the left handle bar they have switched the Horn and turn signal switches around. Not sure why, but several times I went for the horn and turned off the turn signals. The mirrors however are by far the best I have ever had on a motorcycle. Big, crystal clear, telling you what is happening in HD !  Only 10% arm and 90% real useful information.  I may buy some of these mirrors for my other bikes.

The Honda PCX has large comfortable and capable looking IRC tires mounted on Enkei Wheels. A nice looking combination. They are tubeless, which I like for long trips. Very wide 90/90-14 front and 100/90-14 rear. However they never filled me with confidence to try to push the next corner a little bit more and find their limits. Often they would wobble going over slight irregularities, and again over that plastic goo they often use as the lines on roads.  On 2 or 3 occasions I even pulled over to check the tires to see if there were OK.  They were.  Never lost any air, but never filled me with confidence either. And I don’t think there are many options in this tire size.  I have very similar IRC tires on my CBR and love them.  I just wonder why on this set up they did not work for my riding style.  Also the dampers on the rear of the bike are lacking.  Frequently wallowing like a Pogo stick.  I did have a full load, even over loaded, but I expect better. And 1 look at the tiny things show you why.  The rear shocks I will soon replace with aftermarket units, even though the life is still good with the stock units.

Honda uses its “Combi brake” system on the PCX. The rear brake is linked to the front brake to prevent lock up for safety. Both the front disc brake and rear drum brake worked very well, independently or together to stop the PCX quickly. I demand very good brakes on my bikes and this has them. I personally prefer independent front and rear brakes from my racing days to scrub off speed in the corners. However, again for the Honda PCX target market I think this is best.

The seat looks big and comfortable. With visions of “Gold Wing” in my mind. The seat has a little extra back support that I though would help on long rides.  The first week or two I had the bike it was very comfortable around town, but I was never on it longer than 15 or 30 minutes at a time.  Over the road, I was ready after 100 – 150 km for a butt break !   Under the seat is a very large storage compartment.  It easily holds a helmet and other things.  I have carried 3 bags of groceries there home from the store.  Starting out on the trip we had soft luggage over the seat. With the Monsoonal rains we encountered, we changed and put all of our clothes under the seat where they always stayed dry no matter how much it rained. There was 2 of us with clothes for 5 days and my friends make up, it all fit.  We ended up putting our rain gear in the soft bag for easy access.

The motor in The PCX is a liquid cooled 125 cc single. The transmission and drive is hooked up to the motor to deliver the power to the rear wheel.  Around town this bike pulls nicely away from the light and keep up or ahead of traffic. Personally I would not consider going much out of town on a bike that is not liquid cooled. On my recent adventure, My friend and I with luggage for a weeks travel probably added 350 – 400 pounds of weight to the bike, and we headed out over one after another mountain range.  Going up hill the bike did slow under heavy load.  When trucks and busses were crawling at walking speed or slower up hill, we slowed to 70 kph.  On some very steep mountain passes were no cars or truck could go the bike under heavy load slowed to 40 kph.  However most of the time it could keep up or do better than 90% of the traffic out there. Several times I wish it had 2 more horse power, or that my load was less.  I think with 2 more horsepower, the engine would stain less and really get better fuel mileage. Maybe alone it would have done better like most of my riding is done.  It seems like the sweet spot for this bike is 80 – 90 kph. hour after hour.  It will do 100 with out complaint. But I never could get it to do over 108.  Even down hill with the wind at my back.  The Fuel injections system has a limiter that cut off the fuel at 109 slowing the bike down.  But for my kind of riding and adventure where I am looking at the scenery as it goes by and not worrying about getting to Bangkok on the superhighway, it does fine.  Honda claims the bike gets 50 kpl of fuel. (118 mpg) I never could achieve that.  I averaged 103 to 105 mpg.  On 1 tank I drove a painful 60 – 70 kph to see what I could get on the super flat and straight stretch of highway 1 going into Tak.  I never could get better than 112 mpg.  But for as large of a bike it is and with my heavy load, I have no complaints.  The fuel tank is much like a car with a door that opens between your feet like on the no longer made Honda Airblade.  The tank is a large 6.2 liters.  Easily able to go over 200 km per tank. Good on back country road adventures I like to take. The digital fuel gauge keeps you well informed of when you’re getting low and always started flashing with just over 1 ltr. of fuel left in the tank for plenty of warning to fuel up again. (40 km or 25 miles to empty)

The size of the PCX is both good and bad.  I felt very stable on the PCX and never once did I feel “blow around” by a passing car or semi, or cramped on it.  However the larger size some times did cause trouble in the much crowded motorbike parking at many shopping centers.  Many times I just look for an area in the car parking near the doors where I can sneak my bike in.  At night the big crystal clear headlight, lights up the way.  I was never needing more light than I had.

The styling mirrors, and under seat storage is some of the highlights of this bike. The almost non existent tool kit, no bag hook, no extra pocket for a water bottle, and hump between my feet where I like to put my shopping bag but can not are some spots I do not like with the PCX. The motor is completely covered and never seen on this bike.  Personally after using the bike I wish the lip on the wind screen was 2 inches higher for a little more weather protection.  Much of my recent ride was in Monsoonal rains.  Water crept up from the gas filler door, between the windscreen and dash, and my rider on the back was drenched.  The complete back of the bike was covered in dirt and had to be cleaned every day to keep the tail light noticeable.  Honda could do much better on a few items on this bike.

Clearly there are some things this bike is and some things this bike is not.  I had grand expectations with all the hype Honda was giving with the new technology.  I had hoped for a “Mini Wing” and it is close, but not just yet there.  It is a little big for a city grocery getter and run about.  It is wonderful as a commuter and night out on the town.  It is good for mini adventures on back roads, where speed and distance is not so important.  I would take it cross country, and did, but not if I was in a time crunch, and it may not be the best choice but it is able to do the task. I will keep it until I find something better, but I have several bikes in my barn. This is one, and though not perfect, I will keep it.

Produced by Brighton-based Sinnis, but manufactured in China, the Trackstar is a cheap, trendy 125cc alternative to the CG 125 or the Virago. It’s very easy to control and manoeuvre, making it an attractive option for learners or novice bikers. It’s also got the looks and charm to interest scooter riders, commuters or city-dwellers who are won over by its unassuming, low-power appeal. Price is the biggest selling point, at £1,549 new it’s unparalleled, and if sales take off Sinnis may just redefine our perception of Chinese-made bikes.

Engine
The single-cylinder, air-cooled, 4-stroke 124cc heart is based on Suzuki’s GS 125 engine. Sinnis use more or less the same design across their range and it seems to do the job perfectly well. Vibration becomes quite off-putting and uncomfortable at the top end of the rev-range, but cruising at 55mph is perfectly smooth in fifth gear. This is still an 11bhp bike, so power and torque are not things you’ll even consider while riding it. That said, once you’ve fought your way up to cruising speed it’ll hold it well and makes for a relaxing, un-threatening experience.

Ride and Handling
The brakes are gentle but effective, after all at 107kg there’s really not much weight to stop. The riding position doesn’t put any stress on your back or legs and the bars are half-way between street bike and cruiser. It’s easy to lean around corners, has a fantastically small turning circle and the springy suspension is aimed more at comfort than performance. It’s very, very light and manageable, making it good for the commuter, the rookie and the petite alike.

Quality and Reliability
Quality is good for a budget bike, though it is obviously built for affordability, not luxury. Sinnis offer a two-year warranty with all new models, which offers peace of mind and shows that they’re confident in their product. To keep the warranty valid they ask that you have one service at 635 miles and another at 2000 miles. There haven’t been any reported problems with the other models in their range and they claim they’ve never had a case of engine failure.

Equipment
The retro styling is cute and appealing, with a pleasing little speedo, digital gear indicator and comfy stitched seat. The mirrors are large and well placed and the electric start is welcome. The best word to describe the bike is ‘dinky’. It can’t carry much weight, but it’s frugal, good looking and has the same kind of dainty charm as a miniature railway. That said, what you see is what you get and there are few features beyond what’s legally required.

source:  http://www.motorcyclenews.com/MCN/bikereviews/searchresults/Bike-Reviews/Sinnis/Sinnis-Trackstar-125-2010-current/

Bimota’s DB8 superbike may look the spitting image of the 160bhp Ducati 1098-engined 2008 DB7, but it’s different in three distinct ways. It’s powered by the bigger 170bhp Ducati 1198 superbike motor, it has a pillion perch and it’s cheaper, to the tune of £1700.
The DB8 test bike we rode from their factory is easily the best Bimota we’ve ridden. The suspension is plush and controlled, the fuelling is spot-on, it’s devilishly fast, comes on sticky Dunlop D211 GP Racer tyres and thanks to its new twin seat layout and revised subframe, roomier for taller riders too.
For the first time in years Bimota now has an official UK importer, so you can actually get your hands on one of these beautifully-crafted pieces of exotica.

Engine
The DB8 is powered by Ducati’s magnificent 170bhp liquid-cooled 90° V-twin Testastretta 1198 engine, using Bimota’s own electronics. Twist the throttle and the power is smoothly delivered, instantly with no nasty hesitations or stutters. With just 189kg to push along fully-fuelled, acceleration is savage and the DB8 keeps pulling hard through the gears until the road runs out. This is a bone-fide superbike in every sense.

Ride and Handling
We’ve ridden exquisite-handling Bimotas and ones that handle so badly, you’d rather get off and walk. Fortunately, the DB8 we rode was set-up to perfection, offering plush ride quality for normal riding and lots of support and feel for when you turn the wick up. The only weak link is the brakes, which fade under hard use. The radial Brembo four-piston calipers are excellent usually, so this must be down to brake pad compound. The DB8 is nice and roomy for tall riders compared to the single seat DB7, which vastly improves the usability from a Sunday morning toy to an everyday sportsbike.

Quality and Reliability
The DB8 has a Ducati engine, so there should be no problem with reliability and There are now a number of officiall Bimota service points set-up at Ducati dealerships to take care of any potential problems. The build quality of a Bimota is never in question

Equipment
To achieve the lower price, Bimota have trimmed the spec of the DB8 slightly from the DB7, but you’re not exactly short changed. There’s still lots of lovely carbon fibre on show, high quality Marzocchi and Extreme Tech suspension components, Brembo brakes and swathes of perfectly milled, trademark Bimota billet aluminium pieces to dribble over.

source: http://www.motorcyclenews.com/MCN/bikereviews/searchresults/Bike-Reviews/Bimota/bimota-DB8-2010-current/

I offer you more then a motortour only, I know what you like and make your motortour unforgetable.

I know many exiting places, you can not find on the map.

Join me on this new spectacular trip!!

Romantic scene in Thailand during Flamingo-Motortours

To enter the competition just go to www.britainsgotbikingtalent.co.uk and fill out a short registration form then upload a photo of your bike. You can make your entry more eye-catching by uploading a brief description of your machine and even a video.

You can upload your bike on the website from today. The first 500 entrants will recieve a FREE Oxford Cargo net, plus one lucky entrant will win a full set of Oxford Lifetime luggage worth over £300.

The overall winner of Britain’s Got Biking Talent will be crowned at the Carole Nash Motorcycle Live! show at the NEC in November as well as clinching the star prize of a VIP trip to a European MotoGP round of their choice, courtesy of Pole Position travel.
Second prize is a trip for two to the French Battlefields with MCi Tours.

Not only is a tour of the Somme a truly moving experience, it’s a great biking one too thanks to empty country lanes and stunning rural vistas.
Third place is a track day at a Motorsport Vision circuit.

How to enter
1)  Upload your bike pics, spec and optional video to www.britainsgotbikingtalent.co.uk
2)  Expert judges pick the top ten bikes in each category
3)  MCN readers vote to decide the top 12 bikes (for the Carole Nash
calendar) and the overall winner

Categories
This competition is for all types of bikes. Our judges will pick the best ten from the following categories, and then MCN readers will vote for the best two in each section.
1)  Street modified – heavily modified unfaired bike (you should still be able to recognise the original bike)
2)  Streetfighter – heavily modified unfaired road bike (vastly different from the original bike)
3)  Classics – unrestored or modified
4)  Choppers and customs
5)  Concours and restored – pristine classics/modern classics
6)  Other – modern bike with a fairing

Fantastic prizes
1st prize
The overall winner, the owner of 2010’s most beautiful and beguiling bike, will be heading off on a VIP trip to a European MotoGP of their choice – courtesy of Pole Position Travel (www.polepositiontravel.com). The package includes flights, accommodation, grandstand seats, party invitation and a paddock pass.

2nd prize
A trip for two to the French Battlefields with MCi Tours (www.mcitours.com), or £500 off a fly-ride package – £250 discount per person.
3rd prize
Capture third spot and you’ll be hitting any one of the five UK MotorSport Vision (www.motorsportvision.co.uk) circuits to savour a trackday. Choose between Brands Hatch, Oulton Park, Snetterton, Cadwell Park, or Bedford Autodrome.

Plus
A FREE Oxford Cargo net for each and every one of the first 500 entrants plus one lucky entrant will win Oxford Lifetime luggage worth over £300.

source:  http://www.motorcyclenews.com/MCN/News/newsresults/General-news/2010/July/jul2110-Britain-s-Got-Biking-Talent-competition-with-Carole-Nash-starts-today-Are-you-Britain-s-best-bike-builder/