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the Stack digital instrument console oÍ the Bakker-framed TDM850 that I'd just returned to its maker's workshop in northern Holland. Ooops. A couple oÍ presses oÍ the Stack system's tell{ale button had just told Theo that l'd thrashed his bike not just to a top speed oÍ 213km/h, 133mph, but also to a slightly worrying 9500rpm when I'd missed a gear earlier in the day. And there was nothing I could do to deny it. Luckily Theo resisted the temptation to thank me with a handy Íork stanchion. That top-speed Íigure is not half bad Íor a bike powered by an internally standard

TDM850 motor, but it's the Bakker bike's handling and acceleration that make it special. You've only got to check out the weighiÍigure oÍ just 162k9 with oil and water that's 40kg and 20 per cent lighter than the standard Yamaha to realise that although by Nico Bakkels wacky standards this TDM is very conventional, it still has heaps oÍ class. Bakker has been building chassis for almost 25 years, Íor engines ranging Írom Yamaha f2250 road-racers to Harley Vtwins. He has worked Íor several major manufacturers, and many oÍ his creations

notably the forkless QCS suspension system he developed a few years ago, and the Telelever f ront end he helped develop for

BMW have been at the foreÍront of alternative design.

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But not this one. When Theo, whose brother Jos runs bike shop Den Ouden Motoren, approached Bakker with a crashdamaged TDM a couple of years ago, the idea was to build a calé+acer that was as simple and light as possible. That meant designing a twin-beam aluminium Írame,

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choosing a selection oÍ top-quality conventional cycle parts and throwing away every component that was not strictly necessary. Centrepiece is the frame itselÍ, which is loosely based on the stockTDM's steel twinbeam job, but is made Írom aircraÍt-quality aluminium, was influenced by Bakker's championship-winning single-cylinder racebikes and weighs just 7.5k9. The swinging arm and wheelbase are shortened slightly, putting more weight overthe Íront wheel, the Yam's rising-rate linkage is junked (leaving

space for the oil tank) and the motor sits fractionally higher in the frame.

Steering geometry

is not radical by

sportster standards, with 25 degrees oÍ rake (same as the TDM) and 98mm oÍ trail. Suspension comes Írom WP:40mm upsidedowners in their own yokes up front, with a verlical monoshock at the rear" Lightweight five-spoke, 17-inch Marvic wheels wear Pirelli Dragon tyres; Íront brake conslsts of 300mm drilled discs and four-piston Brembo calipers. The Bakker bike's lean look comes from a cut-down Aprilia R5250 Íairing, combined with Bakker-built alloy tank and Íibreglass single-seat unit. The watercooled, 849cc motor is internally unchanged, breathes in through a standard airbox and out through an exhaust system comprising stock headers, specially fabricated middle section and free-breathing carbon can. Theo rode the bike to the

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Donington GP and had it dyno-tested in

the paddock, where its maximum oÍ

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the TDM a very useful kick up the backside.

Looking (and Íeeling, and riding) more like a 250 lhan a bruising 850, the Bakker TDM is

Carburation felt spot-on throughout the

quite p0ssihly nearer t0 being the deÍinitiue big-bore parallel lurin lhan Yamaha's own IBX. ïÍick Stack dash tops 0lÍ a package which is moÍe lrack lhan stÍeet.

range, and cracking open the stock 38mm Mikunis sent the bike stomping forward fairly smoothly, Íront wheel coming up easily in first despite the wellJorward riding position. The Aprilia Íairing rubbed my knees slightly but the top part gave good protection and a clear view of the trick Stack instruments which included a racing-style red light that could be set to flash at a predetermined engine speed (in this bike's case

80bhp @ 8000rpm was excellent by TDM standards.

The exhaust note is the first thing you

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notice when starling the 360-degree crankshaft, old-style TDM motor, which Íires up with a Ílat growl. From the pilot's seat it's clear that this is a much more aggressive piece than the do-it-all TDM. Clip-ons are low and racy, Íootrests high (much higher than the Yam's), seat padding thin, suspension firm. Even at a standstill the Bakker bike felt ludicrously slim and light, and immediately pulled away itwas clearthatthe added poke and reduced weight had combined to give I

a far-too-early six grand). The Yam's

shortened Íinal gearing sent it racing up to 8500rpm in top, hitting an indicated 130mph very quickly on the shortest oÍ straights. The motor's grunt meant that the five gears were

enough, too. Shame the box was such a typical TDM clunker.

Handling was excellent, particularly on smooth roads where the Yam's lack oÍ weight aided manoeuvrability and its rigid Írarne, well-damped suspension, sticky

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Pirellis and near-limitless ground clearance meant you could chuck the bike hard onto its

side going into a corner, confident that it would float through without a murmur. With 7mm less trail than standard the Bakker bike turned in pretty quickly, too, yet it was superstable even without a damper. The Bakker bike Íelt a bit harsh on bumpy Dutch back-roads, although softening the multi-adjustable suspension slightly would doubtless have helped. MostoÍthe time I was just grateÍul for the twin's agility and the front brake which, although it needed a fairly Íirm squeeze of the lever, had loads oÍ power and Íeel.

Having arrived in Holland to test the Bakker TDM without having a clue what it looked like, l'd been slightly disappointed on seeing a pic oÍ the bike in a Dutch magazine the day beÍore I rode it. Although obviously neat and wellJinished, the silver machine looks a bit ordinary by Bakker standards. With some Íairing lowers Íitted it would be almost indistinguishable Írom dozens of race-reps.

But that initial disappointment started slipping when I first sat on the ultra-light, superbly detailed TDM; disappeared altogether the first time I opened-up the grunty parallel-twin motor and was replaced by thoughts of pure lust when the Bakker bike flicked through the Íirst set of tight bends as Above:'UIlra-lighl, superdelailed...' Right'Ihe lÍont hÍake wniGh, allh0ugh it needed a lairly Íirm squeeze 0l the leueÍ, ïad Ioads 0í poureÍ and leel...' ll's hard not l0 Gonclude that

though they didn't exist. Bakker already has enough interest to be planning to build a small series oÍ similar bikes over the winter. He preÍers to use an engine supplied by a customer (old or new TDM or the TRX850 engines will fit), and

quotes NGL 20,000 (88000) for

brakes and bodywork, but no instruments

ordinary.

D0n[enÍÍts

MÍ BÍown lound much lo Iike in the Bakker twin.

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or electrics. A complete machine like this would cost about t12,000 not bad for a bike that, although conventional, is far Írom

Yamah TIIM850

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chassis including suspension, wheels,

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