Racer’s Kit – double TT winner Ivan Lintin shares his kit wisdom

Roads ace Ivan Lintin, 31, from Bardney in Lincolnshire, has bikes running through his blood.

He cut his teeth competing in speedway and sand racing before switching to the British Supermoto Championship at 19. It was a baptism of fire, and in his first season the young Lintin broke his collarbone three times.

After a period of recovery, 2006 saw Lintin turn his attention to circuit racing, and he won his first race after just two races, eventually finishing second in one championship, and third in another.

The following season saw him win his first pure road race championship – the Irish 250cc – 400cc support class – and that led to him signing for a factory supported team, RC Express Racing, where he competes on the national and international road racing circuit.

He won his first TT in 2015, the lightweight race, and won the same race a year later. He also won the NW200 Supertwins race, setting a new lap record for the class at 109.304mph in the process.

He suffered a brutal off at Oliver’s Mount last July, losing part of his ring finger in the process, so he knows what works, and just as importantly, what doesn’t. Here he shares his kit wisdom, to ensure you get the best you can afford.

HELMET: “For the coming season I will be using the new AGV Carbon Pista – it is the flagship model of AGV (see New Kit section) and comes with a built-in hydration system.

“During the 2016 season I used two different helmets during different parts of the season – the AGV Corsa and the AGV Pista. The difference is basically the venting and the weight, with the Pista being the lighter of the two thanks to its carbon shell. Racing in any TT race takes it out of you, but your neck takes a right buffeting with you head basically being ripped off your shoulders at 190mph all the time. Them few grams of weight helps combat that a little.

“If you buy a new helmet from an official dealer they will normally offer you a fitting service where you try on different sizes, and they’ll adjust the internal padding to get the perfect fit – this will make the whole experience of riding your road bike or race bike that much better, allowing you to focus on the road.”

LEATHERS: “Until the 2015 season I used off-the-peg RST suits, all of which were crashed in and survived the season racing without any repairs or issues – it just proves how good their base level race suits are.

“I now wear made-to-measure factory suits and my suits for next season are the RST kangaroo – they’re lighter than cow hide and more supple. They fit like a glove and once you have them bedded in they’re all-day comfy.

“Last season I had a massive crash at the end of the back straight at Oliver’s Mount at 160mph, sliding more than 250 yards on the tarmac. The leathers stayed intact, and the only injury I suffered was a graze on my hip and elbow which was more heat burn than anything else.

“Leathers are something that you don’t always see people wearing on the road, and I know if the worst was to happen I would want to be wearing a set. Try different sizes and models on and find something that fits nicely both on and off the bike. Don’t be afraid if they’re a little tight when you buy them new –leathers bed in a lot, sometimes up to 10%. A little trick I have used to expand a specific part of the suit (mine was an issue around my knees at the TT) is to put a motorcycle inner tube into the problem area, blow it up and leave overnight. You will be surprised how much space can be made doing that.”

GLOVES: “Safety is paramount, but comfort is important too. In pure road racing good knuckle protection is vital. When you’re in the pack at the NW200 or Ulster GP, you’re basically getting shot blasted with stones. If one of them hits your knuckle without carbon or metal protection you certainly know about it.

“I have worn RST Track Tech Evo and Pro series gloves for longer than I can remember, they offer everything I require. They’re comfy when there bedded in and offer that vital knuckle protection. They also have the little finger sewn to the ring finger so in the event of a crash your little finger doesn’t get torn about as much.

“Going into the 2017 season I will have a special glove made with a shortened ring finger following the off at Scarborough, which resulted in it being amputated.”

BOOTS: “Boots are another piece of safety equipment some road riders overlook – your ankles won’t last long sliding along the tarmac at 60mph, so boots are as important for road riders as they are for racers.

“In the racing world I always look for a very rigid boot to stop the twisting that would brake your ankle in a crash. When I started out I wore Daytona boots as they were the most rigid, but now the other manufactures have caught up and I use the RST Pro Series boot. It allows free movement for gear changes and rear braking but limited twisting, so if you have a nasty off with your legs flying about you’re not going to break your ankle.”

BACK AND CHEST PROTECTOR: “I only used to wear a back protector as chest protectors are not the most comfy thing in the world. The say you learn from your mistakes and I had a crash in 2014 at the Southern 100, a first corner pile-up. I ran into the rear of another bike at about 30mph with my chest. I badly bruised my sternum and felt like I was winded for about three weeks.

“I was not wearing one that day – whether or not it would have saved me from the injury I don’t know, but now I wear one without fail and haven’t had a chest injury since.

“I would recommend one to any road rider because it could save you a lot of pain. When choosing either try them on to check how comfy they are and try get a longer back protector as it will offer the most protection.”

Tested – Drift Ghost-S

There’s an awful lot to like about the Drift Ghost-S – it’s easy to use, it’s well-made, it’s well-specced and it shoots some pretty stunning footage.

It’s almost as if the Ghost-S has been designed with bikers in mind; it’s capable of shooting 1080p video at upwards of 60fps, and will also record 120fps video at 720p – a handy feature for any riders looking to shoot slow-motion footage.

This practicality extends to the camera itself. It has a generous-sized 2in LCD screen on the side, which can be used as a live video view and for playing back any recorded footage.

The Ghost-S is designed to be mounted horizontally, so that it sits flat against most surfaces. This is an important design feature as it keeps the camera’s centre of gravity low, which reduces vibrations and camera wobble. The camera uses Drift’s standard 1/4in-20 tripod mount in the base of the camera, which is a neat touch as it means you can also use third-party mounts. It also comes with a few mounts to get you started including a universal clip, goggle mount and some handy adhesive mounts for curved or flat surfaces. This stuff really works, and has allowed me to mount a rear facing camera on the bike’s tail section and a forward facing camera at the top of the lower fairing. And it’s not budged in the slightest.

The camera itself couldn’t be easier, or more intuitive, to operate. The controls are chunky and simple to use, and all the buttons are positioned on the camera’s side – power, to start and stop recording and to navigate the menu.

The back of the camera features Drift’s trademark removable screw-in panel that protects the Mini USB charging port as well as the Mini HDMI output, a function which allows you to connect the camera directly to an external display for playback. There’s also a 3.5mm connection for an external microphone. With the rear cover securely attached, the camera is waterproof to 3m, which keeps the camera dry, even in the grimmest of downpours.

Another neat feature is the rotating lens, which can spin through 300 degrees. This effectively allows you to mount the camera in any orientation and still have the video come out in the correct visual format. It’s worth pointing out here that the lens’ default position, when all sides are flush to the camera’s body, is oriented for when the camera is stood on its side instead of mounted with the screw on its base. This means you’ll need to remember to rotate the lens when the camera is mounted on top of something, such as a fuel tank, or a helmet.

We tested the Ghost-S over a four-week period in a variety of conditions, including a nine-hour round trip to Bristol, and we’re impressed. It feels secure when mounted, and its sleek, aerodynamic profile helps reduce any vertical camera wobble.

It will record for around three hours, and the footage is pin sharp, capturing beautifully rich colours and a high level of detail in the background, even at high speeds.

The camera’s apps are available for iOS and Android, and make the camera even easier to use. The apps allow you to adjust settings such as field of view, exposure and frame rate as well as triggering recording. The app also provides a live view of the camera’s sensor, and the camera’s Bluetooth capability mean it’s possible to copy photos and videos to your smartphone.

Yes, it’s more expensive than the already excellent Drift Stealth 2, but you’re paying for added functionality. That large screen is really useful for setting-up and previewing footage, and there is a greater choice of video recording modes.

We’ll be shooting some footage when we head over to the Isle of Man for the TT, both on-board and hedge side race footage on our YouTube channel. See for yourself why we rate it so highly.

Five stars

www.driftinnovation.com

£250

First test – Arai RX7 V

I’ve just done a 400-mile round trip to Bristol in the new Arai RX7-V in very changeable conditions, and first impressions are favourable.

The trip meant some nine hours in the saddle, and the Arai excelled throughout. It didn’t fog in the freezing and cold conditions in the morning, the powerful vents doing a good job of keeping air circulating throughout the lid. They’re easy to sue with gloves, and have a decent level of control from slight flow to full flow.

It’s comfy too – despite the fit of the new shell and lining making it feel snugger than its predecessor, there are no pinch points, no marks on my head; it just fits.

The lining itself is supremely comfortable, with no itches, and the field of vision is excellent, easily allowing you to see what’s going on around you.

But it’s the little things that stand out. The new catch on the visor makes it easier to operate, and the chin curtain makes a decent job of keeping noise down.
We’ll report back in another four weeks with a thorough review…

MotoGP – new rider protection rules introduced

MotoGP has introduced a comprehensive set of rules governing rider protection for the first time in its history.

Helmets have been compulsory, but the rulebook offered little if no guidance on the leathers, boots, gloves that riders wear.

The new regulations mean there are now benchmark standards for leathers, gloves and boots, and the internal and external armour associated with those products.

The move also makes it compulsory for riders to wear chest protectors and back protectors, and all protective clothing must meet stringent ISO and EN standards.

New powers have also been introduced to race control to prevent riders from wearing kit that is badly damaged or unfit for purpose. This power also applies to the leather manufacturers themselves, so it’s entirely possible we will see the likes of Alpinestars, Dainese, Furygan and Rev ’It insisting their sponsored riders ditch their battle-scarred suits and take to the track in new, pristine leathers.

The manufacturers won’t have it all their own way under the move though – the rules mean they’ll have to keep a database of each suit allocated to a rider so that race control can monitor usage and ensure every rider enjoys maximum protection.

As the rules stand there is no mention of airbag technology, although we expect that to change ahead of the 2017 season.

Tested: Oxford XS35 Rucksack

This brilliant rucksack features a roll-top and a removable liner to ensure it’s properly waterproof, a large main pocket for easy packing and adjustable straps to keep it secure. It also boasts two decent-sized external pockets, a cargo net pocket and a removable 1.5-litre hydration pack so you can take on fluids while riding.

The harness is adjustable on the waist and features two handy zipped pickets that sit on your chest, ideal for storing change and a bank card, and the large, chunky zips used throughout are a neat touch, allowing you to easily open and close the bag with gloves on.

And once on it feels pretty good – the backboard is great for comfort and the adjustable straps allow you to get it sitting just so on your back.

As the name suggests, the capacity is 35 litres, which is easily big enough to swallow everything need for a long weekend away – I went to Cadwell for a couple of days’ track training and it easily took two pairs of trainers, a pair of jeans, a couple of tops, toiletries, waterproofs and spare gloves with plenty of room to spare.

The only thing to bear in mind is that it’s only the main compartment that is waterproof – the front pocket is water resistant only.

OXFORD XS35 RUCKSACK, £90, www.oxprod.com

Tested – Alpinestars Supertech R

These boots offer the best of both worlds – they’re brilliantly comfortable straight out of the box while being reassuringly protective. They’re the same boots you see Marquez, Lorenzo, Crutchlow and Redding wearing in MotoGP and all this on-track crash research means they’re proven.

The superb level of protection these boots offer is mainly thanks to their construction –  the Supertech R actually consists of two boots; an inner and an outer.

The inner boot has been designed to absorb any knocks while also reducing ankle twist and features a four-link system that effectively links the calf collar to the reinforced heel cup. It sounds uncomfortable but it isn’t, thanks largely to the inner boot’s lightweight mesh fabric construction. The inner boot also features a shoehorn shaped piece of plastic connected to the heel cup to protect the Achilles tendon and the boot itself is held to the rider’s foot by an internal Carbon/Kevlar mix lace which has been designed to reduce bulk and weight.

The synthetic leather outer boot features a soft, grippy suede-style material to stop your bike’s bodywork from being scratched and scuffed, elasticated tops, extensive and effective vents and a brilliant zip, Velcro, ratchet system that makes getting the boots on and off a doodle. Again there’s lots of protection. Every surface has been designed to slide and not grip in the event of a spill – there’s also lots of sturdy plastic on the heel, a sturdy but flexible sole and replaceable toe sliders.

These boots are easily the most comfortable boots I’ve ever worn and they’re equally at home on the bike crossing France in a day as they are off the bike watching the racing at the TT. And the technology they use works – I’ve had a high-speed track off and a ridiculously low-speed low side in these and although they’re battlescarred they’re still going strong. Expensive but worth every penny.

£349.99

http://www.alpinestars.com

Tested – HJC RPHA10+

This is HJC’s top-of-the-range lid, as worn by Jorge Lorenzo and the recently-retired Ben Spies.

It’s an updated version of the popular RPHA10 and features a new easier-to-use chin vent, a new chin curtain and a new, more comfortable lining. It also comes with a Pinlock Max clear and tinted visor as standard.

The first thing that strikes you about this lid is the weight – it feels ludicrously light and tips the scale at just 1250g. And then there’s the fit – it feels comfortable, snug and secure. I know fit is a personal thing, but HJC seem to have managed a rare trick and built a helmet suitable for all head shapes. A lot of friends tried the RPHA10+ on at Motorcycle Live and every one of them said just how comfortable it is.

I’ve been testing this for some 3000 miles now and I love it. Yes, it’s a sports helmet but noise levels are acceptable, especially when riding with the chin curtain fitted, and the vision is excellent. The lining is supremely comfortable and the visor doesn’t suffer from misting and the vents, while being easy to operate, offer excellent cooling. The only niggle is that when pushing the visor up when paying for fuel it tends to come undone at the left-hand side.

Tested – Alpinestars Atem 1-pc suit

This one-piece suit is fully CE-certified in its entirety, not just in specific areas, and every part of the garment conforms to the CE standard En 13595-1 for riding safety – a first for Alpinestars.

As you’d expect from a CE-certified suit, it boasts some pretty impressive spec. The suit is made from high grade, highly abrasion resistant 1.3mm leather, which is reinforced in the impact zones (bum, hips and elbows) and it’s full of technology proven in MotoGP and WSBK including the familiar sturdy plastic external armour on the shoulders, knees and elbows to stop the suit gripping the tarmac in the event of a spill. Then there’s the removable CE armour that sits below the leather on the shoulders, elbows, knees, hips, tibia and shins.

But all that protection is as good as useless if the suit doesn’t fit properly, and it’s here that the Atem excels. The stretch panels on the chest, crotch and back of the legs works together with the accordion panels on the shoulders, lower back, elbows and knees to ensure the suit fits properly. It means I could drop down a size to get a proper snug fit.

Other features include the ubiquitous aerodynamic speed hump, extensive perforations on the upper and lower body and hump for improved ventilation, neoprene on the collars and cuffs to prevent chafing, a removable liner and a clever 3D mesh that allows a pocket of air to sit between you and the leather, which makes the suit extremely breathable.

I’ve ridden some 3500 miles in it over a week’s touring in the Ardennes taking in a couple of trackdays in Mettet and Folembray, and it was just as comfortable on the roads as it was scratching around the circuits. The venting is really effective and the suit itself is really comfortable – all the armour sits exactly where it should do. The only issue some may have is that the cuffs are larger than on other suits, meaning you may have to compromise on the gloves you wear.

New – Arai RX-7V

The new Arai RX-7V is the brand’s premium, range-topping lid, and the Japanese company has given its flagship model a thorough overhaul for 2015.

Among the noticeable changes are a new, smoother outer shell, a longer diffuser, a new, bigger visor tab and a new interior.

The new outer shell is a result of Arai’s philosophy that a smoother shell offers the best protection through its enhanced ‘glancing off’ properties – the theory is that a smoother shape spreads the impact load across the whole helmet and thus helps reduce the amount of energy transferred to a rider’s brain in a spill. The shell itself is 30g lighter than the outgoing model, thanks a mainly to the new resins used, and there is now 3mm extra space around the rider’s mouth and chin.

This focus on ‘glancing off’ has seen the RX-7’s visor pivot lowered by 24mm to allow Arai to keep the shell of the RX-7V completely smooth above the test line of the Snell standard, further improving impact performance. The new variable axis system also allows the visor to travel in an arc, allowing a lower and more compact visor mechanism and easier visor changes – which anyone familiar with the old RX-7’s sidepod creak will welcome.

The new helmet also sports a prominent visor tab, which Arai has carried over from its F1 programme. The system is much chunkier than its predecessor, which should make it easier to use with gloved fingers. It also promises to make it quicker to change visors and secures the visor better than ever. Handily, it also has an anti-fog position.

But it’s not just with its protective characteristics that the RX-&V impresses, it promises to be more comfortable than ever too, thanks to the new comfort lining which has adjustable padding thickness that allows riders to customise it to suit their head shape. As usual there’s a fully removable interior liner system, but it’s now softer and also boasts anti-bacterial and deodorising properties.

The RX-7’s already excellent ventilation properties have also been significantly improved with the new top duct now offering 11 per cent more airflow, with bigger buttons for effortless operating. The new diffuser is also bigger – it’s 22mm longer, has improved aerodynamics and 19 per cent larger intake scoops. Both the top duct and the diffuser have been designed to work with the rear spoiler for enhanced stability at speed. There’s also a new dual-pivot chin vent, which can be opened to help with visor demising or closed for greater rider comfort. And all vents now have three settings – closed, half open and fully open.

The new helmet will be available in showrooms later this year and will be available in a variety of colour schemes. Visit whyarai.co.uk for for information.

HISTORY OF THE ARAI  RX-7 HELMET

The Arai RX-7 has become an almost iconic helmet. The history of this model goes way back to the sixties:

1968 Arai introduces its very first full face helmet. An expensive helmet as a standard open face jet helmet sold for 3.200 Japanese yen, an open face racing helmet was 6.900 yen and the full face sold for 25.000 yen.

1978 RX-7 cLc was released. The ‘’cLc sandwich construction’’ for the outer shell increased strength and reduced helmet weight dramatically. First use of Super Fiber material. The result was a helmet weight of 1400 grammess where the competition weighted 1700 grammes.

1981 Introduction of the Omni model with the world premiere of the now familiar ‘’holder system’’ for the visor mechanism. This holder system makes changing and adjusting the visor so much easier.

1982 New RX-7 with the new holder system.

1988 World premiere of the ‘’AdSis’’ visor system. This allows toolless changing of the visor in a matter of seconds.

1991Introduction of the RX-7RR with the innovative then brand new Diffuser system.

The first RR was followed by several successors including the popular RX-7 Corsair.

2008 Introduction of the RX-7 GP – the first helmet with the advanced, adjustable ‘’Air Wing’’ concept.

2015 Introduction of the completely new RX-7V with the VAS (‘’Variable Axis System’’) visor mechanism offering an increased smooth outer shell area for better glancing off ability.

Proven on track – BSB frontrunner Dan Linfoot talks about the kit the trusts

 

Daniel Linfoot, 26, is a racer who competes in the British Superbike Championship with Honda Racing UK.

Dan has been racing since 2002, when he began his racing career in the National Minibike Championsips, later moving up to the 125cc category in 2004. In 2005 Dan finished fourth in the standings. He then went on to ride in the World 250cc MotoGP championship in 2007 and the European Superstock in 2008.  minibikes, before joining BSB in 2009.

When he’s not racing, Dan can been seen coaching at the British Superbike School at Blyton Park in Gainsborough on his ZX10-R and also rides on the roads, having passed his test last year.

He’s had his share of big offs – he broke his pelvis on the last lap of the first BSB race of 2013 after falling off and being run over by James Westmoreland –  and knows what kit works and what doesn’t. Here he shares his hard-earned kit wisdom.

HELMET – “When you try a helmet on you need to make sure the fit is right – it doesn’t want to pinch your forehead, but it doesn’t want to be moving around on your head either. It wants to be snug but comfortable. And it needs to be comfortable and light – you don’t want a heavy helmet sapping your concentration and energy. It also needs to be protective, obviously, and offer excellent vision and ventilation. You need to be able to see as much as possible, and you don’t want to feel too hot or suffer with visor misting.”

“When I started racing I wore an Arai and it fitted me perfectly, but then they introduced the RX7-GP and changed the shape – the fit wasn’t as good and I just couldn’t get on with it. So I tried on various lids – AGV, Shark and Shoei – and was blown away by the Shoei. It and the best combination of fit, vision, ventilation and comfort. And I couldn’t get over how light it was. So I bought one and I’ve stuck with them. This season is the first one I’ve been given free race helmets by Shoei, so that’s not the reason I wear them. I wear them because they fit my head, the field of vision is excellent, they’re pretty quiet and the lining is comfortable. But the most important reason I wear them is because I know that they work – I’ve and a couple of massive smashes in them and I’ve walked away without as much as a headache.”

LEATHERS – “The first thing I look for in leathers is the material. I want them to be tough. If I go sliding down the road I want to know that they’ll be strong, so I wear kangaroo skin leathers. Kangaroo offers the best of both worlds – it’s incredibly strong but also really supple.

“Fit and comfort are also crucial. When you’re on the bike you want everything to sit where it should – you don’t want any tightness on the arms causing arm pump, and you don’t want them so loose that they start flapping at speed – that just saps energy, concentration and takes your focus away from the track. That’s why I prefer my leathers to be perforated. I move around there bike a lot when I’m racing and I don’t want to get too hot, so a good flow of air is a must.

“They also need to be protective. I’m a big fan of chunky external armour on the shoulder, elbows and knees. I’ve got some scuffs on the metal sliders on my elbows, though I’m only elbow down when I’m testing in Spain.

“I’m currently racing in a set of made-to-measure Prexport leathers that are badged as Weise, and they crash well. I’ve had two crashes in a set and they’re still good to wear. Obviously, some of the sponsors’ badges are a bit a sorry looking, but the suit itself is fine for racing in the wet.

“I’ve since switched to Dainese and they’re just as good.”

BOOTS – “I want my boots to be comfortable. Your feet take a lot of punishment on the bike, so I prefer boots that are comfortable. They also need to be protective. I wear Sidi Vortice boots – they offer the right blend of fit, protection and comfort. They’re light, quite well ventilated and reassuringly protective – yes, the closing system is fiddly and takes a bit of time, but you know that they’re not going anywhere once they’re on. And they’re tough. I know that if I crash they’re still going to be good – I’ll only get through three sets a year.

“And they’re really, really comfortable. You don’t really notice you’re wearing them.

“The only downside is the squeak that develops around the ankle joint. They all do it, though a bit of WD40 soon sorts that out.”

GLOVES – “Obviously your hands have a massive role to play on the bike, controlling both the throttle and brake, so gloves need to be supple and offer lots of feel.

“I wear Weise gloves and they’re pretty impressive – they feature sturdy Knox armour in all the key areas and a lot of stretch panels for added comfort.  I give them to my dad to wear and break them in for me so that they’re just so for when I race. I’m quite fussy when it comes to wearing gloves, and am reluctant to throw old gloves away. I’ll probably get through three a season.”

BACK AND CHEST PROTECTORS – “I wear a standard off the peg Dainese wave back protector that you can buy in the shops. I bought it five year ago and it’s so thin you don’t notice you’re wearing it. I always wear one, both on the track and on the road on my ZX-10R. A lot of back protectors these days are so thick – they trend seems to be to make them thicker and thicker – that they feel awkward and obtrusive in race leathers but try them on under your kit and see what’s right for you. They work, and I’d urge everyone to wear one.

“I haven’t tried a chest protector yet, but I’m going to be experimenting with one this season.”

BASELAYERS – “I’d urge everyone to try a compression top – they’re brilliant. It felt really strange when I first wore one, but now they’re one of my most important pieces of kit. I can’t ride without one. They keep you comfortable under your leathers, keep you cool when it’s hot and warm when it’s cold, and they make it easier and quicker to get into and out of your leathers.

“ I normally wear a short sleeved Proskins top and I can’t recommend them highly enough.”

EARPLUGS – “A lot of racers don’t wear earplugs because they want to hear the noise the engine’s making, but I’m not one of them. I prefer shutting the noise out as best I can so I can focus on what’s going on ahead of me.

“I’ve tried personalised earplugs but just couldn’t get on with them. I had two sets made up, by two different manufactures, but the results were the same. I couldn’t put them on without looking in the mirror, they’re just too fiddly, and when they were in, the side of the helmet would press against them, forcing them deeper into my ear as the race went on. They were actually quite painful so I went back to wearing disposables.

“ I wear Max Lite and a set will last me day.”

STOMP GRIPS – “I can’t rate these highly enough and I’d urge everyone to fit a set too their bike. They’re great for gripping on corner entry as they let you support the weight of your upper body by allowing you to lock your knee on to the tank. I hate sliding about in the seat, and these pads help me a lot when braking.”