MoreBikes May 2022 issue by Mortons Media Group Ltd

On Two Wheels

WEISE APEX GLOVES

WORT

£59.9H9

★ WIN! ★ IN!

RIDDEN: BMW CE-04

Commuter scooter from the German giant

IT’S SHOWTIME:

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Can the TUAREG 660 make a challenge for the middleweight adventure crown?

EVERYTHING you need to know to make the most of your day at the International Classic MotorCycle Show

WIN with TRANSYLVANIA TRAILS BAG yourself a THREENIGHT trip worth £669

BRITISH CLASSIC on a budget A buyer’s guide for the BSA A65

Bag a biking bargain SIX ISSUES FOR £22* (*followed by £22 every 6 months)

GREAT MAGS AT A GREAT PRICE Quote: MSL285 or CMM285 (offers expire May 27, 2022) Call:01507

529529 (Opening hours 8:30-17:00 Mon-Fri

NEWS 3

IT’S OFFICAL

A nod from the Editor What we’ve been up to this month...

Ross Mowbray

Always learning

few of us from the office have just got back from the Mick Extance Experience in Wales, and while I sit here tapping away on my keyboard with aching muscles, I’ve been reflecting on what a bloody brilliant time I had. Dakar legend Mick was the consummate host, with him and his team working hard to make sure we got the most out of the day. The 1500-acre playground in the Tanat Valley is a spectacular venue, with amazing views and a huge selection of trails and tracks to suit all abilities. Mick’s enthusiasm for off-road riding is infectious, too; it’s clear he’s absolutely loving it as he blasts about in style, showing us just what an enduro bike is capable of (in the hands of a seriously talented rider). But there’s no ego there, he simply wants to ensure that everyone’s getting the most out of the day. He pushed us hard, continually upping the ante each time we conquered a new skill, and by the end of the day we were tackling some properly tricky terrain, riding ruts, climbing steep ascents and thrashing along fire roads. If you’ve never ridden off-road before (or even if you have they’ll tailor the day to you), I’d tell you to get booked in and get over to Wales for a properly special experience. Editor

Honda reveals Hawk 11 café racer The Japanese factory has shown the latest bike built around its 1100cc engine at the Tokyo Motorcycle Show. Honda’s just revealed a funky café racer that’s kitted out with the same motor that powers its NT1100 sport tourer, Africa Twin adventure bike and CMX1100 Rebel cruiser. Plenty of other manufacturers are being frugal and making full use of the hard work that goes into developing

an engine and chassis combination, but it seems as though Honda’s been especially busy of late, with a selection of bikes built around its recently released Euro 5-compliant SOHC ‘Unicam’ engine that was first developed for the latest generation of Africa Twin. And the newest bike

DELAYED

BSA UPDATE ON GOLD STAR 650

The brand-new Gold Star 650 from the resurgent BSA factory was supposed to be in dealers this month – but alas, there’s no sign of it just yet. What’s the score? Following the news that Indian automotive giant Mahindra was preparing to reintroduce the iconic

oreBikes, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray

brand into Britain, we’ve been eagerly anticipating the chance to finally see a modern BSA in the flesh. And with the announcement of the Gold Star 650 back in December, it was looking like we weren’t going to have to wait too long, with bikes expected to be in dealers by March. But March has gone, and there’s still no sign of the bikes. Now through official information from BSA it has become clear that the Gold Star 650 will be available in dealers from June, with a possibility of them arriving a month earlier. Speaking about the news, a BSA spokesperson commented: “We are currently building our dealer network and hope to share more details on the network as well as the price by May.” While it’s a disappointment, and isn’t exactly a confidence-inspiring start from the Indianowned brand, the good news is that the bike’s still happening. And with more details set to be released in the coming weeks (and a press test ride imminent), we’re still excited to see what BSA come up with. Will it be a proper challenger for Royal Enfield’s 650 Twins? Let’s hope so. If you’re keen to know more, you can register your interest on the BSA website.

E ditorial design Fran Lovely Publishing director Dan Savage Publisher Tim Hartley Email editorial@morebikes.co.uk Production editor Mike Cowton

Group Advertising Manager Sue Keily Divisional advertising Manager: Ashley Johnson Advertising Simon Meyer 01507 529310 Advertising deadline for June issue May 5, 2022 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529

to feature the same 101hp, 77lb-ft powerplant is the Hawk 11, a sharplystyled take on a classic café racer. While detailed technical specifications are not available yet, a closer look at the bike reveals that it also uses the same steel semi-doublecradle frame as the Africa Twin and NT1100, while it also gets the NT’s swingarm and 17-inch wheels. Thankfully, the Hawk’s not just an NT1100 with a bikini fairing. There’re some redesigned Showa SFF-BP springs, and slightly larger Nissin radial callipers. It also gets a new fuel tank, dropped mirrors and an LCD dash with a retro-styled circular gauge offering all the key information. At this stage that’s about as much

Telephone lines are open Monday-Friday 8.30am-5pm Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly on the third Friday of the month by Mortons Media Group Ltd and printed by Mortons Print. Subscribe to MB and just pay the postage!

as we know. It’s not exactly clear when the Hawk 11 will make it into production – and it’s not exactly clear if it’ll even make it over to Europe (following it’s initial release in Tokyo). But considering it’s powered by a Euro-5 motor, we’d say there’s a very good chance it will at some point in the not-too-distant future (particularly when you consider the success of the Africa Twin, NT1100 and CMX1100). If (or when) it does, we expect it’ll sit somewhere between the £13,049 Africa Twin and the £11,999 NT1100, which should make it a serious proposition for riders of a certain disposition who like their bikes with a splash of style and sportiness.

MB recommends bikesafe.co.uk

Independently proven pick up: 67,717 copies

4 NEWS

Triumph joins forces with Gibson

The British factory has partnered with the iconic axe brand to create a one-of-a kind custom guitar and motorcycle for the Distinguished Gentleman’s Ride.

Chinese-built Harley

We’ve been talking about smallcapacity bikes from Harley-Davidson for years, but it’s starting to look like we’re getting closer to actually seeing one in the flesh, as a brand-new 500cc cruiser has just been spotted. It’s not the bike we were expecting, though; a pre-production version of Harley-Davidson’s 388R roadster (which was being developed in conjunction with Chinese firm, and Benelli parent company, QJ Motor) was clocked back in 2020 and we’ve been expecting it to be the first, new small-capacity H-D to make an appearance. Looking an awful lot like Benelli's Leoncino 500, the Harley-branded bike is undergoing dyno testing, but at this stage there’s still been no official confirmation from the factory.

Triumph released a teaser a couple of weeks ago saying it was collaborating with Gibson guitars – but now the factory has revealed all the details. And the best thing about it? It’s in aid of a great charity. According to Triumph, building on a shared passion for beauty, precision and performance, and inspired by the shared historical significance of the iconic 1959 Les Paul Standard and equally iconic 1959 Bonneville T120, the outcome of this unique partnership is a stunning one-of-a-kind custom edition of each legendary model. Created to support The Distinguished Gentleman’s Ride, in its global charity efforts for men’s mental health, prostate cancer awareness and fundraising, the 1959 Legends custom edition Les Paul Standard Reissue and Bonneville T120 feature a host of beautiful hand-detailed custom touches, designed and applied in Triumph’s factory workshop. Bravo, Triumph, for supporting and sponsoring the event. Hands up all those Triumph enthusiast guitarists that would like to own this unique double-act…

GILERA to return?

Yamaha’s working on POWER STEERING for bikes Yamaha has released some details about a new power steering system for H C E T motorcycles, which it’s trialling for the Japanese MX championship. FUTURE

Is the Italian firm set to make a return? It’s looking like it, courtesy of the partnership between Zongshen and Piaggio. With the Gilera name used by Zongshen when it revealed its Cyclone RA9 at the China International Motorcycle Trade Exhibition in 2021, reports now suggest that it’s also been used for some patents for a 900cc V-twin engine from ZongshenPiaggio. The engine in question looks like it shares some similarities with Aprilia’s 896cc Shiver, which is no great surprise when you consider the RA9 featured a frame that was remarkably similar to Aprilia’s Dorsoduro.

Power steering on bikes…? Who needs that? Well, Yamaha reckons there’s something in it – which is why it’s revealed its own Electronic Power Steering system. The Japanese factory is trying it out on its motocross bikes first, and if you’ve ever done any riding off-road, you’ll probably see the benefit. It’s hard work blasting about in the

Bikes on the box

dirt, and a power steering system would mean a little less wrestling of the bars, which will mean you can ride harder for longer. But how does it actually work? Basically, there’re some magnetostrictive torque sensors which work to detect the torque a rider creates through the handlebars. At higher speeds the EPS system works a bit like an electronic steering damper, reducing some of the turbulence you feel off-road – or at lower speeds it’s capable of aiding a rider's input through the bars. Clever stuff. Whether we’ll see the technology making the transition across to road-going bikes remains to be seen, but considering some of the other tech that’s been introduced recently, we wouldn’t be surprised.

If you’re not in the know with the latest happenings on the box, you might have missed the first few episodes of the BBC's The Speedshop. It sees former Special Forces operator Titch Cormack designing and building bespoke motorbikes and cars from his ‘souped-up man cave’. He brings new life to broken and battered machines alongside two of his mates – Billy, a mechanic and ex-Tank Regiment Commander, and engineering expert John, a former Staff Sergeant from the Royal Electrical and Mechanical Engineers. It’s on BBC2 at 8pm on Sunday’s, but you’re also able to watch previous episodes on Catch-up.

6 NEWS

READY TO SCRAMBLE? Royal Enfield’s just revealed its much anticipated Scram 411, a stripped-back version of its Himalayan that’s ready to scramble (around town).

That’s right. It’s finally here! We’ve been banging on about the worst-kept secret in motorcycling for months – and now, following a spate of spy shots, leaked photos and teasers, Royal Enfield has officially unveiled its latest bike to its ever-growing range: the Scram 411. The bike's a clever move for the Indian factory (which has a design and research and development centre in the UK); they’ve made use of the solid foundations of the much-loved Himalayan and made a few tweaks to change it from an adventure bike to a street scrambler.

“Stripped-back looks aside, the headline news is its much more road-going 19-inch front wheel (instead of the 21-inch of the Himalayan)”

Speaking about the new bike, Mark Wells, Chief of Design at Royal Enfield, said: “Most scrambler motorcycles focus only on aesthetics and looks. When we began work on the Scram 411, we were determined to create a motorcycle that would be distinct in design and purpose, and bring the best of rough-road capability to urban riding. With its simple look and design, playful colourways and accessible riding proposition, the Scram 411 is an ultimate ADV crossover for the urban environment.” Ignoring the marketing fluff, what do we actually know about the Scram? Stripped-back looks aside, the headline news is its much more road-going 19-inch front wheel (instead of the 21-inch of the Himalayan). But other than that, there’s plenty of similarities between the two bikes. It’s powered by a 411cc air-cooled single cylinder engine, which kicks out a gentle 24.3bhp at 6500rpm and 23.6ft-lb of torque at 4000rpm. It also gets (essentially) the same Harris-designed chassis, which comes kitted out with 41mm forks up front and a monoshock at the rear. There is a slight reduction in the amount of suspension travel at the front (down to 190mm from 200mm), but the back stays as it was on the Himalayan. What else? There’re some slightly more modern clocks and Royal Enfield’s Tripper navigation unit comes fitted as standard. There’s a new single-piece seat too, and the 15-litre fuel tank has been reduced slightly, down to a still respectable 12.5-litre tank (which should be good for around 250 miles). While we’ve got all the information we need about the bike, Royal Enfield is still being a bit cagey about pricing, but with the latest generation Himalayan coming in at £4699, we’d be willing to gamble that the Scram comes in at a very similar price (and will certainly be sub-£5000) when it arrives later this year.

NEWS 7

The Dax is BACK!

The Japanese factory has just confirmed it’s going to be expanding its mini-bike range in the UK, with the release of the Dax 125. Joining the Monkey 125 and the MSX125 (or the Grom, if you're so inclined), the release of the Dax is a nice surprise after the news that the newly-released CT 125 wouldn’t make it over to the UK. First released way, way back in the late 60s, the Dax hasn’t been available for quite some time – but after a 41-year absence, it’s back. It retains that age-old steel T-shaped frame

(which actually houses the fuel tank), features 31mm upside-down forks at the front, and twin rear shocks and disc brakes at the front and rear. It’s powered by an air-cooled 124cc motor, which is mated to a four-speed gearbox operated by a centrifugal clutch, and is capable of hitting a top speed of 55mph. It sits on a set of 12-inch mini-bike wheels which come shod in some balloon-like tyres. So far, so good. There's full LED lighting, a compact negative LCD dash, chrome handlebars, and a pillion grab rail,

too. That’s right – unlike the Monkey, the Dax has been designed to be capable of carrying a pillion. Available in a couple of colour schemes – Pearl Nebula Red and Pearl Cadet Grey (complete with the classic Honda Wing logo and the eponymous

Daschund) – we’re really excited about getting our hands on one for a test ride. Sadly, at this stage there’s been no official news on availability or pricing, but chances are we won’t have to wait to find out.

8 PRODUCTS

TOP FIVE BITS OF BIKING GEAR THIS MONTH*

*and a couple of cool books, too

Rukka Nivala 2.0 Jacket

TOP READS

From £1099.99 | bikerheadz.co.uk

The Moment Collectors: Twenty Travellers’ Tales from Around the World

It might be bloody expensive, but there’s a reason Rukka’s worn by the British Police. It’s excellent. The Nivala 2.0 jacket features Gore-Tex Pro 3-layer stretch laminate. For protection, there are CE Level 2 Rukka D3O XTR Air limb protectors, and a CE Level 2 XTR2 back protector. The thermal liner is a removable extra-warm down 2.0 jacket with 100g filling (90/10 down/feather), which can also be used as a separate jacket. Sleeves have zippers and waterproof GTX cuffs, and there’re ventilation openings on shoulders, arms, back and sides. Available in men’s sizes UK 36-56 and female UK 10-20. Warranty is from two to six years.

£13.99 / www.sam-manicom.com

Givi EA115 bag

From £68 | www.givi.co.uk

Keis S302 Heated Socks

£85 | keisapparel.com Made from a thin, lightweight and breathable softshell material, Keis Heated Socks are designed to be worn over a pair of normal socks. Each pair features Micro Alloy Element Technology, for instant warmth when it’s needed. Current draw is a modest 0.6 amps. They can be powered directly from the 12-volt motorcycle battery, with the power lead supplied. Alternatively, Y-leads – also in the box – enable the user to run power from a Keis Heated Jacket or Vest down each leg to the Heated Socks. The socks are fully machine washable and the heating elements enjoy a lifetime warranty.

The 40-litre EA115 has been manufactured with hydrorepellent materials (tarpaulin) and with high-frequency welded seams. In addition, it has a roll-top closure to further protect luggage. IPX5 level of waterproofing ensures your items will remain dry. The bag features ergonomic handles and a shoulder strap, and has fluorescent colours to make the rider more visible in all weather conditions. Colour options are: Fluorescent Yellow; Gray Camouflage with Fluorescent Yellow; and Grey and Red.

MX-9 Adventure MIPS All-Terrain Explorer £190 | www.bellhelmets.co.uk The MX-9 Adventure MIPS combines safely and style. Bell has taken the MX-9 and added even more capability with an integrated anti-fog, anti-scratch clear visor. The shield flips up and leaves enough room for goggles in extreme conditions, or it can be removed completely. Conversely, the adjustable visor can be removed for a stealth street look. MIPS protection, Velocity Flow ventilation, and a removable, washable, antimicrobial liner round out a highly adaptable package.

Bering Breva heated gloves £220 | bikerheadz.co.uk

Bering Breva softshell heated gloves are powered by twin batteries in the cuff area for more comfort rather than a bulky single one. They also feature a Primaloft insulated lining; waterproof breathable membrane; sensor system; reinforcement knuckle; lateral reinforcement; reinforced palms; and adjustable long-zipped cuffs. Battery life is up to three hours of heat on 100% power, and there are four individual heat settings. Charging the batteries takes 2-3 hours. The gloves are CE-approved (En 13594: 2015), and available in sizes 8-13.

One of our favourite adventurers and authors, Sam Manicom has announced his latest celebration of motorcycle overlanding. Pulling together the expertise and experiences of 20 authors, ‘The Moment Collectors’ takes readers on a journey to the big sky plains of Mongolia; African deserts; the majesty of the Pamir Highway; the far reaches of Alaska; the breathtaking drama of Andean backroads; and the rugged TransLabrador Highway. From the comfort of your armchair you can delve into the intriguing world of the Sinai; meet surfers in Mexico; be hosted by Iron Angels in Russia; meet Slavic, the jaw-dropping Polish streaker; hike a turquoise glacier in Argentina; stay in a love motel; ride the top of the world with Golden Eagles; and much, much more. With a foreword by Lois Pryce and contributions from Claire Elsdon; Geoff Hill; Spencer James Conway; Shirley Hardy-Rix and Brian Rix; Ted Hely; Lisa Morris; Mark Donham; Graham Field; Tiffany Coates; Emma Lucy Cole; Tim and Marisa Notier; Christian Brix; Helen Lloyd; Michelle Lamphere; Travis and Chantil Gill; Simon and Lisa Thomas; Daniel Byers; Geoff Keys; Michnus and Elsebie Olivier; and Sam Manicom with Birgit Schünema, in addition to over 70 illustrations and 20 photographs, The Moment Collectors aims to bring the magic of longdistance motorcycling to life.

Moto Guzzi Factory Racers book €49 | www.motoitaliane.it

Moto Guzzi Factory Racers by Alan Cathcart includes not only the complete technical evolution and racing history of the fabulous 500cc V8, but also all the bikes which preceded it, including Moto Guzzi’s World title-winning 250cc and 350cc singles, as well as its various 500cc singles, twins and four-cylinder contenders. The book is available as a large format (30x23cm) hardcover volume printed on quality paper, with 160 pages and 91 full-page photos.

READERS’ RIDE 9

In partnership with EBC Brakes A pair of Hondas from Jason Smith. An immaculate Fireblade and mint CD185 soak up the views.

We love to see what you lot are riding – and we know the rest of you like it, too. It’s just like pottering around a bike night and checking out what’s been brought out for a ride. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.

LEARNER LEGAL: Gavin Parfitt’s Yamaha R125 Fran Dawson’s Suzuki GSR750

RETRO COOL: Mark Willis’ Yamaha R1 with Malboro race-rep paintwork

Track ready! Steve Cooper astride his Ducati Panigale 899

Brian Emery’s Honda CB650R. “To all those boasting about still riding at 76, I’ve topped the lot of you; still going strong at 86. Just remember, the older you get the faster you were.” Left: William Donley’s Triumph Thunderbird Sport over in the USA. One of his favourite ever bikes, he tells us…

Simon Donaghy’s trick Ducati

James McPake’s Suzuki GSX-R750

Right: Eric Harrison's 2008 Harley Davidson ‘Fatty’; ridden and loved for 11 years.

Graham Cook’s Honda VTR Firestorm. ‘Bought it off my brother and had it 16 years!’

Stuart Johnstone’s R1M. He loves its quickshifter and autoblipper!

10 EVENTS

THE DISTINGUISHED GENTLEMAN’S RIDE

The Distinguished Gentleman’s Ride (affectionately known as the DGR) runs this year on Sunday, May 22. It is, simply, a mass ride-out for classic, vintage and modern retro motorcycles with riders dressed in ‘dapper’ fashion, all in the name of men’s health. Founded in Sydney back in 2012, the last ‘big ride’ in 2019 (before Covid struck) brought together a total of 116,000 riders in 678 cities throughout 104 countries – and the 2022 DGR is looking to pick up from where it left off. If you want to get involved, there are rides taking

place in Barnstaple, Birmingham, Bournemouth, Bristol, Brooklands (in London), Bury St Edmunds, Cambridge, Derbyshire, Doncaster, Evesham, Exeter, Furness, Guildford, Hayle, Hull, the Isle of Wight, Lancashire, Leeds, Leicester, London, Maidstone, Manchester, Milton Keynes, Newcastle, North Yorkshire, Northampton, Norwich, Oxford, Peterborough, Plymouth, Salisbury, Solent, Southend, Stoke, West Sussex and Winchester. For more information on how you can get involved, visit: www.gentlemansride.com

Sunda y May 22

GETTING INVOLVED Regular contributor Bob Pickett is taking part in the 2022 Distinguished Gentleman’s Ride. He explains why, what he’s doing it on, and how you can help. “I will be taking part in the London run, aboard a 1983 Moto Morini Sport. ‘Dapper’ is a challenge, but I’m going for ‘Country Gentleman’: open-face helmet, waxed jacket, trousers, leather gloves and boots. In 2018 I lost one of my oldest and dearest friends, Martin Gelder, to cancer. In his Will, he left his six bikes to six friends. I inherited his Morini. It was in a very sorry condition, but after many hours and a considerable amount of effort by a number of people, it is running. This is my tribute to my friend. ‘Boy’ and bike are a combined 100 years old; that’s never going to happen again!

I also have another friend who was diagnosed with prostate cancer. Thankfully, he was given the all-clear. And finally, many years ago I suffered mental health issues, with panic attacks and depression – though these have now been under control for years. The great charities the DGR support are for causes that have directly impacted my life. If I can give a little back to all those that helped me, my friend, and raise awareness so others never go through these experiences, it’s all worthwhile. And this is where I would like to ask for your help. I know this comes off the back of some difficult years, but if you can donate even the smallest amount it goes a long way to helping the DGR (and Movember) raise awareness of treatable conditions that take many lives each year.”

To contribute to Bob’s DGR, visit: https://gfolk.me/RobertPickett431463

Since the 2012 inaugural ride, the DGR has raised an amazing $31.6 MILLION in support of the ‘Movember’ foundation, raising awareness of prostate cancer and mental health charities.

The MB 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 insuranceappointed 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 MB, in confidence, of course.

Q&A

WHITE DALTON 11 Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles

My Mum and Dad were both in the Police and my sister and I have followed suit. I suppose it’s ‘in the blood’. Around three years ago, I qualified to join our area traffic section, specifically so I could ride the police motorbikes. You have to jump through quite a few hoops, but having been an avid biker all my life it seemed like the perfect combo, getting paid to do what I love. Whilst it may sound corny, every day is different, and I truly believe I’m doing some good in the world. About three months ago I had finished a long shift and was heading home on my own bike, a Honda CB1300. I was plodding around a roundabout when a bus failed to give way and pulled out, clipping my rear wheel. I went down like a sack of potatoes and smashed my femur. Whilst I have had two lots of surgery, my leg is still in an external fixator (it’s like a giant metal frame). I am missing about two inches of bone, but on the scans it does look like it is starting to grow back. The NHS (God bless them) have done an amazing job, but naturally I cannot go back to work. Whilst I get I can claim for loss of earnings, can I claim for not being a police biker? I will be devastated if I cannot go back to the job I love.

You have taken a serious tumble, to say the least. However, it’s still early days so you may yet be able to return. Often the Police will send injured officers to a rehabilitation centre. If you have not explored this already, I recommend it. They have a team of physiotherapists, mental health practitioners and registered nurses. If they can help, and you win your claim, they may even be able to recover their costs in fixing you from the bus driver’s insurance. However, if you cannot return to being a police biker officer, I suspect that in addition to a claim for your injuries and loss of earnings, etc., you would also have a claim for a ‘loss of congenial

employment’. This specific head of loss is for Claimants who are prevented from doing a specific job they really enjoy. Historically, this head of loss usually arose in instances where the Claimant’s pre-accident job was of an unusual nature, i.e., a professional boxer, or a ballet dancer, etc. However, as the years have gone on, the Claimant need only prove they took a great deal of satisfaction and fulfilment from their work, and the accident has stopped them doing this. In light of your career path, if you cannot return as a police biker, I’m of the view you will likely be compensated for a ‘loss of congenial employment’.

I run my own window cleaning business. I don’t want to give my name away so for the purposes of my question I will say my name is Mr Bucket (Haha!), and my company is called Mr Bucket's Sparkling Clean Windows Ltd. (Catchy, eh!) I bought a BMW R 1250 GS last summer with a Covid-19 loan. In November I got a Notice of Intended Prosecution for speeding. It was addressed to my company. I replied, stating I was the rider, but then I got another Notice. I thought they had mucked up as I had already replied, so I ignored it. However, I now have a Court summons as they say I personally failed to give information. I am going to defend it. My argument will be that I did personally reply as I own the company. Do you think I will win?

I take no joy in writing this as I can understand how you have got muddled up. Whilst you are called ‘Mr Bucket’ and your company is called ‘Mr Bucket's Sparkling Clean Windows Ltd’, legally, they are two different things. As the original allegation of speeding related to your company motorbike, the registered keeper (your company) was obliged

to identify who may have been riding at the time of the alleged offence. You advised your company effectively did that and identified you. Thereafter, you would have received a Notice in your personal name. This appears to be where you have gone wrong because you personally did not comply with the law under s.172 of the Road Traffic Act 1988. At this point, you should have written back and identified yourself personally, but your didn’t. As such, you have been summonsed for failing to provide information. Legally, that is correct. Therefore, with regret, I have to advise you plead guilty. You will get six penalty points and a fine.

For more info, go to:

SOLICITORS

www.whitedalton.co.uk

12 COMPETITION

✪ BAG SOME BIKER GEAR FOR FREE ✪

NAME THE BIKE WIN these Weise Gloves

To be in with a chance of winning these gloves from Weise, all you’ve got to do is identify the blacked-out bike in the image and send us your answer and your details either online or in the post. We’ll then pick the winner from an upturned helmet crammed with correct answers – and that person will be sent a brand-new set of gloves that’ll help look after them should the worst happen. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!

Worth £59.99

Weise Gloves

We’ve teamed up with the good people at The Key Collection to offer you the chance to win a pair of Weise’s sporty Apex gloves. They’re a quality bit of kit which combine comfort, practicality and safety, which means you should be just as happy wearing them no matter whether you’re out exploring on the open road or chasing lap times on the race track. Constructed from full-grain leather, the Apex gloves are equipped with knuckle armour; TPU scaphoid protectors on the palms; finger stretch panels; additional padding on the little finger for extra protection; and silicon printed palms for improved grip. The padded cuffs come with an adjustable closing system, and they’re touchscreen compatible, too. For more information visit www. weiseclothing.com

■ For even more information visit: www.thekeycollection.co.uk

■ YOU can also ENTER online! Just check out the MoreBikes social media channels for more information.

COMPETITION 13

Last Month: Did you get it?

Last month’s bike was the modern icon: BMW’s R1150GS

Here’s the legal bit that you need to know

To be in with a chance of winning, fill in your details on the form or enter online and return to: MoreBikes, Weise Gloves 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: Friday, May 12, 2022 Answer:............................................................................................................................................................................................................................. Mr / Mrs / Miss / Ms (please circle) First name:...................................................................................... Surname:.......................................................................................................................... Address:................................................................................................................................................................................................................................... Town/City:........................................................................ County:....................................................... Postcode:.................................................................... Email:......................................................................................................... Telephone:............................................................................................................ There are no cash alternatives available. The winner(s) of the Weise Gloves will be the first name(s) drawn at random from the upturned MB helmet. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of MB) please visit www.mortons.co.uk/privacy

14 BUYER’S GUIDE

GETTING LEATHERED: One or two piece? Whether you’re looking to kit yourself out for the first time or treat yourself to some new riding gear, which should you choose?

LIKE TO STOP FOR A COFFEE?

For many of us, a lot of rides culminate in stopping for a coffee and some cake, or fish and chips, or a bacon sandwich – you get our drift. Therefore, it may be more convenient to have a jacket that you can remove when you get to your stop, rather than having to walk round with the arms of your one-piece suit flapping around your legs and whacking into everything (we’ve all been there…). And convenience stops are more fiddly in a one-piece suit, too…

VERSATILITY – AND FLEXIBILITY This point harks back to what you use your bike for the most. A two-piece suit lends itself to versatility more than a one piece. You can mix it up and wear your leather jacket with a pair of riding jeans if you’d prefer and treat the suit as separate items rather than having to be worn together all the time. And flexibility... Sometimes you may feel like a contortionist getting in and out of a one-piece suit. Designed to be a ‘second skin’, it’s important to have a good close fit, but this can make it quite difficult to get in and out of, so if you suffer from joint problems, then it might be better to choose a two-piece suit. You can’t beat heading into your local dealer and trying them on for yourself. Also bear in mind that they will loosen up – a bit like your favourite pair of worn shoes!

Furygan Raptor Evo 2 Jacket

£299.99 | www.nevis.uk.com

RIDING POSITION The type of bike you ride can have an impact on what kit you may be the most comfortable in. One-piece leathers are traditionally designed to suit the needs of a sports bike rider – cut short in the body, they assume that most wearers will be in the ‘tucked’ position. So, it doesn’t take a genius to realise that you may not be terribly comfortable sitting on a naked bike with a more upright riding position in a one-piece suit. For those who have tried to stand up in one, there’s the feeling of being hunched around your shoulders – not to mention the ‘gathering’ of material in a certain area between our legs…

CHOICE OF SIZES Now, we’re not here to judge. Our bike kit also shrinks magically when we’ve not worn it for a while – it happens to everyone. That being said, it’s important to choose riding kit that you’re comfortable in. You don’t want to be riding along with your mind consumed by how tight that zip is and how you can’t really breathe out properly. A one-piece suit is designed for riders who are the same/a similar size on the top and bottom – which many of us aren’t. Two-piece suits offer the added flexibility that you can choose a jacket which is a different size to the trousers – or vice versa – which makes it a lot easier to get a nice, comfortable fit for those of us who don’t have bodies like Marc Marquez.

WHAT DO YOU USE YOUR BIKE FOR?

If you’re into your track days and tend to ride on track rather than the road, then a one-piece leather suit is a no-brainer. Many track day providers ask that you wear a one-piece suit or a two-piece that zips together all the way round for maximum protection in the event of an accident. Should you part company with your bike at speed and slide across the floor, being a one-piece item or two pieces held together means there’s less chance of any of the clothing moving upwards, exposing any skin to friction on the Tarmac. However, if you hardly do track days and are looking for a suit that you can wear every day for commuting, leisure or touring, then a two-piece suit may be the choice for you.

Furygan Raptor Evo Trousers

£439.99 | www.nevis.uk.com

BUYER’S GUIDE 15

SOMETHING FOR THE LADIES... Alpinestars Stella GP-R ladies leather jacket £449.99 | www.alpinestars.com

With the same female-fit form and material as the suit, there is also dual-density TPU on the shoulders for high levels of abrasion resistance and friction control. This jacket is Tech-Air compatible.

Alpinestars Stella Missile V2 ladies leather pants

£349.99 | www.alpinestars.com The pants incorporate a highly durable full-grain leather with a reinforced seat area and strengthened stitching. Optimised for attachment to a range of jackets, this pant features class-leading protection.

Furygan Full Ride Suit £719.99 | www.nevis.uk.com

Alpinestars Stella Missile ladies leather suit

£849.99 | www.alpinestars.com Designed specifically for the female form, this suit is constructed from premium race-grade 1.3mm bovine leather, with Level 1 CE-certified protectors and external sliders. The Stella Missile is Tech-Air airbag compatible.

16 COMPETITION

WIN a three-night getaway with Transylvania Trails! We’ve teamed up with our friends at Transylvania Trails to offer one lucky winner a three-night getaway with two days of riding worth £669! Transylvania Trails is an enduro adventure tour holiday company based in Romania and provides trips which are perfect for anyone who has a passion for exploring the world on two wheels – from thrill seekers to sightseers!

It sounds like a seriously cool trip, with some cracking riding promised – and best of all, it’s FREE. If it’s up your street, you’d better get a wriggle on because you haven’t got long to enter, with the competition closing on April 30. Thankfully, it’s super simple to enter. Simply visit www.morebikes.co.uk/competitions tap in your details, and you’re name will be entered into the draw. Easy.

The giveaway will be va li for the 20 d season (t 22 rip from Apri s run l Novembe to r).

What’s included?

■ Motorbike (with mousses, handguards, skid plate, radiator guards, ventilator) ■ Fuel ■ Accommodation ■ Overnight stay outside the base in a different location ■ Breakfast ■ Spare bike ■ Tour guide ■ Assistance by a 4×4 vehicle ■ Trip souvenir ■ Airport transfers from Sibiu Airport

TERMS AND CONDITIONS

Please note, the following is not included in the competition: Flight tickets, lunch and dinner (€15-20 per meal), drinks, riding kit (you can rent the full kit for €50 for the entire trip), personal

insurance, etc. Recommended pocket money for the trip is approximately €100 . The competition closes April 30, 2022. There are no cash alternatives available. The winner

will be the first name drawn at random. Terms and conditions apply. To view the privacy policy of MMG Ltd please visit www.mortons.co.uk/privacy

18 LAUNCH RIDE – APRILIA 660 TUAREG

RETURN Aprilia springs back into the mid-range adventure bike market with a thrilling twin that punches well above its size! Words: Dave Manning Photographs: Aprilia

t’s been a fair while since Aprilia have had a mid-range adventure bike in its line-up, and if you ignore the focussed mini-vee 450cc and 550cc dirt bikes, it’s over two decades since the Noale factory produced anything mid-range that wasn’t focussed purely for the Tarmac. Of course, the ‘soft road’ adventure bike market is a huge part of the motorcycling world in the 21st century. While Aprilia hasn’t had a Tuareg in the range for a while (the original was last in the range way back in 1994!), the large market segment that an adventure bike offers means that all manufacturers want to have a bike for this category in their range. And, in the same way that the 660 RS and Tuono have slipped neatly into the Aprilia range and proved to be fiercely competitive against larger

TUAREG

capacity rivals, so the Tuareg faces up to larger bikes in the adventure market, given that just about each and every model of that style is bigger than a litre in capacity, although the Tuareg will be squaring up to the very successful Yamaha Ténéré 700, the more road-focussed Triumph Tiger 800, and the new offering from Moto Morini, too. With the increase in demand in the market sector, there’s also been an increase in ability and specification, and while Aprilia’s original Tuareg was perhaps an adventure bike in style with not as much potential as some of the others of that period (it was, after all, a single cylinder machine with a lot of plastic bodywork!), the new model will have to be capable of off-road duties as well as on the daily commute or Sunday morning café run. So, with that in mind, I jetted off to Sardinia for a play on the new machine.

Small heart, big abilities

Having ridden the 660 RS and Tuono – and knowing what an awesome little powerplant the 660cc parallel twin motor is – I was maybe a little sceptical as to how it would translate into an adventure/off-road kind of chassis, given its feisty performance in a road-bike chassis. But, naturally, the engine has been retuned for the off-road focus, with an actual increase in torque (3ft-lb more than the RS, two more than the Tuono), albeit at the cost of a reduction in peak power from the RS’s 98bhp down to 80bhp, with the aim being to make the twin a little less rev-happy, and more flexible for off-road and touring shenanigans. The frame itself is a tubular steel affair, as is the subframe (both built to be capable

of carrying a lot of luggage – and the 210kg that Aprilia specify is A Lot of luggage! That’s two-and-a-third Daves!), although rather than the steel frame carrying the engine mounting points, the upper engine mounts are incorporated by means of aluminium engine plates, allowing the rigidity of the frame to be tweaked ideally for the mix of road and dirt riding the bike is intended for.

Off-road aspirations

To give the chassis the poise and ground clearance that any bike with off-road aspirations needs, a long set of fully adjustable Kayaba forks sit at the front, with an aluminium swinging arm supported by a Kayaba shock (again fully adjustable) sits at the rear, both delivering a full 240mm of travel.

LAUNCH RIDE – APRILIA 660 TUAREG 19

20 LAUNCH RIDE – APRILIA 660 TUAREG

All aboard

While it’s easy to plant my size nines firmly on the floor thanks to the skinny, narrow seat, good weather protection is provided not only by the screen, but also by the expansive fuel tank, as we discovered in the torrential rain that accompanied our launch ride. The ergonomics don’t really bring any comments, which suggests that the peg and bar positioning are nigh on perfect, although one’s attention is brought to the fairly obstreperous gearchange. Shifting gears at low revs felt clunky, although the gears most certainly shifted into place, and there were no missed shifts and the quickshifter did aid shifting, especially when the engine was being buzzed through the revs. That’s a very pleasing thing to do given the roar from the airbox and gaping 48mm throttle bodies from 5,500 revs upwards, with sweet shifting as you’re gassing it hard. The exhaust also gives a rumbling popping when clicking down through the box, too. Very sporty. The brakes aren’t aggressive, but certainly very competent while actually feeling a little soft. That’s not a complaint, just an observation that the front end doesn’t dive or the brakes grab, especially if you’re only using one or two fingers on the brake. The switchgear is quite intuitive, with the mode-changing being especially easy, although I found myself consistently turning full beam on when my index finger knocked the switch forward, every single time I repositioned my hand or used the clutch lever. It was incredibly annoying (for me, if not other road users) and could be easily solved if Aprilia turned the switch around so it was pulled back to switch to main

beam, and flicked forwards to turn to dip beam.

Under power

The engine in the Tuareg is, essentially, the same as the powerplant in the RS and Tuono, which is basically the front two cylinders of the Aprilia V4 1100 engine. As you’d expect, it has, however, been tweaked for its new use, with not only new cams with new timing and lower lift, but also increased length on the inlet trumpets, a different airbox, and different exhaust header pipes, all of which are implemented to improve the bike’s driveability with some increased torque and reduced power. It works, too. There’re further tweaks to the 57kg engine, with the sump being reduced in height for increased ground clearance, and an increased width to retain the same oil volume, and improved oiling (including using the gearbox as a secondary pump) to ensure that oil is moved around the engine at all times, including when riding at angles of up to 35° uphill and an impressive 45° downhill. A further nod to off-road use has been made with a lower first gear ratio, as well as altering the final drive to a 15-tooth drive sprocket and a 42-tooth rear wheel sprocket. Not that you’d really notice those

changes if you’ve ridden previous iterations of the 660, as it still delivers the same exciting and impressive performance for a mid-range machine, with something of an improved flexibility that can pull gears from a little lower in the rev range, which was most noticeable to me when we went off-road. It was very responsive and confidence-inspiring when we hit the dirt tracks of Sardinia – both in terms of power delivery and chassis feedback – even for a virtual dirt novice such as myself. Especially with the off-road mode, allowing a locked rear wheel to help turn, and spinning the rear up which, for me, was used for fun rather than to get the bike turned in the corners. That’s for heroes (i.e., those with more talent than I). It has enough punch to haul up the steepest of gravel fire roads, yet doesn’t have the inherent issues that a larger adventure bike would have in terms of bulk and momentum. It’s far easier to turn and flick about than something like a 1250GS or even an Africa Twin, and if you ever so happened to be in the position that you had to turn around in a tight spot or, heaven forbid, that you had to pick it up after a tumble, the Aprilia would be a much better option than a 1290 SuperAdventure or Multistrada…

LAUNCH RIDE – APRILIA 660 TUAREG 21 TECH SPEC Aprilia 660 Tuareg

OUT NOW Motorcycle Sport &

Price: £10,600 (£11,100 for Indaco Tagelmust version) Engine: 659cc, parallel twin water-cooled, DOHC, 8 valves, 13.5:1 compression ratio, twin 48mm throttle bodies Power: 80bhp (58.8kW) Torque: 52lb-ft (70Nm) Frame: Tubular steel frame & subframe Wheelbase: 1500mm Brakes: Brembo 4 piston callipers, 300mm discs (F), Brembo single piston calliper, 230mm disc (R). ABS Transmission: 6 speed, slipper clutch, chain final drive (15/42) Suspension: Fully adjustable Kayaba 43mm forks, 240mm travel, aluminium swinging arm with fully adjustable Kayaba monoshock with 240mm travel Wheels/tyres: 2.5” x 21” spoked wheel with aluminium hub (F) 4.25” x 18” spoked wheel with aluminium hub (R), 90/90-21 Pirelli Scorpion Rally STR tyre (F) 150/70 R 18 Pirelli Scorpion Rally STR tyre (R) Seat height: 860mm Fuel capacity: 18 litres (3-litre reserve) MPG: 70mpg / 4l/100km Weight: 187kg dry (204kg wet) Warranty: 24 months Service intervals: 6200 miles (10,000km) Contact: www.aprilia.com

Tarmac terror

The 80bhp that the 660cc paralleltwin engine produces might not give the outright punch that larger adventure bikes have, but it’s still an impressive road bike, to the point that I’d suggest that, in the real world, it’ll be quicker on most roads than the RS or Tuono 660! Changing direction is slower than with the road-focussed models, but that’s countered by the higher riding position that gives greater visibility, and the ability to soak up lumps and bumps on tarmac that isn’t the most billiard-table smooth. I’m not sure how comfy that skinny seat would be if you had

Leisure – get your copy for less than a pint! If you like the look of the bikes on this page, you’ll love Motorcycle Sport & Leisure magazine! We cover all the latest bikes, from ton-up café racers to globe-shrinking adventure bikes, and everything in between! There’re also pages full of travel to give you an idea for a destination for your ride next weekend, as well as inspiration for a tour of a lifetime. Add to that the latest news and products, buying guides for kit and bikes, and plenty of long-term bike tests, and you will get a picture of what’s on offer. We ride all kinds of bikes, all over the place, so there’s bound to be something in the mag that takes your fancy. And here’s the really good bit... you can get the magazine delivered to your door for less than you would spend on a pint of premium lager in a swanky bar. Simply head over to www.classic magazines. co.uk/issue/MSL push a couple of buttons, and wait for the mag to arrive. No need to head out to town to find a newsagent, just click and enjoy. Cheers! a lot of motorway miles in mind, although there is a ‘comfort’ seat in the accessories catalogue, alongside numerous other goodies (including the quickshifter fitted to the test bikes).

Busy thumbs

While the various rider modes that are available don’t actually change the outright power, they do change how that power is delivered as well as changing other parameters that are ideal for an adventure bike. Refreshingly, these can be easily scrolled through via the button on the right-hand bar, with the mode being sent when the throttle is closed.

22 LAUNCH RIDE – APRILIA 660 TUAREG

FRAME

While the entire frame and subframe are made from tubular steel, the upper engine mounts are actually aluminium engine plates that bolt to the frame and engine, allowing Aprilia to adjust the amount of flex in the combined assembly.

SEAT

LIGHTS

The skinny seat is perfect for trail riding, but maybe not for long motorway trips. And the fuel tank is perfect for long motorway trips too, but for trail riding?

That headlight is unique, with a hint of the Aprilia breed, but will spend most of its time on full beam thanks to the easilyhit switch on the left bar…

WHEELS

A conventional offroad wheel pairing of 21” front and 18” rear allows for a wide range of suitable off-road rubber for those keen to fully push the limits of an adventure bike.

ENGINE

The 660cc parallel twin moves over from tarmac to dirt, and remains just as competent in both scenarios.

I found toggling between Urban and Offroad perfect for the mixed riding that we did, while the more radical Explore would’ve been better for road riding had we not been riding on wet roads. The final, Individual, mode allows for personal settings to be made to tailor the bike’s attributes to your own desires, although I didn’t have time to explore this avenue. Those modes – lumped under the title of APRC (Aprilia Performance

Ride Control) – include variables with the traction control, cruise control, engine braking and engine mapping, while the anti-lock braking is switched off for the rear wheel in Offroad and the front anti-lock can also be turned off if required. The 5-inch TFT full-colour screen displays all that is going on with the Tuareg, and you can also connect your smartphone to the bike with the Aprilia MIA, which allows you to

control phone calls and music via the handlebar buttons. Phone connection also means that your satnav can be displayed on the screen. The app also allows you to save completed trips and then analyse the data acquired in the app using the telemetry function. Neat!

Closest rival

Looks don’t deceive

It could be that the new Tuareg is the perfect replacement for the original, in that it is not only better at fulfilling the role for which it has been prepared, but also that it retains the Aprilia DNA in looks and performance. It’s capable on- and off-road, has touring aspirations with the load ability and the range of factory luggage and accessories, and is wellpriced given the spec and tech. The Acid Gold, Martian Red versions of the Tuareg chime in at a competitive £10,600, with the Indaco Tagelmust (and before you ask, no, we have no idea what that really means, although it is inspired by the original colour scheme of the 88 model) livery costing an extra £500, while there will also be an expansive range of factory accessories and clothing to suit. All that remains is to try it out in conjunction with its direct competitors. Are you ready, Ténéré, X Cape, Tiger and GS? You need to be…

Moto Morini X-Cape

Just six months ago one would have stated that the Tuareg’s closest rival as being the Yamaha Ténéré, given the similarity in engine format and capacity (just 30cc difference), although the new Moto Morini X Cape slides in as a more direct competitor, albeit with the worst name! The Morini may be an Italian bike, but unlike the Aprilia, it’s built in China. It’s heavier, and it looks like it is set to be a fair sight cheaper than the Tuareg despite the Aprilia’s competitive pricing, but as to whether the Morini is as competent an all-rounder as the Aprilia, well, you’ll have to wait until the test of the X Cape in the next issue!

24 SPECIALIST SPOTLIGHT

DEALER WITH A DIFFERENCE

MOTO CORSA Dorset has fantastic roads to ride and great destinations to visit. Corfe Castle; Tyneham Ghost Village; The Tank Museum; Clouds Hill (Lawrence of Arabia's cottage); the Hardy Monument; the Cerne Abbas Giant; and the Jurassic Coast Road are all within an hour's ride from Gillingham (with a hard ‘g’, not to be confused with the one in Kent), a former Saxon settlement just south of the A303. Riding those roads and visiting those venues, you’ll be in need of

WORDS: Bob Pickett

somewhere to stop for a drink and maybe a bite to eat. So how about doing so in an award-winning cafe? And while you're there, check out some new bikes and clothing… and go and see some Great Crested Newts in lovely Italian gardens. Welcome to Moto Corsa Motorcycles. Housed in a former brewery, Moto Corsa Motorcycles is a bit different from most major modern dealerships. Holding five franchises – KTM, Aprilia, Moto Guzzi, MV Agusta and

Get in touch Website: www.motocorsa.co.uk Address: Showroom, Clothing & Café Corsa The Old Brewery, Wyke Road, Gillingham, Dorset SP8 4NW Phone: 01747 811 196 (Option 1 – Motorcycle Sales & Clothing, Option 5 – Café Corsa)

Royal Enfield – there are new bikes of all capacities and styles, from retro roadsters to high-performance adventure sport machines and everything in between. Venture upstairs to the recently revamped and restocked clothing and accessories department and you'll find five rooms filled with apparel from carefully selected brands. The Helmet Sky Lounge is a high point in every sense of the word. The Taste of Dorset award-winning Cafe Corsa serves freshly-prepared food throughout the day, with plenty of extra seating in the Italian gardens at the rear of the showroom. Moto Corsa was founded by Mike Russell de Clifford (or Mike RDC as he’s widely known) in 2004 and originally based near Wimborne. Initially, the business specialised in Italian motorcycles from the 1970s

SPECIALIST SPOTLIGHT 25 The Moto Corsa lifetime warranty Moto Corsa Motorcycles is so confident in the quality of the motorcycles it sells, and the after-sales service it provides, that it offers a FREE lifetime warranty on all new machines over 750cc. The lifetime warranty starts as soon as the standard manufacturer’s warranty expires and provides the same level of cover. Parts subject to wear and tear, such as tyres, chain and brake pads, are excluded. There is no charge for this service and the Moto Corsa Motorcycles Lifetime Warranty lasts for as long as you (the first registered keeper) own the motorcycle, regardless of how many miles you clock up. In order to qualify, the

and 80s, including Moto Guzzi, Laverda, Benelli, Ducati, MV Agusta and Cagiva - hence the Italian name. A move to larger premises in Ashmore in 2012 enabled more franchises to be taken on and Moto Corsa expanded into its current showroom at The Old Brewery in Gillingham in 2017, retaining the Ashmore building for the parts and servicing departments.

Where?

Moto Corsa is based in the North Dorset town of Gillingham, just four miles from the A303 trunk road that links London the the West Country.

Dating back to Saxon times, it's grown into a large town that remains relatively unknown, sitting on a quiet B-road running to the nearby tourist attractions of Shaftesbury. Gillingham does, however, have a rail service on the mainline from London Waterloo to Exeter. Surrounded (about an hour’s ride to each) by Warminster, Salisbury, Dorchester and Taunton, Gillingham, and hence Moto Corsa, is perfectly located as a starting point, mid-point stop or end destination for many of the famous landmarks Dorset has to offer.

motorcycle must be serviced by Moto Corsa Motorcycles as specified by the manufacturer and must at least have an annual service. When due, the annual MoT must also be provided by Moto Corsa Motorcycles. That’s because it stands by the quality of its workmanship, but can’t be held responsible for work carried out, or parts fitted, elsewhere. Moto Corsa doesn’t stop there. When you buy a new motorcycle, you get free MoTs for life; free indoor bike cover; a free tank of fuel; and if you pick up your new bike on a weekday, a free breakfast for two in Café Corsa. So both rider and bike leave fuelled up!

A Taste of Dorset As popular with locals and also motorcyclists from far and wide, Cafe Corsa was voted best independent cafe in the Taste of Dorset Awards, and if you’ve ever visited you’ll understand why. From freshly-

prepared locallysourced coffee to daily specials, and great biker breakfasts, Cafe Corsa offers service with a smile in a comfortable environment, with extra seating in the gardens to soak up the sun.

26 THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW 2022

WELCOME TO THE SHOW

fter a couple of years of disruption, we A are finally, happily, able to hold a ‘normal’ Stafford, an event we’ve all missed so much.

It’s not just the fact that we all enjoy looking at motorcycles, it’s that we delight in the company of fellow enthusiasts too, happily chatting about our shared and much-loved interest. The faceto-face interaction and enthusiasm are among the things we’ve all missed.

Now, though, we’re back, with a show which we hope will delight all who attend. There will be so many attractions and must-see exhibits, club and trade stands, autojumble and plenty more, but, most importantly, a showground chock-full of fellow enthusiasts. James Robinson Editor The Classic MotorCycle

10 REASONS TO VISIT 1

World Exclusive! The Mike Hailwood Exhibit

A world exclusive as the Hailwood family open their personal archive to celebrate Mike ‘the bike’ Hailwood’s life. Forty incredible items from seminal points across Hailwood’s life and career. Let Mike’s son David take you through some of his dad’s most personal items alongside The Classic Motorcycle Editor, James Robinson, on stage across the weekend.

School's in session! It’s the Class of 78!

Who better to tell you about Mike’s racing life than his closest competitors? Talking about that race in 1978, the comeback of all comebacks, are TT winners, British Champs and even an eight-time world champ! Join Ian Richards, Alex George, Chas Mortimer and the Prince of Speed, Phil Read. On stage all weekend, plus Mike’s 78 TT Ducati Mechanic, Roy Armstrong.

Marvel at the finest examples of private collection motorcycles

Owners spend thousands of painstaking hours ensuring their exhibit is in its best possible condition, ready for display and inspection by the crowds and judges.

As would be expected at the April show, there is a focus on British machines and marques such as BSA, Norton, Triumph and Royal Enfield all feature heavily. Alongside the machines on the show’s club stands, the private entries will compete for a host of show awards including the coveted Best in Show.

The classic trials demonstration area

Brought to you by the Old Codgers Trials Club, trials demonstrations will be running across the weekend for all to enjoy. From side-car to two wheels, a plethora of bikes will be taken out on the course. Old they are, codgers they may be, but these folk can still ride a bike!

Club stands so good you’ll be begging to join Classic Brit bikes, exotic continentals, rare contraptions… the wonderful and expansive mix of club stands packed into the halls at Staffordshire County Showground has it all. A quick browse of the A-Z list and all the big-hitters are there from the likes of the multiinterest VMCC and VJMC through to the specialist owners’ clubs covering marques such as Francis-Barnett, Sunbeam, Velocette and Norton, among others.

Under the hammer at the Bonhams two-day auction

Bonhams is a privately-owned international auction house. Founded in 1793, it is one of the world's largest and most renowned auctioneers of fine art and antiques, motor cars and jewellery. The Bonhams Motoring department is the largest auction house to hold auction sales of classic motor cars, motorcycles and related memorabilia. The auctions are held in conjunction with some of the most renowned global motoring events at truly charismatic locations.

Feel the ground shake in the GP Paddock

Head out to the Classic Racer GP Paddock where famous race machines of the past are fired up twice each day. Compere John McCrink and our star guests will be on hand to give their thoughts on proceedings… that’s when they can get a word in edgeways over the deafening roar of some iconic monsters from racing’s glory days. You can almost smell the Castrol R!

Autojumble as far as the eye can see

If you are looking for a great day out filled with motorcycle bargains, The International Classic MotorCycle Show

is the place to be! More than 900 traders showcased their wares at last year’s event and this year is set to be even bigger. With a mammoth display of spare parts, tools, books, magazines, signs and even complete machines, you can be certain you’ll find exactly what you were looking for.

Whatever your ride, we have your read

Head over to the main stand where you will be greeted with amazing subscription offers only available at the show! From The Classic MotorCycle, Old Bike Mart and everything else in between, there is a title for everyone’s taste from Mortons Media Group, organiser of the show and publisher of a host of motorcycling titles as well as rail, American classic car and lifestyle magazines.

Entertainment all weekend long

From live music, bikes firing up and beer on tap all the way to the Wall of Death, we guarantee a weekend full of entertainment! The all-singing, all-dancing female close harmony trio, The Daisy Belles, will be on stage over the weekend recapturing the authentic sounds of The Andrews Sisters, and why not head to the fully licensed bar and get yourself a beer… a whisky… or even a Guinness… whatever whets your whistle!

THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW 2022 27 Alex George

Chas Mortimer

THE STAGE BIKES

Ian Richards

GUESTS OF HONOUR The Class of 78 – Ian Richards, Phil Read, Alex George and Chas Mortimer

As part of this tribute weekend to the late, great Mike Hailwood, the team at the Classic Bike Shows, along with the show's founder, Alan Whitehead, set out to track down the racers who battled against Hailwood at the comeback of all comebacks: the 1978 Formula One TT at the Isle of Man. Sadly, second-placed rider John Williams was killed just two months later in August 1978 at the Ulster TT, so the first man on our list was Ian Richards, the top-flight privateer who finished on the podium in third place to his hero. Richards started the race alongside Hailwood, sporting the number 11 plate, and well… we’ll let him tell you the rest at the show! The ‘fly in the ointment’ for the 78 Formula 1 TT was to be none other than Phil Read, the Prince of Speed, but even Read could not quell the Hailwood pace. The crowds went wild as Hailwood closed in on his old rival Read on the roads, finally passing the Honda Britain rider. Read retired with engine problems on the fifth lap at the 11th Milestone. Phil Read MBE: a living legend, multiple World Champion, eight times TT winner continually beat the best in the world throughout his racing career. Hot on the heels of fourth-placed Helmut Dähne that hot summer day (just a two-second gap to be precise), was Alex George. A TT winner and Grand Prix competitor racing the likes of Read and Agostini, he’s got a race entry list as long as your arm. George competed in the Endurance World Championship, winning the Bol d’Or in 76.

The last person on the register to find, and by no means the least, was Chas Mortimer. While finishing in sixth that June day, Mortimer is best known for his world championship exploits in the 125cc class, winning eight TTs on a variety of machinery. His best year was 1976, when he won both the Production and Junior TTs riding Yamaha machinery, and finished third in the 350cc World Championship.Chas remains the only rider to have won FIM Grand Prix races in the 125, 250, 350, 500 and 750 world championship classes. How many race victories are there between these guys? How many stories? The answer… a lot! They will be on stage all weekend with veteran TV commentator Jack Burnicle and talking all things racing: about life on the edge and, of course, paying tribute to Mike Hailwood.

As part of this tribute, we’ve got a few incredible bikes to illustrate a few parts of Mike Hailwood’s racing career! The bike below (and more) will be around the stage area and will feature in the talks with our special guests. ■ Honda RC181 500/4 Replica – Owned by David Hailwood ■ 1962 500cc Norton 30M Manx Featherbed – Owned by the National Motorcycle Museum

The Mechanic – Roy Armstrong Sadly, due to Covid restrictions we couldn’t secure the actual Ducati, the famous No. 12, that took Hailwood to victory in 1978; but in support of the Hailwood tribute weekend we have another special guest, Roy Armstrong. A British champion in his own right, Armstrong was the mechanic that got Hailwood and his Ducati round six laps of the TT course in 78 and to victory. After Hailwood’s wife and children, Armstrong was probably the next most important person during those two weeks in June. You may know that the Ducati famously expired as it went over the line… but have you wondered why? With the inside story on this and many more about the great man, Armstrong will be on stage at various times throughout the weekend, too.

LEGENDS OF G N I L C Y C R O T O M

CELEBRA TING

’78

30 THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW 2022

The Hailwood exhibit The International Classic MotorCycle Show at Stafford County Showground on April 23-24 will celebrate the life of arguably the world’s greatest ever motorcycle racer. In a world exclusive curated exhibition, Mike Hailwood’s son David is bringing together and showing some of the incredible personal artefacts

held in the Hailwood family archive, most of which have never been seen before outside of the family home in decades. In support of an official new Hailwood book launching at the show, items on display will include the George Medal, awarded to Hailwood for bravery when he rescued fellow F1 driver Clay Regazzoni from his burning BRM at the South African GP; the Dunlop cap worn by Mike on the podium after he won the 1978 Formula One TT; a scale replica Manx Norton built by Norton engineers and awarded to Mike by the factory in the wake of his 1961 triumph; and the MV contract that he tore up in front of Count Agusta when he was told that he would be the number two rider in the team to Giacomo Agostini for 1966. These, and more than 40 other items, will be on display for motorsport fans to view all weekend.

ON SALE AT THE SHOW! Pick up your copy of Mike Hailwood in 100 Objects at the International Classic MotorCycle Show for just £30 and you’ll receive three Hailwood stickers and a poster which you can get signed by the Class of 78 at the show. If you’re unable to make it to the show, pre-order your copy from www.mortonsbooks.co.uk

BRAND NEW

THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW 2022 31

SATURDAY 9am

Bonhams’ Stafford Autumn Sale opens for viewing

SUNDAY 9am

Bonhams’ Stafford Autumn Sale opens for viewing

10am

Jack Burnicle talks to David Hailwood and James Robinson about the Hailwood Collection and book launch in the Main Hall

10am

Jack Burnicle talks to David Hailwood and James Robinson about the Hailwood Collection and book launch in the Main Hall

10.30am

John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guests

10.30am

John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guests

11am

Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience

11am

Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience

11.30am

Live music by Daisy Belles on the bandstand

11.30am

Live music by The Daisy Belles on the bandstand

12pm

John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guests

12pm

John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guests

12.30pm

Live music by The Daisy Belles on the bandstand

12.30pm

Live music by The Daisy Belles on the bandstand

1pm

Jack Burnicle talks all things Mike Hailwood with the Class of 78 from the Formula One TT race. Join racers Ian Richards, Phil Read, Alex George and Chas Mortimer talking about Hailwood, their memories and life on the edge, plus other special guests, including chief mechanic, Roy Armstrong. On stage in the Main Hall

1pm

Jack Burnicle talks all things Mike Hailwood with the Class of ’78 from the Formula One TT race. Join racers Ian Richards, Phil Read, Alex George and Chas Mortimer chatting about Hailwood, their memories and life on the edge, plus other special guests, including chief mechanic, Roy Armstrong. On stage in the Main Hall

1.30pm

Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience

1.30pm

Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience

1.30pm

Live music by The Daisy Belles on the bandstand

1.30pm

Live music by The Daisy Belles on the bandstand

2.30pm

John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guests

2pm

John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guests

3.30pm

3pm

4pm

Awards presentation in the Main Hall

5pm

Show closes

5pm

Show closes

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Stafford

APRIL 23 - 24 2022

This is the greatest show... and these superb specialists will be there and ready to help you find those elusive parts and spares, give advice and generally help prepare you for the summer riding season ahead.

DUCATI SCRAMBLER 350 33

Fun, fun, fun

Ducati’s light and lithe single-cylinder Scrambler makes for a joyous backroad – or indeed urban – tool. Words: JAMES ROBINSON Photographs: GARY CHAPMAN

34 DUCATI SCRAMBLER 350

Sometimes, when one climbs aboard a motorcycle, one knows it’s going to be just right. That was the feeling I had when Colin Jansen left me to play with his 350cc Ducati Scrambler. I knew I was going to have a ball. When I was 17, my first road-going motorcycle was a 1973 TS125 Suzuki, bought from the man across the road who’d had it from new. After having Bultaco trials bikes and so on, the Suzuki just felt natural to me and while lots of my contemporary pals, and my brother, all went ‘race rep’ pretty quickly, for me, I’ve always been happier on a ‘sit up and beg’. It just feels right, so far as I’m concerned. To this day, a motorcycle with clip-on handlebars on the road always causes me a touch of consternation. And that has often been the issue regarding various Ducatis I’ve ridden; to me, some feel like the handlebars are around the front wheel spindle.

But no such issues with this Ducati – indeed, it just put me in mind of that little Suzuki I had when I was 17. Slim, light, manoeuvrable and meaning the rider can see over parked cars and hedges, it’s brilliant.

Ducati’s Scrambler

It was one of the first so-styled, as while the likes of Triumph Trophies and AMC (Matchless and AJS badged alike) CS models had been about since the 1950s and were arguably the first Street Scramblers, they were big bikes, whereas the Ducati wasn’t. It was anything but in fact, its lightness and lithe nature being its main appeal. There’s a thought that often occurs to me regarding a 350 like this Ducati – and that’s give me one that’s grown up (so, say from smaller versions, like the Ducatis) over one that’s shrunk down (from a 500) any day, as they appeal to my nature more. Of course,

everyone is different and some enjoy the definite ‘big bike’ feel afforded by a 1950s 350cc Model 50 Norton or a B31 (and, yes, I know that the B31 came before the 500cc B33, but the plan was clearly always for a 500 and it is 500-sized) rather than the ‘little big bike’ of a B40 or a pre-war Velocette MAC. In the 1950s, the 350cc Manx Norton was never as popular as the 500, while the AJS 7R (designed and conceived as a 350) was more successful, or at least endured longer, than the Matchless G50, though that model benefited from being an over-bored 350. With regards to Ducati overhead camshaft singles, the lineage is abundantly clear, insomuch as all the engines basically look alike from the first 98cc job to the last 450cc Desmo. That first model came in 1955, designed by Fabio Taglioni, recruited to Ducati on an initial one-year contract, after Ducati’s 98cc pushrod model had been humiliated by the Laverdas in the all-important long-distance road races of 1954. One month after the Motogiro of that year, Taglioni was on the books and at work to redress the sporting balance. Which he was to do, and then some. By early 1955 Taglioni’s new design – a bevel-driven single overhead camshaft engine, in unit with a fourspeed gearbox and featuring a wet clutch – was ready for testing and showed promise from the word go. The engine also looked like Edward Turner’s Triumph Terrier/Tiger Cub, though the Ducati’s specification was perhaps everything that the pushrod baby Triumph arguably should’ve been, though that little engine and the Ducati single and their respective derivations enjoyed an uncannily similar life span. But we digress.

The new version of the Ducati Scrambler Ducati brought out its new Scrambler for 2015 (production began in late 2014, after it was unveiled at Intermot, Germany, in October) and it was an instant hit. The new Scrambler took elements of the old, but thoroughly reimagined them, while the engine was now a V-twin, not a single. I was lucky enough to have one of the first in 2015, on which I did quite a lot of miles, riding it to go touring in Scotland as well as doing a track day at Cadwell Park on it. I really enjoyed it, all of it. The new Scrambler range has grown (both smaller and larger), but they do all bear some relation to the original, single-cylinder offering, even if it is just the name on the petrol tank and the high, wide and handsome riding stance. And they’re all great fun, too.

DUCATI SCRAMBLER 350 35

Gran Sport and introductions

The new Ducati, named the Gran Sport officially, the Marianna unofficially, was ready for its race debut in spring 1955 (with among its riders Leopoldo Tartarini and Bruno Spaggiari, both to go on and become well-known names) and it soundly thrashed the opposition, taking the first six places in the 100cc category, with class winner Gianni Degli Antoni sixth overall in the nine-day-long event, open to machines up to 175cc. It was long before the 100cc racer started to grow, first to 125cc (good enough to win the 1956 Motogiro outright) and then 175cc, even to nearly 250cc, as well as double overhead camshaft (Bialbero) full Grand Prix race versions. Every bevel Ducati that followed, including the V-twins, demonstrates an obvious visual and mechanical similarity to Taglioni’s initial design. To say he got it right is a bit like saying Eric Clapton

can play guitar or that Michaelangelo was good at ceilings. Those first Ducati ‘cammy’ singles were very much racers, then the first production single – the 175T – came for 1957, soon joined by the 175 Sport; it was these models which were the true basis of all the road-going Ducati singles, up to and including the late example featured here. For the first couple of years, 175cc was as big as the capacity was, though there was a dizzying array of models, including the 175 Motocross, which came equipped with lights and road equipment, but could easily be – and frequently was – converted to a full-on competition machine; it was a lot more purposeful than the Scramblers which came later.

Call for cubes

As had been the case experienced by the British motorcycle industry in the late 1940s and early 1950s, America

led the call for ‘more cubes’ and the 175 was duly bored to make the 200 (203.783cc to be exact), including the 200 Motocross – and then the full 250cc Diana/Daytona, while the Scrambler name first appeared in 1962, again in response to demand from the US market. Though called the Scrambler, this model was really a street scrambler, more suited to on-road activities than getting muddy or taking part in serious off-road competition. Again, the 350cc machine was introduced largely to appeals from the American market – indeed, the first 350 was called the Sebring, in recognition of a 350cc class win at the Florida circuit. As Taglioni was a bit worried about the bottom end in the new, stretched capacity machines, the Sebring featured a lower state of tune than the smaller versions, though it (the bigger banger) did soon have a valve lifter to try and aid

its sometimes troublesome starting. There was a 350cc Scrambler from 1968, with the wide case engine (the rear crankcase mount being wider than the earlier machines) fitted, while internally the new motor had several improvements implemented, too; the 250 and 350cc models looked the same, the main visual difference being there was no valve lifter on the smaller example.

This late model (it’s registered as 1975) before us is seemingly unrestored and showing less than 8000 miles on its speedo. It wears an age-related number and was imported a few years ago, catching Colin’s eye and offering a different form of motorcycling to his BSA café racer and Triumph Bonneville.

On the road

Colin left me to it regarding the Ducati. The left-foot kick-start feels alien, and the only way I could operate it was to stand alongside – are lots of Italians left-footed or am I missing something? It’s also quite a long lever and a high stand (and it has to be on the stand for me; I was brought up to never start motorcycles on the start or face my dad’s disapproval) but this one, there was no other way. Still, it started easily enough and away we went. It’s been a while since I rode a Ducati single, and in truth this one didn’t really feel anything like those other race reps I’ve piloted – but I liked it immediately, and liked it a lot. Nimble is the word which comes to mind, and while it wouldn’t be one’s ideal choice for a 100-mile slog up the A1 by a long stretch, on the backroads it’s well-nigh perfect. It’s equally at home in an urban environment, of course, with plenty of initial acceleration, meaning it’s handy away from the traffic lights, for example. The right-foot five-speed gearchange is smooth and positive, while the dual-sided front brake – from Grimeca – worked plenty well enough, likewise the back one. Suspension (Marzocchi forks and rear shock absorbers) comfortably coped with all we threw at it – which, admittedly, wasn’t a right lot, as we didn’t go ‘off-road’ – while the handlebar and seat combination allowed a riding position which suited me admirably.

36 DUCATI SCRAMBLER 350

“Nimble is the word which comes to mind, and while it wouldn’t be one’s ideal choice for a 100-mile slog up the A1 by a long stretch, on the backroads it’s well-nigh perfect”

38 KNOWLEDGE

Cost-effective

Classics BSA A65 Oooh – an old British twin!

KNOWLEDGE 39

Sooner or later we’re going to need to address the elephant in the room – the subject of classic British bikes. They are an integral part of the classic scene and we’re trying to be inclusive here so they need to be covered. Therefore, rather than trying to dodge the issue, we’ve jumped straight in by looking at what’s probably one of the most accessible old school Brit twins – BSA’s unit construction A65 series.

Background

Before most of us were born bikes had run separate gearboxes and engines. Yes, that sounds crazy now, but the arrangement was a carry-over from the veteran era. The set up was a pain to adjust as it involved faffing around with two chains – primary and drive. It was also costly to produce and assemble, but it would take the mighty BSA empire until 1962 before it made the move to what was termed ‘unit construction’. Rivals Triumph had moved its 350 and 500 twins to the unit set up in 57-59, but wouldn’t do the same to their 650s until after BSA in 1963. The new BSAs were pivotal to the firm yet there was customer resistance to the changes which many referred to as the ‘Power Egg’. Fast forward to 2022 and it’s allegedly the old-style Meriden Triumph twins that have the cachet… which is good for us with our five grand mythical budget!

The bike

The A65 models ran for 11 model years (1962-1972) with continuous, iterative, changes and a significant one in 1970 when the frame was totally redesigned along with an entirely new look with more angular panels. Over its lifespan the bike would be available with both single and twin carburettors which would be differentiated as Thunderbolt and Lightening versions, but there are numerous other models as well… not

that our budget is going to stretch to some of them, unfortunately. America was not only an important market to BSA, it was also crucial for the firm’s continued survival. With that in mind, various special versions of the A65 would be made over the years. Almost from the off the factory responded to pleas from its American importers to variously enliven, freshen up, modify, customise and upgrade its front-line machine. Many felt the big, unit construction, twin was simply ‘too safe’ in terms of looks and style and lacked the aesthetic edge of rivals Triumph. It took a lot of work to convince BSA’s notoriously conservative management to move with the ever-changing times but, gradually, the bike morphed from beyond the Plain Jane appearance – well, for America at least. Whilst not being a totally comprehensive list, models included the Rocket, Thunderbolt, Thunderbolt Rocket, Lightning, Lightning Rocket, Lightning Clubman, Spitfire, Hornet, Spitfire Hornet and Firebird Scrambler. These variations on them covered pretty much every base at the time, including out-and-out racer on the road, sports variants, off-road machines for desert racing, street scramblers, tuned high-performance models with fibre-glass tank panels, and all supposedly aimed at capturing vital sales. And as if all of that wasn’t confusing enough, there was year-on-

year revisions to most models as well as intra-model variations, upgrades and options. As an example, take the Spitfire – four different models (Mk I to Mk IV), racing-type carburettors, an option for a fairing, racing seat, extra-large fuel tank, small fuel tank, magneto ignition, points and coil ignition, revised brakes and probably a lot more. In effect, the most of the upgraded versions of the A65 remained forever ‘work in progress’. By the late 1960s it was obvious that BSA and Triumph were no longer in tune with the market trends or their customers’ needs. This led to a pooling of resources on various areas that would ultimately see BSA go to the wall, leaving Triumph to carry the flag. However, before that an allnew chassis known as the OIF, or Oil In Frame, was launched in a bid to bolster sales. Dispensing with the traditional oil tank, lubricant was stored in the frame and this led to the redesign of the A65’s running gear. The resultant machine was light years away from the old A65 in terms of looks and, arguably, all the better for it. The new boxy styling was enhanced by modern candy paintwork often counterpointed by solid colours to give a whole new look, but unfortunately it was all too little, too late, and by 1973 there were no more BSA motorcycles, leaving just Norton and Triumph to soldier on for a few more years.

40 KNOWLEDGE

Faults and Foibles

1. IGNITION

The newest example is 50 years old! Alternators need to be set up properly for clearance.

2. PANEL & METAL WORK

Not too much to worry about in terms of quality but look out for broken panels. Check seat bases for rot/ corrosion.

3. ENGINE

6 2

Reliable if serviced and fed decent oil. Tales of main bearing failure are generally overexaggerated.

4. CHASSIS

Solid and well-made but always worth checking for loose mounting bolts around the engine.

5. BRAKES

They are basic so don’t expect miracles from them. Fresh cables and shoes will maximise potential.

6. CARBS

Poorly fitting/worn slides will play merry hell with carburation.

7. HYBRIDS

Very easy to mix-n-match parts so get expert input if you’re unsure.

years after the collapse of the firm “There are bargains and Lineage and Legacy Going from being the largest the A65 is still well supported from rip-offs out there, with motorcycle manufacturer in the world a spares perspective with numerous to has-been happened so suddenly companies making upgraded and some traders asking that it left a nasty taste in the public’s revised parts. mouth and, for many years, jaundiced seriously silly money Why you might want one now all the various models. However, BSA for machines that have has always had a strong following There is really nothing quite like a big, gutsy, four-stroke parallel twin; as and loyal supporters of the marque been over-restored” they say – if you know, you know! An are passionate about the brand. Fifty

instant drive off the throttle regardless of revs; an exhaust bark like nothing else; timeless good looks; decent build quality; and much more are all on offer with an A65. Ridden with its capabilities and not ragged like a Japanese multi, a BSA A65 will always put a smile on your face – they also handle rather well into the bargain. Even better, they’re cheaper than either a period Triumph or Norton and, to many fans, they have a subtly restrained style no other firm managed to copy. Beezers have charm and style all of their own.

Typical Prices

There are bargains and rip-offs out there with some traders asking seriously silly money for machines that have been over-restored. Ignoring the 11-grand-plus offerings, there’re a fair few on sale over and above our budget in the £6000-8000 region, but dig a little deeper and there’re some more affordable A65s for sale. Within our self-imposed limits you can either go for a very tidy 69/70 Lightning or a 71 Thunderbolt for just over £4000. At the time of writing, eBay had around 25 A65s listed, a lot being sold by dealers. We’d be inclined to look at one of the OIF models and make a cheeky offer on a six-grand bike.

Summary Any BSA is likely to be significantly cheaper than its Triumph equivalent, simply because ill-informed pundits reckon the latter ‘is the one to have!’. Out on the road there’s really little difference in terms of performance comparing like with like. These BSA twins seem to have been constantly overlooked by the classic scene, but perhaps not for much longer. Stylish without being ostentatious, flexible and easy enough to work on and readily accessible, if you wanted a period British twin, the A65 makes an awful of of sense.

WATT BIKE IS BACK 43

Welcome to Watt Bike. The electric market’s getting bigger and bigger – that’s why we’ve introduced this standalone section that’s dedicated to all things electric. We’ll be bringing you news, products, guidance, tips, tricks and, most importantly, reviews of the latest and greatest electric bikes, scooters and peddles to come to market every single month.

THE KEY FACTS

If you’re 14 or over, you can ride an ‘electrically assisted pedal cycle’ without the need for registration, tax or insurance. It must have pedals, and its motor should not propel the bike once it hits speeds of 15.5mph. If it’s not an EAPC and is propelled without pedalling (or exceeds the 15.5mph speed limit), it will be classified as a motorcycle or moped. As a result you’ll need a driving licence to ride one, and it’ll also need to be registered, taxed and insured. Oh, and you’ll need to wear a crash helmet, too. Simple. There is a bit of confusion about what sort of size of electric bike you can legally ride as you progress through the various licence categories. But it’s not as complicated as it may first appear. Instead of paying attention to peak power like you would on a conventional petrol-powered motorcycle or scooter, UK regulations for electric machines focus on the amount of continuous power* available. That means you could buy an 11kW (15bhp) electric motorcycle or scooter, which is actually capable of delivering around 45kW (60bhp) of peak power. But because it doesn’t make that power ‘continuously’, you’d still be able to ride it with your CBT certificate.

HOW TO CHARGE

✶

Continuous power is defined as the amount of power the motor is capable of sustaining (continuously) for 30 minutes.

There are a few different ways to charge up your motorcycle or scooter – but it all depends on the adaptors that come with your ride of choice. Most of the (cheaper) lower-powered machines can only be charged using your standard three-pin plug socket that you’d find in any home in the UK, and generally it’s only the bigger and more expensive machines that can make full use of the network of fast chargers. Speaking of which, the public charging network is growing fast and at the time of printing there are over 45,000 connectors in the UK (according to www.zap-map.com).

44 WATT BIKE NEWS

ELECTRIC TRIALS: Yamaha reveals REVEALED: Yamaha’s E01 electric scooter its TY-E 2.0 electric trials bike Yamaha has announced that it’s further developed its TY-E electric trials bike – and here’s a first look at its new and improved machine. With plans to enter select rounds of the 2022 FIM Trial World Championship, Yamaha’s clearly serious about the potential of its electric trials bike. Building on the success of the original TY-E which was released in 2018, the 2.0 gets a newly-designed monocoque frame made of composite

laminates, an improved electric power unit with better performance and, most importantly, a newly-developed lightweight battery with around two-and-a-half times the capacity of the previous machine. If you want to see the bike in action, keep your eyes peeled for Kenichi Kuroyama competing in the FIM Trial World Championship from June. It’ll be very interesting to see how

it gets on against some of the biggest names in the game on conventionally-powered machines.

Yamaha has just revealed its first production electric scooter: the E01. Revealed on its Japanese website, the release of the E01 shouldn’t come as a massive surprise; it was first shown in concept form at the Tokyo Motor Show three years ago. And the finished scooter looks a lot like that original concept, with only a few small styling tweaks. Yamaha’s been pretty sensible with its first foray into electric. It’s very similar in size and power to its best-selling (in the UK at least) NMax 125. It makes 8.1kW of power (which is about 11hp), 30Nm of torque, and has a claimed range of around 65 miles from a full charge. Speaking of which, the E01 offers the choice of three charging systems, with a normal charger, a portable charger and a quick charger all available – although it’s

worth noting that it won’t come with the swappable battery tech that Yamaha’s been working on behind the scenes. It's great to see what Yamaha's come up with ahead of the imminent release of its NEO in the UK.

Can-Am returns! Electric motorcycle range on the way for 2024

Can-Am hasn’t released a bike for years. But it looks as though that’s all about to change... Believe it or not, the Bombardier Recreational Products-owned brand has been out of the motorcycle game since the 1980s – but a recent announcement confirms it’s preparing to make a resurgence, with a range of electric bikes due for release in 2024. The factory has released a teaser video which gives a very fleeting glimpse of its new four-model range, which appears to include a naked bike, an adventure bike, a retro-styled machine, and sports tourer of sorts. Can-Am actually showed a selection of electric concepts back in 2019, but the bikes featured in the latest teaser don’t seem to be the same ones. That said, they do all seem to be built around a

single base – with a shared frame, battery and electronic system. Information is currently thin on the ground, but we’re expecting more to be revealed over the coming months.

LAUNCH RIDE: BMW CE 04 45

MOVE

ELECTRIC BMW’s all-electric CE 04 transforms bold concept into reality. We travel to Barcelona to see if this radical new scooter goes as well as it looks Words: Adam Child Photographs: BMW Motorrad

46 LAUNCH RIDE: BMW CE 04

BMW led from the off in the production of electric scooters with the C-Evolution, which was officially launched back in 2014. Now, for 2022, the German manufacturer has taken another significant leap forward with the futuristic CE 04. Clearly, the two-wheel division of BMW has nipped around the corner to the four-wheeled department and borrowed its technology, because the CE 04 uses smaller versions of the car battery cells used in the iX car range. Not only has this cunning move kept development costs relatively low, but also ensured reliability and safety while keeping BMW Motorrad one step ahead of some its closest competition, such as KTM and Ducati. BMW has also let its designers run wild. Unconstrained by the conventions of traditional engine placement or exhaust routing, they have come up with a visual treat. I posted images of the CE 04 on my social media and it provoked a vociferous love or hate reaction, exactly what designers looking to make an impact want. Having spent a whole day absorbing its form and detailing, I love it; this radical scoot looks even better in the flesh.

More than a styling exercise

The CE 04 is as practical and usable as it is stylish. The all-important 100 per cent charging time is four hours 20 minutes from a regular household socket, or one hour 40 minutes with an optional fast charger (£850). A 20-80 per cent charge takes just 45 minutes with the fast charger or one hour 40 minutes from a regular household socket. Maximum output is a quoted 42hp @ 4900rpm; top speed is a claimed 120kph/75mph; 0-50kph (31mph) is achievable in 2.6 seconds; and 0-100kph (60mph) in 9.1 seconds. Rated power is 20hp, and there will be an A1 variant. Three riding modes – Road, Rain and Eco – come as standard along with ABS and traction control (TC). Opt for the additional Dynamic package (£380) and your CE 04 receives an additional riding mode, Dynamic, plus adaptive headlights, while the rider aids become lean sensitive, meaning both the ABS and TC protect the CE 04 against a locking or spinning wheel even when it’s banked over in corners. Most conventional petrol scooters have a removeable or hinged seat that allows access to under-seat storage, but the CE 04 is different as the seat is fixed. There is enough storage for a full-face helmet, which is neatly accessed from the side like a large pannier or huge glove box. Upfront there’s an additional splash-proof storage compartment for a mobile phone that is cooled by an electric fan to prevent your device overheating. The charging point is on the right, opposite the phone compartment, while the ignition and both storage compartments are all keyless and lock automatically as you leave the bike. And, as you’d expect, the 10.25-inch

full-colour dash has connectivity, as well as integrated map navigation.

Time to hit the streets of Barcelona

That TFT dash shows you’re ‘ready’, so you simply twist the throttle and go – just like a conventional modern scooter, but in blissful silence. Torque and acceleration are instant (peak torque is at just 1500rpm), and you drive seamlessly away. As well as the three riding modes, our test scoot also had the optional Dynamic mode fitted. Each mode has a different throttle response and engine brake strategy, which regenerates energy back to the battery. Eco, for example, is very soft, with maximum battery recuperation and strong engine braking, while Road delivers full acceleration and dramatically reduced engine braking and regeneration. Dynamic mode gives enough oomph to embarrass most motorists from the lights, the traction control activating from time to time over slippery white lines and cats eyes. In the UK’s cold and wet riding conditions, the traction control will have to work harder than Boris Johnson’s party planner. Acceleration from a standstill is brisk, to say the least, and out of town the CE 04 is happy to whizz up to an indicated 100kph (60mph) without hesitation. This is a surprisingly quick commuter; it’s effortless and easy, so you’ll need to keep an eye out for city speed cameras that could easily catch you out. The downside is that using the CE 04’s rapid acceleration and natural pace through town will reduce the claimed 130km (80-mile) range. That said, after 60km (40 miles) of fun riding, the display on our test machine still showed a range of 60km remaining.

Lighter than the old C-Evolution

Compared to the noticeably heavy C-Evolution of old, the CE 04 is a relative lightweight. It tops the scales at a respectable 231kg, although it remains 25-30kg heavier than a conventional petrol equivalent. The German designers have cleverly placed all those kilos low in the chassis though, with the battery cells running horizontally mere inches above the road, which enables the CE 04 to feel much lighter than its onpaper weight suggests (and helping with air-cooling, too). The CE 04 flows, almost swings, through traffic and is narrower than a conventional scooter, especially at the rear, making it easy to carve through rush-hour traffic in perfect silence. The ride from the Showa suspension is a little firm, but the seat is comfier than it looks. The CE 04 is A2 licence-compliant and can be restricted further for A1 licence holders. The 780mm seat is higher than BMW’s own C 400 X scooter, but its thinness makes the CE 04 accessible for shorter riders, and a reverse gear comes as standard, which allows you to slowly crawl the bike backwards out of a parking space.

LAUNCH RIDE: BMW CE 04 47

“Using the CE 04’s rapid acceleration and natural pace through town will reduce the claimed 130km (80-mile) range. That said, after 60km (40 miles) of fun riding, the display on our test machine still showed a range of 60km remaining”

48 LAUNCH RIDE: BMW CE 04

SPECIFICATION BMW CE 04

Price: (from) £11,700 Engine: Liquid-cooled, 8.9KW, magnet synchronous motor Power: 31W/42hp @ 4,900rpm Torque: 62Nm /45.7ft-lb @ 1,500rpm Frame: Tubular steel Wheelbase: 1675mm Brakes: (F) 2x265mm 4-piston calliper with ABS. (R) 265mm single-piston calliper. Cornering ABS optional Transmission:, Belt final drive Suspension: Non adjustable Showa 43mm forks, 110mm travel, Single pre-load adjustable rear shock, 92mm travel Wheels/tyres: (F) 3.5 x 15, (R) 15 x 4.5 / Pirelli (F) 120/70 15, (R) 160/60 15 Seat height: 780mm (30.7in) Tank: 10A 4.20 hours 0-100% 30A (fast) 1.40 hours 0-100% Fuel consumption: 13km range (claimed) Weight: 231kg Warranty: Two years Roadside assistance: Two years Service intervals: Annual or 6,000 miles whichever comes first. Replacement belt every 40,000km Contact: Bmw-motorrad.co.uk

Don’t look at the price tag

There is a hefty price to pay for CE 04 ownership: £11,700 for the base model or £13,930 for our highly spec’d test model, more than double a petrol equivalent. BMW’s own C 400 X is priced at £6250. £137 per month on PCP is less eye-watering and, yes, it will be cheap to run, especially if you can charge up at work.

Summary

If money is no object, then I’d suggest the CE 04 over any petrol equivalent... yes, it’s that good. The BMW is more entertaining with rapid and silent acceleration; it is simpler to commute through the urban jungle thanks to its slimness; comes with a reverse gear; and is packed with style and tech. It’s a work of genius of style and engineering. It’s hard not to fault, but there is the small matter of price. £11,700 is a hefty price to pay for the equivalent of a 400cc scooter, and you really need the fast charger, which is an extra £850, and the Dynamic Package, which is £380. Our test bike is more expensive than a base BMW R 1250 GGS. But arguably BMW customers wanting a head-turning commuter to sit next to their £69,905 iX won’t think twice about £137 a month and free commuting. Attractive PCP and free commuting in style will tempt some.

How does it compare to the competition? Make/model

BMW C 400 X BMW CE 04 Suzuki Burgman 400 Yamaha XMAX 300 Honda Forza 350

Engine

Power

Torque

Weight

350cc single Electric

Seat Height

Price

34hp (25kw) @ 7,500rpm

25.8ft-lb (35Nm) @ 5,750rpm

206kg (wet)

755mm

£6,250

(31W) 42hp @ 4,900rpm

(62Nm)/45.7ft-lb @ 1,500rpm

231kg

780mm

£11,700

400cc single

29hp (21.5kw) 6,300rpm

5.96ft-lb (35.2Nm) @ 4,900rpm

218kg (wet)

755mm

£6,799

292cc single cylinder

7.6hp (20.6kw) @7250rpm

21.4ft-lb (29Nm) @ 5,750rpm

180kg (wet)

795mm

£5,850

330cc single cylinder

29hp (21.5kw) @7500rpm

23.3ft-lb (31.5Nm) @ 5,250rpm

184kg (wet)

780mm

£5499

50 USED BIKE GUIDE

BANG FOR YOUR BUCK Suzuki GSR750

Words and photographs: Bob Pickett 2011: Kawasaki’s radically-styled Z750 was a cash cow; in Europe (especially France) it was King of Sales. The aging Bandit and much-derided GSR600 were on the way out. So Suzuki performed its old trick of taking an existing engine, re/de-tune it and drop it into a new frame. The GSR750 was born. When it launched, riders liked them; sales didn’t match (feeling they were overpriced). Second-hand, they came into my local Suzuki dealer and straight back out the door! That

new price (and launch of the gamechanging Street Triple) took it’s toll, and the model only lasted five years.

Give me some spec:

A steel trellis frame houses a 749cc inline four donated from the 2005 GSX-R750, but re-tuned for increased midrange power and torque; overall power dropped to 105bhp (@10,000rpm with maximum torque of 59lb-ft @ 9,000rpm) for the French marketplace. Seat height is 815mm/31.1 inches, bike weight is 210kg. Stopping this lot are 2 x 310mm floating front discs with 2-piston Tokico callipers and a single 240mm with one-piston Nissin calliper rear.

So what is it like to ride?

It’s still a good-looking bike. You sit in rather than on, legs hugging the big tank as feet tuck back on the rearset pegs and hands drop easily on to the controls on those wide(ish) bars. A decade ago I praised Suzuki for keeping the weight down; 10 years later I was thinking how heavy it felt as I lifted it off the stand. Ten years of development in mass centralisation makes the GSR750 feel old-fashioned. Maximum torque is at 9,000rpm, but the re(de)tuned GSX-R lump pulls from nothing, running commuting speeds at just 2,000rpm. This low in the range, power delivery is lumpy; opening the throttle a touch smooths it out. It’s lost 40 horses from the top, but will still launch into a gallop when asked, with a throaty roar from the aftermarket Yoshimura exhaust. Some testers complained the rear was soft. Didn’t agree then, don’t agree now. The rear feels planted, and if anything I find the front gives a little too much feedback, especially on bumpy roads. Handing is good; it’s not sportbike-accurate, but corner with confidence and it’ll go where you point. Brakes are basic (ABS was an option on the earlier models), but haul up the GSR with no fuss and it felt smooth and controlled at the lever. The LED clock looks old-fashioned in these TFT days, but give the information you need. Mirrors are effective. The GSR750 will do a good

job for you, but it does feel heavy and a bit old-fashioned against more modern bikes.

What nick is it in?

Decent for it’s age. Spot of paint flaking on the frame, brake callipers looking a little tatty, and the rear disc has never been used.

What’s it worth?

The dealer wants £4,299 for a 2014 bike with 20,500 miles recorded (pretest). Dealer prices range from £3,995 for a 2013 bike with 26,500 miles logged, to a 2016 model for £5,999 with 7,995 miles on the clock.

Thanks to Bacon’s Motorcycles/East London Kawasaki for the loan of the bike: East London Kawasaki/ Bacons Motorcycles 737-741 Eastern Avenue, Ilford, Essex IG2 7RT Tel: 020 8252 6020 www.baconsmotorcycles. co.uk/

‘The home of the Japanese classic’ – VJMC 51

Words: Steve Cooper Photograph: Mortons Media Archive 1994 would mark the start of a prestigious five-year reign by both Honda and Australian Mick Doohan. That combination of refined, big bang, V4 Honda allied to the uncompromising, gritty, fortitude from Doohan would see all-comers struggling to keep up. Even if the Ozzie ‘only’ scored a third place at his home GP at the Eastern Creek Raceway, this would be the lowest score of his entire season. Consistency would be the key to what would soon amount to almost total domination of the premier class. Finally, Honda was back at the top of the pile some 30 years after it had stood the world of motorcycle racing on its head the first time around. Honda had achieved its comeback by carving its own route through the established order of things, firstly with the extremely radical oval-pistoned NR500, swiftly followed by the

three-cylinder NS500. It’d even tried swapping the locations of fuel tank and exhausts around in a bid to gain an edge. Some ideas bombed whilst others succeeded and, ultimately, the only comprise The Big Aitch had had to make was the adoption of the two-stroke engine. Perhaps the most senior levels of management may not have enjoyed embracing the technology of their avowed rivals but it had worked, and even Honda had finally realised it was impossible to overcome the laws of physics… but it could sometimes bend them. Key to this success was the NSR500 engine which could trace its ancestry back almost a decade. Refined and honed, the V4’s was a sophisticated beast that now fired all four of its cylinders within 65-70 degrees of each other, giving the rear tyre, the chassis and the rider less stress and pressure. This made the bike significantly easier to ride than the earlier machines that had fired their four pots equally over a 360-degree cycle. The 360 motor (known colloquially as The Screamer) had been set up following what was

considered ‘best engineering practice’ at the time and very much in accordance with the much larger and general world of automotive technology. The so-called Big Bang motor was a perfect example of Honda thinking outside the box. And, again, despite custom and practice almost insisting the V4 motor be set up at 90 degrees between the two banks of cylinders, Honda had discovered as early as 1987 that a 112-degree arrangement was actually better. Yet, despite all of the technology in both the motor and the chassis, external forces could always upset the perceived order of things; just because Doohan and the bike were so right, didn’t means wins were guaranteed! The mercurial John Kocinski proved just that at the opening race by winning on the Italian Cagiva. The Honda wasn’t behaving itself as it should and it would take fellow compatriot and crew chief Jerry Burgess to address the issues for the next round at Shah Alam in Malayasia; changing the gearing would allow Doohan to reconfigure the way he mastered corners. Now that Doohan and the bike were finally

becoming ‘an item’, things began to come together and post the Japanese GP there’d be six GP wins back-to-back. Doohan was throwing down a gauntlet to his rivals and making a pretty good job of decimating them into the bargain. The remaining five races saw a further two wins interspersed between one third and two seconds, giving Doohan and Honda an incredible 317 points across the season. Second and third went to John Kocinski and Luca Cadalora on a Cagiva and a Yamaha with 174 and 172 points respectively. The disparity in the points gap was huge and the likes of Suzuki, Yamaha and Cagiva had been roundly given notice that Honda wasn’t taking prisoners. Was the 1995 season going to be a similar walkover? The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am-4pm (please leave a message)

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For Sale

APRILIA RX125 202, showroom condition, 200 miles, great little trail bike, white, genuine reason for sale, £2995 Tel. 07772 797112. AJS R12 1930, 250cc, two port engine, original reg and logbook, same engine and frame numbers, original motorcycle, last used Banbury Run, 1962, some spares, contact for more details, £7850. Tel. 02088 944704. Surrey. ARIEL RED HUNTER 350cc, 1954, maroon, all complete, ideal restoration project, dry stored, £2850. Tel. 01299 266565. Worcs.

BSA BANTAM D14/4, well restored, no expense spared, rides 95% perfect, clutch/gear box requires a little attention, looks/sounds 100% fantastic, used very regular but can be fickle to start (ain’t they all) 1969 so t&t exempt, £3250 will only increase in value Tel. Rob 07860 218828. Shropshire.

HORWIN EK3 Electric Moped, ‘71 plate, brand new, reg October 2021, never used, also have these brand new items: motorcycle jacket, motorcycle gloves, LS2 helmet, Burg Wachter motorcycle lock, £3900 Email. tdvh@btinternet.com

BMW K1200GT 1200cc, year 2004, 41,249 miles, blue, call for viewing, £2600 Tel. 01604 714483. KAWASAKI GTR1000 1994, 39,213 genuine miles, good condition, good runner, well looked after, comes with spares, £2200 Tel. Graham 07902 692715. Email. grabatch@aol.com BMW S1000RR 2018, only 2920 miles, full Akrapovic GP System, full re map at BMW Ilmberger carbon fibre full belly pan, BMW Motorrad adjustable rear sets, BMW Motorrad adjustable levers, DID Gold link chain, paddock bobbins, dark screen, also have clear screen, tail tidy, small number plate and original, over £4000 of extras, £12,900 Tel. 07579 026273. HONDA CL160 1966, will make good restoration Nova US title, £1300 ono Tel. 07807 504202.

KAWASAKI NINJA 250R 2010 reg, gorgeous condition, fuel injected model, last two owners lady riders, current mileage 8330, MoT June 2022, lots of tread front and rear tyre almost new, V5C, £1850 Email. kathryntayloruk777@gmail.com

KAWASAKI Z1000SX 2 owners from new ultra capable sports tourer with very low miles, Puig tinted screen, black racing levers, Puig handle bar grips, Votech bar ends, R&G radiator guards, R&G rear bobbins, power bronze front bobbins, power bronze crash bungs, R&G frame protectors, Lextek cans and stainless pipes, R&G tail tidy, Moto GFX tank pad & petrol pad, heal tech gear change indicator, data tagged, immobiliser, gold link chain, Ermax chain guard and rear hugger same colour as bike, £6300 Tel. 07579 026273.

KAWASAKI Z650 project 1979, Z650 engine runs but been striped by previous owner ready for a part restoration that never happened, complete bike but will need new wiring loom, for photo put together loosely, starter clutch will need the mod but starts easy on kick starter, carbs been striped and ultrasonic cleaned, £1500 Tel. 07961 248341.

KAWASAKI ZX-6RJ1 2000, Ninja, immaculate, 21,000 miles, two keys, Owners manual, Haynes manual, fitted gear indicator, new radiator and hoses always garaged, Pilot road 3 tyres, tool kit, datatagged, MoT June 2022, £1950 Tel. 01516 069983. Wirral.

HARLEY-DAVIDSON Road King, 2000, 1460cc, full MoT, owned 17 years, no longer used, blue, silver, full touring pack, Whitewalls, beautiful, 34,000 miles, offers Tel. 07950 398760. HARLEY-DAVIDSON XL883 2007, Sportster, Pewter silver strong engine, no oil leaks, Hagon rear shocks, slash cut exhaust, sounds and goes really well, 87,000 miles, MoT, well maintained, just serviced, can tell you full history, one owner, leather custom flame seat, Sissy bar and rear rack, Avon chrome tyres, £3895 ono Tel. 07704 343331. Stockport. HONDA DEAUVILLE 650 1980, 50,600 miles, very good condition, service history, h/grips, full Honda luggage, new MoT + service, Bridgestone Battlax tyres, must be seen, garaged, currently on Sorn, £975. Tel. 01255 428033. Essex. HONDA GOLDWING 1988, 1500cc, blue all original, new tyres, tall screen, few extras, £3300. Tel. 07778 997383. Middlesex. HONDA VFR/200FD 2014, metallic red, fsh, very good condition, 24,000 miles, opt topbox, Givi rack, £5250. Honda CB750/4 KZ, 1979, black, serviced 8750 miles, wires, dry stored, new tyres, £5250. Black XL leather jacket (new) 44/46, £65. L/boots Alpinestar (used) size 10, £45 Tel. 07759 607498. East Berks.

MOTO GUZZI Breva 750cc, 2003, 53 reg, black, 41,800 miles, screen, rack, top box, panniers, engine bars, centre stand, GPR silencers, heated grips, new battery, 2 sets of keys, very good condition, on Sorn, £2200 Tel. 07913 032864. Email. moorend4@hotmail.com Yorkshire. SUZUKI VS750 Intruder, 1988, 15,000 miles, good condition, runs well, on Sorn not used, £1750. Tel. 01243 948518.

MOTO GUZZI California, 1996, 1100i cc, new tyres, battery, rear leather seat and air forks, well maintained, 28,000 miles, £5000 ono Tel. 01205 760322. Lincs.

ROYAL ENFIELD Himalayan, 2018 August, 410cc, single, anti lock brakes, approx 4800 miles, MoT August 2022, fitted with Oxford heated grips & booster plug to improve performance, has two keys, good bike to use all year round, £3200 Tel. 01492 548847; 07814 444901. North Wales.

YAMAHA DIVERSION 2001, 600cc, green, stainless exhaust, top box, in use till MoT, £650 Tel. 07707 831401 mobile leave message 01767 691209. Bedfordshire.

YAMAHA TDM 850 year 2000, 33,373 miles, very good condition, MoT, call for viewing, £2500 Tel. 01604 714483. SUZUKI BURGMAN 2015, 400cc, 13,900 miles, very good condition, some extras, two keys, one owner, new MoT, stealth black, garaged, no winter use, new scooter forces sale, ex auto maxi scooter £2899. Tel. 07784 499299. South Yorkshire.

YAMAHA TRX850 2000 UK model in really good order, original metallic green paintwork with added white vinyl stripes, just under 20,000 miles, service history, only 1000 miles since last service in 2018, MoT till October, R6 rear shock and YSS, Emulators fitted for a better ride, £3250 ono Tel. 07503 038787. Email. rogerjhicks@gmail.com Worcs.

YAMAHA X-MAX YP250, 2008, immaculate condition, no scuffs, scrapes, chips, starts on the button and runs very well, good BT45 tyres, MoT, 21,500 miles, looking for a project to replace it in the garage – something like a Honda CB250RSA, £1675 or close offer Email. ian@iansoady. org.uk SYM JOYMAX 2013, 88mpg, new MoT, new rear tyre, mint condition, 12,900 miles, two keys, ace maxi scooter, no winter use, fsh, white, new price, £5300 so bargain at £1499 Tel. 07784 499299. South Yorkshire. TRIUMPH T120 Bonneville, 1200cc, 2016, 7100 miles will go up as still riding till end of month, centre stand, heated grips, Givi touring screen, rain and road modes heated grips and will have new MoT on 28th March, two keys, £7499. Tel. 07714 692795. YAMAHA TDM850 H reg, very tatty, spares/repair, £500. Yamaha XJ900 Diversion spares/ repair, £450. Swap for Mobylette, Maxi, RM6 etc, collection East Somerset, did I mention these are tatty, non runners Tel. 07474 128407. Somerset.

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Parts For Sale

Miscellaneous

HONDA FORZA SCREEN screen for 2015 Forza 300 as new, £45. Cargo Endurance tank bag, little used, £25 Tel. 01492 534158. North Wales. KAWASAKI Z200 CLOCKS right hand side panel, also Z250T GPZ305 clutch basket with clutch kit, steel plates, new and Suzuki RF600 fuel tap complete Tel. 07425 716876. West Yorkshire. MOTO GUZZI V7, 2009 on, gel seat, used twice as new, black, £70. Tel. 07796 668007. SUZUKI GSF600 Bandit, new pair of footpegs, £12. New rear brake pads, £8. New clutch switch, £2.50 can send pictures. Black leather waistcoat size large, £20, Ami London, like new condition. Suzuki Bandit gear lever, £20 Tel. 07704 343331. Stockport. SUZUKI GSXR1100 1985 to 1992 engines, crank cases, engine cases, clutch baskets, clutch plates, starter motors, flat slide carbs, other parts available Tel. 01543 370720. TRIUMPH BONNEVILLE 1200cc rear rack, part no A9758191 as new, very little use, £50 ono plus postage Tel. 07823 503348. Midlands. TRIUMPH BONNEVILLE 1200cc leather panniers, complete unused with fittings, all new condition, £100 plus postage, genuine Triumph parts Tel. 07823 503348. Midlands. YAMAHA XJR1300 mirrors for sale: oblong chrome type, unused and boxed as new (could fit other bikes with same thread), bargain, £15 pair. Also lightweight waterproofs unused, £12 Tel. 07504 327299. South Devon.

BSA GOLDSTAR 350/500 B32/34 Maintenance Manual, £10. Francis Barnett Falcon, 1981 Instruction Manual, £10 Tel. 07534 342021. North Yorkshire. CLASSIC BIKE MAGAZINE BINDERS wanted, dark red, nylon Cordex retention system, (magazines not required but will take if necessary) will pay upto £10 each Tel. Mark 01295 259682. CRAVEN PANNIERS black with key and fittings, £200. Craven luggage rack to suit 70/80s Triumph etc, £50. Micron chrome expansion boxes to suit Yamaha LC350 YPVS, £300 collection only Tel. 01215 598529. West Midlands. EXCHANGE RENAULT MEGAN 1.6 Coupe, year 2000, 62,000 miles, yellow, extensive overhaul, full service history, full body kit, new tyres, alloys for old moped, small type motorcycle, what have you? cash either way Tel. 07510 072447. Wiltshire. LEATHER JACKET Brown, size 41, with lining, very good condition, £50. Tel. 01425 837296. Hampshire. MOLTON STANDARD BICYCLE 1960s, maroon, 16” wheels, 3 speed Sturmy Archer gears, all complete rideable or restoration, £95. Tel. 01299 266565. Worcs. MOTORCYCLE BOOT classic style, rear zip, carf stape, ankle strap, long boots, mint condition, welt soles, £180. Tel. 07866 155759. North Wales. RETIRED MECHANIC/BIKER selling up: Davida carb balancing kit. Mens plus womens clothes helmets, boots + more. Books, manuals, tools + more, ring for more information Tel. 01780 764351. Stamford. SMALL TOP BOX with keys and fitting kit, windscreen, fixes to headlamp, screws of round headlamp, free delivery within 30 miles, £10 each Tel. 07786 298701. West Yorkshire. U&S SUMMER motorcycle boots, nearly new, size 9, £20. Tel. 07866 155759. North Wales.

Wanted CLASSIC BIKE wanted anything considered in any condition by enthusiast top price paid Tel. 01514 470147. WANTED REAR CARRIER for Yamaha RS100, 1978, fair price paid for a good one Tel. 01489 602679. Hampshire.