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There are two of us on the Motorcycle Tasking Team that run older machines which still have carburettors, and we've both now suffered the results of the added ethanol that oil companies are adding to the petrol supplied on forecourts.

My 1969 Triumph Tiger was running well after a rebuild, with refurbished engine/gearbox and fuelling. I even used it for my 18 mile commute during the early summer.

One morning on the M1 it started misfiring and spluttering and the only way to keep it running was by riding with the carb. 'tickler' pressed fully in, not easy at about 60mph bearing in mind it's on the right side of the engine- the same side as the throttle! However that afternoon, the engine started fine, lulling me into a false sense of security, so I set off for home. Needless to say that it let me down, but luckily this was off the motorway and I was able to arrange recovery.

Older fuel tanks become rusty inside and can leak at the welded seams. There are products on the market that are able to reseal the inside, effectively a very watery epoxy resin that is mixed with a catalyst and rolled around the inside of the tank. As it sets it forms a second skin that holds the petrol, and the tank has a second lease of life for relatively little outlay. I've used it on about six machines with complete success. The product was initially on the market when petrol was just petrol, and there is now a product available that will withstand the current blends of fuels. The inside of the Triumph tank looked like peeling paint. I used the recommended cleaner to remove the mess and left the tank to dry properly for about 2 weeks, intending to add the ethanol proof sealant later.

With the fuel tank drying I stripped the carb, and cleaned it with a suitable aerosol carburettor cleaner. I also used compressed air through the accessible airways. The misfiring of the engine was still present, so my attention turned to the Boyer Bransden ignition module, which I duly removed and refitted after sending the unit away for testing. Normally these are completely trouble free, but I wanted to make sure everything was tip-top. Again, the engine would only run at higher throttle opening, and only if I could get it spinning fast enough. My attention then turned to the twin 12 volt coils which were likely original items now around 40 years old, so worth changing. The Boyer technician had advised that 6 volt coils were better for the ignition module / battery.

As a final belt and braces check, I changed the HT leads and plugs. The machine definitely started more easily, but would still not run cleanly at revs below about 2,000.

After all the work, though it's easy enough to get these parts on and off, I was still at first base. I'd been advised when all this started, to get the carbultrasonically cleaned, but had resisted this as I thought I'd found the problem (contaminated fuel). What I hadn't accounted for was the blockages that the debris would cause.

I found a company that were featured in a subscribed to publication called 'Old Bike Mart', and they promised a complete ultrasonic clean of carburettor components. I duly sent the unit away, and when it returned was immediately impressed with how well it had been cleaned.

Once refitted, the machine started on the second kick! I was using an adapted lawnmower tank for the fuel, so now I just had to seal the internals of the Triumph tank.

I'm now at the stage where the tank is drying slowly in the correct 20 degree environment, and I'll be using an ethanol stabilizer additive to avoid the problem again. All in all this has been a fairly expensive learning experience that can potentially affect all machines that are conventionally aspirated. Primarily the issue was brought on by the fuel tank sealant, though the ethanol will form a sticky film on the internals of a carburettor to cause erratic running etc.

My advice is to use an additive that will negate the effects of the ethanol. I'm using an American product that has positive reviews and as I use other products in their range, I'm sure will be fine. (If you want the name, then e mail me..)

PC Brady Woodnick

Carrying out BikeSafe-London assessment days is only part of the role of the Metropolitan Police Service (MPS) Motorcycle Tasking Team (MTT). Our other duties involve carrying out roadside checks on the roadworthiness and legality of motorcycles.

All of the team are qualified vehicle examiners, and most are also authorised to issue prohibitions on the riding/driving of vehicles with dangerous defects. However the vast majority of defects we encounter come from a lack of basic maintenance. Most commonly we find bikes with lights that don't work, especially brake lights, which is obviously dangerous. You don't want to be braking to avoid one hazard, only to be hit by the vehicle behind that didn't realise you were slowing until too late. Likewise finding out your horn doesn't work when a car pulls out in front of you is less than ideal!

Importantly, now more than ever, as the weather has been more inclement, is checking your tyres, I would advise at least once a week. Firstly check that you have sufficient tread. The legal minimum of 1mm is really that, a legal minimum, I personally change mine at no less than 2mm, a worn tyre clears water much less efficiently. Check the tyres are not damaged, and very importantly check the pressures. An under inflated tyre will not only cause poor handling, wear much faster, it will also reduce your contact patch as it deforms more under load, which could greatly increase your braking distances.

Those of you on chain driven bikes have also got to look after that vital component. A dry neglected chain will wear much faster, and a loose chain is capable of jumping off the sprockets, causing the back wheel to lock, causing damage to your bike, or even worse, damage to you.

A few other things likely to need a bit of love and attention because of the harmful effects of road salt are; your fork stanchions may start to corrode, which can subsequently damage the fork seals and cause them to blow. The brake callipers may seize or become sticky, wearing your pads out more quickly, likewise gear change linkages. The best preventative medicine for all of these is rinsing your bike regularly in cold water.

So enjoy (?) riding your bike through the wintery months, just remember it needs a little bit more TLC than in summer.

PC Phill Mason

On Sunday 30th October 2011, Matt Roberts (BBC Moto GP commentator) Steve Keys (Keys Yamaha) and Danny John-Jules (Red Dwarf & Death in Paradise) left The Ace Cafe, Wembley to ride to Valencia for the final Moto Grand Prix of the 2011 season.

The team were riding 3 very distinctive Yamaha R1's, two pink and the third black which Jorge Lorenzo rode around the Isle of Man circuit in 2010. There was very much a pink theme, Steve and Danny in pink leathers, Matt in Black and all sporting pink wigs prior to putting on their helmets.

The purpose of the ride was to raise awareness and funds for Riders for Health.

Andy & Brady from BikeSafe-London North were delighted to join the crowd seeing them off and offering their support, taking the BikeSafe-London display trailer to The Ace.

Matt, Danny and Mark from The Ace all gave speeches to the crowd and utilised the trailer PA system.

The event was marred by the tragic death of Marco Simoncelli the previous week at Sepang and number 58's were in abundance.

We're always too delighted to be able to attend any motorcycle event and promote BikeSafe-London and chat about bikes.

On the 30th October, 30 riders signed up for BikeSafe-London and ScooterSafe-London courses.

PC Andy Bevis

At the end of the summer we had had the opportunity of riding around London on an electric powered motorbike. I was quite surprised to find the bike, loaned to us by Zero Motorcycles http://www.zeromotorcycles.com/, looked like a 'real' bike. As a motorcyclist of many years and before I had ridden it I was sceptical.

It had a top speed of 70mph and fairly swift acceleration. It did between 25 and 50 miles on a full charge but that did depend how frugal you were with the throttle. A quick blast up the M1 at 70mph saw the battery indicator drop bar after bar dramatically. (Next years model has just been announced with a much extended battery range). We used it for a ScooterSafe-London day where it performed admirably.

I thought the bike handled well, was quick enough to keep you out of trouble and certainly turned heads as we rode it around London. Really, the only downside was the range, riding it was a little like driving a car when the fuel light is showing, stressful, and unlike a car running low on fuel you needed to find somewhere you can plug it in for two hours to charge up. The new bike with the extended range should make a real difference.

People I spoke to often commented on the fact it was silent, they questioned if it was less safe because of this? I thought this may be the case too but having ridden it I found it not to be, as a rider I found myself taking its silence into consideration, so it slightly changed my riding style. For instance, in heavy traffic, I became more aware that I was in 'stealth mode' and therefore didn't take for granted that people would know I was there, something we should all practice when riding a normal bike anyhow.

The bike has now gone back but overall it changed my attitude to alternative forms of power to propel me around London. Whilst, as a traffic officer, I cannot really see it as a replacement for my BMW R1200RT I can see the potential for others within large organisations.

The initial purchasing cost is greater than an equivalent bike but there are negligible servicing costs with low running costs and it is zero rated for road tax together with good insurance deals this is definitely a bike to consider.

2013...

2013 is a long way off I hear you shout... what with Olympic year next year,(announced in 2005, how fast did that go!)

June 2013 will be my 50th birthday Now I know I don't look a day over 25 and as a result I plan to ride to Beijing via Mongolia.

Any serious motorcyclist and anyone with a sense off adventure is more than welcome to join me. None of us are getting any younger. As I have always travelled fairly extensively since a very young age it would be nice to find half a dozen 18-25 motorcyclists who have not been abroad to enter into the spirit of the adventure of a lifetime. Ps it's a long way..........