Motor Cycle Monthly May 2015 - Full issue!

Suzuki V-Strom 650Xt

STORMING IT ON AND OFF-ROAD IN IRELAND

10 TOP TIPS FOR BuyIng A uSEd BIKE

PLUS 100s OF BIKES & BItS FOR SALE

May 2015

F REE T

AKE M HOME E Brilliant adventure bike raises its game for 2015 Aprilia Caponard Rally P36

MCM is FREE in dealers, clubs and biker cafés

WIn! this amazing

limited edition

TT Arai!

the go-anywhere, comfortable upright superbike! Ducati Multistrada P20

123mpg, touring capable, £4000 and loads of storage Honda Forza P26

YAMAHA’S AMAZING R1 Rossi-tech, MotogP brains, ultimate performance

2

NEWS 3

Motor Cycle Monthly, Media Centre, Morton Way,Horncastle, Lincs LN9 6JR Tel: 01507 529529 Email: editorial@ motorcyclemonthly.co.uk Editor Tony Carter Staff writer Carli Ann Smith Editorial design Holly Munro Publisher Steve Rose Advertising Team Leader Richard Sinclair 01507 529538 Advertising Jo Scarbro 01507 529468 Julia Pritchard 01507 529575 Marketing manager Charlotte Park Publishing director Dan Savage Commercial director Nigel Hole Associate director Malcolm Wheeler Advertising deadline for June issue May 1, 2015

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Independently proven pick up: 67,717 copies

Secret patents show Honda’s Africa Twin

It’s only drawings at the moment, but the next generation Adventure bike looks like it’s going to be very serious indeed...

This is a patent drawing filed in the US that appears to show the next generation Adventure bike from Honda. There’s been no news officially about this motorcycle in relation to the drawing, but at first look-over it does look very similar to Honda’s ‘True Adventure’ concept motorcycle shown at last year’s EICMA motorcycle show in Italy.

If it turns out to be the case that what we see in the drawing really is the final motorcycle then Honda was clearly using the concept bike in 2014 to gauge reaction from dealers around the world to something more hardcore for the Adventure bike sector.

This patent application shows a split airbox design with each part of the airbox sitting on each side of the headstock. In turn this shows that the fuel tank can then sit lower in the frame, keeping the bike very narrow indeed and also helping keep the bike’s central mass low.

There are several reasons for a low-mass on the bike with great ground clearance – but the chances are high that this has been done to

EVENTS

SUNDAY, MAY 10 BMW Bike Day, Ace Cafe London NW10 7UD. www.ace-cafe-london.com

SUNDAY, MAY 17 Rugby Bikefest, Market Place and High Street, Rugby Town Centre, Rugby, Warwickshire. www.rugbytowncentre.co.uk/ bikefest TUeSDAY, MAY 19 7th Annual Spilsby Bike Night Spilsby town centre, Lincolnshire Starts around 5pm and is aid of Lincolnshire Air Ambulance. www.wildmansmotorcycles.co.uk/ peter@wildmansmcs.co.uk 01790 753219 ThUrSDAY To SUNDAY, MAY 21-25 FHDCE Superrally Lincolnshire Events Centre, Lincolnshire Showground, Grange-deLings, Lincoln LN2 2NA www.superrally2015england.com 07733 357339

make the bike more able off-road.

The same can be said of the bike’s twin radiators which sit on either side of the engine just below the airboxes, an area less prone to damage from the front suspension over extreme terrains.

The new bike is clearly going to be 1000cc but is likely to not weigh much different to the original bike’s 218kg wet weight.

SATUrDAY, MAY 23 Beartown Bikers 7th Charity Ride Out, Church House Pub, Buxton Road, Congleton, Cheshire CW12 2DY. http://tinyurl.com/p27fewf

The original Africa Twin.

ThUrSDAY, MAY 28 British Superbike School Blyton Park, Old Blyton Airfield, Kirton Road, Gainsborough DN21 3PE A professional track based motorcycle training day for road or track riders – two groups. Only nine riders on the circuit at any one time. Entry is £289. www.britishsuperbikeschool.co.uk 01777 818013

4 NEWS EVENTS

SUNDAY TO MONDAY, MAY 24-25 Knebworth Festival of Transport, Knebworth Park, Stevenage, Hertfordshire SG1 2AX www.classicshows.org

Suzuki sponsors the Oliver’s Mount Barry Sheene Festival

Suzuki has become the circuit sponsor for Oliver’s Mount Race Circuit for the 2015 season and the title sponsor for the Barry Sheene Festival held on June 21.

Oliver’s Mount road race circuit is England’s only natural ‘road’ race track.

Situated just five minutes from Scarborough’s town centre, the races have been likened to a ‘miniature TT by the seaside’.

There are three main events taking place at Oliver’s Mount Race Circuit in 2015: ● Barry Sheene Festival – June 21 ● Cock o’The North – July 18-19 ● International Gold Cup – September 12-13 Advance tickets for Oliver’s Mount can be bought by calling the ticket hotline on 01723 373000 or for more info go to: oliversmountracing.com

MONDAY, MAY 25 Pendle Powerfest, Nelson & Colne College, Barrowford, Lancashire BB9 7YT. www.pendlepowerfest.com MONDAY, MAY 25 Margate Meltdown, Ace Cafe London NW10 7UD. www.ace-cafe-london.com FRIDAY TO SUNDAY, MAY 29-31 Bournemouth Wheels Festival 2015, Bournemouth seafront BH2 5AA www.bournemouthwheels.co.uk SUNDAY, MAY 31 Centre 81 Bikers’ Breakfast, Centre 81, Tar Works Road, Great Yarmouth, Norfolk NR30 1QR. www.centre81.co.uk 01493 332253 ThURSDAYS JUlY 23, AUgUST 20 AND SepTeMbeR 24 British Superbike School Blyton Park, Old Blyton Airfield, Kirton Road, Gainsborough, DN21 3PE A professional track-based motorcycle training day for road or track riders – two groups. There are only nine riders on the circuit at any one time, to ensure that you have loads of space and time to practise. We also have a maximum of three riders/coach on track to make sure that you get great personal individual attention. Entry price is £289. www.britishsuperbikeschool.co.uk 01777 818013

Green transport grant could knock £1500 off the price of electric bikes Business minister Matthew Hancock has announced that motorcycles and scooters will join cars, vans, trucks and buses in the Government’s drive for greener vehicles. Up to £7.5 million will be set aside to boost the uptake for electric two-wheelers and help bikers bridge the cost gap between a zero-emission electric motorcycle and conventional petrol versions.

The grant could offer up to £1500 off the purchase price and allow motorcyclists to reduce

both their running costs and environmental impact.

The move comes after meetings the electric Motor Cycle Industry Association had with leading manufacturers including Suzuki, Harley Davidson, BMW, Volt, and Mahindra.

Hancock said: “Low-emission vehicles are the future and show that we can meet our climate change commitments without giving up our cars or motorbikes. Electric motorcycles and scooters have got

fantastic potential and can be a real force for good.”

The minister also announced that seven new hydrogen projects have been given the green light. This £6.6 million investment will see an initial network of 12 hydrogen refuelling stations established, including new stations built in Brentford and Croydon and a new mobile station that will be used across the south of England, as well as upgrades to existing hydrogen demonstrator stations.

Enfield Continental Cafe Racer now in black Royal Enfield has now made the Continental GT 535cc Cafe Racer available in black. Available to buy from April, it will be priced at £4999 on the road – the same as the yellow and red machines.

The new colour option also features a new tan coloured flat sculpted racing seat, with contrast stitching.

For more information, go to: www.royalenfield.com/uk

NEWS 7 Ride your mate’s bike for free New insurance policy covers you on someone else’s bike for no extra cash Insurance broker Carole Nash has unveiled a new policy giving British bikers enhanced cover to ride someone else’s bike at no extra cost.

The Rider Cover policy is an extension of an existing Carole Nash bike policy – allowing the policyholder to ride anyone else’s motorcycle, with the bike in question covered should it be accidentally or maliciously damaged or vandalised.

Rider Cover comes with free DNA+ protection, UK & European breakdown recovery including Homestart worth more than £100, and up to £100,000 in legal expenses cover.

Nick Baker, products and marketing director for Carole Nash, said: “The launch of Rider Cover is further evidence of our forwardthinking approach, in-depth understanding of the market and bikers’ requirements. We spotted a gap in the market and acted on it with a new and unique offering.”

To find out more call: 0800 804 7952.

Yamaha’s funked-up XV950 Racer revealed

The roadster gets redressed with attitude and a bit more black paint This is the latest ‘Yard Built’ motorcycle to throw itself into the Yamaha big cafe racer line-up, the full-on XV950 Racer.

In the same vein as the firm’s recent updated Vmax, the cafe racer XJR1300 and the SR400, the bike is now part of a growing Yamaha trend to add some street funk to selected parts of the range. Nothing majorly mechanical has been changed on the bike though, this is much more a styling change with some obvious revisions to the riding position.

Making maximum torque of 58lb-ft at 3000rpm – and maximum power of 51bhp at 5500rpm – the 942cc aircooled 60º V-twin is more a drag race bike for city riding than long-range tourer option for the cool brigade. What distinguishes the new XV950 Racer from other models is its forwardleaning riding position. That’s thanks to aluminium 22.2mm diameter clip-on handlebars that are positioned 156mm further forward and 78mm lower than on the XV950/R models.

The fact that the bars are 22.2mm

diameter – as opposed to the larger diameter designs used on the other XV950/R models – enables the use of slimmer supersport type handlebar grips.

The clip-on handlebars are equipped with compact new switchgear and clutch/front brake levers and the front brake’s master cylinder has also been reduced in size.

The XV950 Racer gets newly positioned flashers that are mounted on the lower triple clamp.

There’s also a new slimmer seat and rear-set footrests. The front forks are 41mm diameter and give 144mm of travel, 9mm more than the standard XV950.

The twin rear piggyback gas shocks have also been developed to suit the new Racer model, and give 116mm of rear wheel travel, 6mm greater than the XV950/R. No price on the bike from Yamaha at the moment, but we do know that it will come in blue or grey and will be available from May.

The ‘Yard Built’ XVR950 Racer. Looks the part if you fancy being a bit of a rebel.

UK road racing moves a step closer The ability to hold road racing on the mainland UK – as famously seen in Northern Ireland – has moved closer to becoming a reality with Royal Assent being given to the Deregulation Bill.

What the bill does is to allow local authorities the power to run motor sports on closed public roads without needing an expensive Act of Parliament to suspend the Road Traffic Act each time.

Rob Jones, Motor Sports

Association (MSA) chief executive, said: “This landmark development is the result of a lot of hard work by a small handful of people behind the scenes, with vital backing from thousands of supporters within the British motor sport community.”

A further secondary legislation is required (a document detailing the powers made available) before racing can happen. The MSA is working to ensure this is achieved: “As soon as possible,” following the general election in May.

8 NEWS

Try off-road with the Yamaha Experience

Yamaha has joined forces with the Amateur Motor Cycle Association – AMCA – to offer a brand new off-road riding experience: the Yamaha AMCA MX Experience.

Yamaha’s new partnership with one of the oldest governing bodies in the sport of off-road competition, gives wannabe off-road riders the perfect opportunity to try motocross at a range of venues throughout the

UK, without the commitment of buying a bike or kit.

There’s a fleet of Yamaha’s latest off-road machinery to use, including the reverse-cylinder YZ250F motocrosser and the new fuel-injected WR250F enduro bike.

For a full calendar of dates and details about what the Yamaha AMCA MX Experience can offer you, go to the website: www.amca.uk.com

Top Gear duo sell off their bikes Richard Hammond and James May are selling off some of their motorcycles at the upcoming Bonhams Spring Stafford Sale on April 26.

The sale will include 12 motorcycles belonging to the bike-mad pair, who used to present the BBC TV show Top Gear. “Just because I’m unemployed now doesn’t mean I have to get rid of everything,” said May. “I was going to sell these bikes anyway. And those paintings, and my collection of Scalextric cars. Honest.”

Hammond added: “As a serious collector of motorcycles, it’s important to review one’s stable regularly, and the Bonhams Stafford sale is the ideal opportunity to move bikes on and

James May

£12.50 charge for bikers using machines more than 13 years old in London’s congestion zone A NEW ruling means motorcyclists using machines more than 13 years old will be charged £12.50 in London’s congestion charge zone because they won’t be able to meet the Euro 3 engine emission standard.

The move is part of the new Ultra Low Emissions Zone, a system that’s going to come into force in

2020. Currently, motorcycles are exempt from the emissions charges in London.

Mayor of London Boris Johnson said: “The world’s first ULEZ is an essential measure to improve air quality in our city, protect the health of Londoners, and lengthen our lead as the greatest city on earth.”

possibly acquire new ones.

“I also have a canoe, and some Wharfedale hi-fi speakers, if anyone’s interested.”

Ben Walker, Bonhams international head of motorcycles, said: “Jokes aside, James and Richard are offering for sale some great motorcycles from their collections, including examples of Yamaha, Suzuki, Honda and Norton – and we expect the collection to attract a lot of attention at the upcoming Spring Stafford Sale.

“We’re delighted that they both elected to consign their collections with Bonhams Motorcycle Department, an agreement that originated many months ago”.

Richard Hammond

James May’s bikes:

Lot 326: 1974 Yamaha 49cc FS1-E – £2000-£2400 Lot 327: 1976 Suzuki AP50 E – £2000-£2400 Lot 328: 1980 Ossa 250cc MAR Trials Motorcycle – £1200-£1500 Lot 329: 1979 Suzuki TS250 – £800-£1200 Lot 330: 1973 Honda CD175 – £1400-£1800 Lot 331: 1975 Honda CB200 – £1500-£1800 Lot 332: 1971 Kawasaki 250cc A1 Samurai – £5000-£6000 Lot 333: 2010 Yamaha SR400 ‘Grievous Angel’ by Deus Ex Machina – £8000-£12,000

Richard Hammond’s bikes:

Lot 334: 1977 Honda GL1000 Gold Wing – £4000-£6000 Lot 335: 2010 Norton Commando 961SE – £14,500-£18,500 Lot 336: 1970 Triton 500cc ‘Cafe Racer’ – £6500-£8500 Lot 337: 1975 Yamaha 49cc FS1-E – £2500-£3500

Get yourself along

Bonhams Spring Stafford Sale takes place at the International Classic MotorCycle Show, Staffordshire County Showground on April 26.

Viewing (10am to 5pm) on Saturday, April 25.

10 NEWS

Triumph’s limited edition Speed Other new Triumph colours, too

Alongside the special edition Speed 94, Triumph has announced a number of new colour schemes for its Daytona 675 and Thunderbird family, which will also be available from April. Alongside a Lithium Flame/Frozen Silver finish on the Thunderbird Commander, riders can specify a Crystal White/ Phantom Black colour pairing on the Thunderbird LT and Lava Red paint scheme on the Thunderbird Storm. The Daytona 675 will now also be available in a Crystal White/Jet Black combination, as well as Diablo Red/Matt Silver finish.

To mark 25 years of the Speed Triple, Triumph has launched two new special editions.

Both models come with an unlimited mileage and two-year factory warranty, priced at £9749 for the standard Speed 94 and £10,999 for the R version.

Both bikes are available now.

Here’s what the bikes get: Tribute paint schemes in iconic Speed Triple colours, enhanced blacked-out parts that echo the classic Speed Triple look, original Speed Triple typeface decals, and commemorative Speed 94 tank plaque. The bikes are available in either black or yellow.

Mechanically, the bikes are unchanged, with the Speed 94’s 1050cc motor making 135bhp and 82lb-ft of torque. The bike also keeps the aluminium trellis frame, single-sided swingarm, fully adjustable 43mm upside-down Showa forks and monoshock, alongside Brembo radial calipers with Triumph’s ABS system.

The ‘R’ version of the Speed 94 – the Speed 94 R – adds uprated, blackanodised, fully-adjustable Öhlins NIX30 43mm forks, Öhlins TTX36 rear shock, Brembo Monobloc radial calipers, and comes with Pirelli Supercorsa SP tyres.

The badge and that iconic yellow colour point to the limited nature of the Special Edition Speed 94.

Rossi to appear at Goodwood Nine-times world champion Valentino Rossi will make his Goodwood Festival of Speed debut on June 28 to celebrate Yamaha Motor Company’s 60th anniversary.

Rossi will race at the Dutch TT in Assen on Saturday, June 27, before flying to the UK to attend the event, where he will be joined by Yamaha Motor Co executive vice president Takaaki Kimura.

And he’s going to be riding, too.

The Italian will be taking on the iconic

1.16 mile-long Hillclimb on his Yamaha YZR-M1 MotoGP bike on the Sunday.

Event founder Lord March said: “It’s terrific news that Valentino Rossi will be making his Festival of Speed debut this year. He’s the most successful premier-class Grand Prix rider in history and will be an incredibly popular figure for the growing number of extremely passionate and knowledgeable motorcycle enthusiasts that join us every year at Goodwood.”

11

12 luggage

Inside the adventurer’s luggage

If you’re the kind of person who needs two suitcases for a weekend break, you could learn something from round-the-world adventurer Rhys Lawrey…

Young British adventure motorcyclist Rhys Lawrey, aka 2moroRider, is riding 50,000 miles around the world on a Triumph Tiger 800XC called ‘Tigger’. You might think you’d need a lot of luggage for a year-long journey across 75 countries and six continents, but Rhys likes to travel light.

The epic journey is helping to raise money for The Prince’s Trust, helping to inspire and change the lives of 1330 year olds. Here’s how he does it…

“There are basically three pieces of luggage that I use,” Rhys told us; “panniers, a waterproof roll bag and a small tank bag. That’s it – keep it simple!

“The main item is a pair of Metal Mule MAX panniers – one 38 and one 31 litres, to balance the bike. On my left while riding is the 38-litre pannier, and inside that is a Kriega inner bag, which carries all my personal items: off-the-bike shoes; a ‘going out’ smart Barbour shirt; four pairs of socks/undies; three casual/polo shirts; two Cotswold merino wool riding shirts (one I wear while riding, the other is in Kriega bag); toiletries.

“Here’s a top tip: When staying at hotels take the small soaps and shampoos with you. They’re nice and small and you can use them to wash yourself or your clothes.

“On my right side is the slightly smaller 31-litre pannier. It’s the same side as the Arrow Exhaust, which is a Triumph accessory upgrade, and saves up to 4kg. This is what I call my ‘accessory and tool box’, containing: laptop; documents, maps, etc; spare parts; tools, tyre pump kit, spanners, cable ties, rags; oils, including Scottoiler top up and WD-40; GoPro camera accessories and equipment; spare pair of riding gloves; snacks – riders need fuel too!

“I also fitted the Metal Mule Rear Rack, which gives me the freedom to tie down a bag on the back. The Triumph Dry Roll Bag is waterproof and I use it for stuff I don’t need very often, such as camping gear. Starting from the bottom, it carries: tent, sleeping bag and small blow-up mattress from Cotswold; towel, head

Rhys knows how to travel light. light, coffee mug, plastic knife and fork; spare tubes; back up food supply (Cotwold breakfast bags and high-energy protein nut bars); extra merino wool clothing for those REALLY cold times; any souvenirs I collect along the way.

“The only other bag I carry is my Triumph Adventure Tank Bag; it’s where I stash all my most-used items and valuables, such as: hat, sun screen, insect spray, sunnies, lip balm; Garmin GPS; GoPro cameras and ‘use the most’ accessories; current map, pens and a small notebook; and finally, toilet paper.

Never leave home without it. Just on top of my 38-litre pannier, is a lightweight small tripod. That’s it.

“I don’t like to carry too much as weight can wear down the bike. I like to think of the old school adventurers such as Marco Polo, riding his camel along the Silk Road.

Well ‘Tigger’ is my camel. So, I try to feed her well with the best fuel and don’t go overboard on luggage.

“Heck there’s even room on my pillion seat for one of the locals…”

You can follow Rhys’ incredible journey, watch the video diaries and make a donation www.2mororider.com.

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14 PRODUCTS

TesTed

Putting in the miles with the kit that matters

UClear HBC200 Force Bluetooth Intercom

Around £270 | www.uclear-digital.eu | Reviewed by John Milbank There’s quite a choice of intercoms available now, all offering their own features and advantages. They all work in much the same way though – a wireless connection to other units, a Bluetooth connection to your phone or GPS, and a pair of speakers and a microphone to tuck away in your lid.

There’s no microphone with the UClear though – just a pair of neat speakers and the compact, sleek main unit. A pair of microphones are tucked away inside the speakers, picking up the sound of your voice even with an open-face lid. Clever.

First learning the button presses of a new intercom can be a bit of as faff (especially when you’re trialling multiple units, and have to use different ones every few weeks), but UClear has come up with a brilliant free reference app for your iOS or Android device – guiding you through everything from the contents of the box to pairing with other brands of intercom, it’s an incredibly easy way to get used to the device.

A simple three-button layout is a doddle to access with winter-gloved hands, and the main unit is attached to your lid with a very neat and compact self-adhesive metal clip. A small bulldog-style clip is also supplied for temporary fitting. The two speakers tuck inside the lid, and are only a fraction thicker than the speakers supplied with the Interphone I’ve also reviewed, despite housing the two microphones.

Careful positioning is important to ‘aim’ the mics at your mouth, but I found this no harder than fitting any other device; and not having to worry about where to put a mic is brilliant – no more foam pads touching your mouth, and no booms on flip-front or open-face lids.

Everything is linked via a small cable with what appears to be a mini-USB connector. This is a tight fit, so I make sure I grip the plug, rather than pull the lead when removing it to charge.

Unfortunately a standard mini-USB can’t be used for charging, so you must take the cable with you when away. No great problem, but I do wish all intercom (and phone) manufacturers would standardise their charging ports.

At first, I found the UClears were too quiet for me – with earplugs fitted, and with the wind noise of even my relatively quiet Schuberth C3 Pro, both rider-to-pillion speech, and music from my phone weren’t loud enough. But UClear’s support is superb, and a firmware update was available on the website for both PC and Mac. Quickly and easily installed, it solved the problem.

When turning on, a couple of times my wife and I heard some noise and feedback, as the mics acclimatised to their surroundings. This very quickly disappeared though, and when we weren’t talking, the silence was stunning.

At higher speeds, some intercoms can make small noises that become distracting, making you want to cut the connection when you’re not

speaking – not so with the HBC200, which keeps the peace, even with an open-face lid.

The advanced noise-cancelling technology does struggle to maintain clear conversation when you’re in the full blast of the wind and travelling at high speed, but for normal use (behind a screen, and at licence-friendly speeds), the UClear performs as well as other units I’ve tested – on a sports-tourer with a low screen they all tend to work best up to around 50mph, then start to break up at 60mph and above. A good-quality helmet for both users and a tall screen can make a huge difference though.

For rider-to-rider use, the HBC200 works up to 700m, but large groups can ‘hop’ between each other, increasing the range by up to 500m between each rider. The battery lasts up to 10 hours in use, and listening to music on your smartphone is easy at any speed once the firmware’s been updated.

The UClear offers a compact, simple-to-use form. I do still love the voice-prompting of the Interphone F5MC, but the lower price combined with neat design and the fact that there’s no need for an awkward microphone make these well worth considering.

15

16 PRODUCTS

Sealey 45pc 3⁄8in Duo Metric Bering Vigo gloves Socket Set AK692P

Around £95 | www.sealey.co.uk / 01284 757500 | Reviewed by John Milbank For many years I’ve used a goodquality socket set that cost £35 – it covered all the sizes I needed, and has lasted me well; only the moulded plastic carry case losing one of its clips. Now I’ve tried this Sealey set though, it’s relegated to the back of the tool chest, only coming out when I need two sockets of the same size…

All the Chrome Vandium, polished satin finish sockets are ‘Wall Drive’, which means they’re less likely to damage fasteners, and can help remove ones that have been rounded. Containing both metric and imperial in standard and deep, it also has several ‘DuoMetric’ sockets – basically, these are the sizes that fit both standards.

Personally, I rarely have much use for the Imperial sizes, though once in a blue moon they come in handy. Given the choice, I’d have found 6 and 7mm sizes more useful, as well as a 24mm – this set stops at 22mm.

What I really appreciate is the deep knurling on every socket and the extensions – it makes spinning nuts and bolts on by hand so much easier, even when you’re covered in grease. I didn’t realise what a huge difference it would make.

The ratchet is beautifully made – it’s much more compact than my old set, and whereas that had 24 clicks per 360°, the Sealey is twice as fine, offering 48 clicks; don’t underestimate how useful this can be when working in confined

spaces. The reversing latch on the socket is easy to flip with nitrile gloves on, without constantly getting knocked in use like my previous kit.

A 3⁄8 to ¼ adaptor is included, which also doubles as a T-bar adaptor when slid over the extension. A bent flex handle has been useful in a couple of awkward jobs, and there are three sparkplug sockets – 16, 18 and 21mm.

Unfortunately the rubber in the 16mm one doesn’t always hold on to slim motorcycle plugs – my old one did, but has long since worn out, so I’m still using a magnet to lift out the odd stubborn one.

The ‘proper’ metal tin is a great thing to have, and rounded corners help reduce damage if you knock it into something.

The list price is £144, but it’s available from Sealey stockists for between £89 and £110.

Around £64.99 | www.tranam.co.uk | Reviewed by Bob Pickett The Vigo gloves are intended for two-season (Spring/Autumn) use, with comfort and waterproofing the prime design features. They are instantly comfortable, moulded to set the hand in a gentle curve. A wide strap velcros round the wrist, ensuring the gloves stay on and has the additional benefit of keeping the wrists warm.

The palms are reinforced and feature a suedelike material: In the rain this is ideal as you can use the entire palm to wipe your visor on the move. While we’re talking about the wet, a claimed 100% waterproof and breathable lining ensures that hands stay dry.

I have been wearing the Vigo gloves since the turn of the year. In that time the temperature has dropped to as low as –3ºC (up to a toasty +8ºC) and there have been some heavy rainstorms. Above zero my hands are lovely and warm. It is only when the mercury plummets the chill gets to my hands; the ends of my digits get (very) cold, but importantly I am able to bend my fingers meaning I remain in full control of the bike.

Not a drop of rain has got past the lining and the breathable layer wicks away any moisture with my hands staying dry (and the lining in place!) I have not had to see what happens if I put them on with wet hands.

Downsides? The wrist fitting means the Vigo gloves slot inside the sleeve (as opposed to over like a traditional gauntlet). They work fine with the Akkor jacket (from the same manufacturer), but I could not do up the sleeves on my old Hein Gericke jacket and with Bering’s own Scalp leather jacket it was hit and miss.

Even with the Akkor, you have to make sure the cuffs are tight enough or a stream of cold air shoots up the sleeves. And while there is hard knuckle protection, the fingers aren’t catered for so well.

The Vigo gloves have exceeded expectations and handled a cold winter very well. But try them on with your jacket to ensure you can do up the cuffs.

18 LETTERS

HAVE YOUR SAY Shifting perceptions

I have recently been looking at adverts for a Honda Deauville 650. Often the ads express a problem selecting neutral, and say this is common with these bikes, but I have two and they are both okay (they are low mileage). I was wondering if it could be anything to do with clutchless gear changes?

Would it damage the gears’ syncromesh?

I have had a lot of bikes over the years and not had this problem; like many other riders I did do clutchless changes, though not any more. Have your experts got any thoughts on this, or have any other readers experienced it?

The paper is great by the way, keep it going.

Keith Hobson, via email

We want to hear from you! We’d love to read your tips, stories and opinions, so why not get in touch and tell us what’s on your mind Email us at: editorial@motorcyclemonthly.co.uk Send your post to: Your letters, MotorCycle Monthly, Mortons Media Group, Horncastle, Lincs LN9 6JR Please ensure you include a telephone number if you’re contacting us by post – it helps if we need to get back in touch with you.

I almost always do clutchless up-shifts, and (touch wood) have never had a problem. However, I checked with a pro mechanic who told me: “Clutchless gear changes shouldn’t damage the gearbox, as most are a constant mesh arrangement anyway.

“The only problems that you can get is to the gear dogs themselves, as it can start to wear the dog teeth and cause the gears to separate, thus ‘jumping out of gear’. However, in my experience this is quite rare, unless the box has been abused or is very high mileage.

“The problem selecting neutral is more likely to be from clutch drag, or the wrong adjustments made to free play, but there are no known problems with that model in particular.”

★ MCM STAR LETTER OF THE MONTH ★

Dad’s 125

I’m sending this photo in of my dad, Tim Robertson. It was his first bike and was referred to as a Swallow. It had a 125 Villiers engine, the year was around 1956, the photo was taken in Kirkthorpe, Wakefield.

Jamie Robertson

Thanks Jamie… Last year, I asked our readers for photos of their history, and many of you very kindly sent some fantastic images. I intended to start using them as space increased for the letters page, but as you’ve maybe read in my letter, I won’t get a chance now.

They’re still on file though, and I’m sure the new editor will make use of them.

Bring back mudguards

Today’s bikes have amazing engines, great suspension and electrics, and reliability once only dreamed of, but why do 99% lack mudguards?

Even my Honda Deauville – surely the most sensible of bikes – needed a fender extender and mudflap in front of the rear shock to make it an allweather machine.

My SV1000S has the shortest possible front mudguard, and on my first ride in pouring rain the water from the front wheel hitting the exhaust and oil cooler sent up clouds of steam which made the instruments totally unreadable because of the condensation. Add to that the mud and road-dirt, which has to be cleaned off

Where it all went wrong

In the 1930s to 1970s, young men left school at 14-15 years, saved money, and bought a motorcycle at 16. In the 70s, school leaving age was raised to 16, and now it’s 18.

There was the 250 restriction, and then the helmet law prevented you from offering a ride to a girl at work.

With all the laws regarding tests now, it’s got to the point that it’s no longer feasible to ride a motorcycle, plus you have to pay to park bikes in parts of London, and then there’s the cost of purchasing a new bike over 650cc.

As school leaving age is 18, what percentage of leavers have already got a full car licence?

It’s hardly going to encourage them to buy a motorcycle.

If I was 16 today I would not even consider a motorcycle. I’m in my 70th year, and I’ll keep my

Thank you and goodbye

It’s with a heavy heart that I bid you a fond farewell. This issue of Motor Cycle Monthly is the last one I’ll edit, as I’m moving to our sister magazine Motorcycle Sport & Leisure. MCM will be in a safe pair of hands, with Tony Carter taking it, and MoreBikes.co.uk over from me.

Editing MSL is a great opportunity, but I’m still hugely proud of this free paper. More than anything though, I’m delighted to have met so

Conquest saves the day after even a short ride in the rain. All easily cured with a decent set of mudguards.

Is it because so few of us ride all year round, or in all weathers, that rider modes and traction-control are considered more essential than something as basic as mudguards? My old BSA had full mudguards, fork gaiters and a totally enclosed rear-chain which needed no maintenance.

So actually bikes have gone backwards since the 1950s as practical transport, despite the advances in materials and technology.

Great paper by the way, keep up the good work.

Peter Power, via email

17-year-old CB750, even as a tyre costs twice as much as one for my Transit van. Oh, and the van tyre lasts 30,000 miles, compared with the bike tyre’s 8000 miles.

Derrick Vincent, Peterborough

Things have certainly changed significantly Derrick. As you rightly point out, it’s a lot harder to get on a bike now, though it is looking likely that we’ll see a tiered licence structure for cars soon too.

While you do have to pay to park on many of London’s streets, there are still plenty of free spaces in the car parks – I parked under Hyde Park among the Ferraris and Bentleys last year for nothing; look for the Q-Parks and many council-run car parks. With more and more people taking to bikes because they’re simply cheaper than public transport, we might see things shift a little in the future.

many wonderful people in my 18 months here.

There’s so much more I would have loved to have done, but filling the pages you hold before you has never been a problem – the difficulty has been in trying to fit it all in.

Thank you all for being such a great bunch! Ride safe, have fun, and give a wave if we meet at a show or on the road.

John Milbank, ex-editor

I was recently tootling along the A350 in Dorset with my TDM 850, enjoying my ride, when I suddenly encountered a carelessly discarded piece of metal in the road. It turned into a missile when brought to life by contact with the front wheel of my bike, smashing into the radiator and clutch arm, and very nearly managing to unseat me.

Sixty-eight year olds aren’t as adept at dodging disasters as we were in our heyday.

Coolant poured out on to my boots and the road, and raised my already dodgy blood pressure a good few notches. Luckily for me, I was close to Three Legged Cross (Dorset), where I pulled into a rather obscure-looking bike shop. Upon learning of my misfortune, all three staff immediately focused their attention on me.

A plan of action was swiftly put into place; I’d leave my TDM there and be loaned a bike to get home to Blandford, which I returned to them the next morning with the help of my wife. The TDM was all fixed in under a week after the proprietor secured a replacement radiator via eBay at minimal cost. Wow, what brilliance!

It was very refreshing for me to discover that such bike shops are still out there. Hats off to you and your guys at Conquest Motorcycles, Howard. You’ll be seeing a lot more of me.

Mannfred, Blandford Forum, Dorset

That was a close call Mannfred, but great to hear you got such brilliant service. Have a pair of superb RST gloves to help make up for it…

This month’s star letter wins a fantastic pair of RST Blade gloves worth £59.99. With a double-layer leather palm, carbon knuckles and pre-curved outstitched fingers it’s a great do-it-all sports glove. www.rst-moto.com

Keeping it in the family I thought you’d be interested to see this picture of my grandad taken in the late 20s (he was of the same age) at Beggars Roost, Lynton at the summit of a then-famous hill climb. You can watch an old movie of it at bit.ly/devonhillclimb.

My grandad had been a Lewis gunner in the First World War, which may explain those rather gritty features.

The other picture is of my dad aged 17 atop his Triumph Speed Twin (aside a Swallow sidecar) taken in the family driveway in the early 50s.

Check out that big old grin. Having ridden since I was a kid I know just how he feels.

Jamie Dwelly, via email

A pair of fantastic images, thanks Jamie!

Motor Cycle Monthly is always FREE Pick up your free paper every month from your nearest dealer, club or biker café. If it’s not stocked there yet, put them in touch – it costs nothing!

19

20 FIRST RIDE

2015 Ducati Multistrada 1200 From £12,995 | 160bhp@9500rpm | 100lb-ft@7500rpm | 90° V-twin with variable desmodromic Valve timing Tested by: John Milbank Photography: Milagro

With 8lb-ft more torque and 15bhp more than a Monster 1200 S, the Multistrada could be a daunting proposition; a howling beast, bristling with pent-up aggression, just waiting to bite its rider on slippery UK and beyond roads. But it’s not. It’s easy to ride, it’s comfortable, and it’s really, bloody fast.

There are three bikes to choose from: the 1200 at £12,995; the 1200S at £15,595 (or £200 more for white paint); and the 1200S D:Air, which includes the electronic Dainese air-bag system (price is to be confirmed).

Tell me about the engine

Desmodromic Variable Timing (DVT) makes this the first bike with double continuously variable camshaft timing.

It’s all about valve overlap… put simply, having the exhaust valve open while the inlet opens can increase power at high revs.

But at low revs that makes for lumpy low-speed running. There’s usually a compromise, like in the new Ducati Scrambler, which has a reduced overlap to improve city-speed riding, with the side-effect of lower peak performance.

Timing belts drive two cogs in each head from the crankshaft. All very standard, but those cogs are connected to the camshafts by rotating, oil-filled ‘cam phasers’. When oil from the engine is pumped in via solenoids, the relative position of each camshaft to the outer cog can be altered by 22.5° in 0.45 seconds.

Cam timing is actually referred to by crankshaft rotation, so as the cams rotate at half the speed of the crank, there’s the potential for a timing change of 45° of crankshaft rotation. The scrambler has 11° of valve overlap, while the first Multistradas had 41°.

With DVT operating on both cams,

there’s a potential timing phase change of almost zero (smooth), right up to 90° (fast).

If that’s made your head ache, then just know that it gives a 10bhp and 8lbft increase, with a homologation-tested 8% drop in fuel consumption (I saw 45mpg on the very stop-start and highspeed launch). Clever stuff, but what’s really impressive is how it smooths out the characteristically lumpy vee.

The snatch usually associated with these engines is much reduced; when pulling away it feels strange at first, as if the power’s not there, but it’s all just bought gracefully under control.

To meet Euro 4 legislation, the engine covers are internally ribbed to prevent them resonating – acting like a speaker or drum – and they’re packed with sound-deadening rubber. Sadly the EU party-poopers have imposed a clunky fuel-tank vapour box on the left of the engine (as seen for a while on US bikes), and reflectors on the forks.

Both these changes had to be made at the last minute, so missed the opportunity to be incorporated into the otherwise stunning design process.

What’s the chassis like?

Everything is new on the 2015 Multistrada, including the chassis. It’s the usual (lovely) tubular steel trellis frame, but the geometry has been nipped and tucked for comfort.

Weight distribution is apparently almost 50/50, and like the previous model, rider and pillion are kept within the wheelbase for the most stable ride.

There are four-pot monobloc radial calipers biting 310 mm discs on the standard 1200, but the 1200S gets the 330mm discs and Brembo Evo M50 four-pots from the Panigale 899.

Honestly, I couldn’t tell the difference in use – both set-ups are awesome.

FIRST RIDE 21 And then there are the electronics… both the 1200 and 1200S have the full Ducati Safety Pack of Bosch’s 9ME cornering ABS, traction and wheelie control. These are all fed by the new Inertial Measurement Unit – a variation on the same Bosch brain used in the Panigale, as well as the new KTMs and Yamaha R1.

It looks at roll, yaw, and longitudinal, transverse and vertical acceleration, then compares the data with wheel speed and other parameters to determine the bike’s lean and pitch angle. The 1200S also

uses this to help control the Ducati Skyhook Suspension (DSS) – a semiactive system that adjusts front and rear damping, along with the rear preload. DSS featured on the 2013 Multistrada 1200S, but new software, a rear travel sensor and the IMU refine the system and add more control to the damping in corners.

The braking system is combined, but only from front to rear – a conscious decision by Ducati as having the front brake operated by the rear pedal was not considered suitable for Ducati’s sporty ethos.

The Enduro pack.

The Sport pack.

Should I buy one?

The main benefits of opting for the pricier 1200S are the semi-active suspension and full-colour dash, which includes the Ducati Multimedia System – you can control telephone calls and music streaming, as well as get text message notifications; all from the bike’s display. There’s also an app on the way that lets you record the route and performance data, then save or share it.

The S gains full LED headlights, with one lamp on each side illuminating as the bike leans, brightening the inside of corners more effectively. The uprated Evo brakes won’t really make a lot of difference to most riders, but the extra tech is likely to appeal; 80% of buyers chose the higher spec in previous years.

There are four option packs available, giving a choice of extras (which are all also available separately): Touring includes side panniers with a total capacity of 58 litres (you can get a fullface lid in the left-hand one), heated grips (with three levels) and a centrestand for £950.

Sport comes with a road-legal carbon-fibre Termignoni silencer, carbon-fibre front mudguard and forged aluminium brake and clutch fluid reservoir covers for £950.

Urban features a 48-litre top-box (big enough for a pair of full-face lids), semi-rigid tank bag and a USB hub power outlet for £560.

The Enduro pack is designed for dirt riding, with Touratech engine, radiator and sump protectors, off-road footpegs, additional LED lights and an enlarged side-stand base for £950. The subframe will carry full luggage, so buyers could add the top-box (£479) to the Touring pack, or the panniers (£693) to the Urban pack if they wanted.

There’s a 12v socket by the dash, and the standard seat has removable blocks

underneath to allow it to drop from 845mm to 825mm. Even at its highest setting, I found it very easy to get both feet down (I’m 5ft 11in). A lower seat option takes it down to 800mm. There’s also cruise control, which is quick and easy to set, and can be easily deactivated, including by rolling the throttle forward.

Keyless ignition means you can leave the fob in your pocket when starting (the steering lock is electric), but make sure you don’t leave the key in the side of the bike after lifting the seat to access the small, but handy storage (which includes a USB and second 12v power outlet).

If it fell out when riding away, the bike would keep running but you wouldn’t be able to restart it once you stopped.

It’d be an easy mistake to make if there wasn’t a Ducati engineer standing nearby to tell you what you’d just done.

Interestingly, the DVT doesn’t add to the bike’s maintenance costs – the system ‘parks’ the cams to make valve clearance checks simple, so you can expect servicing to be around the same as a Monster at about 1.5 hours for a typical service, and 5.5 hours for the biggest.

Enduro modes reduce power to 100bhp, with a very pronounced change in feel).

Still though, I didn’t feel completely connected to the bike – there were a few times in the first hour or so of

Standard model has a singlecolour dash.

So what’s it like to ride?

I rode the 1200S before the standard model, and I must admit that at first it felt slightly underwhelming. All the electronic genius of the bike took away some of the immediacy of the powerful engine – it seemed a bit breathless pulling away from a standstill, and far less aggressive than I imagined a 160bhp Ducati to be.

I had the bike in the Touring riding mode; delivering all the power, but with a smoother throttle response than the Sport mode. Switching over increased the rear preload and gave a noticeably sharper throttle response (Urban and

Standard bike’s brakes are excellent.

22 FIRST RIDE riding that I wasn’t sure what was happening with the machine, not helped by a couple of moments that I felt the engine change its behaviour slightly.

This is ironic really, as I was riding faster than I usually do this early in a press launch. At one point I glanced down and saw some silly numbers on the speedo; they were in kph, but when I worked out what they were in mph, they were still silly. And that’s the point really – the technology is working.

I’ve never ridden something with this much tech, and the Skyhook’s ability to smooth the squatting under hard

acceleration, to allow you to feel unruffled as the pace picks up and the surface gets worse helps the Multistrada make you a better rider.

But don’t forget that Ducati has given complete control over every variable in each of the four riding modes (with default settings always easily accessible). If you want the ABS to be less aggressive, you can. If you feel the need to disable the wheelie control (or adjust it so the front wheel goes higher) you can.

It’s not a matter of putting up with technology interfering with your ride, it’s more a case of raising your expectations. And who would really

The Urban pack.

The Touring pack.

complain of technology that stops the bike from standing up if you need to brake mid-turn?

I did have one issue with the ride-bywire system – exiting two corners the traction control took over with lights flashing on the dash and the power drastically reduced. A combination of sand on the road and poor throttle control? Maybe, but I reported it to Marco Sairu – head of engine project management – that evening who told me that while they did suspect the roads were sometimes deceptively slippery, another journalist had experienced it, and the data from the bikes had already been sent to Bologna for analysis.

He thought that the traction control may occasionally have been acting too aggressively, but that the fix would be simple. It’s what launches can be for; ironing out the little unexpected glitches before a bike hits the market.

And of course, software can be very quickly updated.

The engine has been raised to improve ground clearance when offroad, but that increase in centre-ofgravity doesn’t spoil the ride quality – on the Tarmac, the bike turns in easily, holds its line well, and feels stable when accelerating hard. On the dirt, its small-for-off-road 17in wheel doesn’t feel the best when you catch a rut, but it works, with the S version also winding the preload up to max when the Enduro mode is selected. Like most adventure bikes, the Multistrada is unlikely to see much mud, but there’s capability enough for the times that the Tarmac ends.

Riding the standard bike – without Skyhook – I felt more at home. All the ride-by-wire technology is the same, but the more ‘natural’ feedback of traditional suspension put me at ease; I preferred it. Until I got back on the S

model, where I realised I was slightly faster again on the Lanzarote roads.

Once I’d accepted that the Multistrada’s technology was a complement to my own ability, not a hindrance, we gelled a lot more.

The screen is brilliant, being easily adjustable with one hand and just the right size for my average height. The bike’s a wonderful place to sit; roomy for both rider and pillion, and the DVT makes for a smooth, unflustered ride, but still with a staggering ability to blast past traffic or hack through corners in an instant.

The Multistrada inspires huge confidence on the road. As a bike to ride across any surface, in any conditions, and at any speed, it’s a masterpiece of engineering, but still with the style and character that I love about Ducatis.

‘S’ model gets a superb full-colour multimedia system.

TECH SPEC Engine: 1198.4cc Testastretta with Desmodromic Variable Timing, liquid cooled 90° V-twin Power: 160bhp (117.7kw) @ 9500rpm Torque: 136Nm (100.3lb-ft) @ 7500 rpm Wet weight: 232kg Seat height: 825mm or 845mm Fuel capacity: 20 litres www.ducati.co.uk

24 FIRST RIDE

The R1 is the track weapon of the moment.

Yamaha R1 £14,999 | 197bhp @ 13,500rpm | 82.9lb-ft @ 11,500rpm | liquid-cooled, 4-stroke,dohc,16-valve,forward-inclined parallel,four-cylinder 998cc.

Tested by: Tony Carter Photography: Alessio Barbanti, Henny Benno Stern, Josh Evans

Tell me about the engine

When Yamaha changed the engine of the R1 in 2009 to the crossplane motor layout it was more for the sake of change and feel rather than any power gains – that new motor back then made no more power than the conventional engine layout it replaced.

But all that has now gone this version of the engine has come in for a major revamp and it’s now got massive kick to it.

There’s a 36mm shorter and lighter crankshaft to ensure lots of low and midrange kick, the bike’s bore and stroke is changed from 78 x 52.2mm to 79 x 50.9mm and the pistons are new.

The titanium con rods are 40% lighter than what went before (the R1 is the first production bike to have titanium con rods) and the rocker arm valve drive mechanism (DLC coated, like the pistons) gives higher valve lift than the cam height.

Compression goes up to 13.01 with bigger valves (33mm intake and 26.5mm exhaust holes).The airbox is also upped to 10.5 litres – 24% bigger than on the old bike and there’s twodirectional 12-hole fuel injectors which are more accurate to make sure that fuel isn’t sprayed on to the port walls.

Just like Valentino’s – if you squint a bit!

But it’s not just the mechanical aspects of the engine that are worth attention. The electronics are sublime and instrumental in delivering a real-feel MotoGP package for less than £15,000.

Yamaha has given the bike a six-axis Inertial Measurement Unit (IMU) which uses three gyros in the bike to measure pitch, roll and yaw. There’s also three G-sensors to monitor acceleration through the pitch, roll and yaw. The cleverness measures everything 125 times a second as you ride.

The brain can then instruct the computer’s control unit to either adjust the fuel-injection volume, the ignition timing or the throttle valve opening to try to stop the bike from going down if the rider asks too much from it for given parameters such as lean angle.

The R1’s slide control sounds flash and probably pointless but the reality is that this is pure fun to use. The system allows varying degrees of slide depending on what setting is chosen.

It’s a preset amount of movement sideways that the bike allows before pulling in the reins ever so slightly.

How close is this to Rossi’s MotoGP missile? Well, slide control was only

introduced on the factory MotoGP bikes a couple of seasons ago – just to give you an idea of its freshness.

The quickshifter is adjustable as needed, the power mode selector has four maps and is easy to access from the dial on the handlebars. The R1 also gets wheelie and launch control.

What’s the chassis like?

Keeping the same rake and trail as before but shortening the wheelbase by 10mm really keeps the bike’s steering light and responsive but never flighty or something to monitor.

This feels like a big 250 from a couple of decades back, just think your way through a turn and the bike seems to do it without any physical input.

The gravity-cast Deltabox frame uses the engine as a stressed member and has a magnesium subframe bolted to it. The swingarm is also 15mm shorter than the one it replaces.

For the standard R1 it’s Kayaba suspension front and back (active Ohlins units are on the more trackoriented R1-M). The stock R1 uses 43mm USD forks which are fully adjustable, the same as the shock. The forks give 120mm of travel.

So what’s it like to ride?

It’s brilliant. This is THE motorcycle of the moment, without fear of contradiction. If you want state-of-theart BUT state-of-the-art that’s very rideable and smart, with all that tech actually there for good reason and helping you – then this is it.

The R1 now is one of the most useable bits of kit ever made. It’s astonishingly good fun to ride.

The bike feels small but not cramped; the way the systems interact and deliver a flawless platform of topspeed tech is jaw-dropping. On the world launch, while driving hard out of the second gear turn two, or the final uphill left at the Australian Eastern Creek circuit, there was such an incredible show of mechanical force by the Yamaha that you were really lulled into thinking that this is what Rossi must feel like when he’s on a roll. No matter how far off his pace you were in reality.

The brakes are Yamaha’s own brand, the system is linked if you only use the front lever and by applying both brakes the set-up keeps the bike level and very stable into corners.

The riding position is instantly easy to get on with. You’re not pitched forward, it’s far more neutral than you’d think with plenty of room which lets you really clamber about should the mood take you.

You might think that this is a handful of a bike. Nearly 200bhp on a short wheelbase and all that, but because this is built around MotoGP knowhow the whole thing is very, very stable into and out of corners. It’s very easy to get on with at slow or full-on speeds.

The clever bits of brain that look after the motor give the bike huge, feelable power from low-down, it’ll pull cleanly from very low-revs and starts to hustle from 5000rpm up. The engine just pulls like a pukka racebike all the way to 11,000rpm with the front wheel lifting then being put down by the antiwheelie system onboard. You get a sense that this is probably edging a bit of time and pace from you when it happens, but it’s your choice whether to keep it on or not.

The chassis is terrific. It’s 10mm shorter than last year’s bike overall with the swingarm 15mm shorter than the previous version too, while keeping the front end geometry the same as went before, give this R1 the turn-in speed and lightness of feel of a 600. Really. The lighter magnesium wheels help that too of course, but it’s a weapon of a package.

This version of Yamaha’s R1 is as much of a game changer as the original bike was in 1998. Yamaha has basically ignored any concession to softening the package for the road it has allowed itself the room to develop a great track bike – but here’s the irony in that. The ‘new’ MotoGP philosophy adopted by the R1 team is to make race bikes useable. Have them stable with lots of power and aids that work in unison to actually help you rather than just retard power if you get too lairy.

As a result of that, Yamaha has made a brilliant-to-ride bike that redefines what we can expect of a modern superbike. There’s nothing scary about this 200bhp beast, in fact I think it’d be a pussycat on the road and a delight to live with day-to-day. Now that’s some sort of parody.

Should I buy one?

Yes. If you can afford the £15,000 then do. Right now there’s little in the way of sportsbikes that can hold an all-round candle to the R1. It’s got enough power, poise and prowess to deliver what you want when you want, as you want. Roomy but short, stable but alive and smiles by the bucketload.

It’s great.

TECH SPEC Bike: Yamaha R1 Price: £14,999 Engine: liquid-cooled, four-stroke, dohc, 16valve, forward-inclined parallel, four-cylinder Power: 197bhp (147kW) @ 13,500rpm Torque: 82.9lb-ft (112.4Nm) @ 11,500rpm Wet weight: 199kg Seat height: 855mm Tank size: 17 litres/3.9 litres reserve Contact: 01932 358000 www.yamaha-motor.eu, Yamaha UK

FIRST RIDE 25

Exhaust There’s a new design valve,which at less than 7500rpm,keeps the gases flowing through just one of the two internal chambers,which helps boost the torque.Get more than 7500rpm and the gas flows though both chambers and the bike gets going as nature intended.

The 4-2-1 system is all new on the bike with the end deliberately compact to keep the mass of the unit as close to the centre of the bike and as low down as possible.

Wheels Instead of using cast wheels on the R1,Yamaha has gone for 10spoke magnesium units – mainly for weight-saving reasons.The front is 530g lighter than the cast equivalent and the rear is 340g less bother for the scales. It might not sound like much but you feel the change most on turn-in to a corner which takes less effort with less spinning force to overcome.

Chassis Two figures tell you all you need to know about the chassis and how this bike was designed, the wheelbase – 10mm shorter than the old bike – and the same rake and trail as before.

That gives the bike a very trackfocused chassis in terms of feel.

Gravity-cast Deltabox frame uses the engine as a stressed member and is married to a magnesium subframe.There’s a combination of gravity and forged parts that make up the swingarm which looks very racetrack, and comes in for this year 15mm shorter than the old version.

Clutch Very, very good.The clutch might be smaller and lighter than the one on the old bike (20% lighter, in fact) but it works way above its station.

Tagged as an ‘assist and slipper clutch’ it basically helps out with up changes at pace and comes into action as a slipper clutch as you go down through the gears.Tidy.

Brakes Front and back brakes are linked on the new R1 to help keep the bike as level as possible as you set it up for corners, the pair are monitored, and brake pressure in relation to what you put into the level is delivered by the onboard IMU brain. If you just stamp on the back though it doesn’t work, hitting the back brake alone gets you just back brake, front brake only gets you the linked system.The front brakes are awesome though, four-piston monobloc calipers (Yamaha’s own) are mated to 320mm discs.

Suspension Kayaba provides the suspension for the standard R1 with Ohlins putting in the active set-up for the R1-M.With the R1 the bike uses 43mm USD forks, which are fully adjustable, like the excellent rear shock.The forks give 120mm of travel.

Yamaha R1

26 FIRST RIDE

The seat is very comfortable and easy to get on with.

2015 Honda Forza 125 £TBC | 14bhp @ 8750rpm | 8.9lb-ft @ 8250rpm | Liquid-cooled fourstroke four-valve sohc single cylinder 124.9cc Tested by: Carli Ann Smith Photography: Honda In the development of the new machine, Honda’s aim was to blend the luxury and space of a Grand Touring (GT) scooter, with the agility and sportiness of smaller and lighter machines – no mean feat, but one they’ve nailed with the new Forza 125.

Tell me about the engine

Powering the outfit is a liquid-cooled, four-stroke, four-valve, sohc single cylinder – one that Honda fans may recognise from the PCX and SH models, however, over 60% of the parts are different. It produces 14bhp @ 8750rpm – which makes it A1 licence compliant – and 8.9lb-ft of torque @ 8250rpm.

It features Enhanced Smart Power (ESP) low friction technology to boost the economy of the machine – including idling mode – known to some as ‘start, stop’.

A switch on the right handlebar allows you to turn it from ‘idling’ to ‘idling stop’. Having it on the latter option means that the engine stops automatically after three seconds at idle when the scooter has stopped and the brakes are applied – it starts up instantly once the throttle grip is twisted. It can take some getting used to and can feel strange at first, but once

Black and browny-gold is a classy colour option.

you do get used to it happening then it just becomes normal.

The focus on fuel efficiency has worked. Honda quotes 123mpg; I got 113mpg but certainly wasn’t riding with economy in mind. On this basis, the 11.5 litre fuel tank will give a range of around 300 miles – your local petrol station will start to miss you…

What’s the chassis like?

It’s been treated to an all-new steel frame and Honda has done lots of wind tunnel development to manage the way the air travels into and around the scooter. This emphasis on highway stability and protecting the rider from the elements, lead to the inclusion of a six-way adjustable windscreen, which importantly can be done on the move – with gloves on – and covers a range of 120mm so different rider heights are catered for.

Suspension is provided by 33mm front forks and five-stage pre-load adjustable twin rear shocks. It’s an agile machine, helped by the 15in wheel on the front and 14in on the rear. ABS comes as standard – as you’d expect from Honda – and is ready to work with the 256mm front disc and 240mm disc on the rear should you need it. For new riders,

There’s enough storage under the seat for two full-face helmets. this is a great addition and means that there is added peace of mind.

For its size and presence on the road, it’s a lightweight, with a kerb weight of 159kg. The overall dimensions make it a breeze for darting in between traffic – judge your gap by the width of the mirrors and you know you can get the 750mm wide machine through.

There’s plenty of space for a pillion with grab rails and foldaway pillion footpegs.

There are LED lights throughout – tail lights, dual-headlight and indicators.

The indicators aren’t plonked on the main body, but are instead integrated onto the mirrors to further emphasise the smooth sleek lines that so much effort has been put into.

Pop the seat using a button at the side of the ignition and you’ll see the whopping 48 litres of storage hidden under the seat, big enough to swallow up two-full face helmets. There’s a plastic divider too so that you can pick and choose how you’d like to organise your belongings – clever. There’s an additional glovebox too which is great for smaller items such as a bottle of water or your phone.

There’s a comprehensive ‘cockpit’ style instrument panel, which is packed with information but organised so it’s easy to see at a glance. It includes: a clock, fuel gauge, coolant temperature gauge, oil change indicator, odometer, Trip A and B and fuel consumption – both average and current. Simply switch between them using two small buttons underneath.

Should I buy one?

Whether it’s your first foray onto two wheels or you’re a seasoned commuter, the Forza 125 is worth taking a look at.

The slow speed agility and the high speed stability make it a great riding companion – not to mention the bags of underseat storage and weather protection from that lovely adjustable windscreen. Often when manufacturers make ‘commuters’, they assume that everyone lives in the city and don’t often account for the motorway section before the jampacked streets – Honda has.

It had the same stylist as the Vultus – angular lines, a ‘mass-forward’ look reminiscent of that Integra, aggressive front headlines and a high level of finish mean that the Forza makes a real statement.

There will be three colour options in the UK – blue and white, brown and two-tone grey. While the price hasn’t officially been confirmed yet and is still ‘TBC’, we believe it will be around £4000 – in which case, this will be a competitively priced machine. It will be available from May onwards As with all Hondas there are a range of accessories available – five stage heated grips (the same ones as on the larger bikes), wheel stickers, floor panels, colour-matched instrument surround and handlebar panel, rear carrier, two-tone seat, 35 litre top box, inner bag, alarm kit, U-lock, cover, Akrapovic exhaust, smart phone cradle – and there’s a pillion backrest in the making.

the seat which is roomy, the riding position is comfortable and there’s the option to put your legs out straight like on larger scooters.

The 780mm seat height makes it easy to put your feet down but to be honest, that will be rare because of the balance at slower speeds and it picks straight back up when you pull back the throttle, as a result slow riding is easy.

Honda’s aim was to make a scooter with a GT spec but maintain the sport ability of a 125, they can pat themselves on the back – they’ve done it and still managed to produce a cool looking machine.

So what’s it like to ride?

It’s hard not to look at the Forza and expect the performance of a larger capacity machine – after all, its striking looks and GT style presence gave me high expectations. I asked the project leader, Tomokatsu Suda, if they were planning on developing a larger capacity one – having ridden it, I don’t think they necessarily need it.

Acceleration is strong throughout the range, even at high speeds – it kept on pulling. Our route through Nice and Monaco allowed us to try out the Forza on mountainous roads, with sharp hairpin bends and climbing inclines and also motorways to test out that top speed.

Nothing was too much for the Forza, it chomped up the motorway miles at 70mph with ease and I wasn’t battered around thanks to the windscreen. Up the picturesque mountain roads of Monaco, rolling back the throttle, there was always drive there to ‘hussle’ you round the bends.

It’s the attention to detail of the design which really stands out for me, the underseat storage is a big winner – I know of some maxi-scooters with less storage space. It’s not just under

The dash is comprehensive.

ABS comes as standard.

TECH SPEC Price: £TBC – around £4000 Engine: Liquid-cooled four-stroke four-valve sohc single cylinder 124.9cc Power: 14bhp (10.5kW) @ 8750rpm Torque: 8.9lb-ft (12Nm) @ 8250rpm Wet Weight: 162kg Seat height: 780mm Tank size: 11.5 litres bikes.honda.co.uk

FIRST RIDE 27 Five minutes with the Honda Forza 125 project leader: Tomokatsu Suda

The front profile is very tidy indeed.

Check out the fairing coverage!

When you set out to design the new Forza, what were the three most important features that you based it around?

The top three features follow on from the design concept of the Forza – that it’s a scooter not just for in city use but for getting to the city on relatively high speed roads, so the three most important things follow from that concept.

To satisfy those various demands, importance was placed on the overall handling and running performance, this was one of the things I wanted to stress. Agility and manoeuvrability in the city and stability at high speed was important too.

Given that there is a wide range of people we’re aiming to reach, another important thing was that the bike had to look appealing to a lot of people – we put a lot of thought into that. It has a new design line, a new face of Honda scooters, to give people a sense of pride of ownership and so it has a strong identity to it.

To recap, the three would be: design, in town ability and highway stability.

The machine had always been planned and purposefully designed as a 125 – are any plans for a larger capacity version?

That’s a difficult one to answer.

At the moment we don’t have any plans but it has been interesting to hear some comments over the week of the launch. Because a lot of the concept is related to France –

being the biggest market for the scooter by far.

The licensing system in France is that you could ride a scooter on a car licence (depending when you got one) and even if it’s a new licence, you can complete seven hours of training and then you can ride a 125cc machine.

With that being the main target, the Forza 125 fits into that requirement. If we were going to look again and ask ourselves whether we should make a 300, we would have to start with the customer needs, think again and then go back to the drawing board.

During your career, you’ve worked on a number of smaller capacity machines, why do you enjoy working on smaller capacity machines rather than the larger ones?

When it comes to the bigger bikes, like a super sport bike, it’s for people that like to ride and nail a corner and get the thrill of being in charge of such a powerful machine. With scooter and commuters, there are different nuances in the market.

Largely speaking, people are more interested in them as a utility tool to get them to A and B but then there are people who are also interested in the scooter as a lifestyle accessory and as a fashion accessory.

It’s because of these different nuances in the market, when you start working on a new scooter it’s a challenging project to make sure it meets all the requirements. It’s the complex user requirement which is the challenge and the enjoyment in it for me.

You had the role as project leader on the Forza, but how many projects do you work on at once and are there any you can tell us about?

I don’t just work on one, but I can’t really tell you exactly how many I work on at a time! As you suggested, I can’t tell you any of the new models that I am working on, but at the moment I am working on scooters

not only for Europe but for the different regions of emerging markets to share the joy of scooters as a mode of transport – which is something I like to do myself and something I do in Japan. There’s always something in the pipeline…

Tomokatsu is the man behind the little Honda marvel and he’s proud of it.

28 FIRST RIDE

Kawasaki’s H2 is a statement of corporate pride.

Kawasaki H2/H2R £22,000 (H2R: £41,000) | 207-319bhp | 98lb-ft | Supercharged 998cc liquid-cooled inline four-cylinder Tested by: Roland Brown It’s a long time since motorcycling has seen anything as wonderfully bonkers as the supercharged Ninja H2 and H2R. With the company’s 998cc four-cylinder engines boosted by a supercharger, the Ninjas not only make huge amounts of power – more than 200bhp with ram-air in the case of the roadgoing H2, and an even more outrageous 300bhp-plus for the track-only H2R – but also bring a whole new level of technical interest, plus an amazing sound that captivated so many people at the NEC. And there is so much more to the H2 and H2R than the extraordinary powerplant. These bikes are statements of corporate pride from Kawasaki: conceived to show the world what this giant company is capable of. Rather than following the ZX-10R with an aluminium beam frame, both models have tubular steel trellis frames and single-sided swingarms.

And they very much look the part too. Bodywork is innovative and aggressive, finished in stunning silvermirror paintwork, and in the H2R’s case fitted with outrageous aerodynamic winglets designed to enhance stability at more than 200mph. One glance tells you these bikes are special, and that very much remains true when they’re ridden.

Tell me about the engine

The basic 998cc, 16-valve powerplant is all new, not a revamped ZX-10R unit, despite the obvious similarities.

Supercharged engines such as these generate a lot of heat and put huge demand on parts i.e. bearings, so the H2 lump was designed to cope with up to twice as much stress as a conventionally aspirated engine.

Pistons are cast, rather than forged, to deal better with very high temperatures, and have flat tops to reduce compression.

The all-important supercharger was designed in-house at specialist divisions within the huge Kawasaki group of companies. It turns at 9.2 times the speed of the crankshaft, so, at the H2R’s maximum of 14,000rpm it’s spinning at roughly 130,000rpm and cramming lots of mixture into the engine’s combustion chambers.

It’s located behind the cylinders, generates 2.4 times atmospheric pressure and feeds a rigid aluminium airbox.

To withstand the extreme heat of the supercharged combustion, the exhaust valves are made from two materials – Inconel and steel – that are friction-welded together at their centres. The H2 and H2R units are almost identical, the only differences being the camshafts, head gaskets and clutch. But their outputs are very

different: the standard H2 makes 197bhp (200PS) at 11,000rpm, or 207bhp with ram-air; the H2R puts out a staggering 319bhp (326PS) when ram-air is taken into account.

What’s the chassis like?

What it’s not like is anything that Kawasaki has built before, especially for a four-cylinder engine. The steel tubes are laser cut to ensure accuracy, of differing dimensions, and finished in metal-flake Kawasaki green. The firm says this frame design was chosen, instead of the familiar aluminium beam layout, because it allows a little flex, which improves stability at very high speeds.

The rear subframe is aluminium, as is the single-sided swingarm, chosen to allow room on the right side for the exhaust’s silencer – which in the case of the standard H2 was originally a large and ugly device that Kawasaki UK has wisely decided to replace with a much more attractive Akrapovic can. (The H2R has a racepipe that will require quietening even for track days!)

There’s no skimping with the cycle parts. Suspension is by KYB, including 43mm forks with air-oil separate cartridges (developed in motocross). They have neat adjusters

Every detail is stunningly engineered.

Elegant, aggressive and precise.

FIRST RIDE 29 on the top of each leg, and are finished in green, naturally. Brakes are a blend of 330mm discs and Brembo Monobloc calipers, with a revised version of the ZX-10R’s race ABS. Inevitably the Ninja H2 is heavier than a conventional Superbike, with a kerb weight of 238kg, but it gives away nothing at all in trickness.

Should I buy one?

Only if you’re pretty affluent, fancy something exclusive, and don’t mind being the centre of attention. But if you can tick those boxes, can cope with power delivery that might best be described as brutal, and fancy owning one of the most powerful, hard-accelerating and frankly outrageous production motorcycles ever built, then join the queue.

Even the standard H2 will be too much for some riders at times; a few might even hate it. There’s no doubt that the Kawasaki’s throttle response makes it demanding. But if you’re getting bored by the competence and near perfection of modern motorcycles, both these Ninjas provide an old style dose of raw excitement.

They also look absolutely stunning in their mirror-finish finery, especially given that Kawasaki UK will eliminate the one flaw on the H2’s appearance by substituting its large standard silencer with an infinitely neater carbon-fibre Akrapovic can. The H2 costs £22,000 and the H2R is £41,000, so they’re far from cheap. Against that, their exclusivity (Kawasaki UK has sold roughly 100 units of the H2 and 25 of the H2R, by far the highest totals of any market) means resale values should be high.

So what are they like to ride?

In a word, wild. And challenging, or you might say ‘difficult’ if you’re comparing the Kawasakis to any of the latest crop of super-fast, easy-toride superbikes. The Ninjas are certainly unlike any other recent production bike, mainly owing to the supercharged engine’s abrupt throttle response. Bikes such as the S1000RR and latest YZF-R1 are immensely powerful but they cosset the rider with their flawless throttle response and almost idiot-proof electronics, making you feel you’re better than you really are.

The Ninja H2 is the opposite. It’s a relatively big, roomy Superbike; a bit nearer the ZX-10R than the ZZR1400 in feel. By super-sports standards it’s fairly softly sprung, and its single seat is relatively well padded as well as having raised sections around it to keep the rider in place under acceleration. But there’s absolutely nothing cosy about the way the Ninja leaps forward when you touch the throttle.

To call the Kawasaki’s throttle response ‘aggressive’ would be doing it a disservice. Provided the analogue tacho is showing enough revs, the supercharger crams some extra gas into the motor and the Ninja leaps forward with a force that takes some getting used to. And the bike also slows abruptly when you close the throttle, with a twittering sound from the supercharger.

This makes the H2 tricky to ride on a racetrack, such as the Losail circuit in Qatar where the launch took place.

Rather than accelerating from the apex of turns, as normal, I got my braking done slightly early and dialled in some gas before the apex, so the bike was settled at full lean.

Then it could be accelerated hard out

of the bend, sometimes triggering the traction control, which is adjustable and helped keep down wheelies.

Then, on Losail’s near mile-long straight, it was just a question of tucking in tight, peering through the screen and clicking gears with the sweet-acting quick-shifter (which works only on up-changes) as the Ninja charged smoothly forward. By the end of the straight it was well into top gear, and somewhere near its electronically limited maximum speed of 186mph.

Thankfully high-speed stability was outstanding, helped by the electronic

The H2R is geared taller than the road bike.

Öhlins steering damper. And there’s no shortage of stopping power, thanks to a pair of big 330mm front discs and fourpot Brembo radial calipers. The ABS system could be felt under ultra-hard braking on track, unlike some of the latest super-sport systems, but not before the Kawasaki was slowing with arm-straining force.

And the Kawa’s chassis also worked very well in turns. Its 238kg kerb weight and stability-enhancing geometry meant it was never going to flick through Losail’s chicane like a racebike, but it steered with an impressively

neutral feel and its suspension was very well controlled, especially once Kawasaki’s mechanics had firmed both ends up slightly using the easily accessed adjusters. There was enough ground clearance that just the occasional boot-toe touched down, despite the grip of the launch bike’s Bridgestone slicks.

Back in the real world, provided you can cope with the throttle response, the H2 should actually make a fine highspeed road-burner. Its riding position is slightly more relaxed than the ZX-10R’s, with 10mm higher bars and footrests

30 FIRST RIDE

Both bikes have radial monobloc Brembos. similarly further forward. The screen is tall enough to give a reasonable amount of wind protection and the mirrors are excellent.

But there’s not much point in making a case for the Ninja H2 based on its practicality. This is not a sensible motorbike, and in a way that’s the whole point. If you’re looking for oldschool scary two-wheeled thrills, the hardest-accelerating thing on two wheels, or a bike that looks, sounds, feels and generates adrenaline like nothing else, then there’s probably only one bike that beats the Ninja H2.

And that’s its even more utterly crazy H2R sibling.

Riding the H2R

If the standard H2 is surely the hardestcharging, most over-the-top production roadster in living memory, then the

319bhp, track-only H2R delivers the same sensations, times about one and a half. Or in the case of its sound, times about 10 thanks to its utterly deafening and totally exhilarating racket that left my ears ringing, hours after riding it.

The way the H2R ripped down the Losail circuit’s main straight had to be experienced to be believed, and it was testament to the chassis’ ability – and to some extent the traction control – that its wheelies didn’t get uncontrollable; the bike never felt remotely unstable at speed.

And boy, did it generate some speed.

The H2R was geared two teeth taller than the standard Ninja, and was still accelerating enthusiastically when I ran out of nerve and hauled on the brakes for the Turn One right-hander. At that point its speedo recorded a best of 198mph, which was slightly

disappointing because a couple of more aerodynamic, or perhaps just braver, riders than me topped 200mph, with plenty more to come.

In many respects the H2R makes no sense at all but riding it is an unforgettable – if occasionally fraught – experience. It’s a stunning, unique and magical motorcycle that deserves a place in every lottery-winner’s garage.

TECH SPEC Price: £22,000 [£41,000] Engine: 998cc, liquid-cooled, dohc supercharged four Power: (H2) 197bhp (147kW) @ 11,000rpm (207bhp with ram-air) (H2R) 306bhp (228kW) @ 14,000rpm (319bhp with ram-air) Torque: 98lb-ft (133.5Nm) @ 10,500rpm Kerb weight: 238kg (H2R: 216kg) Seat height: 825mm Tank size: 17 litres www.kawasaki.co.uk

Clocks are simple, with space for big numbers on the speedo.

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34 COMPETITION

a limited edition Arai RX-7 GP Isle of Man 2015 edition lid from Island Racer WIN WIN WIN

FREE DVD

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The competition

Motor Cycle Monthly and MoreBikes brings you this superb competition from Island Racer, the annual TT preview and race guide, as the team there has secured one of just a handful of limited run Arai TT helmets to give away to one very lucky reader.

To enter, simply visit morebikes.co.uk, follow the competition links and submit your details to the FREE PRIZE DRAW before the closing date of Monday, June 29, 2015. Terms and conditions apply.

The prize

Aldo Drudi has once again created a masterpiece… a composition in blue, red and striking gold with the threelegged Isle of Man symbol of course prominent. Based on the race-ready RX-7 GP model, Drudi, under his signature D-Perf, has created this stunning design to mark the 2015 running of the world’s most famous motorcycle races.

Arai TT helmet designs are always popular owing to their exclusivity and

beautiful graphics. This year’s edition is no exception to the rule. Arai has, for many years, enjoyed a close relationship with the IoM TT organisation and continues to be a proud supporter and official partner of the TT races.

Arai’s famous logo can be seen on many banners and signposts throughout the iconic course. Also, for 2015, Arai is the helmet of choice at the TT, the official helmet brand of the event and the preferred helmet partner of the TT organisation.

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For more information on Island Racer and to enter our incredible competition, visit…

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36 FIRST RIDE

2015 Aprilia Caponord Rally Edition £14,134 | 123bhp @ 8000rpm | 85lb-ft @ 6800rpm | Liquid-cooled 90º V-twin 1197cc Tested by: Nathan Millward

Launched in the spring of 2013, the first Caponord was overshadowed by the liquid-cooled BMW R1200 GS and KTM 1190 Adventure, despite not necessarily being a direct rival.

That was half the bike’s problem; what was it, and what did it compete with? The bike lacked a clear identity, and that, hopefully, is what Aprilia has rectified with this, the Caponord Rally Edition.

Tell me about the engine

The Rally uses the same 1197cc 90º V-twin as the regular Caponord – itself a derivative of the Dorsoduro 1200 engine – producing 123bhp @ 8000rpm. It also retains the handy 690W generator. However, it has been fitted with a new resonator in the exhaust to improve torque at low to medium revs. The resonator is simply an increased expansion chamber before the pipe enters the can, allowing the gases to greater expand. It can be retro-fitted to the regular bike, requiring a remap of the engine at a cost expected to be around £200.

What’s the chassis like?

A new front wheel makes all the difference; the 17in of the standard bike is replaced with a 19in, transforming the machine’s road manners. The wheels are also spoked rather than cast, with a reduction in tyre width at the rear from 180 to 170.

Tyres are now dual-sport inspired Metzeler Tourance Next.

The bike also gets tubular engine guards, a bash plate for the sump (albeit plastic), a taller and wider screen, LED spot lights and rebranded aluminium-coated 33-litre Givi Trekkers. The low-slung exhaust also allows both panniers to have the same capacity.

The clever ADD electronic suspension (Aprilia Dynamic Damping) has been kept, employing semi-active technology to automatically adjust preload and damping on the move. You can set the preload manually, between solo rider, rider with luggage, rider with pillion, and rider with pillion and luggage, but the system – unlike on the electronic suspension adjustment (ESA) equipped R1200 GS – doesn’t allow you to tailor the damping for different moods or paces. Leave it in auto and head for the hills; that’s the motto with this bike.

The Rally can be paired with your smartphone, connecting it to the bike’s electronics. An additional dashboard gives lean angle and speed, the amount of power being generated, to what extent the traction control is intervening and can even guide you back to your bike if you lose it in a carpark.

Should I buy one?

In such a competitive market place, Aprilia has a challenge to get the average buyer to walk past the GS, the 1190 Adventure, the Triumph Explorer, the Multistrada and the Super Tenere, but for relaxed riding and when you don’t have a point to prove or an ego to stroke, then the Caponord Rally is as good as all of them – if not better in many ways.

At £14,134 the Rally is a thousand pounds more than the Travel Pack bike Caponord. That’s a lot of money for a bigger front wheel and some adventure trinkets, but the whole in this case is certainly worth greater than the sum of its part. The Rally has more focus, a better aesthetic and a much greater, and much-needed, showroom appeal.

FIRST RIDE 37 So what’s it like to ride?

Much of the test route was along the coastal roads to the south-east of Sardinia. Having rained in the night, the roads were wet and winding, though drying rapidly as the morning progressed. We also took in a sevenmile stretch of dirt track, with Aprilia keen to show off the bike’s capabilities.

The bars are generously wide and sit comfortably ahead of you; not elevated as they are on a GS, for example. The seat, at just 840mm, makes touching down with both feet a possibility for most people, and apart from a heavy tug to lift it from its side stand – no centre stand for the Rally yet – the bike feels relatively light between your knees. The only grunt needed is in operation of the clutch lever, which is a touch on the firm side, but adaptable to after a short while.

On the right bar are buttons for cruise control, heated grips and a rocker switch for adjustment of riding mode.

Cruise control comes as standard but needs further development as dipping the throttle doesn’t de-activate it and there’s not a resume button either.

Heated grips cost £138 extra. I found ‘Rain’ mode – which cuts power to 100bhp – a little too unpredictable in its

delivery; almost as though there’s lag in the drive-train. ‘Sport’ on the other hand was a touch too sharp, especially on the wet mountain roads. Touring though is just right; ride-by-wire systems often take some getting used to after traditional cables, but this gave good control for the full ride.

Traction control is adjustable from 1 (minimal intrusion), through 2 to 3 (maximum intrusion), with a fourth option to turn it off completely. ABS can also be fully disabled, with the other operation dealt with by these two buttons being the ADD suspension, which, like traction control, requires the bike to be static before allowing adjustment.

As the road climbed up and through a shallow valley, the pace was gentle and tentative on the smooth, wet surface. What I first noticed was just how little pitch there was under braking; in sensing the forks under compression, ADD increases damping to compensate – the same with the rear under acceleration.

This gives rise to a strange sensation at first; the piloting of a very flat-riding motorcycle. But once adjusted to, and with no real loss to

feel, the pace quickens and the confidence in the Tourance Nexts increases. These really are a surprisingly good tyre, offering plenty of feedback in the corners, and as the roads dried, there was enough grip to scrape the pegs.

It was along these twisting sections of the road that the strengths of the Caponord really shone through.

There’s an agility about the bike, mated to a crisp and responsive engine that surprises when the road opens. There’s not immediate punch as on a GS or Multistrada; more a slow build to an almighty speed. And the sound is glorious. Through a tunnel it encourages the mischievous – more so than any other big adventure bike I’ve ridden for a while.

The four-piston Brembo front brakes gripping twin 320mm discs are also keen enough, though with plenty of travel in the lever allowing quite a fair bit of nuance before really kicking in.

What you notice about the new 19” wheel – understandably – is a touch less speed in the change of direction.

The upshot is stability and composure in abundance. Midcorner ripples and bumps don’t trouble the bike (nor on the straights), and with those wide bars you can really push and pull your way around. With the guards, bash plate and panniers the Rally feels and looks more complete than the standard model.

Off-road, the bike was something of a revelation. Up on the pegs (enduro style pegs are available), the bars are a little too low and angled back, but that could soon be adjusted, and with ADD in auto the system tackled the rocks and lumps of the gully well. With traction control off the temptation to drift the rear only increased. If it was your

The Rally surprises off road.

Dash includes a gear indicator. own £14,000 bike the pace would arguably be less swift, but it just goes to show that these big bikes will do it if only you dare.

The Caponord Rally travels well, goes hard, corners beautifully, rides well and now looks the part. Book a test ride to make up your mind if it’s the one for you.

Brakes give plenty of useful feel.

TECH SPEC Price: £14,134 Engine: Liquid-cooled, 90º V-twin, 1197cc Power: 123bhp (91.7kW) @ 8000rpm Torque: 85lb-ft (115Nm) @ 6800rpm Kerb weight: 252kg Seat height: 840mm Tank size: 24 litres uk.aprilia.com

38 TOOL TIPS

Pro tool tips

John Milbank talks to the experts at Sealey to find out how to get the very best from your spanners, sockets and more…

As an enthusiastic home mechanic, I’m proud of my tool kit. Built up over the years (with many hand-me-downs from dad), I’ve always valued what I use. Taking care of it is often common sense, but following this simple advice will help make sure it lasts a lifetime…

Making the most of hand tools

• After a day’s work, wipe your kit down and pop it back in the toolbox. Keep it clean, tidy and in its place and you won’t be struggling to find something that’s rusting in a corner.

• Tools such as torque wrenches can need calibrating once a year, especially when used at low settings on smaller fasteners. Don’t neglect it – a service will cost less than a broken engine casing.

• Use the right tool for the job.

Adjustable wrenches break when used as hammers, and using a Phillips screwdriver in a Pozidriv fastener could damage both the fixing and the tool.

• Consider using sockets and spanners that drive the wall of the fastener, rather than the corners. These tools can deliver much more torque, and will often undo a fastener which has had the corners rung off.

Hydraulic kit

• Keep the space around any moving parts clean, or contaminants can be dragged in, damaging seals, pistons, cylinders and valve seats.

• Hydraulics are used for lifting and

moving, not holding. Never use a trolley jack without axle stands, or a motorcycle lift without the mechanical lock.

• Most hydraulics will leak over time and will need the odd top-up. They also need to be purged of air on first use, and periodically after – make sure you read the instructions.

Caring for compressors

• Carefully check the air consumption figures of the tools you intend to use, and make sure you buy a compressor that’s up to the job. Impact wrenches, for instance, can demand a lot, and overworking usually leads to failure.

• Follow the service schedule, particularly when it comes to oil levels, draining the tank, and replacing filters and belts.

• Keep the compressor well ventilated so it stays cool and can suck in plenty of air, and use a moisture trap on the airline to prolong the life of your tools and prevent contamination.

• Avoid using extension leads, but if you must, ensure the cable is rated for at least as high a current as that of the compressor, and is unwound completely. The thinner (and longer) the cable, the more the voltage drop, leading to a reduction in performance, blown fuses, tripped circuit breakers, damage to the compressor or even fire.

Learn to recognize Pozidriv (left) and Phillips (right) screws and screwdrivers.

Looking after number one

• Always work in a well-ventilated area, and wear eye and ear protection.

We all know the rules, but how many of us follow them?

Until we’ve had a near-miss, or worse. Please keep yourself safe! Also keep the floor clear of trip hazards, and clean up any spills immediately.

• Welding arcs will damage your eyes.

Always wear a quality mask, and don’t forget to cover your skin – spatter really hurts.

• When charging a battery, it’s best to disconnect it from the vehicle but if you can’t (or you’re jump starting), always connect the positive (red) first, then the negative (black) last (and vice-versa when disconnecting – this will reduce

the chance of catching an earth and shorting the battery.

Always connect the negative of the jump lead to a suitable earth point, not the battery terminal – this keeps any spark away from the explosive gasses of the battery. An exploding lead-acid battery is no fun at all. Also consider using a surge protector such as the Sealey Prosaf/12 when jump-starting; the electrical spike generated can cause electronics to fail immediately or in the future.

• Many tools have high power requirements – sometimes greater than that provided in a shed or garage.

Blown fuses and overheating tools that fail cause frustration, or worse, a fire. If in doubt, get a qualified electrician to check your supply.

Wall-drive sockets (on the right) offer more torque and less damage to the fastener.

A torque wrench needs recalibrating.

Mig welders

• Keep your wire clean and dry, ideally in the moisture-absorbing pods in which it’s sold.

• Regularly service the welder, including keeping rollers clean and tensioned correctly, wire liners clear of debris and changed regularly, tips and nozzles changed and the spool clutch adjusted.

Failure to do so will cause the wire to ‘burn back’, affecting weld quality and making the wire weld itself to the tip.

• As with compressors, try to avoid extension leads.

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TOP TIPS 41

Top 10 tips when buying used You may think that buying a used scooter or motorcycle is a minefield, but it doesn’t have to be. Here are our top 10 tips to buying a used machine...

Words: CARLI ANN SMITH

the pads still have plenty of material on them? ● Instruments. Do the numbers line up on the mileometer? If not the mileage could have been adjusted.

How many different keys are there?

There should be one that does all the locks. If not, chances are it has been stolen or badly damaged at some point. Do the locks look butchered? ● Exhaust. Is the downpipe out of the engine in good nick? Are the bolts rusty and seized? Original or aftermarket end can? If aftermarket is it legal to pass an MoT? Is the original available? ● Wiring. Under the seat, behind the panels, behind the headlamp. How much is bodged and taped together, where does that aftermarket alarm fit in? ● Check the oil level while cold.

● Does it accelerate cleanly away

from a stop and through the gears?

● How does the steering feel –

smooth or notchy? ● Are there any clunks from the front when you brake? This could indicate worn head bearings. Or a pulsing through the lever, which could mean warped brake disc? ● Is it overheating, do all the instruments and lights work? ● What happens when you release your grip on the bars? Bar wobbles indicate knackered head bearings, steering to the left/right is a bent frame. ● How does the engine sound now it’s warm?

4

Make sure the paperwork is correct

Now start it up…

● Does it start easily from cold? ● Let the owner warm it up – does he

thrash the motor when still cold?

● Is the exhaust blowing at the

engine manifold? – you’ll see the smoke better when it is cold. ● Does that rumbling go away when you pull the clutch in? If so, it’s nothing to worry about. ● Is it idling at the right speed?

The test ride…

1

Do your homework

What kind of bike do you want?

What will you be using it for? Does it match your lifestyle –or your budget?

Once you know what you’re looking for, then narrow down your search and look at alternatives. Spotted one you like? Have a look at some more and do some research.

Make sure you know the current market value of a machine, what kinds of things tend to go wrong with them, how much dealers are selling them for, how much they’re being sold privately and how much they are brand new.

2

3

Ask lots of questions

We’d suggest calling up the seller or dealer before you go and view the bike and asking some initial questions.

What’s the service history? Who did the work – a garage or a mate down the road? Does it have all the stamps in the book? Are there receipts for all the work that’s been done?

How many owners has it had?

Has it been crashed? Has it been dropped in the garage/garden /petrol station?

Buy from the best place for you

There are pros and cons for buying privately, from a dealer, from an online auction – or a regular one. It’s entirely up to you and your circumstances. Some people prefer to purchase from a dealer as you may get extra things thrown in such as a warranty and there is a physical place to go back to if anything is wrong with the machine.

Online auctions are popular – sometimes you can get a great bargain and there’s chance to see machines from all over the country.

We’d recommend that you go to see the bike or scooter in the ‘metal’ before the auction ends as unfortunately some sellers only choose the flattering shots of the wellpolished parts.

Buying privately can work out cheaper than going to a dealer but unfortunately you have less legal protection if things go wrong.

Unlike a dealer, a private seller doesn’t need to make checks on the bike by law either.

Auctions can be great fun. Get it right and you can bag yourself a good deal. However, don’t forget there are often fees on top of the price when the hammer goes down.

4

Go and see it – oh and take a friend…

So you’ve found a bike, it’s around your budget and you’ve got your heart set on it. Job done. Nope – not yet.

We’d recommend that you always go and see a bike before you part money for it. Whether you’re bidding for it on an online auction or buying from a dealer down the road, go and check over the bike or scooter yourself so that there are no nasty surprises.

It’s always good to get the opinion of a trusted friend – even better if they are mechanically minded. Not only does a second opinion come in handy, it can also give you a bit of support when negotiating.

5

Have a good check over the machine – and start it up

For the small machines It’s worth bearing in mind that smaller-capacity machines are more likely to have been ‘first bikes’, consequently, they’re probably going to have been dropped at some point.

What has it been used for?

What modifications have been done?

Does it have a road-legal exhaust? If not, does the standard one come as part of the deal?

Think about what you want to ask before you call or go to view it – and don’t be nervous about writing your questions down to make sure you remember them.

You may set off with all the best will in the world, but forget your questions as soon as you get there and you see your dream machine.

People always tell you to have a good look around the bike before you buy it, but what do they mean? And what exactly should you be looking for?

Here’s a handy guide for you to take with you as a tick-list… ● Are all the panels there and in good condition? Are all the screws and fasteners present, do the panels fit properly? ● How are the tyres? Are they the correct sizes with plenty of tread and not squared off. This is where the centre of the tyre wears flat through prolonged straight line use.

It can still be legal but there’s a ridge that you feel as you lean the bike over. ● Are the chain and sprockets properly adjusted with plenty of life left – i.e. the chain not coming away from the sprocket when you pull – or sagging and rusty? ● Does the suspension still have its damping? Push the back end of the bike down quickly – does it spring back up like a pogo stick or rise up smoothly – like it should? ● What do the brakes look like? Do

Remember that you must have passed your CBT and have motorcycle insurance to be legal to ride it on the road. Chances are that you won’t have insurance because you don’t yet have a bike. A dealer might let you test ride it on his trade insurance, but if it is a private sale you’ll either need to go pillion (check that the seller has a full licence), get a mate with a full licence to test it, or take your test ride off the road in a car park or similar. ● Does it go into gear easily and does the clutch release smoothly? ● Does the engine make power smoothly? Is there any hesitation when you open the throttle?. ● How slick is the gearchange? ● Does it idle smoothly as soon as you stop?

There’s no point going any further unless the paperwork is in order and everything is correct. ● Does the seller’s address match the logbook? ● Do the engine and frame numbers match the logbook? The frame number is found at the front of the frame just below the handlebars. On most bikes the engine number is towards the back of the engine. Does the colour and model name match the logbook? ● Does the service history make sense – and does the paperwork match the story? ● Is it MoT’d? Why not. Is it not roadworthy? An MoT should be part of the deal.

When the deal is done, ensure that the correct sections are filled in on the registration document – sometimes

42 TOP TIPS called the V5 – and that you take away the section which allows you to have a reference number and number to call if the new registration document doesn’t arrive.

The Government has made changes to the way vehicles are taxed, you now have to tax the vehicle before you ride it away – this can be done online or over the phone 24 hours a day, seven days a week.

If you’re planning on riding it back, then you’ll need to sort out insurance cover too.

Changes to the law on tax...

From October 1, 2014, the paper tax disc was no longer required to be displayed on your motorcycle as the Government made changes to the way vehicles are taxed.

As well as changes being made to how the tax can be paid, the major change is that now the tax can no longer be transferred with the vehicle if you sell it – often it was used as an added incentive when purchasing. Therefore, when buying a motorcycle or scooter, you will need to buy tax to keep it on the road.

The number to call is 0300 123 4321 – it is charged at a local rate on landlines and mobiles. It also counts as part of any inclusive mobile tariff. It’s an automated system and takes a couple of minutes.

For more information, visit www.gov.uk/government/news/v ehicle-tax-changes

7

Guard yourself against ‘dodgy’ buys

If a price looks too good to be true, then it could well be. A stolen or clocked machine could be sold as a bargain to ensure it sells quickly and cheat you out of your hard-earned cash. If a machine turns out to be stolen, cloned or on outstanding finance, then you could lose it and the money you paid for it when it’s returned to its rightful owner. Get an HPI check to make sure everything is ‘legit’.

What is HPI check?

https://www.hpicheck.com A Hire Purchase Inspection (HPI) check will look into the history of a pre-owned vehicle and can be used to check whether the scooter or motorcycle is currently recorded as stolen, has been written off by an insurance company, is still on finance or has a mileage discrepancy.

Information can be taken from different sources including: the police, DVLA, insurance companies, finance houses, industry bodies and garages.

8

Set a budget – and stick to it!

9

Be prepared to haggle

You’ve been researching every evening for the last two weeks, you’ve found the bike you love but it’s more than you’re prepared to pay. You may find yourself saying ‘oh it’s only an extra £200’. Think carefully about this. Decide your absolute maximum and stick to it and remember to leave yourself enough money to kit yourself out with a helmet, jacket and gloves too. While you’re researching the kind of machine you’re after, it’s worth checking out how much the insurance would be too and factoring this into your budget…

Some of us are good at bartering – others get embarrassed at the prospect of asking for money off.

But when purchasing a bike or a scooter it is almost expected that the buyer will try to get a better deal – and so you should. Whether it’s asking for extra things to be thrown into the deal, such as some chain lube or asking for £500 off, if you don’t ask – you don’t get…

How to barter...

HPI, the provider of www.hpicheck.com is offering a helping hand so that used buyers can negotiate a good deal. HPI’s simple guide to bartering a bargain offers tips on what to say when negotiating the price on a used motorbike, when buying privately or through a dealer. www.hpicheck.com senior consumer services manager, Shane Teskey, explains: “All too often used buyers find the machine they want and have to pay the full sticker price because they are let down by their poor negotiating skills. The way you ask certain questions can make a real difference when clinching a good deal.

“The trick to a good negotiation is to make sure the vendor or salesperson knows you’re a serious buyer without appearing desperate.”

What NOT to say:

● I really like this bike ● Have you sold many today? ● What sort of discounts

are people getting at the moment?

● Please can I have a discount? ● Are you sure you can’t meet

my budget? that all that my old bike is worth? ● What will it cost if I pay in cash? ● Is

What you SHOULD say:

● I’m

interested in this bike, but I need more on my old one ● Has it ever been in an accident? ● How much discount will you give me? ● Can you meet my budget?

If not, I can buy elsewhere ● I’ve seen a better deal at (mention a nearby competitor) ● If we can agree on £xxxx, then you have a deal ● Has it been HPI Checked?

Make your offer based on the faults you’ve found. If they won’t haggle then leave your number and go. There’s another bike or scooter with your name on it – you just need to find it.

10

Don’t be put off or pressured

Don’t feel pressured into buying the first bike you see – or the second, or the third for that matter. You should never feel pressured to put down a deposit or buy a bike that you’re not 100% certain about and you’re more than entitled to have thinking time.

You may have heard stories about people buying second-hand machines and it all going wrong, but in reality the market is booming and for every bad story, there are lots of good ones. Admittedly, there has to be a certain amount of trust and yes, as with most ‘used’ items it is expected that there will be a degree or wear and tear on the machine. But, do your research, check the bike over properly and you’re more likely to get a good deal and ride away happy.

44 FIRST RIDE

Suzuki V-Strom 650XT £7499 | 645cc | Four-stroke liquid-cooled 90º V-twin | 68bhp | 44lb-ft Tested by: Bruce Wilson Photography: James Wright Expanding its adventure bike family further, Suzuki has now added the offroad capable V-Strom 650XT to its popular range.

Tell me about the engine

The XT’s motor is unchanged from the standard V-Strom 650 model – the four-stroke, dohc, liquid-cooled 90º V-twin 645cc engine produces 68bhp @ 8800rpm and 44lb-ft @ 6400rpm. It’s a unit well-known for its strong fuel economy; tests have proven that the middleweight adventure bike can return up to 71mpg, meaning there’s the potential to ride a substantial number of miles before filling up the 20 litre tank.

What’s the chassis like?

If the 650XT looks familiar, it should; it is an evolution of the standard V-Strom 650, which arrived on the scene back in 2012.

But now it’s had an adventurethemed facelift which has seen the introduction of several new components, including an endurostyle peak mudguard, handguards, a sump-guard, crash-bars and some super-tough spoked wheels.

Why? Suzuki’s answer is that it sees a gap in the market for such a motorcycle.

“We decided to offer people a middleweight model which could cope with much more punishing terrain”, explained Suzuki GB’s product planner Steve Hacklett.

“The standard bike’s been very popular for us. We sold around 400 of them in the UK last year, but we anticipate the combined sales of the new XT and standard V-Strom will achieve even higher figures in 2015”.

Riders can opt for a low or high seat option on the spacious XT. Likewise, the bike’s large windscreen can be adjusted between three different positions to ensure the optimum level of comfort for the user.

DiD YOU KNOW? A fifth of all Suzukis sold in the UK last year came from the V-Strom family and Suzuki is forecasting 25% more sales this year!

Should I buy one?

If you’re looking for an economical bike which is capable of tackling tough off-road terrain, then the VStrom 650XT offers a good option.

It’s a simple and comfortable bike to ride, and its sensible pricing is undoubtedly going to do it a few favours. A new XT will set you back £7499, with the standard machine retailing at £6899. Both models come with good finance offers over two years too, making the options even more attractive.

We asked Steve whether current 650 owners could retrofit the XT components. He said: “You would have to change quite a few parts to do so, but it is physically possible.

The wheels will slot in, but the front cowl on the XT would need a few panels switching to fit the new peak.

The rest of the items will bolt straight on. But right now we don’t have such a parts kit for people to purchase. We might offer one in the future, but that’s not something I can confirm at present.”

Sump-guard comes as standard.

So what’s it like to ride?

Taking the XT out on a 120-mile loop of the south-west coast of Ireland proved a fantastically rewarding experience. Despite strong winds, snow and constant lashings of rain, the six-hour jaunt around the Ring of Kerry was a real eye-opener.

If you’re familiar with the V-Strom you’ll know all about its comfortable

New beak mudguard is designed for enduro use.

Brakes are simple, but effective.

FIRST RIDE 45 riding position, which seemed to suit all the different shapes and sizes of those of us on a test ride; lots of leg room, sensibly placed bars and a broad and long saddle won praise from everyone. As did the substantial windscreen, which kept the worst of the weather away from us as we wound our way along the breathtakingly scenic Gap of Dunloe.

Tight and narrow roads were the order of the day, which also allowed plenty of chance to try out the bike’s agility. Despite new wheels and the other additional components, the model’s suspension is unchanged from the standard 650 – telescopic coil springs on the front and a linktype coil spring on the rear.

The model looks far lardier than it really is, proving more than capable of slicing its way along the tightest of bends, including uphill hairpins. The V-Strom XT is a

The new 650XT is available in four colours.

commendably stable package, which works well with its neutral riding position to inspire the rider to push harder without ever taking you out of your comfort zone. It rolls into bends with ease, holds a line well and responds positively when you get on the gas and drive out of corners.

At just 68bhp, the power on tap from the bike’s V-twin motor is hardly unnerving. Ringing its neck on wet roads never once led to any moments of concern, while riding the bike on a remote Atlantic beach proved the ultimate test to assess the engine’s linear delivery.

Riding on dual-purpose Bridgestone Battlewing tyres, traction was surprisingly hard to break. And when the bike was sliding, the commendable connection from the throttle to the rear wheel meant that it was always easy to determine exactly what was going on beneath you.

Taking on a few river crossings and riding over rocks also proved the perfect chance to put the XT’s new wheels to the test. Suzuki acknowledged the standard cast wheels on the V-Strom 650 limited its versatility. The same can’t be said for the new steel-spoked items, which sit on light but strong alloy rims.

I actively went looking for potholes to hit or rocks to climb; no matter what went under the 19in front, 17in rear combination, I had no problems with durability throughout the course of the test. It most certainly proved up for whatever I could throw at it.

For typical green lane work, the XT is undoubtedly well suited. Even in the crashing department.

Unfortunately, one of my colleagues came a cropper during the day, but the bike’s protective crash bars meant that very little damage was done to the bike; it was picked back up and ridden away with just a few scuffs.

While we weren’t smashing our way through hedgerows to test the durability of the handguards, I can still confirm that they did a top job of keeping the freezing cold wind and rain from reaching the core of our hands. Add to this equation the bike’s three-stage heated grips and I’d go as far as to say that I felt pretty cosy out in the elements.

My only criticism of the package is the niggly challenge of adjusting the span of the front brake lever.

Before the ride commenced, I spent a couple of minutes trying to move the lever inwards by turning the dial.

But the inside of the covers run close to the turn dial, which meant I had to take my gloves off and fettle

around a bit more to get the set-up I was after. A small thing to note, but it’s worth being aware of.

Otherwise, I really did struggle to find anything unpleasant about the XT. If you like what you’ve seen, you’ll be glad to know that the XT’s are in dealerships now. Get yourself along for a test ride.

TECH SPEC Price: £7499 (£6899 for standard machine) Engine: Four-stroke, dohc, liquid-cooled 90º V-twin 645cc Power: 68bhp (50.5kW) @ 8800rpm Torque: 44lb-ft (59.7Nm) @ 6400rpm Wet weight: 215kg Seat height: 835mm Tank size: 20 litres www.suzuki-gb.co.uk

46 IntervIew

Fastest female climbs the Mountain, then tackles BSB Carli Ann Smith meets racer and Isle of Man TT record holder, Jenny Tinmouth, just before this year’s event to find out more about her experiences on the Island.

Jenny currently holds the record as the fastest female around the legendary Mountain course, an accolade she gained during her first TT in 2009, and then went on to break again the following year with an average lap speed of a whopping 119.9455mph – to be precise.

She’s the first female to have raced in the British Superbike Championship – she joined the premier class in 2011 – and is currently part of the Honda Racing team alongside team mates

Dan Linfoot and Jason O’Halloran aboard the Superbike-spec Honda CBR1000RR Fireblade.

The Isle of Man still has a place in her heart: “I will be over at the TT this year but I won’t be racing – we’ve decided to just concentrate on the BSB this season. I haven’t raced over there for a few years – it’s quite nice not having the pressure of knowing I’m going out on the circuit, as I can enjoy myself and experience the event from the other side. There’s always a great atmosphere.”

Jenny’s no stranger to setting herself challenges, and cites this as one of the reasons she got into motorcycle racing.

“I just loved riding my bike. I passed my test when I was 17 and was into motorsport. I enjoyed watching racing on TV and going to see it at my local circuit – Oulton Park. I don’t think there was just one reason why I wanted to start racing; I guess it was because it looked like something hard to do and combined a number of things that I enjoyed – riding a bike and challenging myself – so it seemed like a good idea.

Plus I’ve always been a speed freak anyway, and I love getting the adrenaline rush that racing offers.”

It was this sense of determination that made her set sights on the landmark Isle of Man TT race. “It’s a big event and I knew it would be such a personal

challenge– it’s just one of those things that you have to do. It’s mentally and physically challenging – its ace, it’s just awesome. You’re legally thrashing round the road like a hooligan – that’s definitely part of the appeal!”

Lining up on the start line with the other competitors and knowing what you’re about to do must be a nerveracking experience – even for the most experienced riders. With average laps more than 100mph on public roads, with hedgerows and spectators just feet away, is it possible to describe the feeling? “It’s an excited nervousness if that makes sense?

You’re really excited about what you’re about to do but nervous at the same time. When you’re out on the track you need a huge amount of focus to get yourself around the course. For me, it’s the ultimate buzz – it’s just brilliant.”

After setting so many firsts for women in motorsport, but keeping her feet firmly on the ground, many – both female and male – see Jenny as an inspiration. But who does she look up to? “There’s a few – I really like Formula 1 racing and I admired Ayrton Senna and his racing ethos. I was a big fan of the British Superbikes too so I liked when it was Chris Walker, Neil Hodgson and John Reynolds – that sort of era.”

Paul Korkus So, what’s next for a lady who has achieved so much? “I don’t really know! It’s so hard to try to plan ahead.

For now I am just enjoying this season and trying to do the best I can. BSB was a really big thing for me, and something I really wanted to do. So, to ride in the Championship with this calibre of team is a huge achievement and something that I never thought was possible, so I’m just revelling in the moment and enjoying it!”

For those wanting to start racing,

she’s got some great advice: “Just get in and never give up. There will be times when you think it’s too hard and you can’t do it, but if you feel like giving up – just don’t. Keep cracking on and it will come good.”

The Isle of Man TT takes place from May 30 to June 12. For more information, visit www.iomtt.com.

Check out www.britishsuperbike.com for information on where you can see Jenny in action racing in the British Superbike Championship.

47

48 PRODUCTS

TesTed

Choosing the right compound...

The new RR is available in three different compounds, indicated by a different colour line around the centre of the tyres.

K1 (Blue): Soft Best suited to hot track temperatures K2 (Green): Medium Designed to work on colder track conditions

Putting in the miles with the kit that matters

Metzeler RR Ready to Race

The introduction of Metzeler’s third generation Racetecs has moved the hypersports market rubber up another notch.

Better stability, improved grip levels and more durability. The press pack for Metzeler’s new RR reads like many others, but its riding experience surpasses most products on the market. Replacing the popular Racetec Interact, the latest hypersport offering from the experienced German brand is, quite simply, exceptional.

Honed on the roads, taking a win at last year’s Isle of Man TT, this next-generation rubber is specifically targeted at race and trackday users (K1 and K2 compounds), although there’s also a road-spec variant (K3 compound) available.

Great stability:

The new rubber runs a steel belt, as is typical with a lot of contemporary Metzelers, but the tyres feel stiffer under load than the Interacts. They don’t squat under trailing brake and seem more suited to hard acceleration too.

The general feel is plusher against the road’s surface, with less flex and movement to compromise the tyres’ tracking, in, during, or out of a bend.

Loads of grip:

Front-end grip is exceptional. Over the duration of the test, riding with a K2 compound front tyre with ambient temperatures ranging from 514ºC, the leading rubber never once showed signs of quitting, regardless of lean angle, speed or additional load from mid-corner braking. The rear was pretty fantastic too. In all, I clocked more than 300 miles on an RR rear (K2) and struggled to get the R6 sliding, even when being ham-fisted, riding on off-camber corners.

Profiles and prices...

There is a broad range of sizes available for the RR with RRPs starting from £275 per set.

Fronts: 120/70/17 (K1) 120/70/17 (K2) 120/70/17 (K3) Rears: 160/60/17 (K2) 160/60/17 (K3)

180/55/17 (K2) 180/55/17 (K3) 180/60/17 (K1) 180/60/17 (K2) 190/50/17 (K3) 190/55/17 (K3) 200/55/17 (K1) 200/55/17 (K2)

K3 (Yellow): Hard Road-focused with a broader temperature range

Fantastic feedback:

In my experience Metzelers have always been great at letting you know what’s going on beneath the bike and the new RRs uphold this great quality. They’re very talkative and it’s easy to feel your way in and around a corner. Weighting the bike differently (moving forwards for example) can exaggerate the feedback, while also aiding the handling.

Inspiring agility:

Until trying the RRs, I’d never used a 60-profile sidewall on a track tyre. I thought it would have really slowed down the bike’s handling, but it didn’t. The balance of the front and rear profiles is perfectly matched and there’s no awkward pause in transition as one tyre tries to catch the other up during transition from lean-to-lean. The flickability of the tyres proved easy and inspiring at all paces, and this despite trying a range of different tyre pressures to optimise grip.

Top rate durability:

The K2 rubber was tested the most, seeing use over 300 track miles. The front tyre looked untouched, while the rear’s wear was surprising.

To put things in perspective, you’re looking to get around two to three track days from a rear RR, possibly double that from the front. The K3s would deliver even more, but with less grip, while the K1s, used in the right temperatures, should deliver the same performance as the K2s.

For more info...

If you’re keen to find out more about the RRs or to find your nearest stockist, visit www.metzeler.com

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50 Bikestop event focus

Destination dealer: Bike Stop, Stevenage

Old school motorcycle and clothing dealership charm sits in a 17th-century, woodbeamed shop in Hertfordshire. And they really know they’re biking onions, too!

There’s a lot to be said for motorcycle and clothing dealerships that offer more than just a service to sell you things. We’re talking destination dealerships, the ones where motorcyclists can rock up and browse bikes or kit without pressure to buy and still hang out with like-minded people.

Somewhere to go on your bikes and enjoy.

And if you’re in the area (or even if you’re not) then Bike Stop in Stevenage is a prime place to go because it’s exactly that – a fine example of a destination dealership.

Based in the quaint Old Town part of Stevenage, Bike Stop has long been an established motorcycle shop in the area. Mostly selling bike riding kit and accessories for every type of rider with every type of level of experience;

Make Bike Stop a firm favourite for a stop-off and browse throughout the year.

right from the very novice to the super-experienced.

The longest-standing Dainese store in the UK (it’s a UK D-Air Dainese dealer, the first to sell both the D Air Race and the D-Air Street range, plus fully made to measure), RST and Belstaff are also among the ranges Bike Stop carries; plus luggage from Givi and Kriega.

It was in August 2012 when the dealership found new owners. Martin, Monica and David Brown joined forces with partner Mike Rogers and it’s Monica and Martin who are based in the dealership for the day-to-day to-ings and fro-ings of a busy motorcycle kit shop.

Martin said: “We’re all bikers and we’re all about creating the right atmosphere here. It’s essential that our customers feel like they get really good service and are looked after.

“There’s no pressure to buy, there’s no rushing about. If you want the right motorcycle product for you then come to see us and we’ll make sure that we take the time to find out what and how you ride, what you want to achieve and then we’ll advise accordingly.

“It might be that the pricey option you were thinking of isn’t actually the right thing for you, and if that’s the case then we’ll tell you and show you every sort of alternative there is.”

Old wooden beams share quaint digs with the latest leather tech from Dainese.

There’s lots of stock in stock in the shop, well worth a trip if you’re after kit.

Bikestop event focus 51 Recently their hard work has been noticed with a host of awards including a customer service Feefo rating of 97%, making them a ‘Gold Trusted merchant’, and a Trading Standards’ approved award. The awards reflect the underlying philosophies of the shop; to be able to offer whatever any rider needs regardless of budget, age or experience from the very first outing of a complete novice to the dyed-in-the-wool lifelong biker and to just help whenever they can without any pressure on the customer to buy anything.

“None of our staff are on commission,” says Monica: “We wanted to create a place where bikers can come and feel comfortable just hanging out or chatting about bikes with us here. We’ll happily spend as much time as necessary giving the right advice to anyone who wants it and there’s never any pressure from our staff.”

Sounds a bit old-school doesn’t it?

And in a way the dealership does feel like that. It’s a quaint way of dealing in motorcycle life and there’s a great feel to the place – there’s even homemade cakes made by Martin’s mum for customers at weekends!

It’s worth a proper look if you fancy a bit of the old-style customer service.

The details The address: The wood beamed, 17th century shop is at 104 High Street, Stevenage, Hertfordshire, SG1 3DW Call on: 01438 317038 Opening hours: 9am to 6pm

Meet Leon Haslam at Bike Stop’s ‘Season Opener’ April 25 is the start of a mammoth weekend for Bike Stop with WSB superstar, Leon Haslam, and fellow TT racer, Steve Mercer, appearing at the shop over the two days.

Haslam is being flown in direct from WSB duties by Arai on the Saturday to mark Bike Stop becoming the first Arai Pro Technical Dealer in the UK. The former multiple British champion and recent WSB topflight runner will be in attendance all day to meet fans.

Mercer will take over star duties on Sunday and the store will be open extended hours – from 10am to 4pm.

Plus, Bike Stop’s service team will be in attendance, there will be the new 2015 range of clothing and there will be a prize draw with first prize being two VIP BSB tickets. Display bikes and a barbecue have been arranged and there’s more still to be announced. Check www.bikestop.co.uk for further updates.

Leon Haslam, WSB star and guest of honour on April 25.

52 Overland rider

Overland rider

Despite little off-road experience,‘overland rider’ Jonathan Blackburn didn’t let that stop him from embarking on a journey of a lifetime from England to Cape Town, South Africa.

Using a modified KTM 690 Enduro R – kindly supplied and prepared by P&H Motorcycles (who also prepped his essential adventure kit) – Jonathan set off in late 2013, in support of two well-deserved charities; the Multihelp Trust Orphanage and Riders for Health.

Over the next 14 months he experienced some of the world’s harshest terrain, the kindness of complete strangers, epic sand dunes and some spectacular views as he clocked up an impressive 62,000km on the KTM! Now back in the UK, we caught up with Jonathan to find out about his epic adventure…

How did you cope with the range of climate changes?

Put simply, vented mesh motorcycle gear and a Camelbak!

Apart from the first leg through Europe and the last in South Africa it was warm, ranging from 25°C to 40°C for the majority of the time.

It’s important to drink a lot, and in many African countries they sell these little sachets of water, which are so convenient.

What were the biggest challenges?

Without a doubt crossing the width of Congo (DRC) was the toughest

challenge. Congo is hard to summarise with words, but it really tests you physically and mentally. There were three days when we averaged 35 miles in a full day of riding.

If I had any advice, it would be to leave the big motorcycles at home and forget about using second gear; the sand and deep tracks will test your patience and endurance to the max. Stopping in small villages in the middle of nowhere where all white people are met with greetings of “Chinese, Chinese” does bring a smile to your face though.

Corrupt customs officers en route who want their pound of flesh, along with having a crowd of 100 people flock around you at the petrol station did get quite tiresome after a while. Best to enjoy that

Jonathan’s bike was supplied and prepped by P&H Motorcycles. moment though, as the rest of the time you’ll be filling the tank from some very dodgy looking one litre bottles on the side of the road. It’s all practice to improve your bargaining skills.

Overland rider 53 besides being called every name in the book from Moses to Bin Laden, I’m sure it helped.

Is there one moment that really stands out as a special memory of the trip?

Not really. Having spent most of the long trip never really thinking too much about reaching the goal, the day it happened came as a bit of a surprise. Completing the trip by competing in the Amageza five day rally was a particular highlight, and I’ll never forget the feeling of standing on the finish line on the most perfect of Cape Town evenings, overlooking Table Mountain.

Isn’t Africa scary?

So a massive undertaking, did you have any doubts in advance?

The days leading up to leaving the UK were quite stressful. I delayed departure several times and ended up falling behind the people I was hoping to ride with who were already in Morocco. The pressure of rushing to play catch-up was a little overwhelming, but after a short time on the road I found peace in riding alone. In the end I don’t regret doing it solo, it’s the best way to meet people on the road.

Riding the dunes looked amazing, it must have felt like you were riding the Dakar Rally.

Riding dunes for the first time is a great, but very intimidating, experience. It all goes well until you mount a dune only to have the bike

fall from under you on the other side.

A solo crossing of the Mauritanian desert on the old Dakar piste to Atar will be a trip I’ll never forget. It is like riding the Dakar, except there are no fuel stops, helivac or people looking out for your safety.

Having put most of my luggage on the iron ore train in the vague hope it might reappear at the other end, I set off against warnings of sandstorms with three of four pannier pockets stuffed with old five litre bottles full of petrol, and very little else except food, water and a tent/sleeping bag. I did wonder about my sanity!

Despite some hairy moments, some good crashes and a few moments where there was no choice but to pin it… I arrived at the finish line exhausted, but still in one piece.

Epic. Imagine doing that in the Dakar, day after day at racing speed. Awesome.

Did you sometimes think ‘I wish I had brought one of those’?

To be honest except for a few experienced overlanders, most people start off on an adventure with way too much stuff, thinking that the civilised world stops at the tip of Spain. In one sense it does, but the truth is that you need very little for an adventure like this – the essentials being a good tool kit and a wellequipped first aid kit.

The majority of the time a good spirit and a keen eye to look for ‘out of the box’ solutions is what’s needed.

The only difficulty was finding high spec fully synthetic oil, and ‘big bike’ tyres. The best bike would be a little Indian or Chinese 125cc of course!

Whatever you do, don’t forget your smile. It’s the best tool you’ve got and opens doors you’d never believe.

Growing a big beard was a laugh too;

Not really! The overwhelming majority of people are open, friendly and up for a good laugh. They’ll smile, help you and will for sure be interested in your bike. Be quick to have a good chat with most of the officials and it will pave the way for a smooth ride; learn your place,

and don’t take unnecessary risks. The rest will just flow.

On reaching the more civilised southern African countries, I started to miss the good chaos and energy of West Africa. Good times!

Now you are back, what’s your next adventure?

Who knows? But what I do know is that next time I won’t be taking a heavier bike for sure. Argentina beckons. For all those wondering about a trip, do your research, make a plan and… ride!

54 RIDERS AND THE LAW Legal matters made simple The MCM legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law – and they have full bike licences too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor, get proper independent advice.

For road traffic offences call the Motor Defence solicitors on 0800 280 0912.

For non-offence cases call White Dalton motorcycle solicitors on 0800 783 6191

Need advice?

If you need advice on a biking-related legal question or query, email mail@whitedalton.co.uk The best Q&A will be published in MCM, in confidence, of course.

Q&A

Specialist motoring solicitor Andrew Prendergast guides our readers through their legal trials and troubles...

Q

Last November my Yamaha R6 was knocked over by a bus driver while it was parked. He admitted doing it, and his insurance company paid for it to be repaired by a shop it recommended.

However, when I got the bike back I was not happy with the repairs. I told them as much, and also found one of the front brake discs was warped. The bus driver’s insurance company sent down its engineer to examine the disc; he reached the conclusion that this was nothing to do with the bike being knocked over.

We were still arguing about this issue, but as I needed to get to work I brought an old Kawasaki GPZ750. My intention was to get the company to pay for the disc to be sorted. In the meantime, I pushed my R6 to my mate’s garage as I needed to keep the GPZ750 in mine. However, a week later the garage was broken into and my R6 got nicked.

I want the bus driver’s insurer to pay for my R6 as it wouldn’t have been in my mate’s garage if he hadn’t knocked it over and it hadn’t kicked off about the disc. Can I claim? A local solicitor said they would run the case but want £1000 to start off with.

A

I am afraid you have no claim. While unfortunate, a court will not find the bus driver’s insurer liable to pay for the theft of your R6. The reason being is that it was not ‘foreseeable’ that post-accident your mate’s garage would be broken into and your bike stolen. In these circumstances, the third-party insurer was only ever liable to pay for the damage caused by the bike being knocked over.

As for your local solicitor, they don’t have a clue. Under no circumstances pay any solicitor to run this case for you; it would be a waste of your hard-earned cash.

“NICE BIKE MATE…” 1998 Honda CB500

Q

I’ve trashed my new Fireblade and bust my arm after I fell off on a track day; I lost the front-end after I tried to overtake the instructor on a bend. The track instructor told me to f*** off when I threatened to slap him afterwards. He was lucky I had broken my arm, otherwise I would have given him a kicking. I tried to claim for my bike on my fully comprehensive insurance, but they told me to forget it, as they reckon I wasn’t covered. Who can I sue? I’m well out of pocket.

A

You sir, are an oxygen thief and a drain on the planet’s resources. From what you have said, there is no one to blame for falling off other than you. Don’t go on a track day if you don’t want to take the risk of falling off. It’s a bit like a boxer moaning he got broken nose after fighting in the ring. As for insurance, if you haven’t insured the risk of taking your bike on a track then you weren’t covered when it went belly up. Suck it up.

For more info, go to:

Name: Pinky From: Loughborough Occupation: Works at Anson Classic Restorations (www.ansonclassic.co.uk) Owned bike for: Eight months Tell us about it: I bought this at the Festival of 1000 bikes back in July 2014. It had done about 25,000 miles, and been owned by a little old boy who’d kept it really tidy. He’d taken it to the show to sell, and told his wife he wouldn’t take it back home, so dropped the price to £895, including delivery.

I bought it purely to ride on track, so I won’t bother taking it off the SORN that he had it under. I’ve bought a single-seat unit and belly-pan for it, so I need to rub those down before getting it sprayed. I just want to get out and ride it though!

I’ve had no problems with it, and I expect they’re pretty indestructible. I think it’ll suit me fine for the track, and if I can get my knee down and overtake a few people it’ll be great!

I want to get more hands-on with this bike than my usual basic maintenance, so it’s going to be great to learn to do more of my own servicing. I wanted a Honda as I really like them – I’ve had a 2000 CBR600 before this, and my first bike after I passed my test 11 years ago was a CG125. I think I know what I’m getting with a Honda – they’re so smooth. I’ve also had a GPX-750, a ZZR-600 and now have a KTM 690 for the road.

Engine: 499cc, liquid-cooled parallel-twin Power: 57bhp (43kW) Torque: 35lb-ft (48Nm) Weight: 173kg Seat height: 775mm

www.whitedalton.co.uk

Current value: A similar bike now would likely fetch around £750 as a private sale, or about £350 if you traded it in at a dealer.

Data supplied by The vehicle check and valuation experts.

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ONLINE www.motorcyclemonthly.co.uk EMAIL freeads@motorcyclemonthly.co.uk POST MCM Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR

DUCATI 916 new belts, great condition, 17,000 miles, Termi cans and more, £4850. Tel. 07760 571399. Surrey.

AERMACCHI SPRINT 350 TLS brake, alloy rims, s/s spokes, s/s exhaust, very rare, restored for £3500+, Mikuni carb, painted by Rapier, lovely bike, reducing collection £5500 Tel. 01724 845235 for more details. N Lincs.

APRILIA RSV MILLE SWAP 2002, superb condition, 21k, psh, maintained regardless by myself for past 7 yrs, too much to list, call for info if interested, swap for Retro/Naked in similar condition, Tel. 07956 208091. Derbys.

APRILIA RX125 Trail bike, 1991, good starter, runs well, £1100. ono Tel. 07749 602721. Lincs.

BMW R100RS 1983, A reg, Pearlescant white with red and grey coachlines, 46,200 miles, full fairing with profiled screen, BMW rear rack and panniers, in good clean running order, current owner since 2009, stored since 2012, £1650 ono Tel. 07970 235358. Bucks.

BMW R80 RT 1992, 45k, MoT till 10/7/15, BMW luggage, heated grips, twin discs, clock/volt meter, vgc,£3000 onoTel.01643 841206; 07952 302474. Somerset.

BMW 1200RT SE 26k miles, reg July 2012 (12 reg.), vgc, fsh, last service Jan 2015, ABS, electronic suspension, panniers, heated grips/seat, cruise control & more, £7499 Tel. 07788 593463. Oxfordshire.

BMW ACERBIS Not fuel injection, fitted with carbs (bings), recon engine from Motorworks, 35k miles, fitted by P&H Motorcycles of Crawley, K & N filter, hell brake lines, Touratech onboard computer, Akropovic exhaust, trail attack tyres, ready for green lanes or Sahara, light, fast and fun, year’s MoT, all work after new engine done by Scriminger Engine Development in Lincs. £3500 ono Tel. 07961 197854. Surrey.

BMW F650ST 650cc, 1997, with approx 59k, ideal commuter, runs well, new tall screen and topbox, air filter, battery, front and rear tyres, rear brake pads, brake hoses, h/grips, chain oiler, £1250 ono Tel. 07949 983501. Essex.

BMW K100RC 1000cc Classic big touring bike, good condition, £1100 or swap/p/x 600cc plus trail bike, SLR 650 or similar Tel. 07909 502143; 01422 316310.

W Yorks.

BMW K100 LT 1000cc, full spec, fairing, panniers, top box, runner, very reliable, for spares or repair, £500. Tel. 02392 595307. Hants.

BMW R850R 2003, (6 speed), 50k miles, PSH, panniers, top box, tank bag, eng guards, h\g Guards, Heated Grips. W/shop manual.Tax May 2015, MOT Mar (will renew), £2300 or exchange for lighter bike (750 to 500cc twin?) Tel. Brian on 01325 721669. Darlington.

BMW K1 1990, blue/yellow, full MoT and history, 54k, paintwork excellent, only few tyre changing chips on wheel rims, iconic classic and rare, £2950 ono Tel. 01535 636326; 07780 476870.

W Yorks.

BMW K100 1000cc, 1983/84, first 'K' batch, 9k miles, silver, serviced, new fork seals, battery, tyres, BMW hard panniers, tools, first aid kit! vgc, £2950; BMW K1200 RS, 2001, red/fr blue, 37k miles, panniers, extra r/rack, vgc, £2950. Tel. 07759 607498. Berks.

BMW K100 RS 16v, 1990, green metallic paint, 71k, good order mechanically, some chips on paintwork to be expected with age, £800. Tel. 01594 530979. Glos.

BMW R1150 GS 1150cc, 2003, one owner from new, full s/h, 32k, ABS, h/grips, hand guards, BMW panniers, always garaged, good condition, £3400 ono Tel. 01484 682822 (daytime). Yorks.

BOSS HOSS TRIKE 1996, 3 owners with full history, Chevy 5.7 with 3-speed auto gearbox, lovely rare example, £22,995 Tel. 01895 624554. Watford, Herts.

BSA SPITFIRE 650cc, Mk 2, 65/66, reg 67 (E), Peony red, Comp, rebuild, receipts m/nos, orig log book, invoice 99.9%, original running in 505 miles, £15,500 ono; Triumph T90 Daytona cafe racer, handcrafted ali p/tank, rims, pegs, goodies, £4950.Tel. 07759 607498. Berks.

BSA A10 1961, 650cc, suspect Super Rocket but ideal for Rocket Goldie lookalike, full deep valance mudguards, Goldie back wheel average condition, ally head with twin carburetors, thick flange barrels, DA10R crankcases HC, 120mph chronometric speedo, Hagon back shocks. Tel. Ralph 01724 864220. Lincs.

BSA B40 350cc, ex mod, registered 1974, constructed 1967, c/w log book, sound runner, ready to ride, £2350 Tel. 01404 46570. E Devon.

DUCATI 750SS 1997, 13,000 miles, great condition, new transmission, tyres cam belts and MoT, contact for pics, £1895 Tel. 07807 920067. Cardiganshire.

DUCATI SEBRING 350cc, 1972, free tax, good all round condition, 12v electrics, MoT, recent chain sprockets, front tyre, used all last year, £4250. Tel. 01322 275022 before 9pm. £4250. Tel. 01322 275022. Kent.

DUCATI 916 MONSTER S4, 2001, 24,000 miles, a lot of money spent on engine, very fastbike needs tlc, MoT until June 2015, would swap for Enduro or middle weight bike, sale £1999 ono. Tel. 07525 749132. Leics.

DUCATI MONSTER S4R 2004, black, vgc, 9006 miles, fsh, belts changed, MoT till March 30th 2016, many new parts, great performance, Sports cans, iconic motorcycle, two keys, manual, £4350 Tel. 07956 253608.

Greater London.

ELECTRIC FOLDING CYCLE suitable paddock bike, brand new batteries, cost £80, vgc, suitable age 8-80, £125 ono Tel. 01273 812101. Lewes, Sussex.

FOR SALE SALES OR REPAIR: I have been restoring this moped on and off for the last two years, never been reg, so there is no V5 or no plate, just needs stickers, seat cover and horn fixing, if you can use it for spares then it has lots of new parts, wheels have been painted gold, p/coated black, starts and runs, lights and indicators work, £400 ono Tel. 01388 816697; 07765 158047.

GILERA SATURNO BIALBERO 500cc, 1991, Italian, exotic and single, Classic early 90s limited edition from Gilera, one of the most beautiful examples of this truly rare bike, only 1100 made 89/91 and only 50 exported to Britain, on Sorn, open to offers Tel. 079132 85342 (please leave details and I’ll call you back) .

HARLEY DAVIDSON totally pristine, unreg, unused,VRSCA V-Rod, 2003 model, two tone silver/black, 100th Anniversary Gold Key accessory package includes: 100th Anniversary ign key, windshield kit, h/bar grips, m/c cover, needs nothing, ready to display, ride or keep as investment. £24,995 Tel. 07984 969293. Gtr London.

HARLEY DAVIDSON XL883 Sportster Iron Trike, 2010, 5125 miles, Klicktronic hand operated gear system, custom made luggage, tow bar twin seat with backrests, stage 1 MoT until April 2015, £13,000 ono Tel. 07949 679138. Renfrewshire.

HARLEY DAVIDSON Road King 1340, N reg, 50k miles, completely rebuilt, powder coated frame and brackets, re-sprayed, new electrics, tyres and brakes, hardly used last 5 yrs, £7000 ono Tel. 07551 452452. Stirlingshire.

HARLEY DAVIDSON 1450 FLSTC 2005 Heritage Softail 4500 miles 1 previous owner completely standard with only factory extras Harley Remote Proximity Alarm Immobiliser, saddle bags foot boards (front and rear, quick release Fly screen, rev counter, rear rack, sissy bar, £9450 Tel. 07875 179302. Warks.

HARLEY DAVIDSON low miles, no nonsense, runs rides great, p/x considered. Tel. 07549 543140.

Lincs.

HARLEY DAVIDSON FXDC Superglide custom 2010, MoT August, backrest, luggage rack, heated grips, under 8000 miles, showroom condition Tel. 07880 712544. Somerset.

HARLEY DAVIDSON Sportster 883 XLH, 1998, MoT August 2015, custom wheels swing arm tank, fair bit chrome, 31,000 miles, £3500 Tel. 07906 727593.

Cornwall.

HARLEY DAVIDSON WLC 750cc, 1942, in excellent civilian trim, correct hand clutch,panniers,rear rack etc, reluctant sale, £12,995 Tel. 07798 866071. Greater London.

HONDA C90 90cc, nice little bike, 31k miles, runs well, new tyres, seat cover, carb mirrors, not immaculate but vgc, long MoT, red, £695 ovno Tel. 01257 462185 after 6pm. Lancs.

HARLEY DAVIDSON XL 1200C Custom Sport Sportster, 100th Anniversary, MoT Aug 15, tax Jul 15, 4,800 miles, 2003 reg, good condition, £3800 Tel. Martin 07979 800533. Worcs.

HARLEY DAVIDSON XLH 883 Sportster, 2003, 21k miles, full s/h, full MoT and service, many chrome extras, loud pipes and standards, touring seat, ideal first Harley to get under your skin, £3350 ono Tel. 01803 310250.

Devon.

HARLEY DAVIDSON. Soft Tail 1450, runs perfect, low miles, well built, p/x or £7750 Tel. 07549 543140. Lincs.

HARLEY SPORTSTER XL 1200 2004, Custom, silver, excellent, low mileage condition, Stage One tune, back rest, rear rack, full history, £4500 Tel. 07798 866071.

Middx.

HONDA 1500SE Goldwing with hydraulic stabilisers, 43,000 miles, recently services, new tyres, new brake pads, new battery, stainless exhaust, £5999 ono Tel. Matt 07777 687930.

Flintshire.

HONDA 250 SUPERDREAM 1982, also 400cc Superdream 1982, £1500 each or exchange classic bike parade racer, or why? cash e/way. Tel. 01905 21667 anytime. Worcs.

HONDA DEAUVILLE NTV700 2008, full s/h, two owners, 24k miles, red, colour matched top box, fairing lowers, heated grips, wide and narrow pannier lids, excellent condition, £3500 ono Tel. 01291 689497 or 07803 965649. Monmouthshire.

HONDA 250N Super Dream, 1983, MoT Feb 2016, good runner, used as daily commuter but now retired and need garage space, £800 Tel. 07724 502948.

E Riding of Yorks.

HONDA CB500 1999, MoT and tax, May 2015, eye-catching yellow, 20k miles only, shield and top box, vgc, 6 speed gearbox, very reliable, perfect ready to go, £1300 bargain Tel. 01354 610269; 07500 148900. Cambs.

HONDA 500S year 2000, 19,000 miles, MoT May 2015, excellent condition including topbox & Givi panniers if required, £1300 ono Tel. 01926 336246.Warwickshire.

HONDA C90 Eco, elec start, genuine 2,250 miles, X plate, 2000, age related marks, will have 12 mths MoT on sale, met red, £1395 ono Tel. 07896 354751 for more info. W Mids.

HONDA CB 1300 black, naked, 08, K7037, if you really want a CB1300 view this one, best muscle bike ride, magazine, many extras, just had oil filter, Castrol Actevo, K&N. Tel. 01452 780280. Glos.

HONDA CB250RSA 1980, W, only 5800 miles, time warp condition, stainless Motad, manual handbook, recent tyres,some history,very original,£1495 onoTel.01246 200842; 07935 175649. Derbyshire.

HONDA CBR1000F 1989, 'F', red/white/blue, new MoT, 44k miles, excellent condition, ready to go, £1400. Tel. 0208 3012913.

S E London/W Kent.

HONDA CBR400RR NC29, 1991, b/grey, owned 12 years, MoT 2015, art can plus s/stand, £1200 ono Tel. 01604 642687. Northants.

HONDA HORNET 600F 2003, standard Honda exhaust system removed from the bike in 2004 at 700 miles when a new complete Scorpion system was fitted, unmarked condition, would cost to replace today £900, accept £285 cash on collection Tel. 01723 515546. N Yorks.

HONDA CBF1000 ABS, 2008, 15,200 miles, £1000 worth of extras, one owner, new tyres, full s/h, £4500 ono Tel. 01782 777966.

Staffs.

HONDA CBR 125cc, 18k miles, 58 plate, black, new complete Arrow exhaust system, also new sprockets and chain, vgc, clutch, £1650 ovno Tel. 0151 2578093; 079460 24647.Widnes, Cheshire.

HONDA CBR1100XX Blackbird, excellent condition, black, 31,760 miles, heated h/grips, two owners from new, data tagged from 2014, MoT July 15, on Sorn from Dec, Baglux tank cover and bag, £2400 ono Tel. 01584 819871.

Worcs.

HONDA CBR125R 2013, with only 183 miles, still under warranty, excellent condition, previously stolen, recovered without damage. Tel. 07800 867053. Gtr London.

HONDA CBR600RR silver on black, 55, 22k, fsh, extras, £2900 Tel. 07415 307875. Wilts.

HONDA CBR500R (Cat A2), black, 9515 miles, FSH, fun + great mpg, lovely condition + heated grips, £3300 ono Tel. 07751 422256. Flintshire.

HONDA INOVA blue, 90 miles, only 12 months’ MoT Apr 2012, kept in garage, £1900 ono Tel. 01884 820531. Tiverton, Devon.

CLASSIFIED HONDA CG125 2005, commuter 15,000 miles, good condition, well maintained (oiled and cleaned), new front and rear sprockets, chain and high intensity Halogen head light bulbs, used primarily to go to and from school good learner friendly 125, pick up only, silver, two owners, part service history, centre stand, electric start, luggage rack, top box, £900 ono Tel. 01483 894087. Surrey.

HONDA CX500 EC Eurosport, 1983, A reg, black, only 13.5k miles, serviced regularly, my 77 year old father owned this bike from new, and it is totally original, in excellent condition, new original Honda silencers fitted, an appreciating classic, great investment £3495 Tel. 07859 919598. North Yorkshire.

HONDA NC700 INTEGRA 2012, 6 speed, twin clutch, automatic/tiptronic, 70+ mpg, ABS, 35 ltr, Givi panniers, Honda warranty until Sept 2015, quick off the mark, comfortable ride, ideal for commute or touring, £5500 ovno Tel. 07798842421. Somerset.

HONDA FIREBLADE 929 2001, 28k miles, fsh, MoT, mint condition, new tyres, standard bike, Smartwater, two keys, £2500 Tel. 01933 624493; 07508 567576.

Northamptonshire.

HONDA GL1200 1200cc, project bike, Interstate, needs alternator to complete, sensible offers, America Speedmaster, rear silencers, new, boxed, £300; £300 Tel. 07434 513161. Lancs.

HONDA GOLDWING GL1200 trike, 1986, 50k miles, MoT, tow bar, discs all round, fully serviced, £3200 ovno Tel. 07768 314858; 07768 314858. Oldham, Lancs.

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HONDA NT700V 700cc, metallic grey, h/grips, 23k miles, one mature owner from new, ABS, garaged, service history, new tyres, (not import), excellent reliable bike, £3650 Tel. 07743 383968. Lancs.

HONDA NT650V 1998, (pre-HISS) model, c/w spare CDI, coils and stator/alternator, runs and rides great but I don't ride it very much, MoT runs out 07/03/15, approx 60k, with history back to 2007, £650. Tel. Simon 01784 461961 for further details.. Surrey.

HONDA SL350 K1 1970, imported by me from Texas in 2013, tax free, MoT to be done next month (March), looks like a 5 year old, a nice patina,all factory original, selling due to having another one I am restoring coming to completion. Do not buy one to restore, it is very expensive. Tel. 01227 360735. Kent.

HONDA SLR TYPE trail, 650cc, 1998/9 Single DOHC twin port exhausts, electric start, alloy wheels, red/blue seat, MoT, vgc, no faults, good battery, needs good home, find another! firm £1250 cash.

Tel. 07799 847631. Bedford.

HONDA VFR FH 750cc, 1987, for sale,off the road past 5 years,needs rear tail fairing apart from that excellent condition, £500. Tel. 01256 893295 for more details.. Hants.

HONDA VT500E 500cc, 1988, good condition, only 32k miles, well maintained, new MoT on purchase, £750 ono Tel. 01460 394826. Somerset.

HONDA SH300 scooter auto, MoT March 2016, abs 24,000 miles, front screen silver, £995 ovno Tel. 07772 797112. Derbyshire.

HONDA VF1000 FE/FF a VF1000FF frame and engine, 1986, 65k miles, with FE red bodywork, owned this bike for 12 years and it’s been a fun and reliable, supremely capable all rounder, V5 present, MoT till April, £500 can deliver at cost within 100 miles, cash on collection Tel. 0777 3641786. Suffolk.

HONDA VTR250W fully refurbished, powder coated frame, full Dream machine paintwork to bodywork engine cases and wheels, full s/steel LXIL exhaust, Wavy r/disc, Fireblade f/caliper, adj levers, 14k, low seat height, 32bhp ideal for A2 licence, £1800 Tel. 07702 492583. Notts.

KAWASAKI EN 454 Ltd, 1989, MoT June, new rear tyre, new front disc, pads,36k miles, runs well, recent service, seat tatty, £525 Tel. 01228 528483; 07796 814489. Cumbria.

KAWASAKI ER6F 650cc, 2012, 6100, taxed, Racing green, fitted extras, rear seat cowl, rear hugger, one owner from new, garaged, £3800 Tel. 07503 3235215. Lincs.

KAWASAKI NINJA ZX10R 2007, MoT, s/h, Meta alarm with two fobs, three keys including the red one, lots of paperwork, 25,700 miles, used twice last year so it needs to go, the best bike out of the Big Four 1000cc I have owned, serviced regularly and always on the trickle charge, has a few little age related marks but other than that a very clean very quick bike @ £3800 priced to sell so no offers or part ex. Tel. 07752 127553. Gtr London.

KAWASAKI ZZR1400 black/gold wheels,3k miles only,mint condition, 2010,MoT,two owners,owned for 3 years, good reason for sale, £6300 ono Tel. 07963 518759. Lincs.

HONDA XR250 Tornado, 54 plate, 12,500 miles, electric start, MoT Sept 15, £900 Tel. 07802 662697. Powys.

KAWASAKI 750 ZR7S 2003, Sorned since Aug 14, MoT July 15, 21k miles, good tyres, heated grips, top box, need something smaller and lighter now, £1750 ono Tel. 01373 300924. Somerset.

KAWASAKI ER-5 500cc, blue, Nov 1999, just 3,900 miles with small engine bars, flyscreen, tool kit, MoT July, injured left hand, going back to a scooter, £1100. Tel. 07546 890419 (not 3-6pm).. Kent.

Kawasaki W650

Every month Steve Cooper from the Vintage Japanese Motorcycle Club picks out another great example of classic Oriental metal.

BRITISH nostalgia is stronger than ever in the motorcycle world – look at the popularity of Triumph’s modern Bonneville. The retro-styled machines capture much of the style and attitude that many bikers want to experience

KAWASAKIZ650 1980, restoration project almost complete, engine turns, before I acquired it I was told it ran, V5, sold as seen, pay with paypal or on collection, £1500 Tel. 01689 891345; 07799 813523. Kent.

HONDA VFR750FV 1997, 30,000 miles, new MoT, vgc, serviced, garaged, summer use only new tyres, Scottoiler, Givi wing rack panniers, touring screen, rear hugger, front fender extender, alarm, sat nav and mount Honda tool kit and handbook seat cowl, lovely bike, £1500 Tel. 07749 047164. West Yorkshire.

or re-live. But there is a Japanese alternative – the Kawasaki W650.

Sold in the UK from 1990 to 2006, some owners claim its profile is more accurate to the original machines of the past. Check out the swoopy seat ;

KAWASAKI W650 2002, red/cream, 12k miles, Givi screen, new tyres, good condition, MoT Dec 15, £3400 Tel. 07711 107649. S Wales.

KAWASAKI W650 year, 1999, red, cream, 16,700 miles, Givi top box, side pan, s/spokes, mint condition, plus spares, £4000 Tel. 01446 790157. Glamorgan.

KAWASAKI ZZR 400cc, 1991 import, 32,046 kls (approx 20k), barn find, lovely first bike, receipts for work done, bike ready for MoT, hence price, bike must go, room needed, needs loving new home, £600 Tel. Geoff 01404 45243.

East Devon.

KTM DUKE 2 LC4 640 2003, 12,370 miles, MoT, new cyl head, valves, cam chain and full service, JD exhaust, Newton Abbot, £1995 Tel. 07779 244290. Devon.

KYMCO ZING 125 Custom, 1000 miles on clock, MoT. new battery, buyer to collect, £1250 Tel. 01706 523029. Gtr Man.

KAWASAKI Z1000 Special Edition, Sugomi design, 14 plate, 1,908 miles, Powerbronze screen, as new, kept in garage under dust cover, £7750 Tel. 0203 5387788.

Gtr London.

just like the one in dad’s album.

Those silencers? Pure British styling.

The petrol tank with its chrome badge, contrasting colours and rubber knee pads straight out of the Fifties ; they could have come off the drawing board of Jack Wickes (go lo ok him up).

Th e s i d e p a n e l s l o o k l i ke o l d fashioned oil tanks, gaitered forks ma i nt a i n t h e i l l u s i o n a n d , f o r c r y i n g out loud, even the disc-brake carrier l o o k s l i ke o n e o f t h o s e d e v i l i s h l y d a n g e ro u s s i n g l e l e a d i n g s h o e d r u m brakes. Arguably Kawasaki did a better job with Meriden’s legac y than Hinckley.

Fortunately it’s not all show and bluster – Kawasaki’s best-ever retro i s s o m e t h i n g o f a t o u r d e f o rc e i n t h e e n g i n e d e p a r t m e nt. A l t h o u g h smallish by modern standards, the 6 7 6 c c m o t o r k n o ck s ou t a f a i r l y c re d i t a b l e 5 0 b h p a t a n o t t o o f ra n t i c 7 0 0 0 r p m.

If you want a non-sports bike w i t h s o m e g e nu i n e s t y l e t hat d o e s n ’ t d e ma n d t o b e r i d d e n l i ke a r a c e t r a c k re f u g e e , t h e W 6 5 0 i s worth considering. Tucked away in that compact parallel twin are e i g ht va l v e s a n d a b a l a n c e s ha f t t o reduce vibration. The long stroke delivers power in a loping manner, a n d ma ke s t h e m o s t o f t h e 2 1 l b - f t of torque.

Forget flailing metal chains or toothed rubber belts, the Kawasaki drives its cams via a bevel drive mechanism running up the right-

hand side of the motor. Know that the original V-twin Ducatis used exactly the same system. Oh, and the bike still has a kick-start to back up its electric foot ; a single feature that to some makes it a ‘real’ bike.

The Kawasaki is never going to embarrass an EN-6R in the handling stakes, but it corners a lot better than many might expect. With lower bars, some decent rear shocks and possibly stiffer fork springs it’ll go around bends far more capably than many of its ilk, and can make a very enjoyable B-road hustler. The Kawasaki W650 is one of those machines that some see as a blank canvas for tweaking, tuning and modifying and it seems to work rather well.

Flat trackers, scramblers and cafe racers have all been very successfully produced from this bike. And if you wanted to add a little gravitas and kudos to ownership, look out for exracer James Witham’s take on the bike. He and a mate have created a pair of stunning street scramblers that parody the W650’s progenitor while taking their aesthetic cues from early Seventies Kawasaki strokers.

Not so long ago the Japanese factories were accused of not being in touch with their heritage. The bosses’ mindset was that yesterday had already gone, and in order to generate profit and develop motorcycles they needed to look to the future. With the demographic getting older, manufacturers have suddenly seen the future may well lie in the past. The

Want your fix of Japanese classics? Then you need...

5 issues for £12 Visit www.classicmagazines.co.uk/cmmvjmc Call: C all: 0 01507 1507

529529 529529 aand nd qquote uote ccode: ode: C CMMVJMC MMVJMC

Expiry: 31/07/15. *UK only offer

MATCHLESS G3L 1960, 350cc, vgc, with matching numbers, converted to magneto ignition, some known history, reluctant sale, MoT, ready to ride, £2950 ono Tel. Colin 01772 635161.

Preston, Lancs.

MORINI 350 SPORT 1976, genuine UK-market Sport, 22k miles, year’s MoT, wire wheels, Borrani flanged rims, concave Cibie, Marzocchi Stradas, just serviced, new cam belt, switchgear, brakes overhauled, carbs ultrasoniced, rebuilt & balanced, £3400 Tel. 07788 442155. Bristol.

MOTO GUZZI CALIFORNIA 1100I, 1994, blue, s/s pipes and silencers, s/s mudguards and trims, chrome rack, engine bars, panniers, Michelin pilots, datatag, screen, h/guards, braided hoses, serviced, Carrillo rods, immac, £3795 ono; possible p/x for Nevada Tel. 01977 510546. West Yorks.

MV AGUSTA F4 750 fabulous, blue and silver, 2002, 8,765 miles, needs an MoT in April, I want £5750 for it, carbon and polished alloy in abundance. Tel. 07826 879247; 01291 430677. Monmouthshire.

W650 apes the company’s earliest four-stroke twins ; the long-running W1 and W2 series.

These bikes came courtesy of Kawasaki’s takeover of the ailing Meguro company. With suitable revisions and a capacity hike from 500 to 650cc, Kawasaki had a potential Brit beater that sold well in Japan, but failed to make significant inroads into Europe or the USA . By the end of the model’s run it was sporting forks, brakes, clocks and sundry running gear originally destined for the legendary Z1 900.

Quite why the Japanese Meguro f a c t o r y w o u l d c o n s i d e r p ro d u c i n g a 5 0 0 c c p u s h - ro d p a r a l l e l t w i n m i g h t s e e m o d d u nt i l y o u p i ck u p o n o n e k e y p o i n t . T h e y w e re l i c e n s e d t h e design by the mighty BSA empire, which no longer needed to produce its A7 500 twin. So, the W650 has a s mu c h h i s t o r i c au t h e nt i c i t y a s t h e modern Triumphs... or possibly e v e n m o r e.

Whatever Japanese classic you own, you’ll be welcomed by the VJMC – visit the website or telephone and join one of the most vibrant classic clubs.

The VJMC; run by motorcycliissts for motorcycliissts www.vjmc.com membership_vjmc@yahoo.co.uk Membership enquiries only 01634 361825/07948 563280 Mon-Fri 9am - 5.30pm

CLASSIFIED

Selling your bike is FREE for private readers

Online: www.motorcyclemonthly.co.uk Email: freeads@motorcyclemonthly.co.uk Post: MCM Reader Adverts, Media Centre, Morton Way, Horncastle LN9 6JR SCRAMBLER PROJECT leaves spares from 1994 BMW R80 RT, original cockpit, seat, panniers, side panels, silencer, rear shock etc, will sell all for £100 or individually. Tel. 07732 475211. Tyne and Wear.

MZ ES150 TROPHY 1972, perfect frugal classic runabout, 80mpg, 28k miles believed correct, long MoT,road tax exempt, used regularly for club runs, v reliable sorted bike, recent quality Continental tyres, genuine reason for reluctant sale, £1000 Tel. 07788 442155.

Somerset.

MZ TS250 1975, 8000 miles, beautiful original condition, £1400 Tel. 07836 759302. Cheshire.

SUZUKI 650 Katana, 1984, restored, excellent condition, long MoT, spares manuals, must be seen, £2000 Tel. 07757 099844.

West Midlands.

SUZUKI BANDIT 1200 1999, 25,000 miles, good tyres, 12 months MoT, previous MoTs point to mileage being about right, two keys, new hugger, new plugs, oil and chrome oil filter, new wide bars fitted over winter, also a red bagster tank cover, vgc free with bike. Tel. 07475 746569. Lancs.

SUZUKI HAYABUSA 1340cc, 2010, 22k miles, black/red, hugger, Scottoiler, £5300. Tel. 07801 298132. Dumfries, Scotland.

SUZUKI INTRUDER 1800cc, 2012 plate, blue white, new Avon tyres,V Stream scream and crash bars, 9400 miles,great condition,K&N filters, oil and filters changed, £7850 ono Tel. 07894 078815. Notts.

SUZUKI RF900 1996, purple/ yellow/grey, new chain and sprockets, new rear tyre, dynojet, K&N filter, heated grips, bubble screen, aftermarket can, MoT 10/2015, one owner last seven years, good condition for age & mileage, £1095 Tel. 07528 723247. Wiltshire.

OSSA 1974, basket case incomplete - registration document inc, £1050 ono Tel. 01233 610185.

Kent.

R65 1980, great wee bike, luggage, recent tyres, rides well, new Motobatt, charge light just come on though, firm with a new MoT, £1250 firm with a new MoT Tel. 01291 641872. Chepstow, Bristol.

RACE BUS - Iveco Daily - L888 KTM (private plate), 12 mths MoT (Feb 2016), vgc, tyres 99%, reinforced loading bay, low mileage, recently resprayed, d/bed, shower, toilet, 4 hob stove, microwave. Tel. 07960 953265.

Herts.

ROYAL ENFIELD Clipper Crusader Sport, 1961, excellent condition, £2550 Tel. 01923 461289; 07745 134757. Herts.

ROYAL ENFIELD 1960, Constellation, MoT, TT100s, s/s spokes, fully enclosed chaincase, £4500 ono Tel. 01775 762130; 07943 373986. Lincs.

ROYAL ENFIELD EFI Bullet, 500cc, 2013, crash bars, Avon fairing, back rack, top box, £2750 ono Tel. 01271 343790. N Devon.

ROYAL ENFIELD Bullet 500, 2014, purchased November, genuine reason for sale bike to heavy for me, original seat and handlebars can be refitted if required, 350 miles, £3400 Tel. 01524 733604. North Lancs.

ROYAL ENFIELD BULLET 2010, Electra Classic EFI, 500 cc, electric and kick start, new Avon tyres, touring screen, spares included, 7500 miles, mint condition, £2750 Tel. 01388 608132.

Durham.

SUZUKI BANDIT 600 stunning, wants for nothing, no mechanical issues, cosmetically beautiful with no scratches, scrapes or dents, downpipes and exhaust are in great condition, no pitting, no sign of salt corrosion to engine, brakes, chain and sprockets are in great cond, MoT Apr 15, s/h, Nexxus exhaust system, r/hugger, custom seat, Renthal bars, mini indicators. Tel. 07964 385049. S Yorks.

SUZUKI GSX1400 very nice bike it has Kawasaki VN front forks, it has Black Jack Daniels paint work and a new MoT, £4000 ono Tel. 07870 381621. Wales.

SUZUKI GSX750F 2000, X reg, good condition, MoT to August 2015, 22,000 miles, Sorn, £1250 ono Tel. 01526 354141. Lincs.

SUZUKI GSXR1000/K707 15k miles, taxed until end Feb, medical condition has prevented me from riding it and forces very reluctant sale, Micron and brand new original exhausts, Ventura rack fitted, recent new tyres, regularly serviced by Crooks Suzuki, £4995 ovno Tel. 07580 130388.

Cumbria.

SUZUKI GT250A 1976 race bike, BHR eligible, ‘Fahron’ tuned, ‘Swarbrick’ pipes, ‘Akront’ rims, twin disc front, large drum rear, GRP fairing/ tank/seat unit,‘Spondon’ type frame mod, ‘MJB’ shocks, loads of spares inc. frame, tyres, new battery, £1800; GT250A restored engine (STD), £300. £1800 Tel. John 07825 368051. Lincs.

SUZUKI GS650GT Shaft drive, 1985, good condition for age, recently serviced, good tyres and MoT until July 2015, 4-in-1 Motad, on Sorn, £775. Tel. 07986 335910. Bucks.

SUZUKI GSX1400 M.T.C. exhaust can including link pipe and all fixings, with removable baffle, £80 plus postage Tel. 01865 849759.

Oxfordshire.

SUZUKI SV650S 15,300 miles, MoT no advisories, new gel battery, serviced custom exhaust, hugger protectors remote control, led running lights, exceptionally well looked after, sounds and looks fantastic. Tel. 07799 761806. Gwent.

TOMOS A3ML 50cc, spares or repair, never been registered, this can be done at DVLA, it has been restored but not finished, needs stickers, seat cover, horn, sold as seen, £400 ono Tel. 07765 158047. Durham.

TRIUMPH ADVENTURER 900 slightly customised, too many bits to list plus all original bits, £2750 Tel. 07896 218204. Hants.

TRIUMPH AMERICA 2012, blue/white, 1800 miles, full s/h, accessories inc Triumph screen, foot boards, sissy bar, pannier rails, dresser bars Triumph load pipes, chrome clutch cover, tool roll, internal dust cover, bike as new, mature owner sale, £5250.

Tel. 01962 865120. Hants.

TRIUMPH BONNEVILLE 2001, Y, red/silver, 4.5k miles by one owner from new, excellent, Sorned, can MoT, Givi panniers and top box, oiro £2750. Derbys.

Email. for photos, DerekBrock01@Tiscali.co.uk

TRIUMPH BONNEVILLE America, 800cc, 2003, with private plate JIB 4659, 1800 miles on clock, Triumph factory exhaust, but have other short grunts pipes to go with bike, also panniers, service and new MoT to be done March 15, £3200 or open to offers Tel. Alan 01202 610138; 07882 607847.

Poole, Dorset.

TRIUMPH DAYTONA 955I 2002, 51 reg, metallic silver & black, 56,600 miles, vgc, throttle cables & fuel lines replaced & bottom suspension rebuilt, current owner since 2011, MoT end of May 2015, £1750 Tel. 07970 235358.

Buckinghamshire.

TRIUMPH SPRINT ST 955i, 2002 01 reg, 15,000 miles, MoT Sept, top box and heated grips, vgc, £1995 Tel. 01162 862597. Leics.

TRIUMPH SPRINT 1050ST 2011, one owner, 7,200 miles, blue, top box, Michelin PR3S, excellent condition, £5495 Tel. 07986 973033. West Sussex.

TRIUMPH STREET TRIPLE in Roulette green for sale, 10,200 miles, 2008, MoT July, tax end June, rear Hugger, tank pad, adjustable levers, stunning clean bike, £3600 Tel.07960 239639. Derbys.

TRIUMPH STREET TRIPLE fsh, 12,000 miles, lots of factory fitted extras, full Arrow 3-1 exhaust system, Ohlins rear shock, Matris f/fork inners, Datatool S4 alarm, R&G protectors, full body kit etc, garaged & dry miles only, £5500 ono Tel. Mark 07412 551559.

Berkshire.

TRIUMPH T110 650cc, pre-unit, 1957, blue, older restoration, trophy style alloy head, m/mag, good runner, easy convert, original, sold as seen, matching nos, £4250 ovno Tel. 07951 247635. W Mids.

TRIUMPH TIGER Explorer Launch, 2012, full luggage, powered top box, Deanali horn, Triumph h/grips, all updates complete, many Powerbronze extras, £8250 Tel. 07450 269105.

W Sussex.

TRIUMPH TIGER 90 350cc, 5k miles since total restoration, matching nos, a real head turner, finished in Grenadier red and Alaskan white, sensible upgrades, good investment at £5000 firm Tel. 01752 843990. Cornwall.

TRIUMPH TR6P 1970, vgc, matching frame-engine nos, one of the last oil in the tank models, many new parts, Sorned, no MoT, £5500 Tel. 07913 484186. Notts.

TRIUMPH TROPHY 1200, Azure Blue, one owner, full history heated grips, coded top box other extras fitted 2001 with 13,500 miles, mint condition any inspection, £3000 no offers Tel. 01502 539825. Suffolk.

VELOCETTE MAC 350cc, 1953, first swinging arm, all original, only 61k miles, exc cond, all alloy engine, dynamo, regulator recently overhauled, good tyres, chains, brakes, owned 7 years, £4850 ono Tel. 01273 812101.

Lewes, Sussex.

YAMAHA DRAGSTER XVS 1100A panniers, Mustang seat, alarm/immob, sissy bar and tool rack, crash bars, Vance & Hines slip-ons, loads of chrome extras loads of stock parts 47k miles, great bike, reliable, MoT until end of April, genuine reason for sale, £2800 ono Tel. 01257 413149.

Lancs.

YAMAHA FAZER 600 consider swapping my W plate for Enfield or similar, repair work welcome (within reason ) FZS has 42,000 well maintained miles on her back, full test, new front tyre, Scottoiler, new chain and sprockets, cam chain tensioner, new complete exhaust, £1200 or cash adjustment Tel. 0114 2698273. S Yorks.

YAMAHA FJR1300 beautiful example in exceptional condition with just less than 16k miles, colour coded panniers and top case, service history, electric screen, ABS, heated grips, security system and all the usual extras for this model, viewing is welcome, absolutely faultless, will be sold with a full MoT.Tel. 07791 723949. West Yorkshire.

YAMAHA FZR600R 95, 11 months MoT, full stainless Art exhaust, recent chain + sprockets, good tyres, 36,384 miles, spare brake pads + standard endcan, very reliable, £900 ono Tel. 07516 840677; 01492 203073 anytime. Denbighshire.

TRIUMPH THUNDERBIRD Sport 900, yellow/black, 1997, 23k miles, on Sorn, parcel rack, vgc, £3250 ono; Suzuki Hayabusa, red/black, 2000, W, 22k miles, Quill cans, many extras, vgc, on Sorn, £3200 ono. Tel. 01945 581440. Cambs.

2 YAMAHA 600 Diversions, 2000, W and 2001 Y, MoT, need putting back together, lots of new parts inc tyres, both runners, make really good one and keep the other for spares or build two bikes, £600 the pair.Tel. 07798 794220.

Worcs.

YAMAHA DT 125 A/C, 2T engine, 19,700 miles, running condition, £250; Yamaha 7" 2L/S hub, new shoes, £80; Yamaha N.O.S. alloy rims, 18", pair, £100; long term OAP, more dreams than time. £100 long term OAP Tel. 01293 410976. Gatwick.

YAMAHA FJ 1200 1990, 27k miles, two previous owners, full Givi luggage, engine crash bars, full service, lots of stainless, 12 months' MoT, 6 months tax on sale of bike, well worth a phone call for full details. Tel. 07931 175508. E Yorks.

YAMAHA R1 2001, fully serviced, wavy discs all round, new zero gravity screen, Goodridge hoses, recent chain and sprockets and tyres, £2150 ono Tel. 07906 343480. Kent.

YAMAHA RD 250C blue, good engine, mint condition, standard, reconditioned, new wheels, shocks, £2800. Tel. 07808 761159. Somerset.

YAMAHA RD 250F red/white, good condition, one owner, last on road 84, powder coated frame, resprayed tank, new seat, all speeds, new tyres, chain, sprockets, £3000. Tel. 07808 761159.

Somerset.

YAMAHA SR500 500cc, 1978, black/red, lovely original classic single, new tyres, battery, 37k miles, first to see will buy, MoT May 15, £2750. Tel. 07912 185478. Tyneside.

YAMAHA SRX 600cc, 1986, nice condition, silver, original, also Yamaha ST 550, dismantled, complete, also Honda CB 250RS, dismantled, complete plus spare CB250RS, two engines etc, £1600. ono Tel. 01484 682822 (daytime). Huddersfield, Yorks.

YAMAHA VIRAGO XV 750 1998, 16k miles, vgc, MoT, currently on Sorn, selling due to house move, £1750 Tel. 07712 587038. Denbighshire.

YAMAHA XS 650 US Custom, W reg, 1981, UK bike with only 11k, been stood for the last 12 years, being sold as a restoration project. Can deliver. Tel. 07903 515542. Pembs.

YAMAHA XT350 1988, F reg, MoT Oct 2015, new disc & pads, Micron stainless exhaust, rack, brush guards, Scottoiler, spare knobbly tyres, £950 Tel. 07989 237837. Staffs.

Fo ra ll yo u rYa m a ha n eed s, b ikes, pa rts, servic e a n d c lo thin g fro m the b est!

W innerso fYa m a ha M a stero f C usto m erC a re A w a rd 2 010

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CLASSIFIED YAMAHA XT 600E the last of the air-cooled, cartooned models, 2003, 27k miles, full s/h, recent Avon Distanzia tyres and C&S, std apart from full stainless exhaust, Motad downpipes and Quill silencer (BS approved) and heated grips, £2300 ono Tel. Mark 07817 393092. W Sussex.

YAMAHA TY 80 kids trials bike, stolen and recovered, need some work, £250. Tel. 07922 185110.

E Sussex.

YAMAHA XS650 pots, £50; Kawasaki GPZ 900, new, used, spares,plastics,switches,etc,£150; Triumph Bonneville 750, 5-speed gears, £350; TT carb amal, £350; Triumph Speedmaster seat, new, £100.Tel. 07956 121054.Worcs.

YAMAHA XV650 Dragster Classic, 2005, exhaust as new, £500. ono Tel. 01302 327797; 07762 873456. Yorks.

ZX10R 2007, MoT, s/h, Meta alarm with 2 fobs, 3 keys inc the red one, lots of paperwork, 25,700 miles and used twice last year so it needs to go, serviced regularly and always on the trickle charge, a few little age related marks but other than that a very clean very quick bike, Scorpion exhaust with removable DB killers. Tel. 07752 127553. Gtr London.

parts For sale

4 LS TYPE GRIMECA 230mm front brake, hub and spindle, 36 s/s spoked into 18in x 1.85 Classic Akront aluminium valanced TS type rim, all new and unused, oiro £950. Will send photos if you email interest to: Email. derekbrock01@tiscali.co.uk BIKE TRAILER single, mini wheels, good tyres, very stable, £60. Tel. 02476 543895; 07443 658337. W Sussex.

BMW F800 ST 800cc, Hepco & Becker pannier frames and rack, used once, £130; Baglux tank cover, used once, £60. Tel. 07900 944783. S Yorks.

BMW R1200 GS/GSA (pre watercooled),Touratech low adjustable, comfort rider's seat, pristine condition, £200. Tel. 07742 970795.

E Sussex.

BMW R1200 RT/R1200 ST factory panniers, 2005, red, slight scuffs on lids with keys, £25. Tel. 07903 380308. Enfield, London.

BMW R80RT 1994, parts for sale, Street Scrambler project makes panniers, side panels, orig rear shock, windscreen, seat, cockpit etc surplus, will sell all for £100. willing to sell individual parts. Tel. 01912 365047. Tyne & Wear.

BMW REMUS twin outlet silencer, excellent condition, suit R850R, R1100R etc, possible other models, £150. Tel. 01512 608612.

Merseyside.

BREAKING 2006 KAWASAKI KLE 500 all parts available, also loads GPZ 500 parts, and GPZ 900R parts. Tel. Vince 07794 499428.

West Mids. vinceskiba@aol.com BREAKING FOR SPARES: Honda Foresight scooter, all parts available Tel. 01299 266742. Worcs.

BROCKHOUSE CORGI frame, engine, wheels, exhaust, saddle, fuel tank, ideal project, £300 ono Tel. 07788 116526. Worcs.

BSA BANTAM D7 engine unit, good sound cases, no broken fins (history unknown), ideal for rebuild or spares etc, £250. Tel. 01268 735135 for details.. Essex.

DUCATI EXHAUST STANDARD CANS for 748, with chip, only 2,500 dry miles, £90. Tel. 07711 539523 West Sussex. jobocar6@liv.co.uk EXHAUST SYSTEM Akrapovic Titanium slip on exhaust system for Honda CB 1300 (2004 on) no scratches, no dents, carbon clamp, street legal certificate, removable baffle all fittings and instructions, immaculate condition, when new £500+, looking for £300 ono Tel. 01424 425856 ; 07773 084372. East Sussex.

FAZER FZS PARTS for sale: full set of carbs - only 28k on them, grab rail, carbon effect wing mirrors, d/bubble, black tint fairing screen (almost new), original clear fairing screen, front light/nose cone unit, rear foot peg set, original seat - with gel insert - professionally installed and recovered in its original black leather, side stand, shortened version, belly pan - black, original 4 indicators lens, plus the orginal complete brake light, brand new crash bungs. Tel. 078310 90190. Beds.

FULL STANDARD EXHAUST SYSTEM for 2003/4 Kawasaki Z1000, absolutely mint, taken off bike when 3 months old in 2004, been dry stored for the last 10 years in boxes, £125. Tel. 07881 841215. Cambs.

HARLEY DAVIDSON BITS Harley Fatboy exhaust silencers, under over shotgun type, vgc, £50 the pair; Sportster rear rack with back rest, £25.Tel. 0208 3022283. Kent.

HONDA 600 TAUREG wind fairing/side panels, 125 Toureg exhaust, Suzuki GSF 400 Bandit stainless exhaust, GT 125 Twin pipes, GT 250 twin wheels, side panels, GSXR 250/400 seats, Kawasaki GPZ 600R/500 spares, garage clean out. Tel. 07858 134475. Durham.

HONDA 650 DEAUVILLE spares.

Tel. 01784 461961 for details.

Surrey.

HONDA BENLY ENGINE 1981, 198cc, complete p/t loom, CDI unit levers, Honda CM wheels, forks/yokes, log book, abandon project, bad health, £300. ono Tel. 01787 473999. N Essex.

HONDA BLACKBIRD 1100cc, rear Nitron shock, 12 months old, 6 months used, cost £450, want £300. Tel. 01524 35657. Lancs.

Subscribe to Motor Cycle Monthly: www.classicmagazines.co.uk/MCM or call 01507 529529 HONDA CBR 500R 2013 on, Hepco Becker panniers, complete kit with mounting frames and panniers, c bow bags, fitting instructions and all assembly bolts included, bags lock to frames, both keys supplied, £126. Tel. 07707 232066. Kent.

HONDA CBR600RR 2005 items, black seat cow, £65; tinted screen, £30; matching Baglux black/grey tank base, £38; Honda u-lock, £45 all vgc, fixing kit for ABBA stand, £8. Tel. 02088 684740. Greater London.

HONDA CD 185/200 spares, saddle, tank, f/wheel, loom and lots more, main colour blue, all the hard to find bits, guards etc. Tel. 01643 821431 for lists. Minehead, Somerset.

HONDA CX 500 front and rear Comstar wheels, £50; Yamaha FJ 1200 clutch, complete, £40; Yamaha R6 jacket, Medium size, £35. Tel. 0208 2004868. London.

HONDA GOLDWING 1500 GLSE converting to trike, all rear end parts for sale inc new tyre on wheel, panniers, trims, rear brakes etc. Tel. 07402 989970. Leics.

HONDA VFR 750 FM-FV micron silencer, vgc, £40; vintage Kett 2piece leathers, black, blue, one white stripe, 40" chest, 36" waist, short leg, excellent condition, £75 ono. Tel. 01305 761058. Dorset.

HYDRAULIC M/C LIFT s/h, but in good used condition and very clean, little private use, buyer collects.Tel. Alan on 01268 775841. Essex.

JARDINE EXHAUST SYSTEM for Honda F6C Valkyrie, nice tone, not too loud, £160. Tel. 07711 539523. W Sussex.

KAWASAKI CRUISER 125cc, 55 plate, rolling classic, new tyres, Skyjet/Honda 125 engine replacement no wiring project, also lots of chrome bits and alloy bits not known from which bike, sell or exchange, back rack and sizzy bars, for Honda CG125.Tel. 07400 689696 text only. Avon.

KAWASAKI ER6F rear luggage carrier, £45; radiator guard, stainless, £40; tinted high screen, £40; 3 oil filters, £15; two front footrests, £15; rear hugger, £45; ER6 workshop manual, £20; dynamic leathers, Belstaff style jacket, size 40, £50; Suzuki 600 Bandit workshop manual, £20; new rear shockers in box for 125cc, £30; jack gauges for 4 carb set up, £40. Tel. 01484 350451; 07532 335938.W Yorks.

KAWASAKI ER6F handle bar and brake master cylinder, alloy tall tinted screen, £35; rear hugger, £30; cover, £20; stainless radiator cover, £40; rear luggage rack, £40; workshop manual, £15; three oil filters, £15; footrest, £15; Rickman soft top box QD, £20; wax cotton jacket, 44" chest, £50; two rear shockers, new, £25; size 9 motorcycle boots, £35; Bandit 600 workshop manual, £15; 4 carb tuning gauges, £40; buyer collects. Tel. 01484 350451; 07532 335938. W Yorks.

KAWASAKI ZZR600 full fairing, vgc, red, 1990, a little damage to left hand side panel, £200 ono Tel. 07801 547884. Suffolk.

KAWASAKI ER6F ACCESSORIES tinted tall screen, £35; rear hugger, £35; stainless radiator guard, £40; rear luggage carrier, £30; alloy handlebar clamp, £10; brake reservoir cover, £10; front footrests, £20; three oil filters, £15; workshop manual, £15; Rickman 30 ltr top box, £20; new rear shocks for KH 125, £30; car tuning gauges, £40. Tel. 01484 350451; 07532 335938.W Yorks.

KAWASAKI ER6N latest model high screen, genuine Kawasaki accessory, good condition, £30.

Tel. 01746 780522. Shrops/W Mids area.

KAWASAKI GPZ600R forks, forks for other models, GPZ 550 A1, GT 750, GT 550, Honda CB 350 SG, CB 400, 90s model, Yamaha 535 Virago, CM 125 drum brake model, Hyosung 125 Cruise III, MZ 250 stanchions and gaiters.

Tel/text: 07858 134475. Durham.

KAWASAKI GPZ550 A1 project or good bike for spares, £375 ovno come with spares + engine.

GPZ600R parts, job lot, £130 ono.

GT550/750 wheels, forks, s/w arm, headlight, seats, footrests, c/stand, etc garage clean out phone for details. Tel. 07858 134475. Durham.

KAWASAKI GT550 SPARES: Forks/yokes, rear wheel, footrest, rear drums, side panels, headlights, brackets, GT 750 forks/yokes, discs, clocks, GSF 600 Bandit air box, RF 900 front pipe, side panels, yokes, handle bars, rear m/c assembly. Tel. 07858 134475. Durham.

KAWASAKI INFO: Hi I'm looking for a guy called Paul from Flint, North Wales, I've lost your phone numbers, Milly from North East.

Cagiva 125 Freccia spares 88-90, full bike, load sod spares, i.e: wheels, forks, panels, seats, 7 speed engine, Dellorto carb. Tel. 07858 134475. Durham.

KAWASAKI KLX250 2009 onwards, pair USD fork legs, good condition, £60. KLX250 engine, low mileage, £400. Other useful spare parts, buyer collects. Tel. 01282 613619 after 5.30pm. Lancs.

KAWASAKI ZXR 750 H1 Tokico 4 piston caliper, front right side, £30. Tel. 0151 6069983. Wirral.

KAWASAKI ZZR600D 1995 model, owners manual, part no.

99976-1126, top yoke with barrel/petrol filler cap, one key, front indicators, seat, £80. Tel. 07505 464654. W Mids.

LADIES JACKET black leather, padded arms, room for back pad, good condition, size 16", £50; new mens lace sided trousers, leather, size 42" waist, 30" inside, £50; Harley Davidson detachable for Streetbob, 2006, £25; Harley Davidson back rest to fit 2006, Street Bob, good condition, £90; 1 clutch master fit VTR 1000 Bandit/1200 and other bikes, £45; New Honda choke cable fit, RS250A, £15; Yamaha XJR 1200/130, collector box, as new, £95. Tel. 07790 934835. Staffs.

LOTS OF GL1200 SPARES CBF 1000, tan leather tank cover, £50; CBF 1000 mudguard/front, £35; Thunderbird Legend Adventurer

chain guard, mint, £20; Spada camouflage gloves, unused, large, £10; Vulcan 500 manual, £10. Tel. 07434 513161. Lancs/Cumbria.

MOTO GUZZI rear pillion seat squab for older style models, new, £15. Also original Ural air filter 1992 approx, £15. Tel. 07798 866071. Greater London.

MOTORCYCLE WHEEL RIM 40spoke, chromed steel "Radaeilli 10-78", not used, no rust, £30; Dunlop air seal motorcycle inner tube, 3.00-20, 3.25-20, used, £3.

Tel. 01299 266565. Worcs.

PIRELLI ANGEL ST 180/55Z R17 tyre, never fitted as bike now sold, £90 ono Tel. 0789 4078815. Notts.

R&G AERO crash protectors complete with all fittings/teardrop shaped bobbins for Suzuki GSF1250 GT (faired version), £75 ono Tel. 07894 078815. Notts.

RUSH BALONEY cut slip-on pipes from USA for Harley Fat Bob (possibly fit Fat Boy), stainless, exc cond, £100 ono Tel. 0151 2578093; 079460 24647.

Widnes, Cheshire.

SCHUBERT S1 HELMET black, size 60/61, good condition, £40; Honda Fireblade RRY, 1999-2004, d/bubble screen, good condition, £40. Tel. 0208 3012913. South East London.

SUZUKI 1250 BANDIT Hagon rear suspension unit, £75; Micron road legal silencer with removable baffle, £60; both items in good condition. Tel. 01746 780522. Shrops/W Mids area.

SUZUKI BANDIT 1250 hugger, £30; silencer, £80. Tel. 07801 298132. Dumfries, Scotland.

SUZUKI GK71F 400cc, front wheel with discs, set of carbs, Suzuki 800cc spares or repair, £350. Tel. 078311 88224. N Wales.

SUZUKI GSX 650F/650 Bandit, top case, rack with monkey fittings, £30; genuine Suzuki GSX 650F clear screen, as new condition, used once, £30. Tel. 01746 780522. Shrops/W Mids.

SUZUKI GSX650F/600/650/ 1200K/1250 Bandit Renntec chrome rear carrier, very good condition, £25. Tel. 01746 780522. Shrops/W Mids.

TRIUMPH AMERICA "Norman Hyde" rear shocks, new, £200; front footrest kit, £35; Scrambler after market exhaust system, £75; Kawasaki Z200 optimistic restoration/spares, £30; galvanised bike trailer, fully equipped, £295. Tel. 01297 4895778. Dorset.

TRIUMPH BONNEVILLE 790cc, T100 fully chromed front nudge bar, protection should bike fall over bike protection, cost new £131, will sell for £50 only - absolute bargain Tel. 07836 700313. Kent.

TRIUMPH BONNEVILLE Hinkley flyscreen, genuine hardly used works item in silver as fitted to Daytona etc, rrp over £100, only £60 inc free postage. Tel. 01803 853445. Devon.

TRIUMPH DAYTONA 675cc, held bars, raises bars, 1 3/4" with a more relaxed riding position, as new and unmarked, £120; Honda CBR 600 silencer, original, 4k miles use only, £40. Tel. 01305 761058. Dorset.

TRIUMPH SPEED TRIPLE 2002 parts, indicators, mirrors and end can, still in the box, sensible offers. Tel. 07760 571399. Surrey.

TRIUMPH SPEED TRIPLE 955i, (2000 parts), EBC R pads, £6; Triumph oil filter, £6; mag clutch cover, new, £30; standard rear section, new, unused exhaust, £45; rear Alcantara seat unit, £25; paddock stand, rear, £35; f/wheel and tyre (silver), £35. Tel. 07919 800699. Derbys.

TRIUMPH STREET TRIPLE 2013, bar end mirrors, £100 inc p&p; comfort seat, £100 inc p&p; front fork protector, £25 inc p&p; all genuine Triumph parts and as new. Tel. 07504 174923. Kent.

TRIUMPH STREET TRIPLE or 675 Daytona, 2013-15 model, SC project, carbon silencer, unmarked condition, 400 miles only, Italian style, cost £320, £160 ono Tel. 01305 761058. Dorset.

TRIUMPH TIGER SEATS seats, brand new, one for 1050, one for Tiger Sport, £10 each; also standard screen, fits either, good condition, not new, £30. Tel. 0208 3012913. S London.

UNDER SEAT EXHAUST to fit Honda CBR 600RR, as new, £70. ono Tel. 01604 642687.

Northants.

VFR 1200 SCORPION red power carbon exhaust can, £25. Tel. 01204 883999. Gtr Man. VILLIERS 8E 197cc 3-speed engine unit, c/w carb, air filter, elects, folding kick-start/gear levers (no piston), probably needs rebore (rebuild), spares etc, (history unknown), £250. Tel. 01268 735135. Essex.

VILLIERS ENGINE unit,150cc,with rare 4-speed gearbox, believed 30/C carb, electrics, folding kickstart/gear levers, complete unit, £250. Tel. 01268 735135. Essex.

YAMAHA FAZER FZS Mk 1, set of carbs, full working order, from a bike with only 28k Tel. 0783 1090190. Beds.

YAMAHA TOWNMATE T80 engines, electrics, seat, £100 the lot; Aprilia 125cc front wheel, good tyre and disc, 2000 onwards, £25; Motad exhaust for GPZ 305, £20.

Tel. 01205 723909. Boston, Lincs.

wanted

ANY MAKE OR SIZE classic motorcycle wanted from a basketcase to one in nice or restored condition. Cash waiting. Tel. 07811 189755. Staffs.

ANY OLD MOTORCYCLE MAGAZINES or race programmes, (Road Racing, Scrambles, Grass Track etc) offered free for collection within a reasonable distance of Sleaford. If you are clearing out your loft I'll be glad to take them off your hands. Tel. Pete 01529 461304. Lincs.

BMW R1200 GS fully loaded with lower seat, first class condition, £6765. Tel. 01544 598142. Herefordshire.

WANTED 60S TRIUMPH Tiger Cub T20 200, I would prefer one that doesn't need restoring as I would like to use it this summer.

Phone(North Yorkshire) Tel. 01642 322236. N Yorks.

BMW TWIN WANTED early 70s to mid 90s, any condition considered, genuine private enthusiast.

Tel. 07913 555747. Merseyside.

GRASS TRACK track photos, programmes, books, DVDs, videos. Tel. John 0208 6416866 eves. Surrey.

HONDA AFRICA TWIN 750cc, crash bars, seat pan, all for Africa Twin, 1997 model. Tel. 07557 301119; 01553 617828. Kings Lynn, Norfolk.

HONDA CB450DX 1989, owners handbook or/and works manual.

Tel. 01268 695550. Essex.

MOTO GUZZI 850 round barrel cylinders wanted, good condition with or without pistons, good price paid, can collect. Tel. Mike 0116 2707774. Leics.

NORTON ES2 500cc, 1957 to 1960, any condition, will travel, private buyer.Tel. 01132 873420; 07740 830268. Leeds, W Yorks.

ROYAL ENFIELD leading link front forks for Super 5. Tel. 07990 882776. Hants.

SUZUKI GSX 1400 genuine, chrome handlebars, cash waiting.

Tel. 01865 849759. Oxfordshire.

TOURING SEAT FOR 2012 Harley Davidson Street Glide. Tel. 01902 411919. West Midlands.

TRIUMPH 951 ENGINE pre 2002, must be running, may consider complete bike, prefer low miles, Tel. 07966 053452. Durham.

WANTED BLACK GS 550E TANK (must have red/orange stripe and top cap flap and Suzuki metal side badges); also half thickness seat with a "trellis" look to fit Suzuki GS550 (for halflings and shorties).

Tel. 07563 751946. Kent.

WANTED BMW System 6 helmet spares: - have you got a scrap helmet? I need a chin piece left side trim as mine came off any colour. Tel. 01427 787174. Lincs.

WANTED CAFE RACER SEAT BSA A10, Triumph, Norton etc, also standard A10 B31 Gold Star seat. Tel. 01723 515546. North Yorkshire.

WANTED CBR 250 electrics and complete harness. Tel. 07831 188224. N Wales.

WANTED PAIR OF Ohlins GF831 forks. Tel. 07778 210011.

Cheshire.

WANTED YAMAHA VIRAGO 535 or Kawasaki EN 500, will pay up to £750. cash Tel. 07597 174839.

Chester.

miscellaneous

ACHILLES INFLATABLE OARS pump, bag, £100. Tel. 01205 723809. Lincs.

AKITO SUIT black leather, 2 piece suit, little use, vgc, 46" chest, 38" waist trousers, £40 plus p&p; Preexport leather touring boot, 44, excellent cond, £30. plus p&p Tel. Rick 07747 675016; 01287 651116. N Yorks.

ALPINESTARS Jet Road Goretex gloves, size L (10), unworn, £70. ono Tel. 07894 078815. Notts.

AKITO black leather armoured jeans, as new, 36" waist, short fitting, £20. plus postage Tel. 07758 768914. W Mids.

BARBOUR INTERNATIONAL JACKET 38"/40", bought by myself in 1965, hardly worn, best you will find, offers over £100.

Tel. 0191 4901762. Tyne & Wear.

BARRY The Story of Motorcycling Legend 'Barry Sheene by Steve Parrish and Nick Harris, abridged on 3 CDs, £13.99 post free; running time over 3 hours Tel. 0115 9586031. Nottingham.

BELSTAFF LEATHER COAT XXL size, 48 chest, 'Black Prince' style, excellent condition, £145 ono.

Brando style leather jacket, dark tan lapels and belt, new, size small male, excellent condition not worn, £50 ono. Tel. 07704 343331. Stockport.

BELSTAFF TRIALMASTER size 44, black, never worn, brand new, half price, £250. Tel. 01765 688721; 07864 335715. North Yorks.

BIKE JACKET mens black, leather Danni Sport, size 50, unmarked, £40. Tel. 01352 771061. Flints.

BLYTZ LT CRUISER BOOTS size 40 (very generous 7), only worn once, as new, these boots new on ebay are listed at £79, will accept £40 ono Tel. 07803 349109. Lancs.

BMW K100/75 service manuals, clymer, 1985-95, £20 and Haynes 1983-87, £15 both vgc ono. Tel. 02088 684740. Greater London.

BUBBLE CARS & MICROCARS

by Malcolm Bobbit. More Microcars by Tony Marshall, £30 for both. 82 Classic fine art postcards/racing cars/classic cars/motorcycles, £24 the lot Tel. 01484 663007. W Yorks.

COMPLETE COLLECTION of size 12/14 motorbike gear, including helmets, all waterproofs, gloves, boots, leathers etc. Tel. 0161 7943990. Gtr Man.

More reader ads online at

MoreBikes.co.uk/readerads

59

60 CLASSIFIEDS ACCESSORIES

EVENTS

CHAINS AND SPROCKETS

EVENTS

ACCOMMODATION/TOURING

EATING OUT

MOT AND SERVICING EXHAUSTS

PAINTWORK

CLOTHING & ACCESSORIES

DYNO

T: 0 12 0 2 3 74 0 4 2

M : 0 70 17 5 10 0 0 8

PARTS AND SPARES

PARTS AND SPARES

SHOT BLASTING & POWDER COATING

CLASSIFIEDS 61 EVENTS

TRAINING LESSONS

TRAILERS

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62 Used Bike ReVieW

2014 Suzuki Inazuma 250 Dealer’s price: £2500 | 24bhp | 16lb-ft Liquid-cooled parallel-twin Words and photos: Bob Pickett

So what’s it like to ride?

Don’t let the picture fool you, the Inazuma is really quite tall.

The Suzuki Inazuma 250 was introduced in 2013 to fill an A2 licence-sized gap in the range. It’s aimed at riders who pass their test, but are happy to wait out the two-year ‘purgatory’ before their full licence.

Equally, it’s ideal for more experienced riders needing a frugal commuter, perhaps with the ‘main’ bike kept for weekends. This one’s dealer said the core clientele is older riders still wanting to keep riding, but on something lighter and easier to handle.

The bike I tested was a 2014 model the store presses into

occasional ‘loaner’ duty when the main courtesy bike is already being used.

Give me some spec

A tubular steel cradle frame is home to a 248cc parallel-twin engine, putting out a modest 24bhp (18kW) at 8500rpm with 16lb-ft of torque at 6500rpm, but still capable of 85mph. It’s light (183kg), so the single front and rear disc brakes will not be overworked. Fuel capacity is 13.3 litres; combined with the frugal little engine (reputed to give 85mpg) petrol stations will not require regular visits.

For a small bike, it sits surprisingly tall (it has a 780mm seat height), but I was able to put my feet down either side – anyone above about 5ft 8in should be fine. The Suzuki also has a ‘big bike’ feel about it – when I stopped off for the photo shoot, my photographer was surprised it was ‘only’ a 250.

It’s an easy machine to ride, with light steering, a light clutch and slick gearbox. First gear is pointless: It gets you moving and no more; second is quite capable of pulling cleanly from standstill.

The lower gears are close-ratio, meaning I found it best to be in third by the time I got to 40mph.

The engine wants to be worked, running at 8000 revs – and it redlines at 11,000.

Once the above is understood, the Inazuma can dish out some fun. It was an enjoyable B-road ride, where letting the engine spin up and running in a sufficiently high gear to allow for some flexibility made the most of the light handling and more than sufficient ground clearance. It felt planted at all times, and the admittedly budget suspension soaked up everything apart from some ripples in a back-road section that unsettled things a little.

Commuting is easy with the slick box and light clutch, but motorways are best avoided; it’ll get up to speed, but keeping it there is hard work.

There’s nothing flash here.

You’ve got to stir the motor.

What nick is it in?

Living at the dealer, and being fettled to step in as an occasional loaner bike, it’s been well cared for, so no real niggles to report.

What’s it worth?

The dealer is looking for £2500 for this 2014 model with 1825 miles under its belt. A search came up with a small number of comparable machines; prices ranging from £2500 with 3500 miles on the clock, to £2800 with just over 1000 miles, so this is a very good price.

Meet the dealer With thanks to Johns of Romford for the loan of the bike. www.johnsofromford.co.uk Tel: 01708 754775