Thousand. Pounds. That’s how much it’s going to cost you for a MMX.

devoid of engine braking but, assisted by the fitted Suter dry slipper clutch, the bike felt pretty unadulterated as I worked my way down from fifth to second, lining up for a left-right flick. The pressure was almost entirely on the bike’s powerful Brembo brakes to get the thing stopped, which didn’t prove too much of a challenge. A few corners in and I was still struggling to find the right gear, lines and throttle positions. The Suter was making me work harder than any bike I’d ever ridden before it. With every lap came a greater appreciation for the MMX, which blew me away with its handling skills. It would turn so sharp, hold a line rock solid and still be open to tweaks even at mid-corner. The lean angle on tap was also impressive, as was the level of feel through the Suter’s stiff frame and Öhlins suspension. The bike felt so planted, even over the bumpiest sections of track, which provided the confidence to power faster into bends and trust the bike would be able to deal with whatever was thrown at thrown at it. And it did.

As my cornering competence grew, so did my relationship with the motor. It had taken a while to grasp just how important it was to keep the V4 singing in its narrow-banded sweet spot; marked on the dash by a couple of coloured bits of gaffer tape. Keep the revs there and the V4 motor would drive like an animal, desperate to unleash all 195 of its ponies at every given opportunity. There were times when the oomph felt too much, causing the front wheel to rise uncontrollably and demanding the