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APRILIA TUONO V4 FACTORY

TRIUMPH SPEED TRIPLE 1200 RS

MIGHTY

MEATY

DUCATI STREETFIGHTER V4 S

KTM 1290 SUPER DUKE R

FRUITY

PRICEY

£

●

HarleySportsterS ●

Living with a Multistrada Learning to ride at 16 Lubricating chains Filter(ing) tips

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Print edition to your door

Hello

hrills don’t get much bigger, or bolder, and certainly not louder. A week living with this year’s latest, greatest supernakeds and my adrenaline gland has been given a thorough workout.

Just peeking at the Triumph Speed Triple RS perched outside the kitchen window has my pulse racing.

Normally I’d question the point of such wild bikes, but their magic is the way they bring the extraordinary into daily life. Genuine superbike performance and handling, but with happy wrists and shoulders. Edgy looks and addictive sound, yet delivered with civility. Supernakeds aren’t just for going fast (well, not all the time), they’re for injecting a shot of excitement into your commute, flooding your system with sensations, pulling you to the garage to just start them up and go ‘ooh’. Our celebratory test of biking’s most exciting class starts on page 36.

We’re celebrating oodles of other amazing things, too.

Moto Guzzi have reached 100 not out and we honour the remarkable achievement of the Italian brand. Throbbing twins, owner relationships and chips in Scarborough start on page 50. And, of course, there’s Valentino Rossi who’s announced that he’s retiring at the end of a recordbreaking career. I spent the British GP at Silverstone on the grass bank between Farm Curve and Village, and it was bright yellow T-shirts, flags, hats and curly wigs as far as the eye could see. Fans salute their hero from page 68, while Rossi’s gaffer Lin Jarvis exclusively gives Bike the inside story on his epic career on page 74.

There’s something personal and even more thrilling that I’m celebrating, though. My eldest son Edward has turned sixteen and had his first taste of life on two wheels. Emotional new rider joy is on page 120.

Enjoy the issue.

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Mike Armitage Deputy editor

Bikes in this issue Aprilia Tuono V4 Factory 40 / Ducati 750SS 12 Ducati Streetfighter V4 S 42 / Ducati Multistrada V4 S 104 / Harley-Davidson Sportster S 48 / Honda NC750X 98 / KTM 1290 Super Duke R 44 / Moto Guzzi V100 Mandello 10 / Moto Guzzi V85 TT 54 / Royal Enfield Meteor 90 / Triumph Speed Triple RR 08 Triumph Tiger Sport 660 16 / Triumph Speed Triple RS 38 / Voge 500DS 82

PIC: ADAM SHORROCK

Issue 584 November 2021

Contact us: bike@bikemagazine.co.uk or 01733 468099 facebook.com/bikemagazineUK twitter.com/BikeMagazine

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‘You’ve got to appreciate a motorbike does some strange things’

84

36

732bhp: supernakeds group test

50

100 years of Moto Guzzi

4

Contents

Supernakeds, riding in the USA and the fans say farewell to Vale

Front end 08 THE FIVE BIKES THAT MATTER THIS MONTH

Triumph Speed Triple RR, Guzzi V100 Mandello plus three more.

19 BRAKING NEWS

74

Rossi’s boss, he’s a bit handy too

Motorcycling on the endangered list.

24 DEALS ON WHEELS

The best deals from our ex-friends over the Channel.

26 TECH

Why BMW’s flat twin is amazing.

28 THE ROAD

Bleep-bloop in the co-ordinates and go there.

31 BEEN THERE, GOT THE T-SHIRT

Sport

32 LETTERS

68 FAREWELL VALE: THE FANS HAVE THEIR SAY

34 SUBSCRIBE

74

Features and Tests

84 INSIDE: SIDECAR SPEEDWAY

How to solve beyond-bad toilets by deploying a simple T-shirt.

In appreciation of the recent 50th anniversary of Bike issue.

If you’re ‘in’ you might as well save some dough.

36 GROUP TEST: SUPERNAKEDS

The most thrilling class in motorcycling gets a good going over.

48 FIRST RIDE: HARLEY SPORTSTER S Harley burst into the 21st century, 21 years late.

50 100 YEARS OF MOTO GUZZI

Owning/riding a Guzzi is something special.

82 FIRST RIDE: VOGE 500DS

Who are Voge and how can their 500DS be this good for £5k?

90 FIRST RIDE: ROYAL ENFIELD METEOR RE continue their meteoric rise, at a meander.

92 ADVENTURE

Hitting the trails of the Southwest USA.

98 FIRST RIDE: HONDA NC750X

’Flawless’ is a big claim to make. But if the helmet fits…

92

Southwest USA: heading off road

The moment we’ve been dreading is almost upon us.

OXLEY INTERVIEW: LIN JARVIS In conversation with Rossi’s boss.

220bhp, two-up, no brakes.

116 BOASTIE & BOURNE: KEEP IT IN THE FAMILY

Franco Bourne’s support crew (his gran) talks hopes and fears.

Know How 102 BUYING: TRIUMPH TIGER 1050 Triumph’s high riding triple, from £2500.

102 OVERLOOKED: HARLEY XR1200 For once Harley were ahead of the game.

104 LIVING WITH: DUCATI MULTISTRADA V4 S Nit-picking the brilliant 170bhp V4.

106 TEMPTATION: IMPORTS

Standing out from the pack need not be difficult, or expensive.

108 PROJECT

Founding editor Mark Williams finishes his flight of fantasy.

114 GLORIOUS RIDE

Head for the Yorkshire Dales, where riding’s done proper.

114 TRY THIS: FILTERING

Not the most fun you will ever have. But…

118 OUR FAVOURITES: CHAIN LUBES

Our guide to lubrication – stop sniggering at the back.

118 BLAST FROM THE PAST

Please be upstanding for the Aerostich suit.

119 EVENTS

There’s still time to go and do something good in 2021.

120 SKILLS

Son starts his motorcycling journey, father is proud.

122 WEIRD AND WONDERFUL

1987 Quantum 2: biking’s brave future.

5

Five bikes...

[ DUCATI 750SS ]

The cost of living

If you’re into your Ducatis and want to live a little this immaculate 750SS is currently available.

But as one of the world’s most sought-after Ducatis it’s not going cheap…

N

authenticity,’ says Ben. ‘The numbers and stamps are ot only is the 750SS one of the prettiest of all correct, and the machine is recorded in his registry.’ classic Ducatis, it’s also vanishingly rare – just No reason to doubt any of these The 750SS passed its TuV (the German 401 of the 1974 model were built, and it’s numbers MoT) in 2003 and has done 2294 miles since unknown how many have survived. So when the restoration so if you fancy using it to this one goes to auction at the Stafford Show nip to the shops it should take very little on 9 October, you’ll probably need well over recommissioning. Bonhams estimate the sale £100,000 to ensure it’s in the back of your price to be between £90,000 and £130,000, but Transit for the drive home. it will almost certainly make more than that – This bike was restored over 20 years ago the last 750SS sold at auction in the UK was a and since then it’s barely been used, living in barn find needing plenty of work, and that went collections in Italy and then Germany. ‘The last for £107,000. owner was German film critic Hans Schifferle,’ says Ben Walker, from auctioneers Bonhams. ‘He was well known, a German Barry Norman, and was financially independent. He had a collection of around 40 bikes, all of which have been nicely restored, and they » When Paul Smart won the Imola 200 in 1972 on the new were his private passion – it was effectively a secret collection. He 750SS, its fame was assured. No-one thought the V-twin lavished a lot of money on the bikes and had someone looking after would stand a chance against the Triumph Tridents of Percy them full time.’ After Schifferle died, his widow contacted Bonhams to Tait, John Cooper and Ray Pickrell or the works 750 MV sell the bikes.

Agusta of Giacomo Agostini. By trouncing them all, Ducati’s As usual with this type of rare machine, authenticity is key as there sporting superbike legacy was up and running. The bike you see here is the road-going version of that race bike. are now more bikes claiming to be genuine 750SSs than ever left the factory. ‘Marque specialist Ian Falloon has confirmed he knows this bike and says there is no problem regarding its provenance and

Sporting heritage

12

SUSPENSION

BIKES THAT REALLY MATTER THIS MONTH

Forks have the same 43mm stanchions as the RS, but the internals are the latest Öhlins semiactive system, called Smart EC-2. Same deal with the shock.

SPECS Price: £17,950 Power: 178bhp at 10,750rpm Torque: 92 lb ft at 9000rpm Wet weight: 199kg

Triumph’s halffaired Daytona [ TRIUMPH SPEED TRIPLE RR ]

New Speed Triple RR is a sportsbike in all but name. But will it be too focused for the road?

I

t’s called the Speed Triple RR but this new 1160cc Triumph is a full-on litre sportsbike with the lower fairings missing.

With 178bhp, sporty riding position, track electronics and trick Öhlins, it’s the Daytona 1000 that sportsbike fans have been waiting for in all but name. Here are the key questions answered.

£250. That puts it in the same financial ball park as the Honda Fireblade, Yamaha R1, Suzuki GSX-R1000R. In terms of price, it’s closest to the MV Superveloce…

Is it a Speed Triple RS with clip-ons?

Not quite. Most of the bike is identical to the Speed Triple RS – same engine, frame, wheels, brakes, geometry and electronics – but besides those clip-ons, the RR gains Öhlins’ latest semi-active suspension, super-sticky tyres and a sprinkling of carbon. In the old days manufacturers turned their sportsbikes into supernakeds; Triumph have just done the reverse.

It does look a bit like MV’s Superveloce…

Indeed it does, which is no bad thing. In fact, Triumph even referenced the MV when explaining who might buy the Triple RR: ‘In terms of rivals we don’t see any direct ones [to the RR]. In terms of intent, you can make a comparison to the MV Superveloce, but the Speed Triple RR’s power, capacity, torque etc is a big step up from that.’

Are Triumph selling it as a sportsbike?

They’re saying it’s a ‘road-focused sportsbike’. ‘We wanted to take the real world capability of the Speed Triple but make it more focused, with more performance,’ says Triumph’s marketing chief Miles Perkins. ‘This is not a Speed with clip-ons, or a track-focused sportsbike [though the preview video was shot entirely on track, it wears road-legal track tyres, and inherits the RS’s track mode]. It’s our take on a modern cafe racer – the ultimate sportsbike for the road.’

How much is it?

The standard model in white is £17,950. To get it in red you need another 8

Bike’s tests say the RS’s suspension is too hard. And the RR? Good question. Compared with the road-friendly old 1050 Speed Triple, the RS is excessively firm, and given that the RR is meant to be even more sporty, you might justifiably fear the suspension will be that bit harder still. But that’s not always the case with up scaled semi-active versions. Yamaha’s semi-active R1M, for example, is a far more pleasant road bike than the conventional standard R1 because the semi-active suspension is more compliant. The spring rates of the RS and RR are the same, but perhaps the semi-active will offer more damping adjustment.

We’ll have to wait for the riding launch at the end of the year to find out.

ELECTRONICS Identical to the RS set-up apart from the TFT welcome screen. That means five modes (Rain, Road, Sport, Track and custom), which also set the semi-active suspension.

TYRES

ENGINE

If you can judge a new bike by its tyres, the RR is a sportsbike: it gets Pirelli Diablo Supercorsa SPV3s, which are road legal treaded race tyres.

Exactly the same as the Speed Triple RS’s fabulous 1160cc triple.

It makes 178bhp and has the same storming midrange as the old 1050.

View from the captain’s seat is as sportsbike as the rest of the RR

How sporty is the new riding position?

Overlaying side-on photos of the RR with Yamaha’s R1, it’s clear the Triumph is very sporty – the Speed Triple RR’s bars are a sniff closer and higher than the R1’s with identical seat and footrest positions.

Will there will be a Street Triple RR We suspect so. Triumph won’t say directly but when Triumph’s Miles Perkins was asked if there was a 200bhp RR+ in the wings he answered ‘no’. When asked about a 765RR he didn’t deny it, and later said the new single headlight is the RR signature, implying there will be more. Headlight units are ludicrously expensive to develop so it would make sense to have more RRs knocking about.

‘It’s our take on a modern cafe racer – the ultimate sportsbike for the road’ 9

Five bikes...

SCREEN This is electrically adjustable and has a huge range of movement. It could be properly useful.

Surprise, Sur... [ GUZZI V100 MANDELLO ]

Active aero, liquid-cooling, semi-active suspension… the new V100 Mandello will have Guzzi traditionalists choking on their espressos…

A

surprise arrival at the celebrations of Moto Guzzi’s 100th year (see page 50) is this, the new Guzzi V100 Mandello. Though it uses the traditional longitudinal V-twin and shaft drive, there’s plenty of new tech including active aero and a new liquidcooled engine – a Guzzi first. One model has semi-active suspension too.

Besides liquid cooling, the 1050cc motor also features a four-valve head and instead of having the inlets at the rear of each cylinder and the exhausts thrust out into the breeze like all Guzzi V-twins before, the V100 has the intakes on top of the cylinders and the exhausts below.

This is exactly what BMW did when the R1200GS went liquid-cooled in 2013, and as professor Jamie Turner mentions on page 26, one of the reasons for the change is the layout allows the use of double overhead cams driven by chains (instead of push-rods). It would also mean that Guzzi could incorporate variable valve timing like BMW’s GS and Harley’s Pan America, which both use the technology to keep a healthy midrange while hitting big peak power figures and passing emission tests.

There’s certainly enough room under the humongous rocker covers. Bizarrely, despite 10

releasing official photos of the bike, Guzzi won’t reveal any technical information until the launch in November.

There have been leaks from the factory, however, which reveal the new V-twin has a 96mm x 72mm bore and stroke, which suggests Guzzi aren’t aiming for huge power figures – Harley’s 1252cc, 145bhp Pan America, for example, has the same stroke but a 105mm bore.

We’re betting the V100 will be 115 to 120bhp, with a traditionally bulging midrange.

The active aero is the first seen on a production bike.

The two small deflectors either side of the tank pop up to deflect wind, though it looks suspiciously like a gimmick as they can’t add a great deal of weather protection.

The electrically adjustable screen looks good though.

Other bits are par for the sports tourer course: TFT dash; semi-active suspension option; quickshifter; vast seat; Brembo radial calipers. It could be great.

BMW’s new CE02: making sense in the city

[ BMW CE02 ]

More electricals » Like us, you’ve probably struggled to transport your skateboard and rubber plant between coffee shops.

Thankfully BMW have the solution: the CE02. Snarkiness aside, anything that might tempt 16-year-olds onto two wheels has to be a good idea. BMW won’t say when it will appear or the likely price…

[ KAWASAKI ]

New Z900RS

» Sauciest Z900 so far? We think so. There’s more going on with the Kawasaki Z900RS SE than the new paint job too – it gets an Öhlins S46 rear shock, tweaked fork internals and uprated front brakes. » More info: Kawasaki.co.uk

Next month

»Yamaha R7 launch » Nakeds group test » Mat Oxley talks to Leon Haslam» Motorcycle adventuring in Iceland » plus loads more…

December issue on sale 27 Oct

Five bikes...

[ DUCATI 750SS ]

The cost of living

If you’re into your Ducatis and want to live a little this immaculate 750SS is currently available.

But as one of the world’s most sought-after Ducatis it’s not going cheap…

N

authenticity,’ says Ben. ‘The numbers and stamps are ot only is the 750SS one of the prettiest of all correct, and the machine is recorded in his registry.’ classic Ducatis, it’s also vanishingly rare – just No reason to doubt any of these The 750SS passed its TuV (the German 401 of the 1974 model were built, and it’s numbers MoT) in 2003 and has done 2294 miles since unknown how many have survived. So when the restoration so if you fancy using it to this one goes to auction at the Stafford Show nip to the shops it should take very little on 9 October, you’ll probably need well over recommissioning. Bonhams estimate the sale £100,000 to ensure it’s in the back of your price to be between £90,000 and £130,000, but Transit for the drive home. it will almost certainly make more than that – This bike was restored over 20 years ago the last 750SS sold at auction in the UK was a and since then it’s barely been used, living in barn find needing plenty of work, and that went collections in Italy and then Germany. ‘The last for £107,000. owner was German film critic Hans Schifferle,’ says Ben Walker, from auctioneers Bonhams. ‘He was well known, a German Barry Norman, and was financially independent. He had a collection of around 40 bikes, all of which have been nicely restored, and they » When Paul Smart won the Imola 200 in 1972 on the new were his private passion – it was effectively a secret collection. He 750SS, its fame was assured. No-one thought the V-twin lavished a lot of money on the bikes and had someone looking after would stand a chance against the Triumph Tridents of Percy them full time.’ After Schifferle died, his widow contacted Bonhams to Tait, John Cooper and Ray Pickrell or the works 750 MV sell the bikes.

Agusta of Giacomo Agostini. By trouncing them all, Ducati’s As usual with this type of rare machine, authenticity is key as there sporting superbike legacy was up and running. The bike you see here is the road-going version of that race bike. are now more bikes claiming to be genuine 750SSs than ever left the factory. ‘Marque specialist Ian Falloon has confirmed he knows this bike and says there is no problem regarding its provenance and

Sporting heritage

12

P E R F O R M A N C E

P O SH NOW

E N I L ON

P A R T S

F O R

B IK E RS

H I G H G R AD E CHROMIUM U N I V E R S AL BALL J O INT Grafts directly to bone • May affect riding ability

WAR N I N G: PHYS I O R EQ UI R ED

V I S I T U S AT B I K E RT E K S H O P.C O.U K

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Explore new destinations and sensations with every mile on the BMW R 18 B or R 18 Transcontinental. #SOULFUEL

Visit bmw-motorrad.co.uk or speak to your local retailer to find out more or to book a test ride.

Five bikes... [ MOTO3 ]

Small wonders MotoGP bikes are vast battleaxes compared with Moto3’s scalpels. Here’s what makes them fast…

A

s usual, this season’s Moto3 has provided outrageously close racing and brilliant spectatoring. At the Jerez GP, for example, Ryusei Yamanaka finished just 1.5 seconds behind the winner… and came 10th. When the racing is that tight, every change to the machine can have a dramatic impact, but what actually makes a difference? We ask John McPhee’s Petronas Sprinta Racing crew chief Daniel Bonmati to explain all…

Remind us of the Moto3 rules…

All the bikes are 250cc singles with a set rev limit and bore. The engines are sealed so we can’t tune them – they make about 60bhp, though we don’t know exactly because Honda [the team’s engine supplier] don’t tell us and we’re not allowed to dyno them. The bikes must not weigh less than 84kg and not less than 152kg including rider.

So how much difference can you make?

In terms of the engine, the main parameters we can adjust are fuelling and engine braking. How we adjust the engine braking can have a big effect in races [because of the knock-on effect it has on corner speed].

You can adjust other things too like the traction control, BRAKES but in Moto3 that’s not as Brembo radial two-piston calipers, Brembo discs.

important because the riders can open the throttle fully at maximum lean [depending on the track they can spend up to 60 percent of the time at full throttle].

So you’re tuning the engine using the electronics?

Yes. Every time we use a new engine [each team is allowed six per year], there will be small differences so we need to tune it with the electronics.

Depending on the weather conditions we alter the ignition as well – so when it is wet we give the throttle a softer response.

What are the electronic differences between Moto2 and MotoGP? There is no inertial measurement unit in Moto3, which limits what you can adjust. In MotoGP and Moto2 it’s used to adjust traction control, anti-wheelie and engine braking. Also, there is no ride-by-wire throttle in Moto3, so that’s another restriction. But in qualifying you may be 0.2 seconds from the pole time and you are in 12th position, so even small changes can be very important.

ENGINE 250cc single cylinder Honda putting out an estimated 60bhp.

FORKS

ELECTRONICS

FRAME AND SWINGARM

38mm Öhlins. These use the same technology and design as the Moto2 forks, but are smaller and lighter.

There’s a standard Dell’Orto ECU with limited adjustability. There’s limited datalogging too.

Aluminium deltabox made by Kalex. Öhlins make the rear shock.

15

DASH Spyshots indicate the 660 will use Trident clocks in a wider housing that’ll fit neatly behind the new fairing.

New Tiger Sport 660: official launch this October

SEAT AND SUBFRAME

PICS: TRIUMPH

It’s a single-piece saddle like the Trident’s but more scalloped to keep the height down. The rear subframe is beefed up for pillions and luggage.

ENGINE Looks identical to the Trident 660’s triple, but may be retuned to give more midrange for two-up touring duties.

16

‘This will be big!’ [ TRIUMPH TIGER SPORT 660 ]

The Trident 660 is a huge success, as a bike and sales wise.

No surprise then that Triumph have taken it as the base for their new Tiger Sport 660. Smiling customers this way please…

SUSPENSION Forks are longer versions of the Trident’s Showas, rear shock is likely to be the same too. Swingarm has been updated.

Five bikes...

T

riumph’s 660 Trident has been a huge sales hit and the new adventure version looks like it could continue the trend. Triumph say the Tiger Sport 660 you see here is a prototype, but it looks finished to us and the official launch is expected in October.

‘The Trident surpassed all our expectations,’ says Greg Piper, sales manager of Total Triumph near Taunton, ‘so we’ve committed ourselves to a lot of these Tiger Sport 660s – and I mean a lot. I think it’s going to sell really well.’

Plenty of parts are shared with the Trident. The engine, forks, brakes, wheels, exhaust, mirrors and even the handlebars look identical, though of course the engine could have been tickled for a different power delivery to the 80bhp Trident and the forks are longer to create the lanky adventure bike stance.

There are some big differences aside from the obvious fairing, screen and Tiger-family headlights. The new tank is shaped to blend with the fairing, the one-piece seat is heavily scalloped to keep it accessible to the short of leg, the swingarm is a different shape with new foot shields echoing the style, and the rear subframe is longer to create more room for panniers and pillions. It’s difficult to see the clocks, but some dodgy spy pics seem to show they use the Trident circular layout but in a bigger housing that fits the fairing.

‘The Trident brought a lot of younger riders into the showroom – both men and women,’ says Richard Bryce from Pure Triumph in Woburn. ‘We’ve had people putting down deposits before they’ve passed their test. I think the new Tiger Sport could do a similar thing for people who want more weather protection.’

Pricing will be crucial for the bike’s success. Triumph have released no details, but if it costs £1000 more than the Trident, that would put it at £8395 – just £293 more than Yamaha’s popular Tracer 700.

‘Tiger Sport 850 has done very well – we could sell way more than we can get hold of,’ says Total Triumph’s Greg Piper. ‘That’s £9400, so I’m guessing the new bike will be around £8500. We’ll shift them at that price. I’ve been doing this job for years, and some bikes are now a lot of money. I imagine the PCP will be just over the Trident’s £100 a month, which will hopefully bring in more new customers.’

Richard Bryce agrees: ‘We sell a lot of used Tigers to riders who can’t afford a new one and I think they’d seriously consider the 660. I sold a 2017 1050 Sport to a customer yesterday and he only bought it because the new Tigers were too expensive – the 900s start at £11,100, which is out of many people’s budget.’

‘Pricing will be crucial for success’

How the Tiger Sport 660 stacks up Tiger Sport 660 Yamaha Tracer 700 » Price » Power » Torque » Weight

£8395 (est) 80bhp (est) 47 lb.ft (est) 199kg (est)

£8202 74bhp 50 lb.ft 196kg (wet)

Tiger Sport 850 £9400 84bhp 60 lb.ft 220kg (wet)

17

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Brakıng News From the wonderful to the weird, Bike’s pick of this month’s stories from the motorcycling world…

[ GOVERNMENT V MOTORCYCLING ]

‘We need to act to save this’

C

Policy makers are laying the foundations for the demise of motorcycling as a leisure pursuit. MAG’s Colin Brown explains what we need to do

justifying people riding round the countryside on petrol olin Brown is a worried man. As a director powered motorcycles. It’s not going to happen.”’ of the Motorcycle Action Group (MAG), So what can we do? ‘We can change the situation his job involves talking to senior because it’s not going to happen overnight. The politicians and civil servants about transport policy exemption of motorcycles from London’s ULEZ is an and the message lately is very bad for bikes. ‘The example of that. We need to show we’ve got a lot of major threat to motorcycling is now transport policy,’ support. Politicians are only interested in staying in he tells Bike. ‘When I sit in front of anyone who’s power and counting votes, so if we can say we’ve got a responsible for long term plans for transport they tell million motorcyclists in the UK behind us, that carries a me it’s about walking, cycling and public transport and Colin: worried hell of a lot of weight.’ nothing else. At best motorcycling will be neglected, it’s most likely to be discouraged and at worst it will be banned.’

Colin’s top action tips Can this really be true? Surely he’s exaggerating a tad? ‘I know it sounds like I’m scare-mongering, but I’m not. This is in plain sight. It » Don’t rely on thinking ‘it’ll never happen’. If we don’t engage, goes into documents and it comes out of politicians’ mouths. I’ve sat politicians will assume we agree with this stuff. across the table from Sadiq Khan [London mayor] and he’s thumped » Listen to what politicians say, and when they say ‘everyone the desk and said: “if it’s not walking, cycling or public transport, I’m agrees with this’, explain that you don’t. Write passionately to not interested”. I had a conversation with a very senior policy maker in your MP – find their email at parliament.uk/get-involved the west Midlands recently who’s a motorcyclist – so he gets it – but » Join MAG at mag-uk.org. The more numbers MAG has on our he looked me in the eye and said: “I can’t see how we can continue side, the more impact we can have.

19

Braking News

[ RACING: BRITISH SUPERBIKE ]

The mini-TT effect Cadwell Park is like a road circuit shrunk in the wash. So is that why TT champ Hickman triumphed there in BSB?

[ KIT ]

New Nicky Hayden replica » It’s four years since 2006 MotoGP world champ and all round good guy Nicky Hayden was killed in a bicycle accident, but demand for replicas is strong. Arai and the Hayden family have released this latest one in response to fan requests – it’s a design he wore for winter testing. The RX-7V costs £789.99.

20

BMW’s new CE02: making sense in the city

[ BMW CE02 ]

More electricals » Like us, you’ve probably struggled to transport your skateboard and rubber plant between coffee shops.

Thankfully BMW have the solution: the CE02. Snarkiness aside, anything that might tempt 16-year-olds onto two wheels has to be a good idea. BMW won’t say when it will appear or the likely price…

[ KAWASAKI ]

New Z900RS

» Sauciest Z900 so far? We think so. There’s more going on with the Kawasaki Z900RS SE than the new paint job too – it gets an Öhlins S46 rear shock, tweaked fork internals and uprated front brakes. » More info: Kawasaki.co.uk

Next month

»Yamaha R7 launch » Nakeds group test » Mat Oxley talks to Leon Haslam» Motorcycle adventuring in Iceland » plus loads more…

December issue on sale 27 Oct

Braking News

Commuting: it just sounds dull.

John Westlake offers four reasons why this is utter b*llocks…

Winter urban Yamaha T-Max

Garner faces years in chokey

» The former boss of Norton, Stuart Garner, faces up to two years in prison if a prosecution by the Pensions Regulator (PR) succeeds.

Garner took money from pension funds that he ran and invested them in Norton, which is illegal. Michael Hayles, a senior pension lawyer for Burges Salmon, told Bike he expected the PR to make an example of Garner. ‘Investing pension money in just one business is a terrible idea,’ says Hayles. ‘You shouldn’t be risking people’s futures that way.’

[ KIT, SORT OF ]

£10,000 for old boots…

» Upsidedown forks, twin spar aluminium frame, monoshock rear end, radial brakes, power modes, 562cc motor… with all that lot going on it’s no wonder it rides like a proper bike. Ace weather protection and waterproof storage makes it a cracking winter commuter.

Futureproof Zero FXE

» If your commute is less than 50 miles, a decent electric bike makes sense – it’ll easily handle the range, running expenses are negligible, and you set off each morning with full charge. The FXE is light (135kg), frisky and fun to ride. £12,300 isn’t barmy either.

Summer urban Rebels Alliance 125 » What finer way to slice through summer city traffic than on a sorted custom commuter? Take an aging Honda CB125 to Rebels Alliance in London and they’ll turn it into precisely such a device. Reliable, nimble and – for me – way cooler than a Harley.

High speed BMW R1200RT

» Obviously we could go the new GS route, but for winter I prefer something less agonising to see covered in salt. £4000 gets a 15-yearold R1200RT, £3000 gets a 20-yearold Pan European. Both shaft drive and both eat miles.

» Next month: Mike Armitage and his son Ed on 50cc bikes that are perfect for 16 year olds.

22

These are fairly special old boots though – the Daineses were used

by Valentino Rossi for several races this year, which is of course his final MotoGP season. They were sold during the Day of Champions at the British GP at Silverstone and the money went to the Two Wheels for Life charity. Other highlights were £14,000 for a used Rossi AGV helmet and £3200 for a signed VR46 baseball cap.

[ RESPECT ]

Zarco is our new hero » No private jet for MotoGP rider Johann Zarco. To get to the recent Aragon MotoGP in Spain, the Pramac Ducati star rode a 1981 Ducati 900SS Darmah the 562 motorway-free miles from his home in France. Respect.

Zarco borrowed the bike from French journalist Adrian Parassol.

Inspired, Bike editor Hugo has offered his Morini Camel to Valentino Rossi to make the trip to Mugello. No response so far.

Zarco: private jet not required

Raducano aged 10

Emma did MX » US open tennis champion Emma Raducanu has revealed she was a motocrosser as a kid.

Instead of following the usual route to sporting stardom of specialising in one sport as a nipper, she was doing loads.

Raducanu said: ‘I was doing horse riding, swimming, tap dancing, basketball, skiing, golf and go-karting. From the age of nine I started motocross in a forest somewhere for a year.’

* BELIEVED TO BE – DUE DILIGENCE CONTINUING AS BIKE WENT TO PRESS

If it were my money...

[ THE NORTON SAGA ]

[ AUCTIONING: PHIL MORRIS COLLECTION]

Your next trackday bike

» For anyone wanting an exceptional trackday bike or some motorcycle art to put in the living room, this is a treasure trove. The 25 bikes here make up most of Phil Morris’s collection, which he’s been amassing since 1998 and has now decided to sell off.

Highlights are the five Aprilia MotoGP bikes, which Phil bought from Paul Bird Motorsport when they pulled out of the championship at the end of 2014. Because the manufacturers switched to leasing arrangements the next year, these are the last era of machines where

you really do get a complete MotoGP bike, with the engine and electronics just as it was last raced.

‘They’re not difficult to run,’ Phil tells Bike. ‘As long as you follow the starting procedure, it’s straight forward. We’ve had them running for Peter Hickman, John McGuinness, and John Barton to ride, so it’s completely feasible to use them for trackdays.’ » The bikes will be sold at the Bonhams auction at the Stafford Show on October 9-10.

Suzuki 250 RZ63 Replica, est £9-12k 1999 Iain Duffus Yamaha R1, est £9.3-16k Aprilia 125 RST, est £2-4k

1960/2006 Paul Coward Ariel Arrow, est £5-8k

1953 Mike Hailwood* MV 2002 V&M Agusta 125, Yamaha R6, est £3.5-5.8k est £18-24k

2000 V&M Yamaha R6, est £5.8-9.3k

1971 Phil Read Yamaha TD2, est £10-15k

Tommy Robb Honda RC163 Replica, est £7-10k

1973 Kent Anderson Yamaha TD3, est £10-15k Tommy Robb Honda RC163 Replica, est £7-10k 2000 Jason Griffiths Yamaha R71, est £4-6k

2014 Luca Grunwald KTM Moto3, est £12-16k

2001 David Jefferies R1, est £6-8k

1993 Steve Hislop Yamaha R1, est £16-22k

2000Jason Griffiths Triumph TT600, est £2-3k

2014 Alex Lowes Moto2 SpeedUp, est £10-15k

2013 Yonny Hernandez Aprilia MotoGP, est £40-60k 2012 James Ellison Aprilia MotoGP, est £30-50k 2016 KTM Moto3, est £12-16k

2014 Broc Parkes Aprilia MotoGP, est £30-50k

2014 Broc Parkes Aprilia MotoGP, est £40-60k

2014 Michael Laverty Aprilia MotoGP, est £40-60k

‘It’s completely feasible to use them for trackdays’ 23

100 years of Moto Guzzi

54

Built to suit your rider weight & riding style 2 year guarantee Fully re-buildable Stainless 304L damper body Billet machined mounts 18mm piston rod Made in England

www.hagon-shocks.co.uk 020 8502 6222

Braking News

Boxing clever

It looks simple, but under the cases of the BMW flat-twin engine is some amazingly clever engineering. Jamie Turner enlightens and explains…

T

his is an engine family that’s interesting for all sorts of reasons, and it all goes back to the R259 ‘oilhead’ engine in the R1100RS of 1993. With their multicylinder ‘Flying Brick’ K-bike adventure, even though they managed to grow their offering and bring new customers to the marque, BMW failed to bring the Boxer enthusiasts with them.

So they had to do something for the flat-twin, which was unique to them (I do love a USP – discounting Urals and various other Russian knockoffs, of course). For it to have a long-term future a radical reinvention of the Boxer twin was called for, but the peculiarities of how the engine is mounted in the bike necessarily drove some pretty interesting solutions.

Let’s recap: the engine has its crankshaft located longitudinally in the frame, with the heads sticking out into the breeze for cooling. In the original layout the use of pushrod valve gear complemented the air flow direction through the combustion chamber, forwards and parallel to the crankshaft. All very neat and suitably tidy.

The trouble was that the need to modernise to meet more ambitious targets for power and stricter emissions limits meant some things really had to change. The number of valves per cylinder for starters, for two reasons: more air flow (good for power), and a better combustion chamber shape and location for the spark plug.

The original R259 kept the back-to-front air flow direction (literally) but had a single cam in each head with beefy forked rockers to change the direction of motion of the cam drive by 90 degrees to operate parallel valve pairs – an interesting solution to the challenge. The intake port wasn’t a thing of beauty because it had to clear the camshaft drive chain beneath it, but no matter; the central plug location was more important at that point.

26

When the port shape did start to limit things BMW went to a compact twin-cam layout. Don’t for one instant think that this was anything conventional, however. Because the air flow direction was retained each camshaft drove one inlet and one exhaust valve.

This is where a neat bit of lateral thinking came in, because at the same time they adopted radial valves to get a much better combustion chamber shape for the big bore – presumably taking this over from their F1 engine programme of the time, where the manufacturing difficulties were worth it. This is the technology still used in the R nineT; if you have one and hanker after the later engines that are ostensibly fancier, don’t fret – radial valves are in many ways an expression of things being done properly, if your architecture allows it…

Before we leave this we must move to the engine’s bottom end – the cranktrain. Boxers theoretically have perfect

Tech Because motorcycle engineering is beautiful

BMW’s R259. Single overhead camshaft, forked rockers, central plug.

But convoluted inlet port.

balance (lovely phrase) – but they don’t, at least with less than six cylinders. This is because there is an offset between the cylinder centre lines which causes a slight rocking couple. With the 1200 version and its heavier pistons this was deemed significant enough that a balance shaft was needed.

Again, more lateral thinking. The cam drive to the heads in this engine is firstly via a chain-driven idler shaft below the crank, with another individual chain from it to each head. Actually, this idler is architecturally somewhat similar to some earlier BMW Boxers, being where their camshaft was.

So, the logical thing was to put the balance shaft there. But there was a problem. The R259 idler shaft turned at half engine speed in the direction of crankshaft rotation; a balance shaft had to turn at engine speed in the opposite direction. To cut a long story short, there is a shaft in a shaft, with one of them

turning 1 ½ times faster than the other but geared in the opposite direction…

When that engine hit its limit, a full tear-up was done again for the water-cooled R1200GS for 2013. The air flow direction was changed to be vertical allowing each camshaft to control only intake or exhaust valves, the engine being lifted to allow this. The radial valves were lost but that in turn eventually allowed ShiftCam to be introduced – another ‘wow’ moment. The fundamental architecture was also changed; the engine now effectively drives forward, a wet clutch being put at the front of a dedicated balance shaft.

The clutch is on the driven side of the balance shaft’s gear pair, and power goes through a shaft through the centre of the balancer. And in the middle of that is the push rod for the clutch. So now we had a shaft in a shaft in a shaft.

Which sort of brings us right up to date, except there is the R18 ‘Big Boxer’ to consider. Well, that’s still 4-valve, so I guess it belongs here, although the use of twin camshafts to shorten the pushrods is cool – if not new, having been used on the pre-war R5. But the interesting thing about it is that BMW have managed to get a pushrod engine, with air cooling, through modern emissions tests. Key to that has been the 4-valve combustion chamber (though they do use twin-spark ignition like the R1200 did). Such is the power of modern design, simulation, and management. So, back to the future we go.

To say there’s lots of things of interest in these 4-valve boxers is an understatement – it must be like a playground for BMW engineers, car guys included. They even built a desmo version for heaven’s sake (the R1) which probably told them a lot regarding air flow through the engine. Still, while the boxer is a USP for them that would perhaps have been a mash-up too far for production...

What a fascinating thing.

27

PIC: BMW

‘For it to have a long-term future a radical reinvention of the Boxer twin was called for’

Braking News

28

The Road A celebration of UK tarmac

PIC: ADAM SHORROCK

[ THE ROAD ]

52.557535, -0.940344 Type into Google Maps or scan the QR code and go here

29

‘I’LL BE GLAD TO SEE HIM STOP’ We’ve come up from the Isle of Wight. Trish works at a hospice there and we spend a lot of time fundraising, selling sunflowers for the hospice so we thought, if it’s a yellow weekend, let’s go for it. I started being a Rossi fan when he won on the Yamaha in 2004 – taking a bike that was uncompetitive and making it win showed he was special. We’ll be at Mugello to wave goodbye to him there too. I’ll be glad to see him stop because I’ve seen too many riders hurt themselves when they go on too long. He’s right to retire while he’s uninjured so he can enjoy the rest of his life.

Steven Holmes (62), Trish Holmes (52)

‘I’VE GOT HOPES FOR ACOSTA’

Carl: we were supposed to be going abroad for the stag, but obviously that was difficult so we came here – we’ve been camping since Thursday afternoon, living off pork products and ale. We’re not in too bad shape considering. We’re all big Rossi fans – I’ve been a fan since I was 13, when he was first on 125s. I watched him win his first 500cc GP at Donington in 2000 and that was amazing. It was freezing cold and he went out there and won. He did a dirty great burnout in front of us at the Esses.

Elliot: I’ll never fall out of love with MotoGP, but I won’t have that vested interest in one person. We went to Tavullia in 2017, which is something to behold – the entire town is dedicated to Rossi.

Even the speed limit is 46. I’ve got high hopes for Pedro Acosta…

Carl Smalley, 38 (groom), Elliot Humphrey, 31 (mate)

72

‘Back then toilets were squat and aim’ n the early ’80s we went to Paul Ricard to support Team Bike.

Back then most of the toilets were squat and aim at the hole in ground and worse than you could imagine. Following an evening’s drunken discussion we came up with the ‘Put a Seat On It’ campaign. The following year we went back with WKH VKLUWV 2Q WKH ƮUVW GD\ ZH EXPSHG LQ WR 0DGDPH 5LFDUG

I

6KH WRRN RQH ORRN DW WKH VKLUWV DQG VWRUPHG RƬ WR ORRN DW the toilets. Ten minutes later she was back and in language worthy of a drunken docker demanded her foreign guests be treated with respect. From then on the toilets were hosed down every two hours by men in full hazmat suits. ËÝê ÊåêçïéÝê áéÝåè

ËÈ ÛÑ×ĊØÇ ÉÑÖ ÃÐ ÑÎÆ Ö«ÕÊËÔÖ LIKE IAN’S AND FANCY SEEING IT IN BIKE, TAKE A PICTURE OF THE WHOLE SHIRT, ARMS ,1&/8'(' $1' (0$,/ ,7 72 7+( $''5(66 $7 7+( 723 2) 7+( 3$*( ,) :( 38%/,6+ ,7 :(o// 6(1' <28 $ 1(: 7ǫ6+,57

31

Write off [ STAR LETTER ]

‘It’s taken 50 years of biking for the penny to drop…’

A

fter graduating via clouds of two-stroke smoke I arrived at the only destination for ‘serious’ motorcyclists with my first ‘serious’ sports bike, a Kawasaki GPZ900R. Over the years a Yamaha YZF1000, a Suzuki GSX-R, a couple of Yamaha R1s and a few BMW S1000RRs followed. Eventually the old bones started to hurt, and a trip that lasted any more than 50 miles required a stop for skeletal realignment. With great shame, my ‘serious’ biking days were over and I bought an R nineT. But wait, it was hilarious. I have never smiled so much on a motorcycle. Embarrassing, but it’s taken 50 years of biking for the penny to drop. It really wasn’t meant to be a serious business in the first place.

Graham Brown, email

EACH MONTH WE GIVE AWAY A CABERG DUKE II HELMET AND A YEAR’S SUBSCRIPTION TO BIKE FOR THE MONTH’S STAR LETTER. ON YOUR MARKS

50 not out: 49 bikes

50 not out: what next?

I started buying Bike every month from 1980 after I got myself a brand new white/red/blue striped Yamaha DT100.

I was 16.

I could own it as we had just moved to the arse end of South West Ireland from London and at 16 you could ride up to 125cc (no restrictions).

At 18 I followed the DT with a second hand silver/blue Honda CB900F (what a jump). I was infatuated with the brand new Yamaha RD350LC and RD250LC (I couldn’t afford one in Ireland what with excise tax, VAT, import tax, duty, insurance etc etc) My brother in law at the time and five of his mates all bought brand new (and all the same colour blue) Suzuki GT250 X7s and they used to be lined up outside his house every evening in Queen’s Park when not pulling wheelies up and down the street.

Your ‘50 years of Bike’ issue is without doubt great, but what next 32

I have just bought the 50th anniversary edition of the mag and it’s great.

I am retired now and I started riding on a field bike Enfield we were given and my first road bike was a Mk1 SS50 four-speed Honda. I was the first generation of sixteener and did 11,000miles in ten months before I wrote it off in the snow. My regular commute was daily to Nottingham from Mansfield, 20 miles each way, and once a month to a training centre at Birmingham, 65 miles each way. I am now on my 49th bike.

Martin Bond, email DT100: how we looked in 1980

for motorcycling? Our generation is in acute senescence. Just what is the average age of the UK motorcyclist now? 66? Is there another two wheeled generation behind us, with their version of look at me, loud, fast, shiny, oily, tribal behaviour? I suspect not.

Alan Rogers, email

50 not out: the 1970s I much enjoyed your 1971 vs 2021 feature in the Bike 50th anniversary issue. As a biker in the 1970s I too may have Mark Williams’ selective memory.

However, there were 20 million fewer cars on the road back then, no speed cameras, well maintained roads and no

Bike, Media House, Lynch Wood, Peterborough, PE2 6EA Telephone 01733 468099 Email: bike@bikemagazine.co.uk

facebook.com/bikemagazineUK

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yummy mummies in 4x4s doing school runs while catching up with Facebook.

I loved my BSA Bantam Bushman and despite it not quite having the comforts of my current RT it was great fun and they were great times.

Martin Ellis, email

50 not out: hooligan I started biking 50 years ago on a BSA C15, an A7 followed then Norton Dominators and Commandos. I was an avid reader of Bike too. Then life got in the way. Then retirement, great, a Harley Sportster and a 1600cc Dyna.

Fun bikes but too heavy.

In 2015 I bought a Triumph T100 but it was too under geared, so in 2019 in came a liquid cooled T100. All lovely modern machines but there was still something missing.

I realised my earlier bikes were 100 pounds lighter so it’s difficult to pull these heavy bikes with modern gizmos in and out of the garage etc. Where was that exhilarating fun I used to get on my first bikes – was it me or the bikes that had changed?

So I decided to go to a smaller bike, read about the Trident 660 in Bike and bought one. It’s about 100 pounds lighter than the T100s. But more powerful and faster.

What a revelation. This is a hooligan’s bike, high revving triple cylinder, so agile, a real buzzbomb.

No more plod-plod cruising, it’s now ‘get out of my way,’ Mad Dog Johnny coming through.

John Gow, email

50 not out: woof, woof Really enjoyed your 50th anniversary issue but can I suggest you should have included a ‘dogs of all time’ article.

Yamaha XS500: a dog says Bob

After passing my test the first ‘big’ bike I bought was a secondhand Yamaha XS500. When the dealer had to use the electric and kick starter together, to get it going for a test ride, I should have walked away. But the nice shiny disc brakes and cast wheels seduced me.

Buy in haste and repent at leisure: the wheels were cast iron and the discs stainless steel; in the wet the brakes were nonexistent until I learned to keep constant pressure on the lever to wipe water off the discs and keep the pads warm. The only thing that saved me from an otherwise inevitable crash, was that the bike rarely started anyway and I had to find alternative transport to work.

Luckily I was posted overseas and I left it with a friend to use until it could be sold. He couldn’t get it started either

Triumph Trident 660: bikes like they used to be. In a good way

so he put an advert in the local paper. A buyer came to view it and, for the first time ever, it started on the button. He bought it and we never saw it again.

Meanwhile, after four years overseas, I returned to the UK in ’85 with enough saved to buy a new bike. That was the phenomenal GPz900R. Truly a bike that set the standard for the future.

Bob Eve, email

50 not out: plastic pig I just want to thank you for 50 years of fun. The anniversary issue took me right back to the 14 year old me, catching the number 17 trolley bus into Reading to 234 Motors every Saturday just to look and smell the two wheeled metal. Then every Sunday bicycling five miles to Smiths Coaches to the RAC/ ACU bike training scheme where we could potter around the coach park on BSA Bantams and Triumph Tiger Cubs.

Then to the magical first bike purchase in 1971, having run (literally) five paper rounds a day for two years to save enough. That bike was a BSA C15 250cc, bought for £72.50 on my 16th birthday. Sadly it was only to last two months before a plastic pig, aka blue three-wheel invalid carriage, pulled out in front of me with ten yards to spare.

No time to brake so the bike carved through the middle of said plastic: me, I flew over the top. No helmet but lots of luck as I only had a cut thumb.

Bikes are brilliant and so is Bike.

Thanks for the memories.

Pete, email 33

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35

Group test

36

THI BI

By Mike Armitage Photography Adam Shorrock 37

* ESPECIALLY THE DUCATI…

IS YEAR’S* BIG NOISE

In 2021 the most thrilling class in motorcycling is the supernakeds: gravity defying power; cuttingedge chassis and Star Trek-tech. So that’s KTM’s Super Duke R v Triumph’s Speed Triple v Ducati’s Streetfighter v Aprilia’s Tuono. C’mon feel the noise…

Group test

Triumph Speed Triple 1200 RS More cubes, more power and much more speed – but make sure your definition of performance is the same as Triumph’s

H

inckley’s leading motorcycle assemblers should sling a few Speed Triples in a van and loiter discreetly outside KTM, Ducati and Aprilia dealers. Whenever they see someone returning from test-riding a Super Duke, Streetfighter or Tuono they could leap out and offer a spin on their big inline three for a back-to-back comparison. They’d sell loads.

Of these bikes it’s the Speed Triple 1200 RS that makes the biggest initial impression. Its substantial 1160cc engine feels mighty, the blingy adjusters on its track-ready suspension give racy presence, and the handsome looks and just-so stance entice you to ride. Even the modelspecific colour dash stands out as a bit different, a bit special. And as demo rides are usually short (and possibly on roads you don’t know) the Triumph’s instant punch, unplanned wheelies and firm and skittish ride have instant impact. It is the most exciting to ride. And if you’re after a large supernaked this is surely a huge part of the attraction.

With a claimed 178bhp the Triumph is right up with others in the pointless power stakes, with an electronics-straining 92 lb.ft of wallop.

The revs where the motor makes its output peaks are around where the other bikes splurt out their biggest numbers, yet there’s something about the British bike’s delivery that feels stronger; where the Aprilia and Ducati are powerful the Triumph feels torquey, muscular. Roadfocused gearing plays a massive part. The Speed is the meatiest here.

It’s also the firmest. I can only assume Triumph employ bonkers-fast racers as test riders and so base new bike set-ups on their requirements. Either that, or there’s an influential old boy in the chassis department

who used to work for Italian factories in the ’70s and ’80s and still believes that hard equals handling. Several of their current bikes would benefit from more absorbent suspension, including the mildly fidgety Trident 660 and overly stiff Street Triple RS, but this new 1200 RS takes another stride towards track irrelevance. It’s way too firm. I get that it’s a supernaked, a bike to give ‘the ultimate performance naked sports ride’. But the Öhlins forks and shock are so unyielding in normal road riding that the Triumph is uncomfortable, tiring, hard work and frustrating. Full adjustability means you could meddle to try and find a more road-friendly set-up, but there’s only so much adjustment and you can’t do anything about the spring rate. And anyway, if I’m spending £15,500 then I don’t really expect to have to set the bike up myself.

This is a real shame, as in every other way this latest Speed Triple is on the money. Yeah, the mirrors are a bit buzzy and the dash interface is a tad annoying until you’re fully acclimatised, but the riding position is spot-on and the bike shimmers with desirable techy gubbins. Though it hasn’t quite the old Speed Triple’s precise-yet-fool-proof steering it offers greater outright handling, the new chassis being nimble, accurate and (so long as the road’s smooth) it glues itself to a line with surefooted reassurance. ‘I find it really stable in hard cornering,’ says Bike art bloke Paul Lang. The RS massages plenty of senses too, with its deep exhaust roar, leaping performance and vivid chassis connection.

‘The Triumph feels like it competes on every level with the others,’ notes editor Hugo Wilson. ‘Maybe it doesn’t quite match them in every respect – it’s overshadowed by the top-end might of the Ducati, the visual appeal of the KTM and the sheer riding charm of the Aprilia – but you could say that it’s the best compromise.’

Except, of course, that the suspension is anything but a compromise.

Unless there’s been a sudden surge in the popularity of naked bikes among trackday addicts that we haven’t noticed, it’s hard to understand quite what Triumph are thinking. There’s more to performance than what a stopwatch says, and on the road the 1200 RS would be quicker, more enjoyable and more likely to entice you into using it day-to-day if it didn’t constantly fidget, shimmy and buck. The Speed Triple RS is still a very good bike… but it could have been great.

‘The RS massages senses with its deep exhaust roar and leaping performance’

Above: far nicer to look at and easier to read than the over-the-top dash on a Street Triple RS Below: ooh, Öhlins… but while the RS definitely handles it’s not a fan of badly maintained B-roads

38

Buy a used Speed Triple Used 1200? No chance, but luckily there are loads of brilliant 1050s out there. Go for a 2011-on model for modernity » Ensure the shock linkage has been stripped and greased during servicing (every 12,000 miles) or it can seize solid. » Don’t worry about sooty deposits on the exhaust exits; do worry if it’s burning oil and smoking. » Loud pipe? Ask about fuel tweaks.

39

Buy a used Tuono V4 Aprilias depreciate, which means bargain pre-loved buys – fit V4s can be had for a little over £5000 » All Aprilia V4s rattle on start up. If it doesn’t quieten down then the hydraulic cam chain tensioner is probably buggered. » Aftermarket pipes and wiring can cause CAN-bus errors. » Test all electrics and look for a misting dash on early bikes.

Above: ignore the shiny frame and builtin wings, and laugh at what passes for the pillion seat. Ouch Left: a bit Sega Mega Drive when the others are Playstation 5, but decent enough

Right: arrow buttons reasonable, but winker switch is wonderful...

Aprilia Tuono V4 Factory It has extending incisors, the least power, an old fashioned paint scheme and the smallest dealer network – but you really shouldn’t overlook the Italian masterpiece

40

N

ow I get it. The steering is so sweet and eager that I keep turning into corners too sharply. It feels sprightly beneath me, light to the touch, and there’s a tsunami of acceleration. I now fully understand why everyone loves the Tuono.’

Langy has never before ridden any version of Aprilia’s stripped-back V4, but it’s clear from his excited babbling and cheerful little dance that the Tuono V4 Factory has made something of a positive impression.

And he’s not alone. We grumble about the Triumph’s ride comfort, moan at how the Ducati’s engine looks like the back of a domestic appliance, chunter at the KTM’s lumpiness at motorway speed. Yet the Aprilia garners nothing but praise. The biggest complaints anyone has is that the seat material bunches up after a decent ride (but soon sorts itself out), plus Langy’s observation that the clutch ‘feels lumpy at the lever’ (whatever that’s supposed to mean).

Confession time. I did a big test of the Tuono when it first came out as the V4R an entire decade ago. So much more than just an unclothed version of the epic RSV4 superbike, the Tuono’s carefully revised chassis and tweaked engine delivered a fabulously balanced supernaked; fast yet friendly, potent but practical, it was a seriously class act. However, Aprilia’s appetite for seemingly irrelevant electronics tweaks and unnoticeable cosmetic revisions almost every year since mean I’ve been distracted by bigger, bolder, more modern offerings. It’s hard for a bike

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Group test

Ducati Streetfighter V4 S You’d expect a stupidly powerful supernaked that needs wings to hold it down to be proper mental, and it is. Well, sort of…

E

ver wished that you had exemplary throttle finesse? That you could meter out fuel with the accuracy of a MotoGP hero? Buy a Ducati Streetfighter V4 S – there’s no better bike for developing a genius right wrist. This isn’t anything to do with handling the ridiculous claimed 205bhp of the 1103cc V4, however. It’s all about not feeling desperately anti-social.

The Streetfighter is loud. Really loud. The ‘twin pulse’ firing order clatters and bangs at low revs, it’s thunderous in the midrange, and the hullaballoo when open wide is like being onboard with Jack Miller.

Everybody (and I mean everybody) looks around as you approach; curtains twitch, small children stuff soft toys in their ears, dogs scarper.

You feel like a terrorist. The only time it stops yelling is in fourth gear at precisely 32mph, when the Ducati is gagged by a cheeky emissionspassing exhaust valve. And so every village and urban encounter has you mastering micron-perfect twistgrip control.

‘The Streetfighter would annoy my neighbours in the morning,’ says Langy. ‘But it does genuinely sound amazing, and the racket adds to the sensations when you’re going fast.’

And going fast is staggeringly easy. Though the V4 is a gargling monster it’s also refined and usable in a way no big Ducati V-twin ever managed. None of the other three bikes makes an accidental 120mph on the ring road such a common (or civilised) occurrence. You could ride around forever using no more than the midrange and still be going stupidly fast – but when you do go above 10,000rpm with a wide throttle your shrieks of terror are lost in the MotoGP soundtrack.

‘It’s impossible not to be impressed,’ confirms Hugo. ‘Obviously more than 200bhp means it is inconceivably fast, but it’s the Streetfighter’s sophisticated delivery that’s most impressive. Tractable, calm, easy.

Until you crank it open, when it suddenly becomes a time machine capable of arriving in next week before we’ve got to midday Thursday.’

Effortless court appearance pace is as much to do with the chassis as the engine. The Ducati has the best suspension here, its semiactive Öhlins providing a heady combination of ride comfort and fast B-road corner composure, and makes the Triumph feel like its suspension units have been replaced with solid steel beams. A commanding sat-in riding position gives a wonderful sense of being in control, while cutting-edge electronics ensure fuss-free balance and perfectly managed progress. Where the flyweight KTM jiggles and the Triumph wheelies and dances over bumps, the Ducati simply scorches onward with faultless deportment.

Slick dash, on-the-money widgets, quality-feeling switches, blemishfree castings and premium components confirm Ducati’s premium positioning. The Triumph is a high-class thing, but somehow it hasn’t quite the V4’s air of superiority. Which is good seeing as the Streetfighter costs the twitch-inducing side of 20 grand in this blingy

Above: we know nowt about style, but surely a red one looks better Left: LEDs wrap round the baguette holders

Below: it says ‘DWC off’, which is a warning that full throttle may cause comedy flipping

S form. Its wings and modernity also make the Aprilia appear terribly 1990s – or, as someone mutters, ‘a bit too jet ski’.

But while brand snob Langy things the Ducati looks great in its stealthy matt costume, not everyone is impressed. ‘To me, matt black paint equates to a rattle-can respray following some accident damage,’ observes Hugo, ‘and so on a £20k bike it looks like someone’s taking the piss – for that money I want it finished properly with glitterflake, shiny baubles, everything.

And the wings are just ridiculous. Are you seriously going to stand on Hunstanton sea front and say, “Yeah, they keep the front on the ground” without feeling like an idiot?’ Maybe they could be larger and have lugs so you can bungee stuff on…

Anyway, the V4 has a bigger problem than divisive looks and costing £5000 more than the Triumph. Yes, it’s phenomenal and staggeringly capable. But noise aside, the Ducati is just that bit too refined. We want a 200-horse supernaked to constantly tease, poke and thrill. But where the others try to wheelie, leap off crests or get fidgety exiting big-lean corners, the Streetfighter’s super-attentive electronics and perfect management mean it’s almost too polished. Sounds potty, I know. But you need to do three-figure speeds to feel the Ducati working, and it’s easier to access thrills and feel the performance on the others. And this matters.

‘A time machine capable of arriving in next week before midday Thursday’

42

Buy a used Streetfighter Want a bargain? Go for the previous 1098 V-twin model – not as refined as the new V4, but bonkers to ride. From £7500 » You’re more likely to find an S model, so check the seals on the Öhlins forks – they’re fond of leaking. » Watch for the plastic tank expanding. » Water gets in the swingarm, causing the hub to seize. » Get the 848 model for extra agility.

43

Group test

KTM 1290 Super Duke R The last big twin in among the rampaging multis, the striking Austrian came of age last year as a standout supernaked package – and it’s still every bit as glorious

44

B

ooks and covers. With its tall stance, bulbous fuel tank and the elongating visual trick played by the steel tube frame, KTM’s Super Duke R looks physically big. The Speed Triple looks lighter, the frame-free Streetfighter appears to carry its weight more centrally, and even the fairing-clad Tuono appears more compact. And this all implies bulk and mass.

Such misconceptions vanish within the first few yards as the 1290 is remarkably light on its feet. Its sub-50mph agility is wonderful. And this easing-turning character remains when you up the pace and effort levels, the KTM responding to delicate inputs and dissecting B-roads, inspiring big lean and corner speed on open A-roads. The way it steers is up there with the Aprilia. Similar sporty suspension set-up too, with its corner-eating ability just about balanced by bearable comfort, while the ergonomics are… well, they’re right, whether you’re a beanpole like me, or can select clothes from the Back To School section like Langy.

‘Nice riding position,’ he confirms. ‘I feel in control going hard through corners but it’s comfy too, especially as the large tank and scoopy bits of bodywork offer a bit of shelter.’

I’m sure the KTM would be hilarious on a trackday, as it feels like it’d cheerfully cope with far more than any of us are willing to attempt on the road. And this means effortless county-crossing pace as you’re never even making the chassis breathe hard, let along break a sweat.

Buy a used Super Duke R First-gen 1290s (2014-16) start at £7k, but updated 2017-2019 bikes can be found for just under nine grand. » Throttle bodies, ECU and even the wiring loom can be bothersome – if there are warning lights on, don’t touch it. » Make sure electrics and gizmos work.

Don’t pay extra for optional dealerunlocked modes and features. » History, y’say? Yes please.

Above: orange bands on the fork sliders to measure movement at standard – Ready To Race and all that Left: slick, intuitive, clear, the dash feels most like a posh iPad Right: funky switches win approval even from our resident classic-fetishist Hugo

It’s certainly got track-ready power, as the 1301cc V-twin is a truly staggering example of internal combustion. With a whopping 103 lb.ft of torque it has the punch to floor anyone and anything, rampaging forward and making huge asks of the rear tyre and rider aids. Turn the electronics off and the Super Duke R happily wheelies off the throttle in third gear. It’s everything you’d expect of a monstrous twin with humongous pistons and a giddy 13.6:1 compression ratio.

Actually, no it isn’t. Surely such a unit should be a lumpy, stubborn, snatchy horror at low revs and light load, but the 1290 is amazingly friendly. With flawless fuelling it’s a teddy bear in town, and out in the countryside there’s rarely any need (or desire) to stray beyond 6000rpm. The orangeline (hey, it’s a KTM) is a smidge past 10,000rpm, and so monumental grunt is far more accessible than with the Ducati and its wild 14,500rpm limit. Combine such usability with the free-flowing chassis, and it means the KTM supplies lightning progress for breezy effort.

Equipment wise the 1290 goes aggressive-light-to-aggressivelight with the others. As well as a scratch-resistant TFT colour dash, cornering traction control, ABS, self-cancelling winkers and daytime

running lights there’s cruise control and keyless ignition. Pity the twoway quickshifter is an extra you have to pay for, but then at £15,749 the Super Duke R significantly undercuts the Ducati and Aprilia. And you do get a single-swinged sidearm, a sexy and neatly-detailed exhaust, plus cool fork-top adjusters. Who needs semi-active anyway?

There’s another plus point for the KTM too, and it takes us back to its appearance. ‘Easily the best looking of the bunch,’ claims Hugo.

‘This is how I want a supernaked to look – an unashamedly in-your-face 21st century design with great details. I love the orange frame, exhaust swoops, funky switchgear and the air duct through the headlight.’

While not always top of pile, the KTM is always there or thereabouts. It’s as happy tooling around in a daydream as cracking on. It doesn’t constantly entice you into hitting mad speed like the Ducati or encourage naughty wheelies and skids like the Triumph – though it happily engages if you fancy. It feels very much of-the-moment, too. As a complete package it takes some beating, which is why last summer it won our supernakeds group test. Only one thing is different this year – and it’s that we’ve remembered to include the oh-so-slightly more compelling Aprilia.

‘An unashamedly in-your-face 21st century design with great details’

45

Group test

Verdict Ah, dear old Triumph. The long-running Speed Triple is their defining model, what comes to mind if someone mentions the British brand.

They’ve retained a rich sense of the model’s heritage in the 1200 RS and it’s a very good bike – muscular, sweet handling, well made and on the technology ball. The feel and sound of its substantial motor still create a tummy tingle you can’t get elsewhere, too. But the 1200’s sacrificed some of the old 1050’s character and real-road ability in pursuit of stopwatch-pleasing performance – and it’s just too damn stiff and unforgiving. If it had the Ducati’s suspension (and Aprilia’s screen) it’d be sensational, especially as it’s cheapest. But it hasn’t.

It’s much harder to pick holes in the Ducati Streetfighter V4 S. So refined, so beautifully presented and so chuffin’ powerful, it is truly amazing that a fairing-free motorbike can go so bum-twitchingly fast with such fuss-free composure, and with such minimal input. It’s a phenomenal machine. The only problem is that

46

releasing the sort of thrills and smile-inducing antics the others dish out at (semi) sensible speed means being willing to ride at TT velocity. It’s almost too good. Oh, and it costs twenty grand.

So it’s between the KTM Super Duke R and the Aprilia Tuono V4 Factory. Despite different looks, feeling and behaviour they both serve up an almost perfect supernaked recipe. They’ll pump you full of adrenaline and get your hairs stood on end, or just as happily click off a halfarsed commute or a sunset dawdle to the Slug and Lettuce. Both fizz with technology, too. However, the Aprilia has a screen, which means a dash to the South of France isn’t out of the question.

More importantly, we all agree that – just – it’s the bike which rides the best.

Tuono wins.

Know How ROAD TEST BACK ISSUES BLUE = Available just on iPad RED = Available on iPad and Android ORANGE = Available in print only ** Claimed * Estimated BIKE

PRICE

ENGINE

TOP SPEED

POWER

MPG

BIKE VERDICT

RATING

TESTED

FXDR 114

£17,995

1868cc V-twin

120mph*

91bhp**

44mpg**

Drag-bike styling, huge back tyre, massive stomp, dubious cornering. Fat Bob much better.

6/10

Nov ’18

Low Ride r S

£15,825

1868cc V-twin

115mph

93bhp*

50mpg**

Top looks and noise, more fun to ride than you think. But better in California than Croydon.

6/10

Jan ’20

Ultra Limited

£24,695

1745cc V-twin

105mph*

67bhp*

43mpg

H-D take on a tourer. Best-ever ride and handling, water-cooled heads. Good, if not ace.

7/10

Nov ’13

LiveWire

£28,995

electric motor

115mph*

104bhp**

90mpc

Superbike acceleration, jet-like noise, decent handling, smooth, well made. And expensive.

7/10

Oct ’19

Road Glide Special

£22,995

1745cc V-twin

105mph*

67bhp*

42mpg

Ride, finish and 8v motor much better than old H-D. War of the Worlds fairing blows minds.

6/10

May ’15

Street Glide Special

£22,895

1745cc V-twin

115mph*

40bhp*

45mpg*

Classic looks, decent suspension, good finish and latest 8v motor is the best yet. Fine thing.

8/10

Dec ’16

Sport Glide

£15,295

1745cc V-twin

116mph

99bhp

51mpg

Hammering engine, civil road manners. One of the most appealing H-Ds – and now cheaper.

7/10

Sep ’18

Fat Bob

£16,995

1745cc V-twin

115mph*

75bhp*

44mpg**

Bold looks, fine details, huge punch, and surprisingly usable too. 1868cc option is £15,495.

8/10

Feb ’18

Breakout

£18,855

1745cc V-twin

115mph*

75bhp*

50mpg**

Low-slung, drag-inspired cruiser that rides better than expected. Classy, refined hot-rod.

8/10

Dec ’17

Street Bob

£13,995

1745cc V-twin

110mph*

75bhp*

50mpg**

Classic chopper-ish lines, clean handling, modern 8v power. But new Fat Bob is far better.

6/10

Dec ’17

Softail Standard

£12,995

1745cc V-twin

110mph*

86bhp**

48mpg

Harley’s entry-level bike is £13k. It’s a meat-and-potatoes Harley – charming, but limited ability. 6/10

Jun ’21

Pan America Special

£15,500

1252cc V-twin

135mph**

148bhp**

43mpg

Comfy, composed, brisk, lots of equipment. Very good, but not a quite GS or Multistrada rival.

Sep ’21

GL1800 Gold Wing Tour

£28,349

1833cc flat-six

112mph

125bhp**

51mpg

Still opulent and huge, but super-tourer has cunning front suspension and its finest ride ever.

8/10

Sep ’18

CB1100RS

£9999

1140cc inline 4

130mph*

86bhp

43mpg

Better-handling 70s superbike version of CB. Fine thing. 20bhp more would be nice. Ace price.

7/10

Aug ’17

CB1100EX

£9799

1140cc inline 4

130mph*

86bhp

43mpg

Classy retro is smooth, usable, charming, if lacking a little soul. Great quality, yet bloody cheap.

7/10

Jun ’17

8/10

HONDA honda.co.uk/motorcycles, 0845 2008000 Bike’s choice: yes, it’s a bit worthy, but the NC750X is staggeringly good all-rounder

CBR1000RR-R Blade SP

£23,499

1000cc inline 4

185mph*

214bhp**

45mpg**

Shrieking, rev-happy sportsbike. Small, exquisite, hi-tech, classy, pricey. Are you fast enough?

9/10

Apr ’20

CBR1000RR Fireblade

£19,999

1000cc inline 4

185mph*

214bhp**

45mpg**

Same power and electronics as SP (above), but no semi-active or quickshifter. Save for the SP.

9/10

Apr ’20

Africa Twin Adv’ Sport

£14,649

1084cc twin

130mph*

97bhp

44mpg

All the tech, plush optional semi-active, classy feel, huge range. And daft switchgear. Hey-ho.

9/10

Sep ’21

Africa Twin

£13,049

1084cc twin

130mph*

97bhp

47mpg

Feels like a big, refined enduro bike, so is different to a GS. Cheaper too. Daft switches and dash. 8/10

Dec ’19

CB1000R

£11,649

998cc inline 4

145mph

135bhp

46mpg

Fast, luxurious, high quality – and has a touch of the soul Honda have been lacking. Nice.

8/10

Feb ’19

X-ADV

£10,349

745cc twin

105mph*

54bhp**

70mpg*

Off-road scooter you’ll never take off-road. Pricey too. But also practical, enjoyable and top fun. 8/10

Dec ’18

Forza 750

£9999

745cc twin

110mph*

54bhp**

70mpg

Capable bike with looks and practicality of a scooter. And DCT. Odd concept, ace execution.

9/10

May ’21

NC750X DCT

£7949

745cc twin

110mph*

54bhp**

62mpg

Flexible twin, top mpg, clever gears, big storage, well made. Not flash, but oh-so-very useful.

10/10

Feb ’17

CBR650R

£7949

649cc inline 4

138mph

86bhp

54mpg

Flexible, handsome, fun, fast-enough road sportsbike. Remember 1990s CBRs? You’ll love it.

9/10

Aug ’19

CB650R

£7199

649cc inline 4

140mph

93bhp**

50mpg

Naked version of CBR (above) is fabulously balanced. Quality, dynamic, value all superb.

9/10

May ’19

CB500X

£6119

471cc twin

110mph*

43bhp

68mpg*

Well-made, able, A2 adventure bike. Naked F (£5599) and faired R (£6149) are even nicer.

7/10

May ’19

CRF450L

£9499

449cc single

80mph*

24bhp**

55mpg*

CRF dirt tool detuned for dual-purpose use. Ace on trail, not very good elsewhere. And £9k!

7/10

Apr ’19

CRF250L

£4949

249cc single

78mph*

23bhp**

70mpg*

Fine green-laner and friendly urban commuter. Rally (£5649) has big tank, useful screen.

7/10

Mar ‘18

Monkey

£3749

125cc single

65mph*

9.2bhp

105mpg

Supersize Monkey: MSX (below) in convincing 1960s mini-bike custom. Fun, not practical.

7/10

Oct ‘18

Super Cub C125

£3449

125cc single

65mph*

9.2bhp

124mpg

Descendent of iconic step-thru’. Latest colours are drab, but still glorious urban transport.

8/10

Jul ‘19

MSX125 Grom

£3449

125cc single

70mph*

11bhp*

105mpg

Half Monkey bike, half proper bike. More giggles than a naked bouncy castle party.

8/10

Aug’13

HUSQVARNA husqvarnamotorcycles.com/gb Bike’s choice: Supermoto is desirable, funky, silly... and yet usable day-to-day 701 Supermoto

£9799

693cc single

121mph

71bhp

54mpg

Engaging, fun at sensible speed, frugal, sexy, friendlier than it looks. Proper midweight tool.

9/10

Sep ’17

701 Enduro

£9799

693cc single

120mph*

71bhp

54mpg

Proper dirt bike, yet refined, frugal and plush on the road. Big-tank LR (long range) version, too.

9/10

Apr ’19

Vitpilen 701

£7549

693cc single

125mph*

71bhp*

56mpg

KTM 690 with classy styling, ace single, lively ride. Knobbly Svart’ version is more comfy.

8/10

Sep ’19

Svartpilen 401

£4299

375cc single

105mph*

43bhp**

65mpg*

Built for A2 riders avoiding the mainstream. Essentially KTM’s fine 390 Duke with more style.

7/10

Jul ’18

INDIAN indianmotorcycle.co.uk Bike’s choice: classic character, modern quality, sensible price – Scout Sixty is a market leader Roadmaster

£26,199

1890cc V-twin

110mph*

90bhp*

40mpg*

Fully-loaded, over-the-top celebration of touring opulence is actually very good.

7/10

May ‘15

Chieftain Dark Horse

£23,999

1811cc V-twin

120mph*

90bhp*

40mpg*

Half-faired, long-haul ‘bagger’ with satin finish and lots of tech. Impressive, genuine Harley rival. 8/10

Nov ’14

Challenger

£24,999

1770cc V-twin

112mph**

122bhp*

46mpg*

Full-on tourer with ace water-cooled motor, physics-defying chassis, full tech. Watch out, H-D. 8/10

Jan ’20

FTR1200S

£12,999

1203cc V-twin

140mph*

120bhp**

45mpg*

Likeable, stylish, high-quality, semi-retro sporty V-twin. Bit firm, otherwise good (non-S softer). 8/10

Sep ’21

Scout

£11,899

1133cc V-twin

120mph

100bhp**

45mpg*

Distinct, classy mix of trad’ style and modernity. Mean Bobber version (£12k) is very black.

8/10

Feb ’18

Scout Sixty

£10,499

999cc V-twin

110mph*

78bhp**

45mpg*

Style, quality and details of big ’un (above), but affordable. Finest ‘medium’ cruiser there is.

9/10

Nov ’17

KAWASAKI kawasaki.co.uk, 01628 856750 Bike’s choice: has to be the Ninja Z H2. Friendly, usable, yet suitably deranged ZZR1400

£12,747

1441cc inline 4

186mph

193bhp

38mpg

End of the line for the epic, continent-eating, fine handling, legendary ZZR. Buy while you can.

8/10

Jul ’18

Versys 1000 S

£13,145

1043cc inline 4

144mph

114bhp

47mpg

High-rise, high-spec ‘adventure tourer’ is genuinely great. Its only problem is no BMW badge...

9/10

Apr ’21

Ninja 1000SX

£11,447

1043cc inline 4

149mph

140bhp**

43mpg*

The best-selling Z1000SX sports-tourer, with more tech and refinement. Sports-tourer datum. 9/10

Jun ’20

Z1000

£10,647

1043cc inline 4

147mph

131bhp

37mpg

Eager chassis, fit motor, child’s-toy looks, firm ride. Far from perfect, but distinct and pleasing.

7/10

Aug ‘15

Ninja H2

£26,146

998cc inline 4

183mph

205bhp

25mpg

Glorious excess in a hi-vis cotton-wool world. Part-throttle acceleration is mind-blowing.

10/10

Feb ’17

Ninja H2 SX SE+

£22,145

998cc inline 4

186mph*

197bhp**

39mpg

Sports-touring exotica. Not perfect, but classy, usable, and that motor... Base model £16.5k.

8/10

Jun ’19

Z H2 SE

£18,500

998cc inline 4

175mph*

197bhp**

34mpg

The impressive Z H2 (below) with fine semi-active ride. It’s the thinking rider’s supernaked.

9/10

Jul ’21

Z H2

£16,047

998cc inline 4

175mph*

197bhp**

34mpg

Mega blown H2 motor in bespoke naked chassis. Far more road focus than supernaked rivals.

8/10

Oct ’20

Ninja ZX-10RR

£24,947

998cc inline 4

180mph

189bhp

44mpg

The already-capable ZX-10R with tuned motor and fancy wheels: basically a base for racing.

9/10

Jun ’18

Ninja ZX-10R

£14,647

998cc inline 4

180mph

189bhp

44mpg

Amazing race-derived motor, handling, electronics. SE with semi-active ride is £19,292.

9/10

May ‘21

Total domination » Toddle to MotoGP and you can see a Honda, Yamaha, Suzuki, Ducati or KTM win. Things didn’t used to be so open. Repsol Honda won every round of the 500cc championship in 1997, with Mick Doohan or Alex Criville on top at every race – and teammates Tady Okada and Takuma Aoki often on the podium as well. Nine of 14 rounds had all-Honda podiums.

111

First Ride Sportster S: riding the H-D wave but with modern thrown in

Bravest bike of the yea

Belatedly Harley-Davidson have arrived in the 21st century. And, it has to be said, with gusto…

By Mike Armitage Photography Harley/Oli Tennent

I

magine a Porsche 911 with the engine where it should be and front-wheel drive. Or Marmite that’s sweet and pink. This is the scale of what Harley-Davidson have done with the Sportster S. It has the iconic name, has two cylinders arranged like sweary fingers, but in all other ways the new Sportster is entirely different to every previous version of a model that’s been around for 64 years.

Though Harley’s new Pan America adventure bike is different, it’s not as bold as the Sportster. This is a reinvention of what the historic factory stands for; a bike that no longer fits the mind’s eye image when somebody says, ‘Harley-Davidson’.

It doesn’t have pushrods, fins, vibes, twin shocks or needlessly chunky controls. With the motor as a stressed member there’s not really a frame either.

Instead, the Sportster has a 1254cc liquid-cooled V-twin with four overhead valves per cylinder, variable timing, 119bhp and silky-smooth manners.

Modern suspension is fully adjustable, the front brake radially mounted, and it weighs 25kg less than the old XL1200 Sportster. There’s cornering traction control and ABS, modes, LEDs everywhere, cruise, and a TFT dial with blue teeth and moving-map satnav. At £13,995 it undercuts everything in their range apart from the bare-bones Softail Standard, too.

And it goes like buggery. The engine is from the Pan America, but the Sportster’s version is called the 1250T. That’s T for torque and means smaller valves, reshaped combustion chambers, new variable valve phasing, smaller throttles and peak punch of 94 lb.ft at 6000rpm. Tease the light twistgrip and it rampages whether just off idle, deep in the swollen midrange or ready to tap the 9500rpm limit. It’s usable, addictive, whoop-out-loud performance.

No hazy vision either. Harley’s 60˚ V-angle isn’t naturally balanced like a 90˚ V-angle, but they’ve offset the crankpin by 30˚ to give the effect of an L-twin and cancel primary vibration. A cleverlyshaped balance shaft in the crankcases cancels the

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Cheerio, low-tech reputation

SPECIFICATIONS Price from £13,995 Engine 1254cc, liquid-cooled, 8v V-twin Power 119bhp Torque 95 lb.ft Top speed 120mph (est) Rake/trail 30°/ 148mm Wheelbase 1520mm Kerb weight 228kg Seat height 753mm Tank size 11.8 litres Economy 50mpg (tested) Colours black, white, crimson Availability late September Bike verdict The best Sportster yet, if ‘best’ means fastest, smoothest, most high-tech. Great bike, but just shy on traditional Harley edge and appeal.

Bike rating 8/10

For the Playstation generation

rocking couple caused by the cylinder offset, while a second balancer in the front head kills secondary tingles. With ride-by-wire and cam phasers that adjust timing independently for inlet or exhaust, front or rear, it’s a classy and sophisticated delivery.

Despite balloon tyres the Sportster has a refined ride too. Harley have a new ‘Sport’ category in their range to accommodate the bike and talk of ‘sport bike agility and handling’. This is stretching things with just 34 degrees of lean available and occasional interference from the front tyre. But controls are light and obedient, the chassis turns easily and willingly holds a line, and you can romp down dancing roads with alarming pace and unexpected control. It’s a firm ride and the Sportster is happier at 60mph on a freshly-surfaced A-road than flung down a rutted B, but it’s not unbearable.

Surprisingly the ridiculous 37mm of rear suspension travel is rarely an issue. My knackered back usually complains at cruiser riding positions but the 753mmhigh Harley is comfy for the duration of its 11.8-litre tank, especially with optional mid-mounted ’pegs.

Capable, refined, handsome, the bold Sportster S is more than a match for a Triumph Bobber or Indian Scout, and can be mentioned in the same breath as a Ducati Diavel and Triumph Rocket 3. It’s that good... and this is a problem. For years everyone has moaned the American firm’s bikes are slow, lumpy, ill-handling, basic and expensive. Yet now they’ve created something smooth, fast, civilised, high-tech and competitively priced it doesn’t feel very HarleyDavidson. In any way you can measure or assess the Sportster S is better than anything else cruiser-ish in their line-up, but it doesn’t feel the part. If it said Suzuki or Kawasaki on the tank you’d believe it.

This might attract a new audience. But I think I’d wait for the other Sportster variants that are to follow this first S version, which involve things like twin shocks and XL1000CR looks. Better still, I’d buy a secondhand Sportster Forty-Eight.

Enormous tyres make the S look like something The Banana Splits would ride to the beach

‘It can be mentioned in the same breath as a Ducati Diavel... it’s that good’ 49

100 years of Moto Guzzi

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100 years -two amazing engines Moto Guzzi production has been dominated by two distinctive power units, each brilliant in its own way Photography: Moto Guzzi, AHerl archive

W

e think of the longitudinal V-twin with shaft drive as being THE Guzzi engine, but for the first half of the company’s existence they were famous for a very different, but equally distinctive layout.

Their first production machine in 1921 was a 500cc single, with the cylinder laid horizontally and the flywheel mounted externally. There were many advantages to this layout. The cylinder head was well positioned for cooling effect, while the external flywheel allowed a compact crankshaft meaning that drive to the gearbox could be achieved with just two primary gears and the crankcases, which also housed the gearbox, were compact and stiff. It also kept the centre of gravity low to the benefit of easy slow speed handling. The forward cylinder’s extra length was mitigated by mounting the gearbox’s layshaft immediately below the mainshaft, a trick rediscovered by Yamaha a few years ago, to keep the crankcase length to a minimum.

For half a century Guzzi continued with Horizontal single: this layout in capacities this from a 1947 GTV model ranging from 160cc to 500cc, and with various different

1960s V7 engine layout is still familiar

valve arrangements, but always the horizontal cylinder and external flywheel. It wasn’t just a commercial success. Low weight and minimal drag, both by-products of the engine design, helped win six 250 and 350 World Championships.

While the horizontal single provided bread and butter Guzzi made innovative racing engines and prototypes.

These included a supercharged four, an inline triple and a brilliantly conceived 500cc 120° V-twin that won the 1935 Senior TT. Then came the amazing 500cc V8.

The last traditional version of the horizontal single was the 500cc Falcone which continued until 1967. The subsequent Nuovo Falcone, another 500cc horizontal single was made until 1976, but didn’t have the external flywheel.

The gestation of Guzzi’s next significant engine was convoluted. An ohv 90° V-twin using forced air cooling was developed in the early 1960s as an upgrade for Fiat’s humble Cinquecento car, but the project didn’t take off.

A similar power unit, with capacity increased to 754cc, was then used in an all-terrain tricycle with three driven wheels (actually the rear wheels were half-tracks). Its go anywhere capability was compromised by a tendency to tip over when driven diagonally across a slope, so the project foundered.

In the next application the engine found its true home. The Italian Police invited tenders for a new motorcycle that should be durable, easy to ride and quick – making a shaft drive, big capacity V-twin ideal.

The result was the V7, powered by a 703cc version of the V-twin. Development began in 1964, a civilian version was shown in late 1965, deliveries of Police bikes began the following year and civilian bikes were available in Italy in 1967. After that came 53 years of evolution, and a range of capacities from 350 to 1200, though the 90° Vee and shaft drive were constants.

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Guided by the s Maybe more than any other motorcycle, owning and riding a Moto Guzzi makes you part of something special

By Melissa Holbrook Photography Moto Guzzi

T

he day I bought a Moto Guzzi I was naïve enough to believe it was just a machine, it turned out to be a map.

What it offered as the ideal route through the landscape of all the coming years. It knew where I should go. It foretold who I should meet. It knew better than me.

August 21, 2017, was to mark the first total solar eclipse in a century visible throughout the United States. Who else to experience a once-in-a-lifetime spectacle with but motorcycle friends?

Mine are spread all over the globe, as motorcyclists are wont to be. They’re not family, although they are my family; they’re not local, although I make them so. We are aware of the distance between us, which we bemoan as well as crave; these are the miles that measure our closeness, born of space collapsing under the pressure of exploding gas and air.

I set the wheels in motion. Meet in North Carolina. Stay at a dedicated motorcycle campground, with cabins along the banks of a small brook and tent sites for those who travel with their compressed housing as pillion. From Texas, Georgia, Wisconsin, New York, Virginia we converged over an instructively labelled bridge – MOTORCYCLES ONLY ACROSS BRIDGE and LIFE BEGINS AT 10,000rpm – and finally we were home, together. It’s a great happiness to learn you don’t need much; in fact, you need nothing more

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than what fits, to the centimetre, into the panniers. Yet another of the apparently infinite miracles lavished on us by our motorcycles. All we could want too, was within these precincts: our bikes in sight, patient and ready. Our bourbons to share and taste, our coffee made by a specialist in its exquisite preparation. Laughter and tall tales and the essential joy of simply looking on each other, delirious at the luck that brought us together in the first place, and that would allow us to part so that we could experience coming together once more.

On the way here, TVs at every stop beamed images of a nation starting to come apart at its loosely basted seams – the week before, a violent gathering of white supremacists took the life of a protester only a short ride from where we’d stayed the night. I felt like I was entering enemy territory.

Still I waved at every passing motorcyclist, their politics unknown but not their fealty to something bigger. At a gas station, conversation turned only to ‘Moto Guzzis I have known and loved’ (‘my uncle had an old one a them. H loved his Guzzy’). I was no longer in a place where we might finally be torn apart, but where we might be brought together.

In the evening we celebrated the best of life on the road. We shared

100 years of Moto Guzzi

stars

a campground dinner, then put ourselves to planning (triangulating among possible routes, checking forecasts, consulting the oracles inside our phones). In short, imagining the future. Another way to say ‘hope’. At last, we reluctantly bid each other good night in order to fall asleep anticipating a celestial event.

Turning and turning again under the stippled shadow of trees the next morning, we crossed a state line farther south.

The moon was moving into place. We dismounted, arrayed ourselves in a small parking lot, set up tripods and donned cardboard eclipse glasses. The spectre of leaves overheard on the pavement started fracturing. And then the clouds that had been gathered at the periphery of the treeline rose to proceed across the sky. The final sliver of sun, just about to disappear, vanished behind them. The day darkened, but what we had ridden eight hundred miles to see went unseen.

When the light gradually returned we geared up to remount. The next day we would all depart to our respective corners of the country again. How curious that we should have ended up in the one place where the eclipse was not visible, I waited for the crush of disappointment.

But it never came. Not then, not on the way home. I remained suffused with a sort of elation. Finally it came to me.

I could not be disappointed because I’d, in fact, had the transcendent experience I came for.

The web of friendships – one person leading to another and another, one cell of Guzzi aficionados leading to another – was the most unexpected and prized favour bestowed by my good luck one day so long ago. Guzzisti are a hardy breed. Also smart, generous, kind, and more than a little odd. These are the people I can, and have, called upon in hours of need, and hours of desire – for acceptance, pleasure, silliness, and that most essential of human needs, silent understanding. They are the only destination on the map of my heart.

Heading back north I did the only two things I do while riding, both blessings: think, and not think at all. In the latter state I’m a depository, receptive to a sensory simultaneity. When thoughts occur, they do so with stunning clarity.

Because I chanced on a particular Moto Guzzi in a sales lot one afternoon thirty-five years ago on which I had determined I would become a motorcyclist, my route through life was mapped. Now I diagrammed what seemed happenstance but was actually an elaborate plan. I catalogued multitudinous gifts as I rode. That unprepossessing V50 was the progenitor of my life’s career. It brought those stellar friendships without which the days would be dull and tedious. It offered new horizons – Italy, Germany, India. It blessed me with a vertiginous view on ideas and knowledge to which I would otherwise have been blind. It even got me a flight in a private jet.

And do not forget love. That also came on two wheels, by the grace of a stoic V50 that has not stopped giving though it is long, long gone, three other Guzzis in succession taking its place.

They said utopia can never exist. But they never tried getting there on a motorcycle.

Moto Guzzi 100 Anni » This essay is taken from the official Moto Guzzi 100th anniversary book, Moto Guzzi 100 Anni. It is a high gloss 224 page coming together of ten riders/writers in celebration of what these motorcycles have given to them. Writers include Bike’s Mat Oxley, writing about Guzzi’s racing history. At book sellers now.

‘The day I bought a Guzzi I was naïve enough to believe it was just a machine, it turned out to be a map’

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100 years of Moto Guzzi

54

To ride is to know

There’s really only one way to celebrate Guzzi’s 100th and that’s a wet ride to Scarborough on a V85 TT…

By Hugo Wilson Photography Ben Lindley

C

elebrating Moto Guzzi’s centennial really should involve a ride south, over the Alps and back to the factory on the shores of Lake Como in Northern Italy to enjoy a massive party involving fine wines, local delicacies and sunshine. But this is the summer of 2021, and we all know what that means. So instead of a leisurely ride to Italy, let’s take Guzzi’s V85 TT Anniversario edition on a day trip to the Yorkshire Riviera. Chips anyone?

Press the button on the V85, the starter motor gear clatters and the V-twin engine fires up, settling into a muted off-beat throb. Blipping the throttle tips the bike to the right as the longitudinal crankshaft spins up and pressing the bike into first gear there’s a reassuring clonk. It’s all so familiar that it’s almost a cliché. The V-twin, shaft drive layout might not stretch back to the very beginning of the Guzzi story but it has been around for over 50 years which surely proves the fundamental rightness of the idea.

Bike’s first road test Guzzi V-twin was a bulbous 704cc V7 tourer in the Winter ’72 issue (we were still a quarterly back then). Our first ride on an 850 was when Bill Haylock tested a Mk1 LeMans back in August 1976; headline – ‘Falling in

V85TT on the Humber Bridge: traditional strengths meet funky design

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100 years of Moto Guzzi

‘Who knew we needed a retro adventure bike? But this turns out to be brilliant’

love again…’ Since then we’ve ridden almost every significant bike that’s rolled out of the factory, from the big California cruisers to the eight valve Daytona sport bikes to the goppingly ugly Centauro. We rate the V85 TT as among their best efforts.

Although the shift into first feels familiar the V85 has the best Guzzi gearbox I’ve ever experienced. Sure, gearchanges need to be planned more than on most bikes, matching road speed to engine revs, but the shift itself is crisp and accurate. Peeling down the slip road onto the A1 we climb through the box, enjoying the visceral feel of the engine under load, to sixth gear before settling into an indicated 85mph at 5000rpm and engaging the excellent cruise control.

The latest version of the V85 TT features an extra riding mode and tangentially spoked wheels allowing the use of tubeless tyres. The Anniversario model also has a satin silver and green colour scheme and leather seat, both allegedly a homage to the company’s all-conquering racers from the 1950s.

The outside lane of the A1 allows the opportunity, while adjusting cruising speed with the toggle switch on the left bar, to contemplate Moto Guzzi comfort. For me the V85’s stance is great; the peg:seat relationship is perfect for

Above & above, above: all kinds of delicious details abound

this 5ft 10in rider and the bar height provides a natural touring riding position. The standard screen isn’t great and seems to induce a strange head wobbling vortex when you’re carrying a pillion, and the seat starts to induce a fidget after an hour and a half by which point it has started raining, so I park up for coffee and waterproofs. Next up the Humber Bridge…

The 853cc engine, introduced with the V85 TT in 2019, is now used with different levels of tune in the traditional V7 models and the cruiser style V9 Bobber and Roamer too. And while both V7 and the cruisers are good bikes, it’s the 85 TT that has impressed most in recent years. Who knew we needed a retro style adventure bike? But this turns out to be a brilliant merging of traditional Guzzi strengths with funky, modern design.

It’s not fast though. Even if the bike delivered on its claim of 80bhp the performance would be modest, but the actual 67.5bhp (at 7600rpm) that it produced on our dyno is even less impressive. Absolute top speed is 115mph (we speed tested one in 2019), but the on the road pace is fine, though you have to change down for rapid overtakes.

Back in August ’76 Guzzi claimed 80bhp for the 850 Le Mans Mk1 we tested too, though maybe that was a less optimistic boast. The Le Mans went 132mph through 57

100 years of Moto Guzzi the speed trap. The lineage is continuous, but of course today’s emission controlled 850cc, ohv V-twin has nothing in common with the engine of the LeMans except architecture; 90° V-twin layout, with two pushrod operated valves per-cylinder and aircooling. Somehow Guzzi have made this apparently antique arrangement efficient enough to pass Euro 5 emissions regulations.

North of Beverley, that I inadvertently failed to by-pass, the road gets more interesting, allowing the excellent handling and suspension to be enjoyed, though on a sweeping A-road you do miss a bit of extra wallop. More midrange and 10 more bhp would be useful, especially if you were carrying a passenger or luggage.

Finally, past Driffield we’re onto the B1249 across the Yorkshire Wolds, the sun puts in an occasional brief appearance and the Guzzi lopes along making leap frogging overtakes of long lines of coast bound traffic. This is a great road bike. Sure footed, albeit with some reservations about the wet weather feel from the Dunlop Trailsmart tyres, comfy and confidence inspiring. And with real road presence, like all the good Guzzis from the past.

There’s thick traffic into Scarborough as staycationers head for the seaside. Filtering past lines of cars the low speed throttle response is slightly snatchy in sport mode, but switching to road mode smooths things. A low centre-ofgravity and correspondingly short seat height make for easy town manners too; unlike adventure bike opposition it’s easy to get a foot to the floor. And the controls are light, which you could never say about the throttle on a Mk1 LeMans.

On this overcast day there are just a couple of other bikes in the motorcycle parking bay on the seafront, and they are both blinged up Speed Triples, one of which belongs to photographer Ben Lindley, but there are plenty of people who want to talk about the Guzzi. One man had taken a test

SPECIFICATION

MOTO GUZZI V85 TT

Contact Price (otr) Typical finance

Tyres (f/r) Rake/trail Wheelbase

motoguzzi.com/uk £11,400 PCP: £2000 dep, 36 months at £151, final payment £5280 853cc 4v OHV pushrod 90˚ V-twin 84 x 77mm 6-speed, shaft 67.5bhp @ 7600rpm 59 lb.ft @ 5000rpm 120mph (est) tubular steel trellis upside-down fork, adjustable preload and rebound monoshock, adjustable preload and rebound 320mm discs, 4-pot caliper/ 260mm disc, 2-pot caliper 110/80 R19, 150/70 ZR17 28˚/128mm 1530mm

Wet weight

229kg (claimed)

Seat height Tank size Economy

830mm 23 litres 55mpg (tested)

Electronics Colours

ABS, modes, traction, cruise, Centenario

Availability

now

Capacity Engine Bore x stroke Transmission Power (claimed) Torque (claimed) Top speed Frame Front suspension Rear suspension Brakes (f/r)

Top: V85TT and chips, no curry sauce.

Above: cruise control works well on the A1

VERDICT The most quirky and characterful adventure bike on the market, with decent levels of equipment, excellent suspension and a good price; but not for bhp addicts.

Bike rating

Below: 100 years have led to this.

Time clearly well spent

9/10

ride the previous weekend and was picking up his new bike in two days, having scored a good deal on a 2020 version.

Guzzi have been through good and bad times, and they’ve made some great bikes along the way. With the clout of Piaggio behind them, it feels like they are on a roll. Let’s hope that the new water-cooled version of the V-twin can deliver a bit more power without losing any Guzzi charm.

Now, in the absence of fine wines, Italian delicacies and sunshine it’s time for those celebratory chips.

‘Guzzi have been through good and bad times… it feels like they are on a roll’ 58

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a Carl WORTH

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Valentino Rossi fans flocked to Silverstone to witness their retiring

68

hero’s last ever GP in the UK. Bike went to meet them...

Words John Westlake Photography Adam Shorrock (opener) and John Westlake 69

Valentino

‘WE LOVE HIM’ We got up at 3.30am this morning to make sure we got a good spot. I’m with my son Guy and wife Pam, and we travelled down from Edinburgh yesterday and stayed in a B&B last night. I’ve followed Rossi from the start, from his early 125 days, and we’ve been all over Europe watching him – we’ve been to the Barcelona GP 16 times [mostly on a bike, but lately by plane], and were there in 2009 when he beat Lorenzo on the last corner.

For me, that was his finest ever moment. We love him. It’s the excitement around him – you never know what he’s going to do next, except that he’ll always fight to get to the front. Today we’re here to wave him goodbye. It’s a sad day.

Jeff Taylor, 73

‘HE LIT UP BIKE RACING’

Jeremy: I’ve been supporting Rossi for longer than I have had my son Jake. I spotted Valentino early on in his 125 career and recognised he was something very special. He was so, so different – he lit up bike racing. Peak Rossi was the last corner at Catalunya when he passed Lorenzo in 2009. We’re not holding out much hope for today though...

Jake: I’m unsure of the future – I don’t know how much my love for the sport will fade without Rossi. It’s hard to imagine MotoGP without him so I really don’t know whether we’ll be here next year or not – the sport will lose so much when he goes. It was only Simoncelli who seemed to have his spark, and I can’t see anyone else like that now.

Jeremy and Jake Green, 46 and 23 70

‘HE’S STILL GOT IT’

Stuart: I’ve been into bikes all my life and he’s been an inspiration. I’m devastated he’s retiring because I really do idolise him. I’m gutted. I thought he would ride a Ducati next year for his team. Look at the way he qualified for today – he was 8th on the grid, so he’s still got it. We’ve only watched him at the British GP because it’s so expensive to go to the foreign rounds and I can’t really drag these lot round with me – Noah loves it but the others aren’t massively keen. If I’d have won the lottery though, I would have gone to every single race he was in.

Stuart Biddis 46, Vanessa Biddis, Noah Biddis 11

‘I EVEN GOT TO KISS HIS BIKE’ I’m wearing the T-shirt I bought after I saw Rossi live for the first time at Donington Park in 2000 [when Rossi won his first ever 500cc GP]. Everything stemmed from then – he was magic.

And he’s so charismatic – look around at how many people are in Rossi gear today. We’ve been to Mugello, San Marino, Austria and Catalunya to see him but I think his best moment was 2004 in Welkom when he won on the Yamaha. That was incredible.

I even got to kiss his bike [like Rossi did after the Welkom race] when I went to the museum in Tavullia. I got banned for life from Facebook for that because it was my profile pic and they said I was ‘emulating a celebrity’ [his Facebook name was Steven Rossi Rourke]. I’m probably going to shed a tear on the cool down lap.

As for who’s next, I don’t know. I assumed it would be Simoncelli because he had the same sort of character.

Steven and Kerry Rourke, 37 and 36

‘As for who’s next, I don’t know. I assumed it would be Simoncelli…’

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‘I’LL BE GLAD TO SEE HIM STOP’ We’ve come up from the Isle of Wight. Trish works at a hospice there and we spend a lot of time fundraising, selling sunflowers for the hospice so we thought, if it’s a yellow weekend, let’s go for it. I started being a Rossi fan when he won on the Yamaha in 2004 – taking a bike that was uncompetitive and making it win showed he was special. We’ll be at Mugello to wave goodbye to him there too. I’ll be glad to see him stop because I’ve seen too many riders hurt themselves when they go on too long. He’s right to retire while he’s uninjured so he can enjoy the rest of his life.

Steven Holmes (62), Trish Holmes (52)

‘I’VE GOT HOPES FOR ACOSTA’

Carl: we were supposed to be going abroad for the stag, but obviously that was difficult so we came here – we’ve been camping since Thursday afternoon, living off pork products and ale. We’re not in too bad shape considering. We’re all big Rossi fans – I’ve been a fan since I was 13, when he was first on 125s. I watched him win his first 500cc GP at Donington in 2000 and that was amazing. It was freezing cold and he went out there and won. He did a dirty great burnout in front of us at the Esses.

Elliot: I’ll never fall out of love with MotoGP, but I won’t have that vested interest in one person. We went to Tavullia in 2017, which is something to behold – the entire town is dedicated to Rossi.

Even the speed limit is 46. I’ve got high hopes for Pedro Acosta…

Carl Smalley, 38 (groom), Elliot Humphrey, 31 (mate)

72

Valentino

‘ I loved it when he stopped on the warm down lap to go for a pee in the portacabin’ ‘THAT’LL BE A SEND OFF…’ Nigel: I got into Rossi when he was with Honda in the early 2000s. I’ve ridden to Assen a good few times to watch him and, of course, the British GP too. My favourite Rossi moment was the corkscrew at Laguna when he overtook Stoner.

Kaiden (Nigel’s son): I begged them to let me come today. They hadn’t booked a ticket for me to start with, but I got here.

Glyn (Nigel’s brother): it’s a sad day, but it won’t stop us watching racing – we follow everything – BSB, WSB… We’ll be going to Valencia to see his last ever MotoGP. That will be a great send off.

Nigel Bentley 52, Glyn Bentley 50, Kaiden Bentley 11

‘HE WAS A TALENTED KID’ Michael: we came down from Liverpool today and we made a special CD with Italian songs on it to listen to in the car – we left at 4.30am. I was close to tears. I’ve been a Rossi fan since he won his first 500cc title in 2001 and I remember the first time I saw him was at the British GP when he was on a 125 and he overtook six people on the first lap. He was obviously a talented kid.

Jackie: I love the way he rides and his personality – he’s always smiling, whether he comes first or not. There’s no side to him.

Michael: my favourite moment was when he overtook Lorenzo on the last lap at Catalunya (in 2009). And I loved it when he stopped on the warm down lap to go for a pee in the portacabin (after winning a 250 GP in 1999).

Michael Iddon 55, Jackie Iddon 57 73

The

xley interview

Mat is a TT winner, endurance racer, author and MotoGP paddock insider

‘When Valentino confirmed he was coming to Yamaha, I was like, “Are you serious?! For real?!”’

Lin Jarvis has been Valentino Rossi’s big boss for 16 of the past 18 years, so few people know the inside story of Rossi’s career better By: Mat Oxley Photos: Yamaha archive

V

alentino Rossi will contest his final MotoGP race at Valencia, Spain, on Sunday 14 November. No doubt there will hardly be a dry eye in the Petronas Yamaha garage when he climbs off his YZR-M1 for the last time.

Among the people going, ‘Oh, there seems to be something in my eye,’ will be Lin Jarvis, who has played a bigger part in Rossi’s stellar career than just about anyone.

The 62-year-old Briton was appointed boss of Yamaha’s grand prix project in the late 1990s, when the factory was used to having its arse kicked by Honda’s mighty NSR500. When 500cc two-strokes were replaced by 990cc MotoGP four-strokes in 2002 the company found itself in even deeper trouble.

Yamaha’s first iterations of its four-cylinder YZR-M1 MotoGP bike were no match for Honda’s wondrous five-cylinder RC211V, reaching a low point in 2003, when the M1 failed to win a race. There were even 74

rumours Yamaha would quit MotoGP, simply because management couldn’t stand the humiliation.

But while Yamaha were floundering around during the summer of 2003 something was happening that would change MotoGP forever. Yamaha team-manager Davide Brivio had approached countryman Rossi, wondering if he would be interested in leaving Honda to join Yamaha.

This was surely madness – why would anyone want to climb off the best bike on the grid and onto the worst?

In fact the invitation tickled Rossi’s fancy. He had fallen out with Honda management, who had told him the motorcycle was more important than the man, so he was looking for a way to prove them wrong.

Following top-secret initial negotiations Rossi shook on the deal in the Brno paddock during the 2003 Czech

Doing VR46 track days with Rossi is one of the perks of Jarvis’s job

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The Oxley interview

GP, where Jarvis and Brivio had a clandestine midnight meeting with Honda’s star rider in the awning of the Clinica Mobile.

‘That was the moment when Valentino confirmed he was coming to join us,’ remembers Jarvis. ‘I was like, “Are you serious?! For real?!”.

Even after he told us we asked him again. “Hang on, just to make sure we understand – if we can fix this and that in the contract then you’re coming to Yamaha?” And he said, “Yeah, that’s what I just said!”. That was a remarkable moment. Things were a bit more adventurous, a bit more cloak and dagger back then!’

Signing Valentino Rossi isn’t something you do in a day. Months of complex detailed negotiations followed, with the man himself, his management team and his crew, which he wanted to bring with him.

‘Everything was still secret from Honda,’ Jarvis continues. ‘A few weeks later during the Japanese GP at Motegi we had more secret meetings – me, Valentino and senior Japanese management.

‘There’s a Japanese restaurant outside the circuit hotel, with big windows all around. And because Motegi is a Honda circuit there’s Honda people everywhere. So I’m sat there having dinner with Yamaha management and Valentino is outside, knocking on the window and waving at us! He was bouncing around with a big grin on his face – it was pretty crazy.’

Then Jarvis had to do individual deals with Rossi’s crew: crew chief Jeremy Burgess and mechanics Alex Briggs, Bernard Ansiau and Gary Coleman. ‘That was a couple of weeks after Motegi and I was staying in the Arthur Phillip Motor Inn on Phillip Island. I had this cloak-anddagger rendezvous with each of them – they came into my bedroom one by one, late at night, secretly, to agree terms and do the deal. It was exciting putting the package together.’

Yamaha’s YZR-M1 had performed so badly during 2003 that the factory planned to improve the bike in 2004, so that Rossi could win the title in 2005, the company’s 50th anniversary. But everyone knows it didn’t pan out like that…

Rossi, Burgess and Yamaha fixed the M1 during 2004 pre-season testing and arrived at the season-opening African GP at Welkom ready to kick Honda’s arse.

Rossi took pole position and won a race-long duel with bitter-rival Max Biaggi, who had switched to Honda after four years with Yamaha, during which the self-styled Roman Emperor and Jarvis never got on.

Jarvis – ever the diplomat – won’t reveal exactly how their relationship came to an end.

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Above: we did it!

Celebrating Rossi’s remarkable first MotoGP title with Yamaha at Phillip Island, Australia, in October 2004

Right: Jarvis having fun aboard a VR46 R1 at Misano. Below right: celebrating Jorge Lorenzo’s first MotoGP title in 2010

‘All I’ll tell you is that Biaggi’s last words to me were in a text message – just two words!

‘Valentino’s first win with us was the single most exciting moment of my career. My heart was bouncing out of my chest, because the race was so tense and there was so much on the line. Plus Valentino was battling with Biaggi, so there was no love lost there. When he got the win it was an ecstatic moment.

‘Many people said when we signed Valentino it was a huge risk and it was – everyone at Yamaha knew it was do or die. When we won the first race we realised anything was possible. The next magic moment was his victory at Phillip Island, where he won the 2004 world title.’

Rossi and Yamaha seemed unbeatable after dominating 2004 and 2005, then 2006 arrived. And yet despite bike and tyre problems they went into the Valencia finale eight points clear of Honda’s Nicky Hayden and firm favourites for a sixth consecutive MotoGP crown.

‘When Valentino fell at Valencia that was a desperate time for him and us because we were going to win the championship, but we didn’t.

Then in 2007 we got our arse kicked by Ducati. Then we came back in 2008 and 2009 when he won some of his most epic races [beating Casey

‘Many people said when we signed Valentino it was a huge risk and it was – everyone at Yamaha knew it was do or die’

Stoner at Laguna Seca and team-mate Jorge Lorenzo at Catalunya] and won two more championships. They were fantastic times together.’

However, the honeymoon was over the moment Jarvis signed twice 250cc world champion Lorenzo for 2008.

‘We took Lorenzo on board because we thought Valentino might go to Formula 1, so we needed a succession plan. It didn’t sit well with Valentino because he was used to being team number one. That’s when the friction started. In 2010 he gave us an “it’s him or me” proposal, which wasn’t acceptable to us, so our relationship became very bad and there was a lot of acrimonious feeling.’

At the end of 2010 Rossi went off to Ducati in a huff, the biggest mistake of his career. A year later he was asking to be taken back.

‘Lorenzo won the title with us in 2010 and 2012, so it was a very, very delicate and complicated matter trying to bring his arch-enemy back into the team. Valentino’s first approach to us came through his fiscal and legal advisor. Some Yamaha management weren’t keen to have him back but I could see the benefit to the brand.

‘I went to meet Valentino at his house in Tavullia – talk about a meeting loaded with tension and anticipation! Sitting opposite each 77

The Oxley interview other again was very special after our relationship had deteriorated so much. He came back with a different attitude – humbler and more appreciative.’

What did Lorenzo say when Jarvis told him the news? ‘I’d prefer not to tell you!’ Jarvis grins.

So how does a big boss cope when he’s got two top riders with two huge egos to look after?

‘It’s one of the biggest challenges. You have to keep your own ego in check to avoid getting into open warfare when you disagree – you have to bite your lip and say less. You try to educate your riders to see the bigger picture, so they understand they have a contract with your company, so they have to toe the line and mustn’t say negative things about the company or individuals in the team. I’d say the most important thing is to not let it get personal.’

Rossi took a year or so to get back up to full speed on the M1, then fought Lorenzo for the 2015 MotoGP championship. Everyone knows how that ended – Rossi clashed on and off track with both his teammate and Honda’s Marc Marquez – and Lorenzo beat Rossi to the title by five points.

‘Yamaha won everything that year – the triple crown [the rider, team and constructor titles] and Jorge and Valentino were first and second in the championship, so it should’ve been a year to savour and enjoy.

‘I still believe that if Valentino hadn’t called out Marquez after the race at Phillip Island the whole thing wouldn’t have exploded and he probably would’ve won the championship. Then Jorge got involved and the whole thing became very vitriolic. MotoGP became like football, with partisan fans abusing riders. That changed MotoGP forever – the sport we all love suddenly became so poisoned and nasty. How do you navigate through all of that?’

That was the last time Rossi fully challenged for the MotoGP championship. He won his last race at Assen in 2017 and for 2021 Jarvis removed the 42-year-old from the factory Yamaha team and placed him in the independent Petronas-backed Sepang Racing outfit.

When Rossi retires in November he will have ridden more than 370 MotoGP races, around 270 of them for Yamaha.

Chewing the fat with Yamaha greats Wayne Rainey, Ben Spies and Jorge Lorenzo, and Rainey’s world-title winning YZR500

When Jarvis came to MotoGP 22 years ago he had already been working with Yamaha for 18 years, first at UK importers Mitsui and then at Yamaha Europe. If he was a stick of rock he’d have the tuning fork logo right through him.

Jarvis got into bikes through his dad, who rode trials on an AJS. He started at the bottom at Mitsui, working as a warranty claims processor and service engineer, before moving into racing, when the company gave a bike to Barry Sheene.

He later moved to Amsterdam, Netherlands, and then Milan, Italy, where Yamaha’s MotoGP team is based. He is currently applying for an Italian passport, to safeguard his EU status post-Brexit.

‘In Milan we take care of logistics, sponsors, riders contracts and so forth, while Yamaha Japan take care of technical development and technical support. I always say they supply the hardware and we get on with the software.’

No surprise that Jarvis’ garage at his home outside Milan is crammed

‘The sport we love became poisoned and nasty. How do you navigate through that?’

Jarvis lives near Yamaha’s MotoGP base in Milan, Italy – a perfect base for Alpine touring trips aboard a Ténéré 700

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The Oxley interview

‘While Jarvis has been celebrating Quartararo’s successes he’s been fighting with Vinales’

with Yamahas: an MT-10 road bike, an R6 track-day bike, a YZF250 motocrosser, a WR250F enduro and a Scorpa 300 trials bike.

‘We live 90 minutes south of Milan, where I can take any of my dirt bikes and disappear for an hour or two of off-road riding. It’s a great place to be.’

Of course, working closely with Rossi brings further benefits – Jarvis gets to ride at VR46 Rider Academy track days and at the VR46 Motor Ranch, where dirt track is the main event.

‘Riding dirt track was a totally new experience – basically you have no grip at the front and none at the back. It’s really fun and addictive because once you understand more or less how to do it you just want to keep going and going.’

Despite the fun and games, MotoGP hasn’t been easy for Jarvis or Yamaha in recent years. Since the technical regulations were rewritten in 2016 – introducing Michelin tyres and same-for-all spec software

Celebrating a Vinales/ Rossi one-two at the 2017 Argentine GP

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Above: Jarvis getting it sideways at the VR46 Motor Ranch Right: first job at UK Yamaha importer Mitsui way back in 1982

– factory engineers have been unable to win another title with the M1. That may change this year, thanks to another redesign and the signing of French young gun Fabio Quartararo, who replaced Rossi in the factory team.

But there are always problems when you run a race team. While Jarvis has been celebrating Quartararo’s successes he’s also been fighting trench warfare with team-mate Maverick Vinales, whose been with the factory since 2017. The relationship between the Spaniard and team finally exploded at June’s Dutch TT, where they announced they will go their separate ways at the end of this year, halfway through their latest contract. Then during August, Yamaha accused Vinales of trying to blow up his engine in the previous race, so they withdrew his entry from the Austrian GP. If Quartararo does win the 2021 championship it will be Jarvis’ eighth MotoGP crown. Valencia may therefore be a weekend of very mixed emotions – sheer joy at Yamaha’s first title since 2015, tinged with the sadness of Rossi retiring from the sport he’s lit up for more than a quarter of a century.

NEXT ISSUE

Next month Mat chats with veteran British Superbike rider Leon Haslam, son of Ron…

First Ride Just the start: Voge have retro, naked adventure and sports to come in various sizes

‘Where it stumbles next to the benchmark Honda is refinement.

Think takeaway tray rather than table service’ 82

Honda-inspired bike from a firm that produces BMW’s engine

You get what for 5 grand

… Bosch, Bluetooth, Kayaba, Nissin, TFT. Voge’s new 500DS attempts to change the rules…

By Mike Armitage Photography Chippy Wood

P

itched up on a Melton Mowbray garage forecourt and the Voge 500DS draws an inquisitive crowd. Most are curious what this unfamiliar bike is, some are attracted by its looks, and everyone raises an eyebrow as I rattle through what you get for your money. The A2-legal adventurer has Bosch electronics, colour TFT dash, Bluetooth connectivity, tyre monitoring, adjustable screen, Kayaba suspension, Nissin brakes, Audistyle sweeping indicators, crash bars – and all for a double-take £4999. The first examples sold also have three-piece aluminium luggage included for free.

This sounds like a lot of bike for the money because that’s exactly what it is. Voge is the ‘luxury’ arm of giant firm Loncin – the two-wheel equivalent of what Lexus is to Toyota – and they want to destroy preconceptions of Chinese bikes. Honda’s rival CB500X has nothing like the equipment level of the 500DS yet costs £1250 more.

Comparison with Honda’s A2-friendly parallel twin is unavoidable as the Voge’s engine is identical.

Loncin say they developed it themselves and have no involvement with Honda, but their 471cc unit has the same bore and stroke as the CB500. Output is the same (33 lb.ft at 7000rpm, 47bhp at 8500rpm) and it’s visually identical right down to casting marks on the cases. Performance is as expected for an engine smack on the A2 limit and about the same as… well, a CB500. The Voge fuels politely and pulls keenly through its rev range, pursued by a deep rumble from the Kawasaki-esque silencer. Easy-shifting sixspeed gearbox too, and it’s frugal; brisk use returns 63mpg with almost 230 miles from the 16.5-litre tank.

Where it stumbles next to the benchmark Honda is in refinement. The 500DS has more vibrations, especially at motorway speed, and the delivery has less finesse. Think takeaway polystyrene tray rather than table service.

With an 815mm seat the Voge isn’t as high as most adventure-style tools, and you sit ‘in’ rather

Yes, all this bling on a £5k bike

SPECIFICATIONS Price £4999 Engine 471cc, liquidcooled, 8v parallel twin Power 47bhp Torque 33 lb.ft Top speed 110mph (est) Rake/trail n/a Wheelbase 1445mm Dry weight 188kg Seat height 815mm Tank size 16.5 litres Economy 63mpg Colours grey Availability Now Bike verdict Doesn’t achieve the ‘high-end’ positioning it strives for, but the Voge is further evidence that Chinese bikes shouldn’t be ignored.

We’d still buy a used CB500X, mind.

Bike rating 7/10

Nice enough place for your thumb

than ‘on’. Handling is respectable. The chassis turns readily, and you soon have the confidence to smear the footpegs into the road. The proprietary name on the suspension suggests a ride quality that isn’t delivered but although forks and shock aren’t exactly sumptuous, they feel and behave in a way entirely acceptable for a £5k bike. There’s good control from a spacious, natural riding position, and despite being quite noisy the screen is effective. It has two heights, adjusted using the hand wheel on the front (though the test bike’s is also secured with two Allen bolts).

The display doesn’t have oodles of functions but carries plenty of data, and is clear.

Castings, paint, switchgear and overall feel belie the five-grand asking. If it said Suzuki on the side, you’d believe it. There shouldn’t be back-up concerns either. Loncin produce BMW’s parallel twins and the Voge has a proper two-year parts and labour warranty. It’s also handled by Llexeter, the folk behind learner behemoths Lexmoto, which means more than 140 dealers set-up to deal with Voge products and a ready spares supply. Nose on a certain auction-based website and you’ll find absolutely any mechanical part, from an oil filter (£12) right up to a complete engine (£2189). Ooh, fruity pipes too…

Voge haven’t reinvented the wheel. Solid, usable, the 500DS is a good bike rather than a great one.

Honda’s CB500X is undoubtedly better, and though it costs £6249 the quality and residuals mean it’s probably better long term value than the 500DS too.

This is the problem for Chinese brands. I have no doubt Voge could make the 500DS the equal of the CB, but it would then cost the same – and most of us would choose proven Honda over unknown Voge.

Instead, the 500DS shows a Chinese bike can be genuinely good rather than just grin-and-bear-it; a machine for the longer term that distances itself from flimsy, cheap, disposable small-capacity learner bikes – and yet still has attractive pricing. Yes, it’s a lot of bike for five grand.

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[ Inside]

Sidecar Speedway Grass roots, or in this case clay, bike sport is ace. Especially when you can get in for a tenner and get 220bhp-worth of this…

By: Greg Moss

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Sidecar speedway? Really!

Aptly named Tom Marvel, and Steve Russell, power round King’s Lynn’s 342 metre speedway track aboard their 1000cc sidecar combination. Part of the multi-discipline Dirt Track Events series, the sidecars run in between racing involving a range of machines such as quads, mini bikes and 500cc single cylinder bikes. The sidecars compete four at a time and each heat lasts four laps.

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Inside The drier the spinnier

Philip Wynn and Adam Cowper-Smith slide their way onto the final straight.

‘At this track we’ll get up to 80mph at a push. On longer grasstracks we’ll do over 100mph. I’ve only been off once, that was on a grasstrack, and I cracked my knee in two places.’ says Wynn.

His passenger Cowper-Smith adds: ‘every track’s different, and it changes throughout the day, the drier it gets the more spinny it gets.’

Big in Australia

Rider Mick Stace and his teammate passenger Ryan Knowles pose on their Australian built 1000cc Kawasaki ZX-10R sidecar outfit. ‘It was built by Australian Russell Mitchell, one of the forerunners in sidecar speedway,’ says Stace. ‘Sidecar speedway is a lot bigger in Australia, it’s the equivalent of solo speedway in this country.’

Be prepared

The King’s Lynn track is clay based, explain race organisers Karl Rushen and Trevor Heath: ‘we tend to put a splash of water on it every eight races and there’s a track maintenance session every thirteen heats. We like to always have the best racing surface possible.’

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You need to spin up

There’s a science to sliding on oval dirt tracks as rider Mick Stace explains. ‘If we get the sidecar setup right we can do a meeting on one set of tyres, if it’s not setup right you can ruin them in two corners. If it’s gripping too much we’ll run narrower wheels to try and cut through the surface better. You want a little bit of slide, not too much though. We need to spin up to turn but there’s a point where you need to stop spinning and go forward. The quicker you can do that the better your chances.’

‘You’ve got to appreciate that a motorbike does some strange things – it wants to go round right hand turns’

Methanol and no brakes

Rob Wilson and Terry Saunters inspect their 1000cc Honda CBR powered sidecar in the paddock before racing.

All sidecars are limited to 1040cc maximum, running on methanol, with no limits on tuning and no brakes! The riders’ handlebars are longer on the left to help with right hand steering.

Rob explains: ‘believe it or not, the handlebars are more comfortable when you’re locked up in the turn, because you’re not really going in a straight line all the time. You’ve got to appreciate that a motorbike does some strange things – it wants to go round right hand turns.’

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220bhp is a lot on clay

Driver Philip Wynn with his passenger Adam Cowper-Smith sat astride the sidecar that Wynn built himself: ‘it’s a Suzuki GSX-R1000 engine, running on methanol. Me and my old man built it.

This bike’s close to 220bhp. It’ll do 0-60 in just over two seconds and that’s with us on the dirt.’

Sprocket changing

The paddock and pits are rammed with spares including aluminium rear sprockets. Gearing is changed depending on track size and conditions, ie whether it’s dry or wet.

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Inside Physical

Bradley Steer hangs over his outfit, providing the bike and his teammate Mick Cave, with some extra traction as they slide into the bend. Passengers constantly throw their body weight over the sidecar. Each race takes less than two minutes to complete but the energy exerted is significant. ‘Keep your fitness up and you’re alright. It’s just how hard the bikes pull, it takes it out of your arms. And it’s pulling all the time. It’s a physical sport,’ explains Steer, ’no doubt about that.’

‘The beauty of these motorcycles is they’ve got enough power to get you out of trouble. Provided the passenger moves in the right direction…’

Go there…

» All 2022’s fixtures will be on the Dirt Track Events website towards the end of the year. The last race of this year is 9-10 October at King’s Lynn. This is the final round of the championship and also The Paul Pinfold Memorial. » dirttrackevents.co.uk

Off the startline

Some riders, such as Mick Stace, will start the race in third gear to keep the rear wheel from spinning. ‘I just run second and third (throughout the race).

In fact, sometimes, I’ll only use one gear depending on the track and grip level.

The beauty of these motorcycles is they’ve got enough power to get you out of trouble. Provided the passenger moves in the right direction. I’m just making sure we go fast.’

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First Ride As financially frugal retro nakeds go the Meteor is hard to beat

In name only…

Howev

RE’s rise continues with their new 350 Meteor. Although 350 Meander is closer to the mark…

By Phil West Photography Jason Critchell and Royal Enfield

F

ollowing the success of Royal Enfield’s 650cc Interceptor and Continental GT (in 2018) we now have the Meteor and the swing-o-meter remains on the rise. RE are clearly on a roll – albeit a typically idiosyncratic and sedate roll.

This new 20bhp, 350cc Enfield won’t win the race to the bacon butty van, but that doesn’t make it a bad bike: it starts on the button with enthusiasm; first gear engages with a slight clunk and the dinky, willing single heads on its way in an utterly uncomplicated manner.

Country B-roads are bimbled along at a pleasing 60-65mph and town traffic is despatched with ease, so much so you’re tempted to cut past cars and wriggle through gaps you’d never dare on most machines. There’s also masses of steering lock – you’d probably get away with a figure-of-eight in your front room, should the need arise.

All positive stuff yet, and no surprise here, busy motorways/dual carriageways are intimidating simply because it takes sooooo long to get up to speed; you’re left feeling exposed and vulnerable on the mini Meteor. But this Royal Enfield wasn’t conceived and built for the big roads and distancedevouring duties.

Back to the good: the Meteor is far more refined than Enfield 350s of yore, yet it’s still thrummingly characterful and delightfully easy and willing. No annoying glitches or quirks either. The all-new air/ oil-cooled, balance shafted, single won’t divide arms from sockets, but it is always eager and easy.

The Meteor’s chassis is an old-school twin loop, twin shock cradle affair, but it works well. The riding position is almost upright with toy-like proportions, only slightly forward pegs (with heel-toe gearchange), low seat and a slim lightness. Handling, as you might expect from a team with Harris and Triumph pedigree, is light and natural while the budget suspension and Bybre single disc brakes are fine. It only gets wallowy when thrashed.

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Classy retro gauge, engages

SPECIFICATIONS Price from £3749 Engine 349cc, air/ oil-cooled, 2v single Power 20bhp Torque 20lb.ft Top speed 71mph (claimed) Rake/trail N/A Wheelbase 1400mm Kerb weight 191kg Seat height 765mm Tank size 15 litres Economy 78.7mpg (claimed) Colour Yellow, red (Fireball), metallic red, blue or black (Stellar) or two-tone blue or brown (Supernova) Availability Now Bike verdict You’re not going to be bothering trackdays but when it comes to frugal fun the Meteor burns bright.

Bike rating 7/10

By Brembo brakes shore up the spec

And with just 20bhp the odds are it’ll get thrashed regularly, yet, the better bet is to initiate brain reset; sit back and simply enjoy the ride without feeling the need to do everything in a rush and the Enfield will happily take that challenge.

The Meteor is a well put-together machine; where Enfield’s recent 650 twins, though celebrated, were also sometimes criticised for their basic clocks, switchgear, fuel filler etc, the new 350 is a step up. All-new retro/modern switchgear and single analogue/LCD dial are classy and decent quality. In fact they are enough to give Triumph a run for their fivers. ‘Coke bottle’ bar grips are a nice touch, as are new, tactile tank badges and filler cap. The saddle is sumptuous with stylish stitching, the LED ‘ring’ head and taillights impress. The screen works well, too, although it’s a bit ugly, while the mirrors don’t quite make the grade. They vibrate a fair bit, but you can just about make out what’s lurking behind.

Then there’s the debut of the ‘Tripper’ a directional/navigational display which simply and cleverly takes Google Maps directions from your phone and, through Royal Enfield’s app, crunches them into a basic and very usable read-out. Let’s face it cinema screen TFT is not required here.

But best of all is the Meteor’s price. Three trimlevels are offered, with the most basic Fireball (red or yellow) at £3749, slightly up-spec’d Stellar (with pillion backrest and in metallic blue, red or black) £3829 and the top-of-the-range Supernova, tested here, (with backrest, screen and two-tone metallic brown or blue), £3909. It’s frugal, too, returning 78.7mpg, which makes for a tank range of 175 miles.

And finally there’s a three-year warranty.

Whichever way you slice it the financials are attractive. And the early signs for the bike are good with strong UK sales once again showing Brits love a decent-value, do-it-all machine. And with quality up and prices down these are exciting times for Enfield.

Can’t wait to see what’s next.

Range topping Supernova with back rest and screen

‘Initiate brain reset; sit back and simply enjoy the ride without feeling the need to do everything in a rush’ 91

What trail bikes were made for. And you don’t need to be expert off road to get involved with this one 92

Adventure

The best 100 miles of dirt you’ll ever ride Even for a motorcycle adventurist as worldly as Chris Scott planet Earth still amazes. And while this looks like a view currently being enjoyed by the Mars Perseverance Rover it is, actually, the Southwest USA…

93

I

Adventure

’ve done my share of mind-blowing desert biking, seen attack ships on fire off the shoulder of Orion, and all that. So, take it from me, Utah’s White Rim Trail (WRT) remains among the most spectacular 100 miles of dirt you’ll ride in a day. The combination of easy riding past other-worldly vistas before returning to cozy lodgings and a good feed sums up the appeal of riding the American Southwest, on or off road.

It’s said the whole southern half of Utah could be designated one big national park. From the iconic Grand Canyon and Monument Valley on the Arizona border, a concentration of natural spectacles spread north across the mesas in mind-boggling diversity. ‘Can the eyes gasp?’ someone once asked. Out here they sure can. A road trip through the fabulous American Southwest is a biking rite of passage. Add a bit of adventuresome trail biking and we can all pack up and go home.

Not far from the Colorado border is the little town of Moab. Set at just over 4000 feet, this ‘Goldilocks’ elevation manages to dodge the summer heat and freezing winters.

Despite its devout Mormon origins, the town has grown to become a Mecca for outdoor enthusiasts, on land, river and snow; human or engine powered. And unlike more straight-laced Mormon settlements, Moab feels like it belongs in northern California, with enough switched-on people who value wholesome food, indigenous art and cool lodgings. A coffee here comes with the wobbling frothy head of a Guinness, not from a pitcher of brown fluid dished out by Ma Baker in a Bri-nylon pinny.

I first heard of the White Rim Trail back in the early 1990s on my first big Southwest road trip, a gnarly route that followed a precipitous mesa formed by the confluence of the Colorado and Green rivers. Having failed to persuade the local bike shop to rent me an XL500, it took another decade or two before I found myself back in Moab on a CRF250L. I was wrapping up another try-and-see-it-all tour of the Southwest on my way to Flagstaff. By the time I reached Moab I’d already followed the intriguing Titus Canyon into Death Valley, been turned back at snowlines in the Sierra Nevada and Cedar Breaks, and retraced Mark Twain’s prospecting trails across Nevada with Johnny Cash’s I hear the train a-comin’ pleasingly stuck in my ear. More dusty trails and winding backroads dropped me into Utah’s red rock country.

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100 miles of some of the best riding in the world starts here

In Moab, the CRF’s rear Kenda was already down to 5mm and had picked up a worrying split. This was no country for old tyres, so I tracked down a Maxxis Desert with knobs like stuck-on Oxo cubes, filled up the CamelBak and lit out for the White Rim. Following overnight rain, the weather was still kind of moody, with the odd flash and rumble over the mesas.

Starting about an hour’s ride west of town, the WRT falls within the so-called Island in the Sky section of the huge Canyonlands National Park. It was while working here as a park ranger in the 1960s that prescient environmentalist, Edward Abbey wrote Desert Solitaire. His book’s title says it all and Abbey is to the Canyonlands what Wordsworth is to the Lake District.

The WRT was originally surveyed in the early 1950s by the government’s atomic agency, to assist prospectors with the unenviable task of digging for uranium as the Cold War heated up. Little usable ore was found and as the need for warheads gave way to recreational trail heads, a great dirtroad adventure was born.

Canyonlands actively encourages responsible off-roading but only regular road-registered vehicles are allowed, so you don’t have to worry about a batshit YZ250 flying over your shoulder. And even if they aspire to look the part, SUVs lacking clearance and Low Range are also banned, as are generators, wild camping, pets, drones, fires, uncalled for shouting and speeds over 15mph. You’ll find no drinking water, other than the big rivers, which most of the time are miles away and hundreds of feet below. On my runs I passed no rangers and encountered just a handful of 4x4s and MTBs, so self-sufficiency and location-appropriate riding are expected.

If this all sounds like an over-regulated arseache, particularly when thousands of miles of unsealed byways surround the park, don’t be put off. The scenic drama here will shift your paradigms and, unlike fourbies or pushbikes, only a moto can pack the WRT into a long day you won’t forget in a hurry. Any competent biker with a cool head for exposure but minimal offroading experience can manage the Trail. It’s no more challenging than a typical Moroccan piste, though a quarter-ton ‘sports utility motorcycle’ wouldn’t be my first choice.

Before you even reach the cars queuing for the easily accessed Island in the Sky viewpoints, Mineral Road cuts west across the sagebrush before

Adventure

On the edge: if you don’t take a break to look around life will fly right past you

‘Easy riding past other-worldly vistas before a good feed sums up the appeal of riding the American Southwest’

Brave souls on big off-roaders: you can get the White Rim Trail done in a day, so no need for panniers 95

Now who doesn’t like a good menu: time to flick through your WRT photos while your brew brews

That should do it: blocks the size of OXO cubes For many nothing beats a good old map.

Including us

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Adventure dropping suddenly in a switchback slalom to the Green River.

The Trail begins. Riding in this direction (anti-clockwise) covers the more challenging stages early, but as with all dirt trails, technical sections are brief and strung out between miles of easy going.

Initially the trail runs alongside the Green River so winter floods can leave sandy ruts which are best paddled like a newb; it’s a long way to go and anyway, there’s no one around to judge. Even then, about ten miles in, tackling the first climb up to the Hardscrabble Hill terrace, I thought, jeez, I’m sure glad I’m not clinging to a GS; it would be a one-chance launch. Moments later, a posse of alloy-clad GSs rumbled past, setting off small landslides. The narrow terrace inches over a huge meander, dropping again in a series of tight hairpins which you’ll appreciate tackling downhill.

From here the route traces the strata of white bedrock which gives the Trail its name.

Near the striking Candlestick butte I parked up for a snack on the rim of an overhanging canyon while eyeing up slate-coloured clouds which looked ready to drop their pants and dump all over me.

Out here you can ogle a desert viewpoint straight out of a car advert with no motorhomes, selfie sticks or yapping dogs. That’s all going on high above you behind the guardrails of the Island in the Sky’s promontories. You, meanwhile, are a desert solitaire, so let your eyes gasp and the wind thrum through your spokes as a raven that could be a Navajo shaman in disguise glides over the abyss.

The trail continues south and east, often on bare rock and passing within feet of precipitous drops which define the white rim. Around Mile 35 is another rutted but otherwise straightforward scramble up Murphy’s Hogsback. Pulling over at the top for a breather, I was surprised to clock an 1150GS, complete with Anakees, sidecases and top box. We nodded to each other.

‘You know you might find climbs like that easier if you stand up on the footrests.’

Perhaps my lazy technique marked me out as a beginner, but used to long desert rides where conserving energy trounced dynamic response I’m very much of the ‘sit when you can, stand when you must’ school.

Boxerman rolled off down the way I’d come. Rather you than me, I thought, but he may well have been one of those

commendable beings: a rider who regularly took his big-GS off-road. Within minutes the yellow Beemer was a speck tracking across an arid Martian expanse. He looked epic.

Murphy’s soon drops away steeply, and from here the riding eases up just as the trailside grandeur climbs off the dial. Evoking the better known Valley, Monument Basin is crammed with improbably tottering spires, wafer-thin buttes and hanging arches. Time and again the track skims past thought-provoking drops – those 1950s road builders were clearly getting paid by the hour not the mile.

At one point the snowy peaks of the distant La Sal Mountains (see box below) sparkle on the eastern horizon, and soon you pass below another huge weathered spike and arrive at the junction of the Schafer Trail. It climbs up what looks like a sheer 1500-foot cliff face to Island in the Sky, dropping you about eight miles south of the Mineral Road turn-off what now seems like a lifetime ago.

It’s well worth scooting up the Schafer to validate the roadbuilders’ heroic ambition, but even if you’re beginning to feel the miles, I’d sooner string the ride out by coasting back down to the junction and taking the Potash Road (Route 142) east out of the park to Moab, another 30-odd miles. The track follows the Colorado’s banks, at one point passing the location of Thelma and Louise’s fateful leap at the climax of Ridley Scott’s 1991 road movie. The luridly coloured evaporation pools of a potassium ‘solution’ mine will also catch your eye, and by the time you reach the mine’s processing plant, you’re back on the blacktop and just twenty minutes from town.

Returning on a KLX250S a few years later, I had the luxury of knowing what lay ahead and pulled off another memorable ride. I was always baffled by the ‘return of the trail bike’ hoo-haa that surrounded the CRF250L’s launch.

The better sprung but otherwise very similar KLX had been round for years (and is now also a 300 in the US). Like the Honda, it only needed a ten-dollar fuel can to cover the distance, while also hauling up the Trail’s climbs with traction to spare.

All that remains to sign off a brilliant day’s ride is to recross the Colorado River bridge then find a cozy corner in one of Moab’s many taverns or diners and flick through your photos until the food and drink arrive.

‘Within minutes the yellow Beemer was a speck tracking across an arid Martian expanse.

He looked epic’

Getting this close is not compulsory but, hey, if you’re there…

Doing the WRT and nearby trails » You now need a vehicle permit ($6 in advance or free on the day) plus park entry fee. Basic campsites need advance booking… all the more reason to bang out the WRT in a day.

Another great 90-mile day ride runs east of Moab through Onion Creek up to 8000 feet in the La Sal Mountains, before dropping back down past the famous Slickrock Bike Trail.

Though originally used, and still open to motos, it’s become much more popular with MTBs, with

steep but very grippy sandstone grades that require commitment.

Moab is also on the Utah Backroad Discovery Route (UTBDR), an initiative set up by Touratech and their partners to promote real adventure biking across a state. Buy the dvd and map – a GPS tracklog is free online. South of town the UTBDR traverses the Lockhart Basin, an exceptional ride leading to the Needles section of Canyonlands. Here a trail leads to a lookout down to the confluence below the WRT.

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First Ride ‘It’s not fast but fast enough, not a razor but is capable of corner thrills…’

‘The NC will have you questioning biking’s appetite for motorcycles that are increasingly complex and expensive’ 98

Honda’s new NC: not winning at Top Trumps, but it’s a winner on the road

Pretty much flawles

Honda’s new NC750X is an astonishing motorcycle in pretty much every way. Including the price

By Mike Armitage Photography Adam Shorrock and Honda

W

e take our family holidays in a small caravan that bobs behind my wife’s car. As well as causing tailbacks and causing people to think I’m fond of stay-pressed trousers, our house-on-wheels also demonstrates the excess and overindulgence of modern living. After a few days we rapidly adjust to its accommodation and see the pointlessness of the suburban quest for bigger, flasher, more.

Honda’s significantly updated NC750X is the two-wheel equivalent. Not because it has a Thetford cassette toilet, but because a few days with the 745cc, 58bhp parallel twin have you questioning biking’s insatiable appetite for motorcycles that are increasingly large, powerful, complex and expensive.

Many folk already know how effective and pleasing the Honda is. The Motorcycle Industry Association drape the term ‘adventure sports’ over everything from rugged dirt-happy stuff to modern upright sports-tourers, and their figures for last year show the previous NC750X was the fifth best-selling model in the category. It outsold the Yamaha Tracer 900, Triumph Tiger 900, Ducati Multistrada (both sizes), BMW F900XR... and the humble ’onda outsold every burly supernaked and large-capacity retro, too.

Features and traits that made the former NC so popular (and have done since it was introduced as a 700 back in 2012) are pleasingly intact. Low-speed control is still deliciously light, handling remains effortless, it’s comfy whether city-centre dicing or whirring on the M69, and more practical than a boy Scout with an arm-full of badges. Only now its sensible niceness is delivered with more vim, tautness, tech, plus a sprinkling of welcome tweaks.

The steel tube frame has revised wall thickness and a 1.8kg weight loss – with grams scraped off other places the 750 is 6kg lighter than before.

As only a fruitcake would take it off-road the suspension is now less adventurey, with the Showa ‘dual bending valve’ forks and preload-adjustable

Not a TFT, but nice and clear

SPECIFICATIONS Price £7495 Engine 745cc, liquidcooled, 8v parallel twin Power 58bhp Torque 51 lb.ft Top speed 115mph (est) Rake/trail 27°/ 110mm Wheelbase 1525mm Kerb weight 214kg (224kg with DCT) Seat height 800mm Tank size 14.1 litres Economy 70mpg Colours white, blue, red Availability Now Bike verdict There’s a new lamp on the dash that flashes when you change gear. Annoying. Other than that the NC is pretty much bloody flawless.

Bike rating 9/10

Handy for Worzel Gummidge

shock having reduced travel. With revised damping the ride is firmer – not by enough to make the NC uncomfortable, but enough to make large imperfections more obvious. But the payoff is even greater handling accuracy, more composure and a more airy feel.

Chassis changes mean a 30mm lower seat, so the Honda is even easier to hop on and master. Comfort is still great, the riding position natural and nicely weighted, the ergonomics inducing ‘it’s a Honda’ clichés. A new screen is part of a design nudge that includes LED lights and is a modest fixed blade, but gives greater protection than expected. And the USP is more attractive too – the stashing space in the NC’s dummy tank (fuel goes under the seat) is larger and reshaped, so accepts peaky adventure lids.

The 745cc twin is now ride-by-wire and has a new (deep-sounding) exhaust, for both Euro5 cleanliness and an extra punch. There’s now 50.9 lb.ft at a very accessible 4750rpm, and a 4bhp rise to 57.8 at 6750rpm. First to third gears are lower, adding to the increased eagerness, yet the NC’s still frugal: it does 70mpg and is easy to persuade into the 80s.

Four modes (Rain, Standard, Sport, self-defined User) have specific power outputs and link to revised three-level traction control. Opt for DCT (dual clutch transmission, £830) and gear shift points alter to the mode, allowing silky two-up rides or highrevving antics with autoblipped downshifts.

Just as caravan capers are ace in summer sun but less enticing in winter, so the NC750X doesn’t offer everything. It won’t scorch any roads, doesn’t have the latest bling and, as more tool than toy, isn’t overly exciting. Yet it’s so pleasing and easy to ride you’ll use it all the time.

Efficient, practical, compact and manageable, it’s not fast but fast enough, not a razor but capable of corner thrills, and at £7495 it is also superb value.

It’s a pukka UJM. C’mon, admit it – you don’t need more.

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Bike Batteries 0800 310 2100

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Advice, guidance and things to do with bikes

EXPERTS IN THIS ISSUE

Mark Williams Customiser

£ BIKES

Triumph Tiger 1050: Buying Harley XR1200: Overlooked How much rubber? Tyred & tested Multistrada V4 S: Living with Exotic imports: Temptation SWM Gran Milano: Project 276 bikes: Road test verdicts Quantum 2: Weird & wonderful

[102 ] [102] [ 103] [104 ] [106 ] [ 108 ] [110 ] [122]

His latest project crosses the finish line.

Fulfilment reigns.

Chippy Wood Enthusiast Likes a ride around the Yorkshire Dales as much as the next…

RIDING

Yorkshire’s Dales: Glorious ride Filtering: Try this Rossi: Screen time Franco’s gran: Racing Chain lube: Our favourites Aerostich: Blast from the past Events: See, hear…

Learning to ride: Skills

[114 ] [114 ] [115] [116 ] [118] [118 ] [119 ] [120 ]

Edward Armitage 16 year old Knows more about being 16 than anyone else round here.

Andy Gurski Sometime tester

Tool of the month

My wheel alignment tool consists of two, 2.5 metre lengths of 25 x 50mm aluminium box section. Pop the back wheel on a paddock stand, lie the straight edges on either side of the bike, supported at either end with a block of wood or similar, then tie them together through the rear wheel using a strap or bungee (not tyre crushingly tight) so they’re parallel to the bike and the floor. The gap between the edges and the front wheel should be identical on both sides of the wheel. If not, adjust the rear axle position until they are. Can’t get it right?

Something may be bent.

HW

Turns out he knows about chain lubrication. Good lad.

Pete Boast Road tester Loves a race regardless of the surface.

Andrew Dalton Biking lawyer He knows about the law and bikes. Pay attention at the back.

101

Know How [ Buying ]

Triumph Tiger 1050 More jacked-up Speed Triple than adventure bike, Triumph’s high-riding triple is capable, enjoyable, overlooked... and now cheap too

GARGLING MASTERPIECE

The arrival of Triumph’s 1050cc engine was the moment when they truly claimed the inline three as their own. It’s a glorious unit that supplies effortless easy-access torque and should be dependable, the later Sport version being the gruntiest and most refined. There are things to look for, mind. The throttle bodies need balancing and the valve clearances checking and adjusting every 12,000 miles (don’t be shocked at a £600 bill). Early bikes are fond of oil too, so look for tell-tale exhaust smoke on start up. Gearboxes can become notchy, especially when the engine’s hot, and chain tension makes the difference between slick and vague shifts.

BOUNCING ALONG All 1050cc Tigers have road-biased and fully-adjustable suspension. The rear shock is the weak point: early models could lose pretty much all their damping within 10,000 miles (Triumph quietly replaced some during servicing) so beware very low-miles examples, and any bike, pre Sport update, will have a rear end that gets saggy and bouncy with miles. Shock linkages need disassembling and greasing every 12,000 miles. The eccentric wheel adjuster on the Sport’s single-sided swingarm can seize if neglected.

[ Overlooked ]

Harley XR1200 The Motor Company is getting cool

» Announcing a bike inspired by the iconic XR750 tracker and promising sportsbike-like handling caused excitement. Most of it evaporated when Harley’s 1200 proved little more than a dressed-up Sportster. Even a race series didn’t revive interest. But H-D were ahead of the game in 2008. The XR has touchy-feely torque from its breathed-on 1202cc pushrod V-twin, sweet steering, rock-solid handling, and lashings of authenticity and heritage. It’s a fine fit with today’s throbbing, potent but laid-back, largecapacity retros. There aren’t many about and prices are climbing, so get in quick – and if you hate it, flog it on and maybe make money. Mike Armitage 102

DESIRABLE ADDITIONS Don’t be tempted to pay over the odds for a bike with a barking exhaust, silly indicators or other bolt-on fripperies. Do keep your eye out for examples with a seat that’s been improved

by Elsemade or CM Seats, and that wears an aftermarket screen by Puig, Givi or MRA – the standard seat’s comfort levels and the ineffective stock screen are what owners complain most about, and these are the recommended solutions.

KEEPING IT FIT

PRESENTATION

The service interval for the 1050 is every 6000 miles, and includes oil, oil filter plus a fairly detailed once-over. Expect to pay around £150 from a Triumph dealer.

The major comes at 12,000 and adds a valve check, air filter, fresh plugs, throttle balance, linkage greasing, headstock bearing check and more. Expect to pay over £600 at a main dealer.

Triumph’s build quality was decent enough when the Tiger was launched, but not as good as it is today. Expect the array of various-size and often cheap fasteners to be well past their best, and look for tired plastics and stickers. Exhaust headers can collect water, causing rust and cracks (and Triumph’s replacements cost a packet), and the rear shock and suspension linkage can resemble marine salvage after frequent winter use. Anti-corrosion gloop is recommended.

‘Suspension linkage can resemble marine salvage after winter use’ FROM

£2500

AMPS, VOLTS AND SPARKS Sidestand cut-out switches can be bothersome (but are cheap to replace), water can sneak past the seals on the clocks of early models, and the headlights aren’t particularly brilliant. Triumph used inadequate wiring for the battery and starter on some bikes and this can mean starting issues, especially when the bike’s hot. Uprated cabling is common and allows a bigger zap to be delivered to the starter, though simply making sure the battery is in good condition is just as effective.

ON TOP OF STOPPING

2006 TRIUMPH TIGER 1050

The underslung rear caliper is perfectly located to collect road filth. This means stubborn pistons and corrosion, with the pad pins particularly keen to surrender to the elements. Routine fettling will keep the radial-mount front set-up in good order, though owners of earlier 1050s often improve the standard set-up with high friction pads, for example EBC HHs.

Engine 1050cc, liquid-cooled, 12v inline three Power 115bhp Torque 74 lb.ft Top speed 133mph Rake/trail 22.8˚/89.6mm Wheelbase 1540mm Dry weight 198kg Seat height 830mm Tank size 20 litres Economy 40mpg

[ Tyred & Tested ]

Bike verdict Sporty but practical, engaging yet somehow also relaxed, the Tiger set the datum for modern tall sports-tourers. Newer rivals are faster and later, but the steadfast 1050 is a cracking used buy.

How much rubber is in a tyre?

Bike rating 8/10

Tyres: not particularly rubbery after all

» Very little. The ‘rubber’ you see on modern big bike tyres is made of

synthetic polymers, silica (silicon dioxide), and/or carbon black (a sort of soot), though some have a bit of natural rubber in the sidewalls. ‘Silica and carbon black are fillers,’ says Michelin’s motorcycle technical chief Tony Charlton. Fillers form bonds that glue the tyres together. ‘The beauty of carbon black is the amount of dry grip it generates,’ says Tony.

‘Silica performs well at lower temperatures, so it’s good for a quicker warm-up, and gives very good grip in the wet. Sports touring tyres like our Road 5 use silica compounds and no carbon black. Our race slicks are all carbon black, while the dual compound road sports tyres will be a mix – silica in the middle, carbon black round the edge.’ JW 103

Know How [ Living with ]

Ducati Multi The Multistrada’s brilliant 170bhp V4 and magical suspension rightly take centre stage in road tests, but what about all the other stuff? John Westlake reports back after 1500 miles of nit-picking…

PHONE CUBBY

The idea is sound – get sat nav running on your phone, pop it in the cubby and plug in the charging lead. The trouble is, if your phone wears a protector or isn’t small, it’s a tight fit. And if you touch the screen while you’re jamming it in, you lose your sat nav connection. Annoying.

GREAT PANNIERS

Two things to get used to: they wobble from side to side on purpose, which apparently reduces instability at high speed but feels very odd when loading up; you have to hold them closed tightly while lifting the opening latch. Otherwise, easy to get on and off and waterproof.

MUCKY REAR END

Without panniers on the aerodynamics seem to render the rear hugger ineffective and swirls of crud coat the rear shock (and the hugger itself).

As you’d hope on a 20 grand bike, component quality is high and so far everything has come up sparkling after a wash. It hasn’t seen salt yet.

104

SWITCHGEAR

Most of the work is done by the joystick at the bottom, which navigates the menus and operates the sat nav. It works well. I’ve had problems with the indicator switch though, which intermittently doesn’t work. It seems to be an issue with the self-cancelling system.

tistrada V4 S DECENT SCREEN

Numerous aftermarket screens are available suggesting many owners don’t like the standard one. For 6ft me, it works well. The higher of the two positions blows my visor clean in the rain, and the lower one lets more air into helmet vents on hot days. Both positions are quiet.

RADAR CRUISE CONTROL

After much scepticism, I will now admit I really like this and use it on every journey involving motorways. Set it at 80mph (or whatever) and it’ll cruise along, slowing down for cars as they barge in and speeding up afterwards. You still have to pay attention, but it’s very relaxing.

BLINDSPOT LIGHTS

These come on when the radar detects a vehicle moving into your blind spots. On the plus side, they’re reliable enough to be reassuring on motorways. But the lights are distractingly at night, and the mirrors are so outstandingly good I’m not convinced I need the electronics

FANCY ELECTRONICS

There’s a lot going on here but it’s intuitive to navigate. The only annoyance is Ducati Connect, which lets you run a sat nav from your phone. This often drops out after switching off the ignition (eg, at fuel stops), and entails a good five minutes of phone faff to get it running.

105

Know How [ Temptation ]

Intriguing imports

Remember when you could wow your mates by investing in rare exotica intended purely for overseas markets? We bring smashing news – you still very much can... Mike Armitage

Kawasaki KR250

£2995

Honda Dax Chopper

£12,995

» Kawasaki dominated 250cc GPs from 1978 to 1981, winning four times on the bounce with the KR250 (they won four titles with the 350 version, too). The two-stroke was tandem twin with one cylinder behind the other, for a tiny frontal area, and disc-valve induction – and Kwak copied the layout for a replica released in ’84, which also had an extending rear shock under the engine. Rare and unusual, this example of the 45bhp stroker is in the right colour (green Kawasakis are law), has covered less than 4000 miles, and is in tip-top nick complete with the original single seat cowl.

» There’s relentless interest in monkey bikes (and no limit to the mad prices people will pay for early Honda originals). Best way to stand out from the sea of imports and Chinese-made replicas is with a Dax, the oh-so-slightly larger model with a pressed steel frame that was designed for two people and made from 196981. Better still, get this 1979 ‘chopper’ variant with high ’bars and lay-back solo seat. It’s also a ST50-M model, which means a four-speed ’box and manual clutch instead of the threespeed slam ‘n’ go. Comedy wheelie time…

» Who doesn’t enjoy homologation special loveliness? After making a splash with their GSX-R750 ‘slabside’ in 1985, Suzuki launched a limited-edition 750R the following year. Go-faster bits included larger discs, steering damper, dry clutch, remote rear shock reservoir and solo seat. It had NEAS too – the first electronicallycontrolled suspension. Not many countries got them, and those that came to Europe were red/ white/blue. But Japan got super-sexy Yoshimura colours. This minter shows 9000 miles, with full Yoshi exhaust and upgraded front brakes.

£13,795

£2695

£9795

» This timewarp Honda has covered 657 miles from new. Chances are it’s not even fully run-in yet. And those ‘HFR’ stickers aren’t a homemade joke by a previous owner called Henry Frank Richardson. There was a limited run of 300 special VFs made by Honda France Racing, and this bike is number 14 of the batch.

Which means that as well as a luxurious V4 with gear-driven cams, polished alloy clip-ons, hinged fork bottoms for rapid wheel removal and all the other VF1000R niceties, you get the exclusivity of riding a Serie Speciale Limitee.

» First released in 1969 and produced on and off until the early 1990s, Yamaha’s two-stroke FS1 and FS1-E were many riders’ first taste of two wheels. As nostalgia is worth a fortune you now have to pay a packet for a Fizzie, so we’d buy this 4900-mile YB-1 instead. When the FS1 was killed off its sensible commuter non-identical twin, the YB50, stayed in production until 2005, and for a few years Yamaha offered it in Japan as the ‘café racer’ YB-1. The 4.6bhp single is rare enough already in the UK, but chances are you’ll not come across another high-pipe version like this.

» Ooh, an SP. Honda had a Sport Production version of the second-generation NSR250R MC18 in 1988, but apart from Rothmans Paint and magnesium wheels it was identical to the cooking version. The first true SP arrived the following year as the ‘R6K’ model, with slipper clutch and greater suspension adjustability, along with the Magtek lightweight wheels.

It was only ever offered in the colours of the Terra Racing GP team. This one is in brilliant, original, un-messed-with condition. You’ll lose hours just gawping at its deliciousness.

£6995

Honda VF1000R

106

Yamaha YB-1

Suzuki GSX-R750R

Honda NSR250R SP

[ Law ]

Dark visors, eye safety and the law

T £3995

Honda VFR400R » Honda’s compact V4s define the supersport 400, but why blow seven or even eight grand on a pristine VFR400R NC30 when you can have a spotless NC24? You still get a singlesided Pro-Arm rear (the NC24 was one of the first bikes with the Elf-developed design) and a delicious V4 sound, but with less extreme riding position, greater usability, a little more exclusivity... oh, and a saving of several grand.

This 9500-mile bike has the rare and desirable official Rothmans paint scheme, too. Who you gonna be: Spencer, Dunlop or Gardner?

£8995

Yamaha RZ250LC » ‘Oh, but it’s not a UK model, is it?’ You can hear the tuts at the local classic meet. And you should ignore them. The Japanese RZ is the same as the RD we got in Blighty, and this one is fabulous – showing a mere 3598 miles, it’s in ‘one of a kind and unmolested’ condition, right down to still wearing its original Yamaha exhausts. Restored is all well and good, and it’s great that old clunkers are given new life. But a motorbike can only be original the once… » All these mega bikes are at West Coast: westcoastimportsltd.co.uk, 01643 702511

he eye is the human’s primary sensory organ and it is uniquely vulnerable when it comes to riding motorcycles – a wasp hitting your eyeball at 40mph is a deeply unpleasant and potentially dangerous experience.

The law is silent on how you must protect your eyes. There is no compulsion for you to ride with goggles or visor, but if you do wear eye protection it must meet BS 4110.

What is eye protection?

The definition of eye protector would, for example, rule out my favoured method of eye protection which is a photochromic visor (definitely not lawful) with a pair of Screwfix special offer clear lens eye protector glasses on underneath my helmet. This method is unlawful on two counts. The first is a visor must let through a minimum of 50% of light – which means anything darker than a very mild smoke effect will not meet the British Standard, so will not have a kitemark and therefore will not met the 1999 regulations which govern motorcycle eye protection.

The second is my Screwfix specials. I like to be able to flick up my visor – which will usually be dark as it is photochromic, but still have eye protection. It is a lot easier to flick up a visor as I enter a tunnel or go into an area of shade than to attempt to fish out sunglasses whilst wearing gloves. Also, if I am riding in town, I would rather have my visor up for air flow, but still not be fishing small invertebrates out of my eyes. However, the law says an ‘eye protector’ means an appliance designed or adapted for use with any headgear or by being attached to or placed upon the head by a person driving or riding on a motor bicycle and intended for

the protection of the eyes – so my safety specs are not BS4110 compliant so I commit a further offence. If my safety specs had prescription lenses, no problem. But they don’t.

However, in all my years of having this set up, which I use for road riding and green laning, and having had numerous and thus far good-natured interactions with the police, this has never caused me any problem. Why? Because the police, up to and including gold braid on their hats level, know the 1999 regulations are silly. It is a largely unpoliced law which until fairly recently even the Association of Chief Police Officers recommended ‘words of advice’ be given. If I ride with a dark visor at night then I would most definitely expect a pull and a fine but the magic of photochromic visors means that will not happen. It is up there with the ignored laws such as it being an offence to beat or shake your rugs before 8am within the jurisdiction of the Metropolitan Police.

‘The law is silent on how you protect your eyes’

Unenforced

If you need to ride in spectacles to correct vision then your spectacles need not meet BS4110 standards as the intention of the spectacles is to correct vision rather than protect. So while the law is strict – your visor must meet BS4110 and your visor or goggles must have a kitemark (and most MX goggles don’t) it is unenforced. And, in close to 30 years of legal practice, a non compliant visor has come up twice as an issue, in both instances the Judge and the Coroner deciding a dark visor in sunny conditions as no more relevant than driving in sunglasses so of no consequence.

Andrew Dalton at White Dalton Solicitors 107

Know How [ Project ]

The finish of a project is a time for excitement and a certain amount of anxiety: will folk get it? Will it work? Mark Williams reflects and enjoys the fruits of his labour SEAT Courtesy of Holy Goat Customs and features cheeky M(ark) S(imon) W(illiams) logo. The retrim also determined the shade of paintwork.

REAR LAMP

HUGGER

PANELS

The only frame alterations were cutting in a window for the LED rear lamp.

Fashioned from alloy tubing, Adam’s neat hugger unit replaces unsightly rear fender and attendant gubbins. Bullet lamps from Alchemy.

Side panels fashioned to hide fuel-injection plumbing required precise mounting.

I

t’s always a bit nerve-wracking, and surprising, when a custom job is finally finished: will it work? Does it meet aesthetic expectations? How much more than estimated did it cost? But in the case of my SWM Gran Milano build I can honestly say the answers are ‘yes’, ‘yes’ and ‘just a tiny bit’.

I’ve chronicled much of the work undertaken here over the past nine months but of particular concern, and eventually pride, was getting the bodywork right for which I’m indebted to the oft-mentioned Adam Dance. The original brief was based loosely on the brutalist Ronin, a computer rendering of which appeared in last February’s issue. Having determined the dimensions of the projector headlamps, oil-cooler and the limits of fork compression, Adam set about creating what turned out to be a pretty exact facsimile using his folding press, English Wheel… and leather mallet.

Considerations of steering lock and mountings required a few amendments, but the result is nigh-on perfect. The same 108

No cookie cutter here: SWM meets Ronin

goes for the alloy side panels which although, at first glance, look not unlike the SWM originals, are extended forward to cover the ugly fuel injection plumbing, but that involved extra bracing and careful location of the lugs to secure them to the frame without any flappery. Unlike my previous customs, SWM devotees will note that the frame, tank, exhaust system and other stock stuff has been left pretty much alone, partly to limit time spent and costs, but also so that if necessary – perish the thought – some future owner might want to return it to factory spec.

That said, the stock seat base was upholstered and covered distinctly differently by Holy Goat Customs and you’ll note the embroidered logo which cheekily comprises my initials, MSW, using the factory’s font.

Ironically, the available colours of marine vinyl determined the shade of the paintwork, because getting leather or vinyl dyed to match a paint colour proved much

NACELLE/FAIRING Bolt-on nacelle/fairing required many hours of meticulous handiwork to fit and look right, Koso multi-function instrument suits it.

SWITCHGEAR Machined alloy switches replace the bulky stockers. Supplied by Alchemy Parts then Cerakoted satin black – remembering which button does what was initially taxing. Levers and mirrors from fleaBay.

Key component: ‘face’ inspired by brutalist Ronin You need a custom to feel custom at the controls, and this one does

Mark, with Adam Dance

Slick lighting: the devil is in the detail

costlier than t’other way around. However, it also meant trips to the paint manufacturer to satisfy my arse-about-face requirements, and a small amount of teeth-sucking by my local spray-meister, Phil Davies.

And on the subject of colour, having previously mentioned the stock chrome filler cap looked incongruous, I spent hours trawling websites, contacting accessory suppliers and, in one case endless emails and phone calls with companies who sent me items that didn’t fit or even match the pics on their website. In the end Adam shotblasted and Cerakoted it in satin black that matched most of the bits that aren’t blue.

As any custom builder knows the devil is always in the detail where componentry is concerned and so lots more time was spent sourcing indicators, levers, switchgear, lighting, mirrors and the like.

With everything finally sourced, modded, made and painted to taste, it was disappointing that the finished

article would barely start and wouldn’t run. Bearing in mind I bought it with zero miles on the clock, albeit over two years ago, from a bankrupt stock auction, I didn’t expect this. But, for some reason, it had traces of fuel in the tank, the inside of which had rusted. Having thoroughly cleaned it we then discovered rust had clogged the bonded-in filter for the fuel pump which sits inside it. Harglo Performance of Aberystwyth, who’d acquired the SWM parts inventory when importers 3X Motorcycles went bust, supplied a new unit. It now starts on the button, sounds delicious and rides great, albeit on private roads – because the nice men at SWM specialists and tech providers, Streffords of Worcester, are still trying to help me register it for the Queen’s Highway.

THANKS TO:

» Adam Dance admoto.co.uk » Holy Goat Customs facebook. com>holygoatcustoms » Harglo Performance harglo-performance.com » Alchemy Parts alchemypart.co.uk » Streffords streffords.net

109

Knowledge

Listings BIKE

PRICE

ENGINE

TOP SPEED

POWER

This isn’t a limp brochure-style round-up of all the bikes you can buy.

No, your guide is far more useful as it only contains bikes that we have tested, with comparable on-the-road prices plus data, expert opinion and must-know detail gathered by fussy full-time testers. We do hundreds of thousands of miles, dyno, datalog, weigh and answer the big questions. Don’t buy a new bike without reading this first.

MPG

BIKE VERDICT

RATING

TESTED

APRILIA UK.aprilia.com, 00800 15565500 Bike’s choice: RSV4 is everything a race rep should be... but we’d buy an RS660 RSV4 Factory

£23,000

1099cc V4

186mph*

214bhp**

45mpg

Ace engine, great suspension and electronics, exemplary steering. Also tiny, and depreciates.

9/10

Jul ’21

Tuono V4 1100 Factory

£18,100

1077cc V4

168mph*

173bhp**

40mpg*

Supernaked is fast, sharp, hi-tech, yet civil and calm if needed. Ace road-going sportsbike.

9/10

Aug ’21

Dorsoduro 900

£8999

896cc V-twin

125mph*

93bhp**

40mpg

Looks are deceiving: this is more solid, friendly all-rounder than edgy, thrilling supermoto.

6/10

Aug ’18

RS660

£10,150

659cc twin

139mph

91bhp

45mpg

Sportsbike handling, punch and tech; sports-tourer comfort and usability. Impressive thing.

9/10

Mar ’21

Tuono 660

£9700

659cc twin

135mph*

90bhp*

50mpg

Naked RS has less tech but is comfier and super-agile. More fun than a Street Triple R or RS.

9/10

Jun ’21

8/10

Jun ’19

ARIEL arielmotor.co.uk, 01460 78817 Bike’s choice: loads of options and extras, but it’s got to have girder forks 165mph**

173bhp**

40mpg*

Machined alloy frame, Honda V4, girder forks, endless choices. Fast, capable, work of art.

Ace

£28,345

1237cc V4

TRK 502

£5199

500cc twin

95mph*

46bhp**

72mpg**

Great value long-distance tool but lacks a little balance and refinement. Don’t pay over £5k.

6/10

Mar ’18

752 S

£6699

754cc twin

95mph*

75bhp **

55mpg

Designed in Italy, built in China. Solid, pleasing and decent value, but not yet in MT-07 league.

7/10

Jul ’20

BENELLI benelli.com, 0844 4128450 Bike’s choice: not ridden it yet, but the Leoncino 800 Trail looks tidy...

BMW bmw-motorrad.co.uk, 0800 777155 Bike’s choice: yeah, it’s predictable... but brilliance of the GS can’t be ignored R18 Classic First Ed

£20,980

1802cc flat twin

115mph*

91bhp**

51mpg

Excellent R18 cruiser dressed like a Harley. Quality, but screen and panniers loose cool points.

R18 First Edition

£18,995

1802cc flat twin

113mph

87bhp

50mpg

Just-so balance of modern rideability and quality with classic sensations and retro flair. Lovely. 9/10

Jul ’21

K1600 Grand America

£24,875

1649cc inline 6

154mph**

156bhp**

41mpg**

Toys, comfort, steamy engine, impressive handling... It’s a bunga-bunga party on wheels.

8/10

Oct ’18 Jun ’21

8/10

May’21

R1250RT

£14,875

1254cc flat twin

142mph

117bhp

50mpg

Go-to tourer not be to all tastes, but you can’t argue the variable-valve radar-shod tourer is ace. 9/10

R1250GS

£13,700

1254cc flat twin

133mph

115bhp

44mpg

Grunty, nimble, easy, clever. Endless options. Defines adventure, but Multi’ V4 better on-road.

9/10

Sep ’21

R1250RS SE

£14,995

1254cc flat twin

139mph

127bhp

50mpg

Fast, comfy, accomplished, lots of tech – sports-tourers aren’t dead. Not perfect, but it’s close. 9/10

May ’20

R1250R

£11,515

1254cc flat twin

150mph*

134bhp**

60mpg**

Ace variable-valve motor in friendly, comfy, capable chassis. Better pure road bike than a GS?

9/10

Aug ’19

R nineT

£13,145

1170cc flat twin

139mph

101bhp

49mpg

Cheap? No. Ace quality? Yup. Top mix of modern and classic. Basic-but-capable Pure is £10k.

8/10

May ’21

R nineT Urban G/S

£11,510

1170cc flat twin

139mph

101bhp

49mpg

Classy roadster with wide-bar’d controllability and trad’ styling. Also in Scrambler form.

8/10

Mar ‘18

S1000RR M Sport

£20,010

998cc inline 4

190mph*

207bhp**

44mpg**

Astounding engine, super-sharp chassis, every possible gizmo. Amazing. Base model £15k.

9/10

Aug ’21

S1000XR

£14,285

998cc inline 4

155mph

161bhp

43mpg

Adventure? Nah, it’s a high-rise sportsbike. Fast, agile, well equipped, supple ride, curious seat.

8/10

Apr ’21

S1000R

£11,570

998cc inline 4

156mph

159bhp

40mpg

Presence, performance and practicality. Sport has all tech widgets for just £13,380. Superb.

9/10

Aug ’21

F900XR

£9825

895cc twin

130mph*

100bhp

50mpg

Easy-to-ride Tracer rival with eager twin, quality chassis, fine spec. Very good. Naked R is ‘meh’. 9/10

May ’21 Oct ’18

F850GS

£10,180

853cc twin

120mph*

94bhp

58mpg

Smooth parallel twin and dirt-ready chassis. The GS we’d use to solo round the world.

9/10

F750GS

£8595

853cc twin

110mph*

76bhp

69mpg**

Slim front tyre and 19in wheel make this detuned 850 a better road bike. But lacks some ‘wow’.

8/10

May ’18

G310GS

£5320

313cc single

88mph**

34bhp**

84mpg**

Decent quality, easy to ride, but missing a defining GS character. Not peanuts, but good.

7/10

Mar ‘18

Great detail, engaging ride, lots of look-at-me. Expensive, but Motocorsa have them from £35k. 8/10

Oct ’16

BROUGH SUPERIOR broughsuperiormotorcycles.com, +33 0562 892 460 Bike’s choice: SS100 is fabulous, but we hear a turbo is coming...

SS100

£59,999

997cc twin

130mph*

100bhp**

45mpg*

CCM ccm-motorcycles.com, 01204 544930 Bike’s choice: of the various Spitfire variants the flat-tracker models look coolest Spitfire Foggy Edition

£11,995

600cc single

Spitfire Bobber

£9995

600cc single

100mph*

55bhp**

50mpg*

Feel-good ride, custom looks, scythe-like cornering, hard ride. Expensive, but exclusive.

8/10

Jun ’19

100mph*

55bhp**

56mpg

Curious mix of laid-back bobber styling with stiff chassis and revvy power. Not mega, but good. 8/10

Jan ’20

DUCATI ducatiuk.com; 0845 718500 Bike’s choice: you’ve got to ride the Panigale V4... astounding XDiavel

£17,743

1262cc V-twin

159mph

147bhp

50mpg

Cruiser style with supernaked grunt and sportiness. Clever, but ride is hard. Flash S is £20,443.

8/10

May ’21

Monster 1200 S

£15,038

1198cc V-twin

155mph*

150bhp**

45mpg*

Looks a bit like the old M900 but it’s a modern high-tech smoothy. R (£16.3k) is track ready.

8/10

Feb ’17

Multistrada V4 S

£18,565

1158cc V4

155mph*

170bhp**

43mpg**

The most sophisticated, rounded, clever Ducati ever. Fast, sharp, but also comfy and civilised.

10/10

Sep ’21

Panigale V4 S

£25,356

1103cc V4

191mph

203bhp

39mpg

Stupid-fast, sharp, needs working to get the best out, but still feels mega to ‘normal’ folk. Wow.

9/10

Jul ’21

Streetfighter V4 S

£20,143

1103cc V4

175mph*

203bhp**

27mpg

Easy (ish) to ride, but also mind-warp fast. It’s remarkable... but also a bit pointless on the road.

8/10

Sep ’20

Scrambler 1100 Pro

£11,443

1079cc V-twin

110mph*

83bhp**

45mpg*

1100 Evo-engined, easy-riding Scrambler has charming twin and more comfort than 800s.

8/10

Aug ’18

Panigale V4 R

£35,143

998cc V4

195mph*

221bhp**

35mpg*

Head-down, short-stroke, 16,500rpm nutter. Useless unless you’re a racer... when it’s ace.

8/10

Oct ’19

Panigale V2

£15,143

955cc V-twin

169mph

140bhp

45mpg

‘Entry-level’ superbike is fast yet friendly, focused yet usable. Better for most than the hairy V4.

9/10

Apr ’20

SuperSport

£12,443

937cc V-twin

145mph*

113bhp**

43mpg*

Top, usable, sporty road bike for normal folk. New 950 version due, so there are great deals.

9/10

Jan ’18 Dec ’19

Multistrada 950 S

£13,701

937cc V-twin

135mph

107bhp

50mpg

Proper thing: eager motor, easy handling, effective semi-active ride. Worth £1.5k over non-S.

9/10

Hypermotard 950

£11,143

937cc V-twin

140mph*

113bhp**

45mpg*

Great Multistrada engine, fine spec, fun, bit of a looker – but limited by supermoto leanings.

7/10

May ’19

Monster

£10,643

937cc V-twin

135mph*

110bhp**

45mpg*

Italian icon goes from trad’ to contemporary. Light, fun, usable street bike with badge appeal.

9/10

Jul ’21

Scrambler Desert Sled

£10,143

803cc V-twin

120mph*

71bhp

55mpg*

High-rise twin looks, rides and feels great, and almost works off-road. Best 803cc Scrambler.

9/10

Oct ’17

Scrambler Icon

£8543

803cc V-twin

123mph

71bhp

56mpg

Looks the part, feels the part, and popular. Limited usability though. Street Twin is classier.

7/10

Dec ’16

ENERGICA motocorsa.co.uk, 01747 811196 Bike’s choice: they build a sportsbike, but Esse Esse makes more sense in cluttered UK Eva Esse Esse9

£21,999

electric motor

125mph**

87bhp

60mpc

Great acceleration, response, quality. Cheaper than was, but still pricey. Got a charging point?

7/10

Aug ’18

Eva Ribelle

£19,825

electric motor

123mph

144bhp

112mpc

Performance and handling to rival (most) petrol supernakeds. Best road-going electric bike.

7/10

Apr ’20

Caballero Scrambler

£6399

Rev-happy, ex-enduro single in a light, good-quality package. Frantic on long rides, but top fun. 8/10

Oct ’19

CVO Street Glide

£33,095

FANTIC fanticmotoruk.com Bike’s choice: there are three versions of the Cabellero, but just go for the best colour (so that’s the Scrambler) 449cc single

100mph*

43bhp**

60mpg

HARLEY-DAVIDSON harley-davidson.com, 0871 6412508 Bike’s choice: the Fat Bob has looks, finish, good ride... and funny name 1868cc V-twin

115mph*

80bhp*

50mpg

Bold, loud, glitzy, pricey. Most refined and usable big H-D twin yet, let down by choppy ride.

8/10

Keep it down » If you’ve ridden certain booming Ducatis you’ll have noticed they go quiet at 32mph. It’s to help pass noise tests, and they’re not the only firm who do it. Some go further – bikes can have cheap but noisy straight-cut gears through most of their gearbox, with more expensive but quieter-running helical gears for the ratios used in drive-by noise tests.

110

Nov ’17

Know How ROAD TEST BACK ISSUES BLUE = Available just on iPad RED = Available on iPad and Android ORANGE = Available in print only ** Claimed * Estimated BIKE

PRICE

ENGINE

TOP SPEED

POWER

MPG

BIKE VERDICT

RATING

TESTED

FXDR 114

£17,995

1868cc V-twin

120mph*

91bhp**

44mpg**

Drag-bike styling, huge back tyre, massive stomp, dubious cornering. Fat Bob much better.

6/10

Nov ’18

Low Ride r S

£15,825

1868cc V-twin

115mph

93bhp*

50mpg**

Top looks and noise, more fun to ride than you think. But better in California than Croydon.

6/10

Jan ’20

Ultra Limited

£24,695

1745cc V-twin

105mph*

67bhp*

43mpg

H-D take on a tourer. Best-ever ride and handling, water-cooled heads. Good, if not ace.

7/10

Nov ’13

LiveWire

£28,995

electric motor

115mph*

104bhp**

90mpc

Superbike acceleration, jet-like noise, decent handling, smooth, well made. And expensive.

7/10

Oct ’19

Road Glide Special

£22,995

1745cc V-twin

105mph*

67bhp*

42mpg

Ride, finish and 8v motor much better than old H-D. War of the Worlds fairing blows minds.

6/10

May ’15

Street Glide Special

£22,895

1745cc V-twin

115mph*

40bhp*

45mpg*

Classic looks, decent suspension, good finish and latest 8v motor is the best yet. Fine thing.

8/10

Dec ’16

Sport Glide

£15,295

1745cc V-twin

116mph

99bhp

51mpg

Hammering engine, civil road manners. One of the most appealing H-Ds – and now cheaper.

7/10

Sep ’18

Fat Bob

£16,995

1745cc V-twin

115mph*

75bhp*

44mpg**

Bold looks, fine details, huge punch, and surprisingly usable too. 1868cc option is £15,495.

8/10

Feb ’18

Breakout

£18,855

1745cc V-twin

115mph*

75bhp*

50mpg**

Low-slung, drag-inspired cruiser that rides better than expected. Classy, refined hot-rod.

8/10

Dec ’17

Street Bob

£13,995

1745cc V-twin

110mph*

75bhp*

50mpg**

Classic chopper-ish lines, clean handling, modern 8v power. But new Fat Bob is far better.

6/10

Dec ’17

Softail Standard

£12,995

1745cc V-twin

110mph*

86bhp**

48mpg

Harley’s entry-level bike is £13k. It’s a meat-and-potatoes Harley – charming, but limited ability. 6/10

Jun ’21

Pan America Special

£15,500

1252cc V-twin

135mph**

148bhp**

43mpg

Comfy, composed, brisk, lots of equipment. Very good, but not a quite GS or Multistrada rival.

Sep ’21

GL1800 Gold Wing Tour

£28,349

1833cc flat-six

112mph

125bhp**

51mpg

Still opulent and huge, but super-tourer has cunning front suspension and its finest ride ever.

8/10

Sep ’18

CB1100RS

£9999

1140cc inline 4

130mph*

86bhp

43mpg

Better-handling 70s superbike version of CB. Fine thing. 20bhp more would be nice. Ace price.

7/10

Aug ’17

CB1100EX

£9799

1140cc inline 4

130mph*

86bhp

43mpg

Classy retro is smooth, usable, charming, if lacking a little soul. Great quality, yet bloody cheap.

7/10

Jun ’17

8/10

HONDA honda.co.uk/motorcycles, 0845 2008000 Bike’s choice: yes, it’s a bit worthy, but the NC750X is staggeringly good all-rounder

CBR1000RR-R Blade SP

£23,499

1000cc inline 4

185mph*

214bhp**

45mpg**

Shrieking, rev-happy sportsbike. Small, exquisite, hi-tech, classy, pricey. Are you fast enough?

9/10

Apr ’20

CBR1000RR Fireblade

£19,999

1000cc inline 4

185mph*

214bhp**

45mpg**

Same power and electronics as SP (above), but no semi-active or quickshifter. Save for the SP.

9/10

Apr ’20

Africa Twin Adv’ Sport

£14,649

1084cc twin

130mph*

97bhp

44mpg

All the tech, plush optional semi-active, classy feel, huge range. And daft switchgear. Hey-ho.

9/10

Sep ’21

Africa Twin

£13,049

1084cc twin

130mph*

97bhp

47mpg

Feels like a big, refined enduro bike, so is different to a GS. Cheaper too. Daft switches and dash. 8/10

Dec ’19

CB1000R

£11,649

998cc inline 4

145mph

135bhp

46mpg

Fast, luxurious, high quality – and has a touch of the soul Honda have been lacking. Nice.

8/10

Feb ’19

X-ADV

£10,349

745cc twin

105mph*

54bhp**

70mpg*

Off-road scooter you’ll never take off-road. Pricey too. But also practical, enjoyable and top fun. 8/10

Dec ’18

Forza 750

£9999

745cc twin

110mph*

54bhp**

70mpg

Capable bike with looks and practicality of a scooter. And DCT. Odd concept, ace execution.

9/10

May ’21

NC750X DCT

£7949

745cc twin

110mph*

54bhp**

62mpg

Flexible twin, top mpg, clever gears, big storage, well made. Not flash, but oh-so-very useful.

10/10

Feb ’17

CBR650R

£7949

649cc inline 4

138mph

86bhp

54mpg

Flexible, handsome, fun, fast-enough road sportsbike. Remember 1990s CBRs? You’ll love it.

9/10

Aug ’19

CB650R

£7199

649cc inline 4

140mph

93bhp**

50mpg

Naked version of CBR (above) is fabulously balanced. Quality, dynamic, value all superb.

9/10

May ’19

CB500X

£6119

471cc twin

110mph*

43bhp

68mpg*

Well-made, able, A2 adventure bike. Naked F (£5599) and faired R (£6149) are even nicer.

7/10

May ’19

CRF450L

£9499

449cc single

80mph*

24bhp**

55mpg*

CRF dirt tool detuned for dual-purpose use. Ace on trail, not very good elsewhere. And £9k!

7/10

Apr ’19

CRF250L

£4949

249cc single

78mph*

23bhp**

70mpg*

Fine green-laner and friendly urban commuter. Rally (£5649) has big tank, useful screen.

7/10

Mar ‘18

Monkey

£3749

125cc single

65mph*

9.2bhp

105mpg

Supersize Monkey: MSX (below) in convincing 1960s mini-bike custom. Fun, not practical.

7/10

Oct ‘18

Super Cub C125

£3449

125cc single

65mph*

9.2bhp

124mpg

Descendent of iconic step-thru’. Latest colours are drab, but still glorious urban transport.

8/10

Jul ‘19

MSX125 Grom

£3449

125cc single

70mph*

11bhp*

105mpg

Half Monkey bike, half proper bike. More giggles than a naked bouncy castle party.

8/10

Aug’13

HUSQVARNA husqvarnamotorcycles.com/gb Bike’s choice: Supermoto is desirable, funky, silly... and yet usable day-to-day 701 Supermoto

£9799

693cc single

121mph

71bhp

54mpg

Engaging, fun at sensible speed, frugal, sexy, friendlier than it looks. Proper midweight tool.

9/10

Sep ’17

701 Enduro

£9799

693cc single

120mph*

71bhp

54mpg

Proper dirt bike, yet refined, frugal and plush on the road. Big-tank LR (long range) version, too.

9/10

Apr ’19

Vitpilen 701

£7549

693cc single

125mph*

71bhp*

56mpg

KTM 690 with classy styling, ace single, lively ride. Knobbly Svart’ version is more comfy.

8/10

Sep ’19

Svartpilen 401

£4299

375cc single

105mph*

43bhp**

65mpg*

Built for A2 riders avoiding the mainstream. Essentially KTM’s fine 390 Duke with more style.

7/10

Jul ’18

INDIAN indianmotorcycle.co.uk Bike’s choice: classic character, modern quality, sensible price – Scout Sixty is a market leader Roadmaster

£26,199

1890cc V-twin

110mph*

90bhp*

40mpg*

Fully-loaded, over-the-top celebration of touring opulence is actually very good.

7/10

May ‘15

Chieftain Dark Horse

£23,999

1811cc V-twin

120mph*

90bhp*

40mpg*

Half-faired, long-haul ‘bagger’ with satin finish and lots of tech. Impressive, genuine Harley rival. 8/10

Nov ’14

Challenger

£24,999

1770cc V-twin

112mph**

122bhp*

46mpg*

Full-on tourer with ace water-cooled motor, physics-defying chassis, full tech. Watch out, H-D. 8/10

Jan ’20

FTR1200S

£12,999

1203cc V-twin

140mph*

120bhp**

45mpg*

Likeable, stylish, high-quality, semi-retro sporty V-twin. Bit firm, otherwise good (non-S softer). 8/10

Sep ’21

Scout

£11,899

1133cc V-twin

120mph

100bhp**

45mpg*

Distinct, classy mix of trad’ style and modernity. Mean Bobber version (£12k) is very black.

8/10

Feb ’18

Scout Sixty

£10,499

999cc V-twin

110mph*

78bhp**

45mpg*

Style, quality and details of big ’un (above), but affordable. Finest ‘medium’ cruiser there is.

9/10

Nov ’17

KAWASAKI kawasaki.co.uk, 01628 856750 Bike’s choice: has to be the Ninja Z H2. Friendly, usable, yet suitably deranged ZZR1400

£12,747

1441cc inline 4

186mph

193bhp

38mpg

End of the line for the epic, continent-eating, fine handling, legendary ZZR. Buy while you can.

8/10

Jul ’18

Versys 1000 S

£13,145

1043cc inline 4

144mph

114bhp

47mpg

High-rise, high-spec ‘adventure tourer’ is genuinely great. Its only problem is no BMW badge...

9/10

Apr ’21

Ninja 1000SX

£11,447

1043cc inline 4

149mph

140bhp**

43mpg*

The best-selling Z1000SX sports-tourer, with more tech and refinement. Sports-tourer datum. 9/10

Jun ’20

Z1000

£10,647

1043cc inline 4

147mph

131bhp

37mpg

Eager chassis, fit motor, child’s-toy looks, firm ride. Far from perfect, but distinct and pleasing.

7/10

Aug ‘15

Ninja H2

£26,146

998cc inline 4

183mph

205bhp

25mpg

Glorious excess in a hi-vis cotton-wool world. Part-throttle acceleration is mind-blowing.

10/10

Feb ’17

Ninja H2 SX SE+

£22,145

998cc inline 4

186mph*

197bhp**

39mpg

Sports-touring exotica. Not perfect, but classy, usable, and that motor... Base model £16.5k.

8/10

Jun ’19

Z H2 SE

£18,500

998cc inline 4

175mph*

197bhp**

34mpg

The impressive Z H2 (below) with fine semi-active ride. It’s the thinking rider’s supernaked.

9/10

Jul ’21

Z H2

£16,047

998cc inline 4

175mph*

197bhp**

34mpg

Mega blown H2 motor in bespoke naked chassis. Far more road focus than supernaked rivals.

8/10

Oct ’20

Ninja ZX-10RR

£24,947

998cc inline 4

180mph

189bhp

44mpg

The already-capable ZX-10R with tuned motor and fancy wheels: basically a base for racing.

9/10

Jun ’18

Ninja ZX-10R

£14,647

998cc inline 4

180mph

189bhp

44mpg

Amazing race-derived motor, handling, electronics. SE with semi-active ride is £19,292.

9/10

May ‘21

Total domination » Toddle to MotoGP and you can see a Honda, Yamaha, Suzuki, Ducati or KTM win. Things didn’t used to be so open. Repsol Honda won every round of the 500cc championship in 1997, with Mick Doohan or Alex Criville on top at every race – and teammates Tady Okada and Takuma Aoki often on the podium as well. Nine of 14 rounds had all-Honda podiums.

111

Knowledge

Listings

ROAD TEST BACK ISSUES BLUE = Available just on iPad RED = Available on iPad and Android ORANGE = Available in print only

BIKE

PRICE

ENGINE

TOP SPEED

POWER

MPG

BIKE VERDICT

RATING

TESTED

Z900RS

£10,547

948cc inline 4

143mph

102bhp

51mpg

Modern Z900, tweaked into a retro. And better for it – dynamic, feel and detailing are great.

8/10

Jan ’19

Z900

£9047

948cc inline 4

145mph*

123bhp**

52mpg**

If you grew up on inline fours, this feels ace. Not as agile or punchy as MT-09, but very good.

7/10

Sep ’17

Versys 650

£7497

649cc twin

115mph*

62bhp*

54mpg*

Twin-cylinder tall-rounder is a great multi-purpose tool. Full-kitted Grand Tourer is £8792.

9/10

Oct ’15

Vulcan S

£6647

649cc twin

115mph*

61bhp**

63mpg*

Affordable, good-looking, modern cruiser with ER-6 power. Surprising ability, keen price.

8/10

Jan ’18

Ninja 650

£7247

649cc twin

130mph*

67bhp**

70mpg*

Z650 dressed up in ZX-10R costume. Comfy, easy-to-ride, cheery twin for J. Rea wannabes.

9/10

May ’17

Z650

£6997

649cc twin

130mph*

67bhp**

70mpg*

Confidence-inspiring Zed is fun, fit, frugal. More fun than SV650, nicer build than MT-07.

9/10

Mar ’17

Ninja ZX-6R 636

£9847

636cc inline 4

165mph

116bhp

44mpg

Full-on sports 600 now has TC, modes and a big snout. Focused, but surprisingly rideable.

8/10

Aug ’19

Ninja 400

£5698

399cc twin

110mph*

44bhp

63mpg**

Pricey A2-legal entry sportsbike with nice bits: assist-slip clutch, LCD dash, bungee hooks.

8/10

May ’18

Super Adventure S

£14,999

1301cc V-twin

155mph*

9/10

Sep ’21

KTM ktm.co.uk Bike’s choice: fast, light and funky, but safe and secure – 890 Duke is a wonderful creation. Loads knocked off too...

160bhp**

49mpg

Super-tech, radar-shod, all-roads missile dressed as adventure bike. Ace, but Multi’ V4 better.

1290 Super Duke GT

£15,599

1301cc V-twin

159mph

158bhp

45mpg

Mad power, sports handling, all the toys and eats miles. Couple of iffy bits, otherwise ace.

9/10

Jan ’19

1290 Super Duke R

£15,749

1301cc V-twin

160mph*

161bhp

42mpg*

Fast yet friendly, sharp but safe, and loads of gizmos – perhaps the best all-round supernaked.

9/10

Sep ’20

890 Adventure

£10,999

889cc twin

130mph*

103bhp**

63mpg**

The previous 790 with extra bhp, smoother delivery, tweaked chassis, more tech. Very good.

8/10

Jan ’21

890 Duke R

£10,649

889cc twin

140mph*

119bhp**

53mpg

Buy this, not an R6 – the souped-up 790 is the defining mid-size sportsbike, but still friendly.

9/10

Nov ’20

790 Adventure R

£10,999

799cc twin

130mph*

95bhp**

67mpg**

Fit power, proper chassis, better off-road than F850GS. To be replaced by the 890, so haggle.

9/10

Nov ’19

790 Adventure

£9799

799cc twin

128mph

93bhp

70mpg

Flexible motor, proper image, easy to use. Good, but Yam Ténéré is better value. Going soon.

8/10

Sep ’19

790 Duke

£7499

799cc twin

140mph*

102bhp**

64mpg**

Light, punchy twin is also easy to ride. 2018 Bike of the Year but discontinued, so grab a steal.

9/10

Dec ’20

690 Enduro R

£8999

690cc single

115mph*

73bhp**

60mpg*

Super-clever Duke/Husky 701 lump in long-legged trailie. Pukka, classy, dual-purpose tool.

8/10

Feb ’16

390 Adventure

£5649

373cc single

105mph*

43bhp**

56mpg

Chirpy A2-legal adventurer looks like a 1290 (sort of). But it’s basically a 390 Duke in wellies.

8/10

Jul ’20

RC 390

£5249

373cc single

107mph

42bhp

53mpg

Fast, frantic, flighty, yet efficient and usable. Dissolves in winter. In teen-friendly 125 form too.

6/10

Jul ’15

390 Duke

£4899

373cc single

108mph

41bhp

70mpg*

Revvy, eager motor in agile 125 chassis? Yes. Looks like the 1290 and less toy-like than it was.

7/10

Jun ’17

125 Duke

£4299

125cc single

75mph*

15bhp**

100mpg*

Indian-made Duke for teens is huge pan-Europe success. It’s perky, handles and looks top.

7/10

Jun ’11

650 X-Ride

£4999

644cc single

90mph*

40bhp**

60mpg*

Ex-Honda Dominator motor in 70s-style trailie. Good quality, keen price, let down by chassis.

5/10

Apr ’21

DirtStar Scrambler

£4496

398cc single

80mph*

28bhp**

70mpg**

Inoffensive aesthetics, affordable price, steady performance. Simple two-wheel pleasures.

6/10

Nov ’16

Roadstar

£4096

398cc single

80mph*

28bhp**

70mpg**

French brand, made in China, fine Honda-based motor. Some iffy details, but cheap and fun.

6/10

Dec ’17

MASH mashmotorcycles.co.uk; 01264 889012 Bike’s choice: go for the X-Ride (but budget for new tyres and suspension)

MOTO GUZZI uk.motoguzzi.it Bike’s choice: unique image, sweet ride, classy quality; it’s not fast or clever but V85 is lovely V85 TT Travel

£11,999

853cc V-twin

115mph

68bhp

50mpg

Pleasing V85 with hit-and-miss extras (luggage, tall screen, hot grip, fogs). Buy the stock one.

8/10

Mar ’21

V85 TT

£10,899

853cc V-twin

115mph

68bhp

50mpg

Convincing road-going adventurer. Capable dynamic, fine quality, charm and great looks.

9/10

Jan ’20

V9 Bobber

£8999

853cc V-twin

110mph*

53bhp**

55mpg*

Pleasing V-twin in a trendy, well-made package. Shiny Roamer (£8699) looks a bit too ’80s.

8/10

Jun ’16

V7 III Special

£8600

853cc V-twin

115mph*

53bhp**

63mpg

Style, ride and badge all spot-on. 850 V-twin isn’t as grunty as a Street Twin, but we forgive it.

9/10

Jul ’21

Milano

£13,700

8/10

Nov ’19

Retro 125 built in China to Mutt’s spec, finished in UK. Knobblies are limiting, but a decent thing. 6/10

Nov ’18

MOTO MORINI motomorini.eu Bike’s choice: if you’ve got the cash, the factory’s ‘One-Off Department’ will do you a custom to your spec 1187cc V-twin

145mph*

114bhp**

42mpg

Instant chunky power, firm and direct chassis, neat 70s paint. Buying is a gamble, but it’s cool.

MUTT muttmotorcycles.com, 0121 439 4774 Bike’s choice: endless ‘custom’ versions available, so get creative RS-13 125

£3570

125cc single

80mph*

12bhp**

80mpg*

Superveloce

£17,780

798cc inline 3

160mph*

146bhp**

41mpg

Super-sporty F3 in semi-retro dress. Fast, sharp, sounds top, looks superb, quite demanding.

8/10

Nov ’20

Turismo Veloce 800

£15,780

798cc inline 3

136mph

110bhp**

48mpg*

Adventure bike? Nah, it’s like a high-rise sportsbike. So-so ride, busy dash, but it’s good.

8/10

Jan ’19

F3 800

£14,380

798cc inline 3

161mph

148bhp**

34mpg*

Crisp, punchy, trim. Easier on the road than a 600 but still focused – needs a track to really shine. 8/10

Apr ’14

Brutale 800 RR

£13,880

798cc inline 3

153mph**

138bhp**

40mpg**

Top engine, nimble, great looks, ridiculous hard ride. Semi-auto clutch version a bit gimmicky.

6/10

Apr ’19

8/10

May ’15

MV AGUSTA mvagusta.co.uk, 0844 4128450 Bike’s choice: gotta be the Superveloce, even if it’s just for the looks

PATON krazyhorse.co.uk.com; 01284 749645 Bike’s choice: There’s only one road bike available. Good job it’s brilliant S1-R Lightweight

£24,745

649cc twin

135mph*

71bhp**

55mpg*

Replica of TT winner. ER-6 motor, bespoke Italian frame, top-drawer parts. Pricey but superb.

ROYAL ENFIELD royalenfield.com/uk; 0844 412 8450 Bike’s choice: it’s tough... Interceptor has the appeal, Himalayan has the practicality Continental GT

£5899

648cc twin

110mph*

44bhp

60mpg*

Café racer has flexible motor, light handling, keen price – but Inter’ version (below) is nicer.

8/10

Apr ’19

Interceptor

£5699

648cc twin

110mph

44bhp

60mpg

Charming twin has authentic feel, fine looks and great price. Think Indian-made Guzzi V7.

9/10

Aug ’19

Bullet Trials 500

£4699

499cc single

80mph*

27bhp

80mpg*

Venerable Bullet as ‘works replica’, which just means with high ’bars, blocky tyres, single seat.

6/10

Dec ’17

Classic

£4699

499cc single

80mph*

27bhp

80mpg*

Simple Bullet (below) with more style. Hi-tech as a brick, but a cool, engaging weekend toy.

7/10

Dec ’17

Bullet

£4199

499cc single

80mph*

27bhp

80mpg*

Not retro, but a real old bike they forgot to stop making. Basic, slow, but oddly appealing.

6/10

Dec ’17

Himalayan

£4499

411cc single

80mph*

25bhp

84mpg

Refreshingly different, reassuringly usable. Rugged build, laid-back motor and decent ride.

8/10

Jul ’21

SUZUKI suzuki-gb.co.uk; 0845 850 8800 Bike’s choice: has the be the Hayabusa, doesn’t it? The thing’s a legend Hayabusa

£16,650

1340cc inline 4

186mph*

187bhp**

42mpg**

There are more powerful bikes. But nothing goes stupid fast with the ease and class of a Busa.

8/10

Jun ’21

V-Strom 1050 XT

£11,747

1037cc V-twin

137mph

99bhp

52mpg

Loads of gizmos, amazing screen, plush-yet-secure ride, solid motor. It’s no GS... but top value.

8/10

Dec ’20

V-Strom 1050

£10,147

1037cc V-twin

137mph

99bhp

52mpg

Not got the XT’s toys, spokes or cool colours, but well priced with usual V-Strom friendliness.

7/10

Dec ’20

GSX-R1000R

£17,147

999cc inline 4

186mph*

199bhp**

45mpg*

Variable-valve engine with grunt and power, slick chassis, top electronics. A serious thing.

9/10

Jul ’18

Katana

£11,647

999cc inline 4

152mph

147bhp

46mpg

Superb GSX-S (below) given edge it lacks with sharp 80s-inspired styling. Bold yet usable.

8/10

Nov ’19

GSX-S1000F

£10,947

999cc inline 4

153mph

143bhp

45mpg

Upright sports, not a sports-tourer. Not flashy, but fast, composed, plush: a modern ZX-9R.

8/10

Jun ’20

Suck, squeeze, bang, blow... » The 13.3:1 compression ratio of MV’s F3 800 is about as high as road bikes get. But pop to BSB and you’ll find a mad 16:1, or even higher. Engines give max volumetric efficiency at peak torque but it falls away either side, so a wild compression ratio helps boost efficiency elsewhere in the revs. Retarding ignition or richening mixture stops failures at peak torque.

112

Know How

** Claimed * Estimated BIKE

PRICE

ENGINE

TOP SPEED

POWER

MPG

BIKE VERDICT

RATING

TESTED

GSX-S1000

£10,847

999cc inline 4

149mph

143bhp

45mpg

GSX-R motor, plush ride, comfy, fine finish, low price. Way nicer than it used to be. Don’t ignore.

8/10

Oct ’21

GSX-S750

£8147

749cc inline 4

145mph*

113bhp**

58mpg**

Ex-GSX-R750 engine, capable chassis, good ergonomics. It’s decent, just a bit shy on fizz.

7/10

Apr ’17

V-Strom 650

£7747

645cc V-twin

115mph*

60bhp*

45mpg

More able and better-equipped than ever, still cuddly and cheap. Not stand-out, but good.

7/10

Jul ’17

SV650X

£7147

645cc V-twin

122mph

74bhp

50mpg

Standard SV with on-trend tuck-and-roll seat, bikini fairing and clip-ons. Buy the stocker.

6/10

May ’18

SV650

£6647

645cc V-twin

122mph

74bhp

50mpg

Chirpy, cheerful, usable, quick, proven, though Yam MT-07 has a bit more zip and charm.

7/10

Apr ’19

GSX-R125

£4574

124cc single

80mph*

15bhp**

123mpg**

Perky motor, better power-to-weight than rivals, and cheaper. Won’t suit big-boned, mind.

9/10

Nov ’17

GSX-S125

£4274

124cc single

75mph*

15bhp**

123mpg**

Naked version of trim GSX-R. Light, agile, stable, but not as ‘complete’ as the sportsbike.

8/10

Nov ’17

SuperDual X

£7895

600cc single

7/10

Sep ’19

Rocket 3 GT

£20,700

2458cc inline 3

138mph**

165bhp**

35mpg

Huge motor is amazing, handling is ridiculous, but firm ride and sheer bulk limit use as ‘real’ GT.

8/10

May ’21

Rocket 3 R

£20,000

2458cc inline 3

138mph**

165bhp**

35mpg

Cruiser? Hardly. With a stiff chassis, handling and crazy grunt, the R is a Mad Max supernaked.

8/10

Feb ’21

Tiger 1200 XR

£12,200

1215cc inline 3

131mph

122bhp

44mpg

Heavy, but has easy handling, smooth power, quality, toys. New one here before end of 2021.

8/10

Aug ’18

Thruxton RS

£13,000

1200cc twin

130mph*

103bhp**

50mpg

Trad’ charm and neat details with punching, revvy twin, track-able chassis and premium finish.

9/10

Mar ’20

Scrambler 1200 XE

£12,300

1200cc twin

130mph*

96bhp**

50mpg

Thudding big twin in tall, plush, quality trail bike with a dash of dirt skill. Loads of toys, too.

8/10

Nov ’19

Scrambler 1200 XC

£11,500

1200cc twin

130mph*

96bhp**

50mpg

B-road-ready 1200 is top quality, high tech, pleasing, but Street Scrambler is better value.

8/10

Mar ’19

Speedmaster

£11,650

1200cc twin

110mph*

76bhp**

55mpg**

Low-slung Bobber transformed for the USA with beach ‘bars, shiny bits and pillion perch.

8/10

Sep ’18

Bobber Black

£11,650

1200cc twin

120mph*

77bhp**

56mpg

Bobber (below) with smaller front wheel, twin discs, and better ride quality. Impressive.

9/10

Sep ’18

Bonneville Bobber

£10,650

1200cc twin

120mph*

77bhp**

56mpg

Bonnie as low-riding solo bobber. Lazy wallop, top quality, rides better than looks suggest.

9/10

May ’18

Thruxton

£11,000

1200cc twin

130mph*

96bhp**

50mpg

Lower-spec chassis than the RS, but matters not on the road. Subtle, refined, able café racer.

9/10

Aug ’17

Speed Twin

£10,700

1200cc twin

130mph*

96bhp**

50mpg

Thruxton grunt, T120-based chassis, Street Twin looks... and mega. The retro-supernaked.

9/10

Mar ’20

Bonneville T120

£10,600

1200cc twin

120mph*

79bhp**

54mpg

Lolloping grunt, steadfast chassis, top finish. Hasn’t Street Twin’s agility, but has finer ride.

9/10

Sep ’18

Speed Triple RS

£15,100

1160cc inline 3

175mph*

178bhp**

38mpg

Mighty motor, ace outright handling, full tech. But too stiff and focused for the road. Shame.

8/10

Jul ’21

Tiger Sport

£10,950

1050cc inline 3

140mph*

124bhp**

45mpg*

Sporty, solid, comfy, easy – the best 1050cc Tiger yet. Adventure? No. It’s a tall Speed Triple.

7/10

Sep ’18

Street Scrambler

£9300

900cc twin

110mph*

54bhp**

60mpg

Street Twin with semi-knobblies, taller ride, high pipes. Bit more spacious and stable. Nice.

9/10

Feb ’19

Bonneville T100

£8900

900cc twin

110mph*

54bhp**

60mpg

All the style and easy-going pleasures of the T120. Makes 24bhp less, but is £1000 cheaper.

9/10

Sep ’18

Street Twin

£8100

900cc twin

110mph*

54bhp**

60mpg

Handsome, pleasing, well-made retro with decent grunt and easy-to-flick chassis. Really good. 9/10

Feb ’19

Tiger 900 Rally Pro

£13,400

888cc inline 3

130mph*

94bhp**

55mpg**

The Tiger 800 was ace... and the 900 is even better. The pick of sub-1000cc adventure bikes.

9/10

Oct ’20

Tiger 900 GT Pro

£12,800

888cc inline 3

130mph*

94bhp**

49mpg

Great spec, comfort and usability. But road-biased GT doesn’t stand out like the Rally version.

8/10

Jan ’21

Tiger 850 Sport

£9300

888cc inline 3

125mph*

84bhp**

49mpg

Confusingly, 850 is actually the base Tiger 900. Lowest power, fewest toys, but you won’t tell.

8/10

May ’21

SWM swmmotorcycles.com Bike’s choice: missing Yam’s XT660? Buy a SuperDual. Currently no UK importer, mind...

120mph*

54bhp**

50mpg

Ex-Husky single, made in China, built-up in Italy. Decent dual-purpose tool. Don’t pay over £6k.

TRIUMPH triumphmotorcycles.co.uk Bike’s choice: Speed Twin whacks ticks in so many boxes

Street Triple RS

£10,500

765cc inline

148mph

124bhp

48mpg

Big power, glittering spec, rock-hard ride. Top naked sportsbike, but lacks fun of old Street Trip’. 8/10

Nov ’20

Street Triple R

£9100

765cc inline 3

149mph

118bhp

42mpg

Fast, crisp, fine spec. Gruntier and plusher than RS (above) but still sporty. MT-09 more fun.

8/10

Apr ’18

Trident 660

£7195

660cc inline 3

130mph*

80bhp**

60mpg**

Affordable and friendly like an MT-07, sweet handling like a Street Trip’, and well made. Brilliant.

9/10

Jun ’21

YAMAHA yamaha-motor.co.uk, 01932 358000 Bike’s choice: well priced, nicely made, ace to ride – Ténéré 700 is a glorious thing YZF-R1M

£22,599

998cc inline 4

186mph

192bhp

40mpg

MotoGP-derived electronics + track-focused superbike = incredible. Limited availability.

9/10

Feb ’21

YZF-R1

£17,399

998cc inline 4

186mph*

192bhp

40mpg

Stiff, tall, high geared on road, but raciest of the race reps is special and peerless on track.

9/10

Dec ’19

MT-10 SP

£15,049

998cc inline 4

153mph

152bhp

38mpg

Already amazing MT-10 with R1 SP’s electronic suspenders. Great, if not obviously better.

9/10

May ’17

MT-10

£12,499

998cc inline 4

153mph

152bhp

38mpg

Fast, sporty, friendly, great spec. Bit thirsty, but mega. Touring version (£12.8k) even finer.

9/10

Nov ’16

Niken GT

£15,499

847cc inline 3

117mph

105bhp

42mpg

Large screen, better pillion bits and luggage turn the three-wheeler into a great sports-tourer.

8/10

Jun ’20

Niken

£14,199

847cc inline 3

117mph

105bhp

42mpg

Lose preconceptions – it rides and feels like a bike, but gives way more grip and confidence.

8/10

Jun ’20

Tracer 900GT

£11,197

847cc inline 3

129mph

112bhp**

47mpg

Fabulous distance-ready sports-tourer. Swift, stable, comfy. Being dropped, so work a deal.

9/10

Jan ’19

Tracer 900

£9597

847cc inline 3

129mph

112bhp**

47mpg

Adventurer presence, comfort and practicality in a great road bike. Being replaced by Tracer 9.

8/10

Jan ’21

XSR900

£9699

847cc inline 3

130mph

104bhp

49mpg

Ace MT-09 (below) in ’70s get-up. Not ‘authentic’, but as fun and the best-value sporty retro.

9/10

Aug ’18

MT-09 SP

£10,199

847cc inline 3

130mph

104bhp

49mpg

SP has Öhlins rear shock, R1M paint job, special feel. Forget all the talk about MT’s not handling. 9/10

MT-09

£8999

889cc inline 3

130mph*

117bhp**

49mpg*

Wonderful gurgling triple now with more tech, oomph and rider confidence than ever. It’s mega. 9/10

May ’21

Ténéré 700

£9499

689cc twin

120mph*

72bhp**

55mpg*

Great MT-07 motor in Dakar-style chassis. Charms on the road, rocks on a trail, and good value. 10/10

Feb ’20

Tracer 7

£8199

689cc twin

125mph*

70bhp

56mpg

Super-fun MT-07 with practical niceties. The datum for all-rounder value. GT even better.

May ’20

XSR700

£7699

689cc twin

119mph

70bhp

49mpg

Mega MT-07 in period costume. Proof that retro looks can work with a modern dynamic.

9/10

Jun ’16

MT-07

£6899

689cc twin

122mph*

74bhp

48mpg

Knocking on, lacks tech, but the defining midweight naked. Fun, capable, appealing, ace value.

9/10

Jun ’21

9/10

Jul ’21

YZF-R6

£12,221

599cc inline 4

172mph

114bhp

38mpg

Hardest, sharpest 600 ever, with full electronics and R1 looks. Dropped for ’21, so haggle hard.

8/10

Feb ’19

YZF-R3

£5649

321cc twin

102mph*

41bhp**

65mpg

Light, revvy, fun-to-ride, well finished. Ability and spec fight for title of best A2 sportsbike.

8/10

May ’19

YZF-R125

£4799

125cc single

80mph*

15bhp

92mpg

R1 looks, big bike feel, clever engine. Easy to see why they sell so many to enthusiastic teens.

8/10

May ’19

ZERO zeromotorcycles.com, +3172 5112014 Bike’s choice: SR/F is pricey, but shows the potential of these whizzy battery jobs SR/F

£19,045

electric motor

124mph**

110bhp**

300mpg**

Quick, decent range, simple to ride, easy to like. Bit drab to look at, usual charging point issue.

8/10

Sep ’19

DSR Black Forest

£18,145

electric motor

110mph

69bhp

3.3cpm

Electric adventure bike is actually pretty good. Until you can’t find a charging point...

6/10

Sep ’18

S

£10,045

electric motor

86mph**

59bhp**

200mpg

Simple commuter has basic chassis, slow charging, but keen price and equivalent of 200mpg.

6/10

Dec ’20

We’ve got the T-shirt » Many motorcycle manufacturers have noticed the popularity of e-bikes (electric-assist pushbikes) and have waded in, with models from Triumph, Ducati and now Harley. But Yamaha have been at the head of the game for years – their first went on sale in 1993 and they’ve sold millions. This nipper-carrying beauty is the PM26K from 2019.

113

[ Glorious ride ]

Where riding’s done proper

Make the most of the Dales » With all the upping and downing you’ll be doing riding this bit of the Dales you’re going to need feeding up. Head to Hawes where you will find the Wensleydale Pantry (many more cafes are available). From experience we can highly recommend their breakfast.

U

p north, for me anyway, in the bit where the Yorkshire Dales becomes the Pennines is the B6270 between Kirkby Stephen and Richmond. It follows the river Swale as it flows west to east down towards Richmond, and all along its length tiny back roads carve off and go up across the moorland towards the Pennine Way and the A66.

One of them, at West Stonesdale, goes to the Tan Hill Inn – the UK’s highest pub and a good place to stop overnight. Nightmares will depend on, whether or not, you see a similarity between it and the Slaughtered Lamb in the film American Werewolf in London. In which case you could go the bowl of hot soup option and skedaddle. Tan Hill way can get pretty bleak, even in the summer, so go kit prepared.

Ten miles further east along the B6270, in a village called Feetham just after the Punch Bowl Inn, a left turn signposted for Langthwaite goes up a steep, narrow hill – like you’ve taken a wrong turn and gone up someone’s driveway. But it actually goes over a cattle grid and comes up out of Swaledale and onto the moors. Look over your shoulder and it’s an amazing view back across the valley – but the road ahead keeps going up and up.

Then, as often happens round these parts, it flattens out to wide blue skies and heather. This is sheep country, which means sheep with no walls so be aware. Next, and we’re going down again, into another valley and over Surrender Bridge crossing at Mill Gill aka Old Gang Beck. This is one of many rivers that feeds from the high moor into the Swale below (which is why it floods so easily).

No-one knows why it’s called Surrender Bridge – maybe they nearly gave up when they were building it. Quite possible with the winters they have up here.

It’s easy to keep on riding, going north, over the next hill and across the ford in the next dale – but a stone ruin off the road to the right always looks interesting. If you stop and have a look, it turns out it’s an old lead mine from a few hundred years ago, and was used for 100 years. Back then this tiny dale had smelting furnaces, tall chimneys, slag piles of rock and mine spoil which can still be seen all around.

Hidden in this little valley it’s hard to imagine, surrounded by nature, what it would have looked like all those years ago. It’s good to stop once in a while and take a look around. Otherwise life might well pass you by. Chippy Wood

PIC: BAUER ARCHIVES

There’s nowt like riding Yorkshire’s Dales. No matter what the bike

[ Try this ]

Filtering – not the most fun you can have. But…

John Westlake

Focus on gaps

Follow another bike

Know the law

» Gaps are a nightmare for filterers because they’re an opportunity for cars to either dive into them (eg, if you’re filtering between traffic on a motorway), or for cars to fire out of them (if you’re in town and there’s a junction hidden by the traffic). Novice filterers worry about how close the vehicles are, old hands are alert.

» The vast majority of drivers won’t see you coming which means there’s a risk they’ll suddenly change lane, U-turn etc. However, when they’ve just been passed by a bike, they’ll be more aware of motorcycles for a few seconds and may even look in their mirrors before being a prat. That’s when you go past.

» Filtering is legal provided it’s not careless or dangerous in the eyes of that copper in the unmarked car. Being seen as reasonable is key. It’s also worth considering what witnesses would say if some berk does knock you off – if they all state you wanged past like a lunatic, your insurance claim could be a toughie.

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Know How

‘A left turn goes up a narrow hill – like you’ve taken a wrong turn and gone up someone’s driveway’

[ Screen time ]

The Doctor

Vary your speed » There’s no one safe speed for filtering, so keep checking if you’re being reasonable – 5mph might be ample in town, 30mph might be ok on a motorway if everyone is nose-to-tail doing 20. A useful guide for motorways is to never do 10mph more than the traffic – the upper limit is down to you…

» As my son and I were clapping and cheering along with 70,000 other fans who had just witnessed Rossi’s last ever British MotoGP I started to reminisce about all the great moments Vale has given us bikers over the past 26 years.

Back in 2016 Monster Energy created Valentino Rossi: The Doctor Series and over five episodes it charts his success on the track and off. A whole episode focuses on his home race of Mugello and another on his ranch. If you are a fan it’s a must watch. Colin Edwards, Loris Capirossi, Lin Jarvis and life long friends sing Rossi’s praises and talk about what Vale means to them. Many of his great winning celebrations are shown which made us fall in love with the guy. Many memories came flooding back but I won’t forget his wave to my boy and I on home turf. There is never going to be another rider quite like Rossi. This is a series I will watch many, many times. Paul Lang

Search: Valentino Rossi: The Doctor Series (scan QR code for YouTube link)

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A

t 74, Avril Summerbell should, in theory, be taking it easy. Instead, she’s criss-crossing the country in a 23-year-old camper van taking her 17-year-old grandson Franco to motorcycle races. Along with husband Stephen, Avril is the backbone of the team, providing money (from their pensions), catering, and a bed for Franco in the mature campervan.

‘We got back from Silverstone last night, so I’m very tired,’ says Avril, sounding chirpier than I feel on most Monday mornings. ‘And at Silverstone you walk miles! Luckily all I’ve got to do today is write Franco’s race report for him.’

It’ll be a good one because young Franco played a blinder in the mass brawl that is the Pirelli Junior Superstock 600 class. ‘Yes, in qualifying on Saturday he got an amazing sixth on the grid. That’s brilliant because of the injury [he’d badly hurt his knee the week before], plus he’s only just come from Talent Cup. He was a good lad after qualifying and looked after his knee, icing it and rubbing in Voltarol gel,’ says Avril, shifting seamlessly from PR officer mode to racer’s gran.

‘On Sunday he went out in practice to try and sort his gears out with another racer called Aaron Silvester. I think that’s good, when they help each other. A lot of the riders are great sports and I thought that was lovely. I really enjoyed this part of it.

‘In the race Franco didn’t look like a rookie at all. He got into fifth place, with Aaron behind him, and held that position for a long time. Then the safety car came out because 12 riders came off – it was carnage. In the end Aaron came fifth, with Franco in sixth. That was super.

The season has not been without drama for Avril though, most of it seeming to involve race transport. ‘We used to have an old caravan and were going home from a race in June and were pulled over by one of those motorway policemen. Stephen, Franco and I didn’t know but the caravan had had a blow-out and was snaking so much we had three miles of traffic behind us because no-one would dare overtake.

Just before the rock/paper/ scissors decider for who brews up next

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See, not all kids are sat at home Tik Toking on their PlayBox5s

‘Two weeks later the car caught fire on the M62. It was awful. Hopefully the campervan will be better. It’s old but it’s nice and clean and Franco likes it because his bed’s up above the cabin so he’s out the way.’

Besides vehicle problems, nerves are also a sideAvril: ‘I’ve always believed in him effect of supporting your grandson’s race efforts. because he’s so ‘When he did the first test on the 600 at Silverstone dedicated’ and came past us in the pitlane he was so fast there were tears in my eyes – tears of fear. I’ve watched him so much that I’ve got a lot of confidence in him, but I know everyone comes off at some point, which is terrifying. But how could I even think of stopping him?

He loves it.’

In fact, it was Avril and Stephen, along with Franco’s dad David, who got Franco into bikes, taking him to a minimoto taster session run by Durham bike cops when he was six. Franco was instantly hooked, and his grandparents have been buying his motorcycles and taking him to races ever since.

‘Tyres are our biggest money worry,’ says Avril. ‘They’re a nightmare – we have to budget on three sets for the

weekend. With entry fees and fuel, it costs at least £2000 a meeting. And that’s before he crashes… But we’re alright.

We’ve done without, obviously, and I could do with a new kitchen, but it’s worth it. I’ve always believed in him because he’s so dedicated and we have some very nice sponsors, plus the gofundme page which Bike publicises (see below). But we love it. Absolutely love it. I’ve made some fabulous friends, we mix with a lot of very nice young people and we love to go away with him and race.’ PB » Support Franco (and Avril) at gofundme.com (search for Franco Bourne).

‘When he came past us in the pitlane he was so fast there were tears in my eyes – tears of fear’ 117

Know How [ Our favourites ]

Chain lubes

Hartland Quay: October can be nice…

As we know good lubrication is vital if you’re going to get full value from your riding…

Scottoiler xSystem £199.99 scottoiler.com » As any shaft drive fan will tell you (repeatedly, and at length), the best chainlube is the one you don’t have to use. This Scottoiler is the closest you’ll get to that with a chain. It’s a 45 minute job to fit (just hook up to the battery) and forget it – the drips to the chain automatically stop when you stop. Just top up the reservoir every few thousand miles. The oil isn’t like glue so any that gets on the wheel washes off easily. JW

Muc-off Extreme Lube £11.29 muc-off.com

» This is my go to chainlube and it has been for many years now. Its biggest test has been when I have been too lazy to pack a can when I have travelled overseas. A quick squirt before heading off and my chain is still nicely gummed up on my return after hundreds of miles. Super sticky and adheres wonderfully but any flickage on the rear wheel can be easily wiped off using WD-40, water alone won’t budge it. I can’t see it on Muc-offs website anymore so please hunt down a can, you won’t regret it. They do have an all weather chain lube now that I will give a go next. PL

Gear oil £6.49 yourlocalmotorfactor » The benefit of lubing O-ring and X-ring chains may be outweighed by wear caused by road dust that gets stuck to the lubricant. I avoid super gloopy lubes because of the grinding paste they create, but apply lube sparingly to the inside edges of the plates of a hot chain to provide some benefit to the rollers. I’m working through a collection of lube I’ve been given, but if I had to buy my own I’d use heavy gear oil, applied with a brush after a decent ride, though most of it will be flung off on the first turn of the wheel. HW

Nothing at all £0.00 nowhere

» I’ve never used chain lube. I’ve always bought highquality O-ring chains that come pre-lubed and never had an issue. If I was an all-weather commuter I might, though that said my commuter would be shaft drive anyway. The most I’ve done over decades of riding is put a thin layer of high-temperature grease directly onto the front and rear sprockets to reduce friction.

It might not actually do anything, but I’ve never had trouble with chains stretching or snapping – and there’s no messy fling! AG

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[ Blast from the past ]

Aerostich suit I had to go to a funeral the other day and needed a protective piece of kit to wear over a suit and tie that wouldn’t be an embarrassing faff to take off when I got to the church. Enter my 27-year-old Aerostich.

It is at once both brilliant (proper Kevlar exterior, get on and off in 20 seconds) and shit (zips leak like a sieve). Considering I must have done 50,000 miles in it, the old thing is in remarkably good nick. JW

[ Events ]

See, hear...

There is still time to catch some sporting action, and still time to take part. Hugo Wilson locates the sources of Octobertainment.

Hartland Quay Hillclimb Bideford, North Devon 3 October

» You must see this. The tarmac track rises vertiginously, literally up a seaside cliff, starting from the doorway of a ladies toilet in a pub car park. Bikes range from classics to converted motocrossers, all ridden with the verve you’d expect of people leaving a pub in a hurry. Great action, beautiful location, nice people and a pub. Folks, what more could you want?

nhca.co.uk

Frittenden Flyer Grass Track Staplehurst, Kent 3 October

» Grass track racing is superfast, methanol fuelled competition on a bumpy oval track. Watching top riders pitch slewing bikes sideways into the turns is as spectacular as anything you’ll see in any form of bike racing. The vibe is very country fair. Rain stops play, so check it’s on before travelling to TN17 2ED.

Find them on Facebook

British Superbikes Brands Hatch, Kent 15-17 October

britishsuperbike.com

PIC: BAUER ARCHIVES

‘The tarmac track rises vertiginously, literally up a seaside cliff, starting from the doorway of a ladies toilet’

» You know the script here, but if you’ve not been to a BSB round this year, then this is your last chance. And make sure to cheer on Franco Bourne in the Junior Superstock races (or get more involved; search his GoFundMe page online and sponsor him).

Straightliners Santa Pod, Bedfordshire 17 October

» Astronomer? Or astronaut? Happy to just watch? Or do you want to take part? Get along to Santa Pod for this Run Wot Ya Brung event and pilot your own bike down the strip.

straightlinersonline.co.uk

[ Tried and tested ]

How to be a cable guy Venhill throttle cable kit

Used for: 6 months Price: £33.56 Info: venhill.co.uk » The inability of my local bike shop to supply a replacement choke cable for a 1951 Moto Guzzi Galletto forced me to investigate how to make my own. It turns out you need a Venhill throttle cable kit, containing five metres of 1.5mm inner wire (clutch cable kit has 2mm wire), five metres of teflon lined outer and an assortment of ferrules, nipples and adjusters. You also need a soldering iron, solder and flux. After watching a selection of contradictory and confusing ‘how to/how not to’ online tutorials I gave it a go. Practice makes better, if not perfect. On the second attempt I had a functioning cable and a smug sense of satisfaction. The choke now works. The rest of the bike doesn’t. HW 119

Kids, eh! Bundles of joy who get better every day. Especially when they want to ride motorcycles. Mike Armitage helps 16-year-old son Edward begin his bike life…

I

t’s a pleasant surprise. When he was a nipper my eldest son Edward used to toddle excitedly down our garden path when he heard my bike, but as he got older his interest in bikes dried up. They became a blind spot – and it’s my fault. ‘Your bikes and the shows, races and events all got overpowering,’ says Ed. ‘It wasn’t a conscious thing, but I got other interests.’

But now he’s 16 and can ride. And this changes everything, as a 50cc moped suddenly means he can get about himself, go to college, meet up with friends. And interestingly it’s not just the pull of the independence, but of the bike itself.

‘I don’t like the noise or seating position of a scooter, and they seem a bit childish,’ reckons Ed. ‘I like older things, and didn’t realise I could have a moped with traditional style and gears, like a proper bike.’ Which is why we find ourselves with a new WK Bikes Scrambler 50 and a tentative teen wondering what his over-enthused dad means by ‘bite point’.

I remember being on the fields at Shepshed High School some 30-odd years ago, blagging a spin on Richard Hollis’ Honda MB-5 and the frustration of repeated stalling. So as Ed has never ridden before our first driveway lesson is as breezy as can be.

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Early days: got the bike, got the kit, next stop his CBT…

A restricted fifty needs enthusiastic throttle and plenty of clutch slip for a smooth start. Yet after a few comedy efforts his mouth cracks into a smile, feet lift, and the Scrambler putt-putts away. Despite me yawping he forgets to pull the clutch in when he stops and so stalls the engine, but it’s still a memorable moment. I think there’s something in my eye.

Onto a local private road. A condition of Ed having a bike is wearing proper riding gear, and seeing him head-to-toe in kit makes it all feel very real. And makes me feel old. It’s hard to not butt in and bombard him with (duff) advice; clutch control is a feel thing, and I need to let him work things out himself. Teen attention spans mean he soon tires of firstgear trundling though and asks about changing up, so we talk through going to second. He starts, shifts... and then clicks up to third as well. As an obstinate middle-aged git it’s easy to forget how easily kids pick things up. ‘I feel I’ve got the hang of gears quickly,’ grins Ed. ‘It’s just timing and easier than I thought, though every time I’ve been on the back I’ve watched what you’re doing and so know how it should feel.’

Remembering to get the clutch in when

Know How Law says this can’t show over 28mph…

Scrambler 50 is based on the 125 so isn’t too small for a six-footer

Attaching the L-plates helps make the bike feel like his At 16, Ed has seen all of dad’s ‘which hand’ tricks before

‘As an obstinate middle-aged git it’s easy to forget how easily kids pick things up’ he stops is still a stumbling block (it’s from years of riding pushbikes), but it’s impossible not to feel pride as Ed starts confidently swinging around in a loop. I ask if the WK’s chunky tyres feel a bit strange in tight turns but he doesn’t know what I’m on about – as his first experience he has no reference, so just accepts how it is.

Edward needs to pass Compulsory Basic Training (CBT) before he can hit the road, which means tackling very many cones and an assessed ride. We’ll hone his low-speed control, find space for more speed and digest the Highway Code so he goes feeling confident. See how he gets on next month. MA

This is the modern day Fizzie » Cheap electric scoots mean moped sales have gone mad, but WK Bikes’ Scrambler is a proper geared 50cc bike. Powered by a vertical four-stroke single (not a Cub-derived horizontal unit) it has a four-speed ’box, a robust feel that defies expectations of Chinesemade bikes, and costs £1999.

Rivals Mash have three retro 50s with a similar engine for around £2200, while Bullit’s Hero has a twin-cam single for £2300 - the same price as Lexmoto’s best-selling Cypher electric thing. » wkbikes.com

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[ Weird & Wonderful ]

1987 Quantum 2

Part Bimota Tesi, part wild NASA experiment, part Doctor Who’s robot dog, this was biking’s brave future... and it was a real bike, not a balsa wood show queen

R

emember when you’d toddle along to the NEC each year and gawp at bonkers concept bikes? It was hard to image hub-centre steering, vertical handlebars and rim-mounted discs would ever reach the road. But they did…

The fabulous Quantum 2 was created by Tony Foale, a UK-based Aussie who started designing race bike chassis in the 1970s. In the 1980s he looked at separating load paths for steering, braking and suspension, and built the QL (Quantum Leap) to test his ideas – a BMW-powered device with vertical ’bars, hub-centre steering and out-there bodywork.

Pleased with his efforts, Foale cracked on with version two. A singlesided front swingarm cut weight and allowed swift wheel removal, with sci-fi ’bars turning the wheel via a tiller system and rose-jointed linkage.

Gas shock absorbers were used for low weight and naturally progressive damping, allowing the rear unit to be side mounted as it didn’t need a linkage. Box-section plates tied the suspension to the engine; early designs had a Kawasaki Z1R inline four as a fully-stressed member, but 122

the flimsier cases and mounts on newer, lighter motors needed these fabricated sections. ‘I am confident that this will make Suzuki’s own “lightweights”, the GSX-Rs, seem positively obese,’ wrote Foale.

With bodywork by a magazine competition winner and a keypad ‘rider interface’, Quantum 2 hit the road in summer 1987. Foale made six for buyers, each one different – you took your chosen engine and he built the chassis to suit, for around £10,000. That’s 30 grand in today’s money.

Owners needed commitment. You had to detach the ’bars and remove all bodywork to access the battery. Discs were made from gauge plate and warped – not side-to-side but out-of-round, putting the wheel out of balance. Myriad suspension adjustment made set-up tough, there was no front-end feel at all, and the aircraft landing-gear shocks (with 200psi of pressure) were designed for a single impact, not constant suspension movement. It’s fair to say the Quantum 2 preferred smooth roads.

Yet despite its flaws and 35 years of bike evolution, try telling me you don’t fancy one. It’s got games-console handlebars. Mike Armitage