More Bikes August 2022 issue by Mortons Media Group Ltd

On Two Wheels

This RETRO Weise Jacket

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WORT

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We put the 1768cc v-twin powered behemoth to the test

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INDIAN PURSUIT

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H C N U A L D L R O W

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SCRAMBLER COOL Almost everything YOU need to know about Honda’s CL350

ROAD RACER

DAYS OUT

BSB star goes back to school

The Bike Shed Show +The Distinguished Gentleman’s Ride

ADVENTURE POTENTIAL WE RIDE Honda’s ADV 350

NEWS 3

A nod from the Editor What's going on this month…

Ross Mowbray

The future?

here's a hell of a lot of electric-related news this month, with big announcements from manufacturers large and small. It’s not like I’ve had to go looking for it – it’s just that the biggest stories all seem to have batteries at their centre. And I know that some of you lot will probably grumble about it. A lot of you don’t like electric bikes and scooters. They’re just not for you… You’ll moan about range and price and infrastructure and how most of our electric in this country is still being produced by fossil fuels. And you won’t be wrong. Yes, there may still be some work to be done to make them as usable as their conventional-powered counterparts (particularly for big miles touring), but I think we’re getting there. The bikes are getting better, the technology is becoming more widely available, and the prices are starting to come down (a little). I'd have one. Would you? Editor

Triumph buys OSET Bikes The British factory has confirmed that it has snapped up electric off-road innovators OSET Bikes. With Triumph currently preparing to enter the off-road racing world, and also gearing up to release its own electric road bike, the TE-1, the acquisition seems a savvy investment for the manufacturer – particularly when you consider that OSET Bikes is a leader in the world of children’s electric off-road motorcycles. That means Triumph will now be able to bag business from the next generation of motorcyclists. If you’ve not heard of OSET before, the firm was founded back in 2004 by Ian Smith who simply wanted to build an electric off-road bike for his son. Eighteen years and 40,000 bikes later and OSET has made a serious

name for itself, setting the benchmark in the electric off-road market with its electric powertrains (that are designed in-house) and competitionready bikes that have won Youth Championships far and wide. Interestingly, the two brands will continue working and operating independently, but Triumph and OSET will be collaborating on some new state-of-the-art products, which it hopes will inspire the young riders to get into off-road riding and motorcycling in general. Speaking about the news, Nick Bloor, Triumph CEO, said: “We are excited about the opportunity of joining forces with OSET Bikes, a dynamic brand that has been encouraging children into motorcycling for many years and has

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

motorcycling community. We are now better positioned to develop and innovate across our range, while enjoying the security of scale and market position Triumph can offer OSET.” There’s a lot to like about this story. Two British companies joining forces to create new bikes which it hopes will inspire and encourage the next generation of riders on to two wheels. Sounds good to us.

NORTON GOES ELECTRIC

Apprentice with THE SUPERBIKE FACTORY The largest retailer of secondhand bikes in Europe has announced that it’s partnering up with Nottingham College to launch a new automotive apprenticeship scheme. The Superbike Factory and Emtecled scheme will cover motorcycle maintenance and servicing, providing a ‘structured training programme for aspiring motorcycle technicians’. The programme has begun with eight apprentices, who have each

been at the forefront of developing electric trials bikes for fun and competition.” Ian Smith, CEO, OSET Bikes, added: “When we built that first ‘garage’ bike for my son, Oliver, I had no idea that it would lead to this moment. We are all very excited for what the future holds for OSET as part of the Triumph family. The OSET brand will remain as OSET and will continue to serve the trials and off-road

joined as part of a two-year scheme. They will learn to service and maintain a wide range of motorbikes of all shapes, sizes and styles. And upon completion, the apprentices will be eligible to apply to join the Institute of the Motor Industry (IMI) Professional Register – which provides proof that each apprentice is fully qualified. Speaking about the news, Scott Behrens, co-founder and CEO of SuperBike Factory, said: “The UK

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

The resurgent Indian-owned British firm has just revealed new plans for the design and manufacture of electric motorbikes. And it’ll be happening here in the UK. Co-funded by a government scheme, Norton will be working with some of the best electric specialists in Britain to ‘create an electric motorcycle that blends Norton’s design DNA with racing performance, touring range and lightweight handling’. Altogether there will be six ‘partners’ each looking after specific parts of the design – including Delta Cosworth (yes, the electric powertrain division of the famous engine builder) who will be looking after the battery pack, and WMG, University of Warwick will be on hand to help with battery technology, modelling and toolchain development. Motor and inverter specialists HiSpeed Ltd will be focusing on getting energy from the battery to the bike’s rear wheel, Formaplex Technologies will be imparting its composite and carbon-fibre manufacturing know-how. M&I Materials will look at dielectric cooling; while Indra Renewable Technologies have some clever ideas

about vehicle-to-home charging technology. Speaking about the news, Norton CEO Dr Robert Hentschel said: “This significant funding investment is a momentous milestone for the brand as it marks the beginning of our electrification journey and fulfilling our 10-year product plan. “Norton is an exemplar of modern luxury and unafraid to challenge the status quo, innovating for the future of mobility while staying true to our British heritage. It also brings into focus our desire to support the UK in its mission for a net-zero automotive future. “Working alongside our world-class partners, we’re confident that project Zero Emission Norton will eliminate the current dispute between a conventional and electric motorcycle to create EV products that riders desire.” It’s still early days in the project, but with some big names signed on to help get the 30-month project rolling, it’ll be very interesting to see what Norton comes up with. Even better that the batteries, motors, chassis, cooling oils and vehicle-to-home chargers are all being developed in the UK.

motorcycle industry is historically fragmented with consumers consistently underserved due to a lack of well-trained, experienced technicians. “With the launch of our apprenticeship programme, SuperBike Factory, in partnership with Emtec, part of Nottingham College, is looking to change that, establishing the training and support structures necessary to equip the next generation of quality technicians.”

Group Advertising Manager Sue Keily Divisional Advertising Manager Tom Lee Advertising Simon Meyer 01507 529310 Advertising deadline for September issue August 4, 2022 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529

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!

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4 NEWS

TEASER: Honda’s NEW Hornet

The Japanese factory has released a series of official design sketches of the latest incarnation of its iconic Hornet.

N O O S G N I M CO

NEXT GENERATION YAMAHA R1

It feels like we've been talking about Honda’s Hornet for years, with leaked patent drawings and official documents hinting that the Japanese factory was preparing to release a new version of its much-loved middleweight roadster. And it turns out we were right, because Honda’s finally confirmed that it’s coming with a selection of design drawings straight from its European R&D centre in Rome by 28-year-old designer Giovanni Dovis (who also styled the recently released ADV350 scooter). But first, a bit of history. Created in direct response to Suzuki’s 600 Bandit, the CB600F was originally produced between 1998 and 2006, by nicking some of the best bits of the CBR600F (mainly the 97bhp inlinefour motor). A 900cc version followed – and following its continued success, Honda gave it a serious update and continued to produce the bikes from 2007-2013.

Then it disappeared from the line-up. But Honda’s decided it’s time to bring it back… and fill the naked-shaped hole in its current range. Things are going to be a bit different this time, however. Although it’s keeping most of the main details under wraps for the time being, we’re expecting a parallel twin motor (which is rumoured to be closer to 750cc than 600cc) rather than the old inline-four set up. That’s partly because of the increasingly stifling emissions regulations, and partly because a twin is easier and cheaper to develop. Chances are the motor will also use the engine to power other bikes in the range, and there are already rumours that a mid-capacity Africa Twin could be following soon. But first the Hornet. We’ve still got so many questions. Thankfully, we won’t have to wait too much longer to find out, with rumours suggesting that the bike will be coming this year.

Leaked documents seem to suggest that there’s a new version of Yamaha’s flagship R1 sportsbike coming in the not-too-distant future. This is what we know so far. It might only feel like Yamaha refreshed its R1 yesterday, but actually, the Japanese firm’s top-of-the-line sportsbike was last updated properly in 2019. That’s why there’s talk that there’s a fresh new model in the works, which could be with us by the end of the year. The news is centred around a set of documents which Yamaha has submitted to racing’s governing body, the FIM. And a bit of digging has revealed a few key bits of information about the bike that’s codenamed YZF1000W. The ‘W’ might throw plenty of people off the scent initially but for those in the know, the ‘W’ actually indicates its race credentials. We’ve seen it before with the YZF600W a couple of years ago, which went on to become the Yamaha R6 RACE. Admittedly, using the same logic, we should be telling you that there’s going to be a track-only model of the R1 on the market very soon and not a new bike. But we have to take into consideration the R1’s age and also bare in mind the typical three-year production cycle for new bikes – and then make the educated assumption that the documents detail a new road-legal production machine. Details are scarce, although the documents do confirm that the R1 will be powered by a

998cc four-cylinder engine. That’s exactly the same as the current configuration, so it’ll be interesting to see if Yamaha manages to squeeze more out of it, to push the current 197bhp motor into the 200bhp club alongside much of the competition. There’s also talk that Yamaha could be introducing a new transmission set up after the emergence of a series of patents which show that it’s working on a seamless gearbox inspired by its M1 MotoGP machine. Whatever happens, there’s little doubt that the next generation R1 has some seriously big shoes to fill, particularly when you consider the current model’s massive success in WorldSBK, BSB, and even MotoAmerica last year. Of course, there is still a chance that the patents for the YZF1000W do in fact refer to a bike that is being created for the track only. If that’s the case, it’ll just be Yamaha homologating the current generation R1 so it can carry on competing in 2023. And that would in turn give Yamaha a bit more time to continue development of the future generation R1. Either way, it’s unlikely that we’ll have to wait a great deal longer to find out the full story.

6 NEWS

PATENTS: Is an electric BURGMAN on the way? Recently released patent documents suggest that Suzuki could be preparing to reveal a battery-powered version of its much-loved Burgman scooter.

It feels like we’ve been talking about the future of the Suzuki Burgman for years, but a fresh set of patent documents suggests that we might see an electric version in the not-too-distant future. Suzuki's been a bit slow to enter the electric arena. In recent years it appears to have focused its attention on hydrogen power, creating an alternative-fuelled Burgman scooter that’s been trialled by the Met Police in London. But we’ve heard nothing much since, and so with the

Fast Bikes Track Day

Fast Bikes magazine has teamed up with Michelin Tyres and No Limits Trackdays to offer readers a track day with benefits at the legendary Donington Park race circuit on July 19, 2022. The day will run as a normal No Limits track day with the addition of some very special guests from Michelin Tyres, while the Fast Bikes team will be there to give Michelin’s rubber a proper rinsing. There’s also a very special competition from the tyre company, too. increasing popularity of battery-powered bikes and scooters, it’s unsurprising that the Japanese manufacturer is starting to put some plans in place for electrification. And now we’ve got our hands on some leaked design drawings which have emerged online, which appear to show an electric version of Suzuki’s commuter-friendly Burgman scooter. Sadly, the documents give nothing much away, so for now we’re just going to have to keep our ears to the ground in anticipation of the next piece of news and more specific information. That said, it’s very likely that we will be seeing an electric machine from the factory sooner rather than later, particularly following the firm’s recent announcement that it was withdrawing from MotoGP, during which it also made a statement citing one of the main reasons was to free up some cash for the ongoing development of electric technology. It’s got some catching up to do, with Honda having recently launched its electric PCX, Yamaha recently revealing its NEO-S, and a host of other Asian companies (including SuperSoco and NIU) cleaning up in the electric commuter market.

REVEALED: CCM’s NEW Classic Tracker CCM has just released a new bike as part of its popular Spitfire range: the Classic Tracker. The flattrack-inspired singlecylinder machine uses the same base as the Street Tracker model, but adds a few additional trick bits to help make it stand out. It features a new slimline twin exit exhaust system; a pair of 19-inch spoked rims (which are available in a choice of either petrol blue or black); a set of road-legal Mitas flattracking tyres; J Juan

LEARNER READY: Sinnis releases new 125cc Supermoto We’re big fans of Brighton-based importer Sinnis. The company has built an enviable reputation for its cost-effective, cool bikes which appeal to bikers young and old in equal measure. And its latest ride is no different. The 140kg learner-legal SM-R 125 is powered by Sinnis’ most powerful 125cc engine – a 14.8bhp liquid-cooled engine – and features

Motard-derived geometry which should help make it a thoroughly flickable ride that’ll be great fun on the road (or even racetrack). Elsewhere it’s got 54mm inverted forks up front, a rising-rate monoshock at the rear, and 17-inch rims with chunky tyres. Arguably best of all, it's priced at a competitive £3399 (+ OTR fees) and comes with a two-year warranty.

brakes (with a four-piston radial calliper up front); a hydraulic Magura clutch; and a tweaked suspension set up. There’re also scrambler-style bars; a stitched seat; a radiator guard as standard; and LED lights all round. Speaking about the bike, five-time British Flat Track champion Aiden Collins said: “This bike feels right – like it was built to race!” The base model Classic Tracker will start at £10,695, up to £11,495 if you want the chrome finish.

RALLY REPLICA from KTM

KTM has just launched the latest version of its Dakar-ready 450 Rally Replica. The 129kg bike is powered by a 60bhp single-cylinder 450cc fourstroke engine, which works in unison with a sophisticated Keihin engine management system and a race exhaust from Akropovic. Suspension comes in the form of some WP XACT PRO springs at both the front (48mm with Cone Valve technology) and rear (fully-adjustable shock), while the steel frame and transmission is the same one that’s used by the Red Bull KTM Factory Racing team. It also gets a massive 35 litres for covering seriously big miles from a single top-up. The 450 Rally Replica is about as close as many of us are ever going to get to a factory racer – but with only 70 going into production, you’ll need to get a move on if you want to get your hands on one.

Get your fix of Café Racer culture

Mike Cowton continues his exploration of the retro boom and the shed mechanics, engineers and enthusiasts who are weaving a rich tapestry of casual cool on two wheels. Café Racer International Vol. 2 is available now from Mortons Books for £8.99 with FREE postage to UK customers. You can order your copy today from: www.mortonsbooks.co.uk

NEWS 7

Norton Motorcycles launches re-engineered V4SV ■ British designed and built production superbike ■ Built at the new multi-million-pound headquarters in Solihull Inspired by Norton’s 100 years of racing prowess and success at the Isle of Man TT, the new V4SV is finally here – and it will be the only British designed and built superbike in production. Priced at £44,000, the Norton V4SV will be built at Norton’s recently opened multi-million-pound factory in Solihull, Birmingham. But interestingly (and admirably), Norton is prioritising the deposit orders placed before TVS acquired the company in April 2020 (which currently remain unfulfilled as a result of mismanagement by the previous owner). The Manx Silver option is finished in striking silver bodywork with red and carbon pinstripes, a black front number board and red OZ Racing forged aluminium wheels – whereas the V4SV Carbon option features exposed carbon fibre bodywork finish and carbon fibre BST wheels. Both Norton V4SV colour options feature carbon fibre fuel tank and bodywork; a TIG-welded aluminium tube frame handcrafted and polished to a mirror finish; and a Union Jack on the tail of the motorcycle. The frame is actually built from aerospace-graded aluminium, which was designed and developed at the world’s most rigorous race track – the Isle of Man TT.

■ Full specification of bike revealed, priced at £44,000 ■ Manufacturer will focus on fulfilling the deposit holders’ orders

Elsewhere, each model is powered by Norton’s own liquid-cooled 1200cc, 72-degree V4 engine, which is optimised to produce 185bhp at 12,500rpm and 125Nm of torque at 9,000rpm. There’s also a full quick shift and auto blipper system; adjustable front and rear suspension; Brembo disc brakes; sophisticated lean-angle sensitive tractioncontrol; and three engine modes (wet, road and sport). As standard, the Norton V4SV also comes fitted with LED lighting for low beam, high beam, indicators and tail light, alongside a keyless ignition system, a full-colour six-inch TFT display (which includes rear view camera

functionality) and an under-seat carbon fibre 15-litre fuel tank. Speaking about the bike, Dr. Robert Hentschel, CEO of Norton Motorcycles, said: “Over the last 18 months we have worked tirelessly putting this machine through our new world-class facilities in Solihull to proudly deliver on our promise to Norton owners. Thanks to TVS investing £100 million in Norton, and us subsequently investing wisely in our engineering processes and brand-new manufacturing base, we have ensured barely a part hasn’t been improved on from the bike we inherited. “The V4SV is unlike anything on the market today, by design, but it's everything you expect in a bike built by unapproachable Norton. Short gearing and engaging power make this a perfect bike for the road. This is the ultimate British superbike that will challenge and excite riders from the moment they get on the bike to the moment they get off. It is undoubtedly a beautiful piece of art. We are incredibly proud of what we have produced given the challenges we have faced getting it to the start line. Importantly, this new Norton V4SV marks just the first step on our exciting vision for the brand.”

8 QUICK SPIN

Royal Enfield Scram 411 Royal Enfield’s mini adventure bike, the Himalayan, has been an incredible success story even by Enfield standards, becoming the UK’s second best-selling adventure bike (behind BMW’s all-conquering GS) – and the Scram 411 builds on that success, adding sharper styling and better road manners. WORDS and PHOTOGRAPHY: Bob Pickett

Give me some spec

A 411cc single-cylinder air-cooled engine putting out 24bhp @ 6,500rpm with 23.6lb-ft torque @ 4,250rpm resides in a half-duplex splitcradle frame. Seat height is 795mm; the Scram weighs in at a slender 185kg (dry). Stopping power comes from a single 300mm, 2-piston calliper front disc with a 240mm single piston floating calliper rear.

Changes from the Himalayan?

Front wheel reduced from 21 to 19-inch (but broader profile); front geometry altered; a softer seat; the ABS is permanently on. The rest of its DNA is shared with its dual-purpose elder sibling.

What is it like to ride?

The Scram is relatively tall (795mm seat), but so narrow I get both feet flat despite my infamously short (29”) legs. First twist of the throttle, the Scram pulls gently, giving no indication of what happens as I select second. Enfield geared the 411cc single for low torque and midrange. Quickly past 40 in second, third takes you to 60 easily;up here things smooth out by moving up the 5-speed box, aided by the light clutch and precise gearbox. The Scram tops out at 80, but even in the 60s overtakes are possible. The Scram’s trump card is handling. A 10mm reduction in front fork travel

How much does it cost?

and smaller 19-inch (from 21) front tyre makes the Scram agile; heading on to a roundabout it nimbly flicked round with more ground clearance than you’d ever exploit, aided by the surprisingly sticky, semi-knobbly tyres. Pushing into bends at speed does challenge the suspension; leaning into a swooping bend at 60 the Scram gave a little shake. Not a worry, just letting me know we’re pushing the comfort zone.

The suspension is deliberately soft (made to handle Indian roads). To me it performed well. I deliberately took it on bumpy surfaces, all soaked up. A road close to home has raised speed bumps. On any other bike I’d ride round them. On the Scram, I rode over a few at 20/25 and it just bounced over, unflustered. It’s well balanced, and staying upright in built-up traffic requires no effort. It sips fuel, suggesting a range north of

250 miles, possible with the comfortable new soft saddle. I fidgeted after 90 minutes in the saddle, a reasonable time to take a break. Clocks are simple with bags of information. I didn’t use the Tripper navigation system given the short loan (it doubles as a clock when not in use). Mirrors give good feedback (until obscured by vibration). Brakes? Decent feel and enough stopping power. Would I own a Scram? Yes. It will do weekday chore riding with ease, but has more than enough in reserve to put a smile on your face. It’s a real case of the whole being much more than the sum of the parts.

The base machine retails at £4599 (£100 more for flashier colours)

Want to try one? To test this bike, contact: East London Kawasaki/Bacons Motorcycles 737-741 Eastern Avenue Ilford, Essex IG2 7RT Tel: 020 8252 6020 www.baconsmotorcycles.co.uk/

READERS’ RIDE 9

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.

Keith Henderson’s loaded-up Africa Twin soaks up the scenery. Here’s Mirza Ahmad and his much-loved BMW K1600 GTLE standing proud in front of ‘The Stag’ in Picos De Europa, while enjoying some ‘absolutely enjoyable mountain roads’.

Linda Remic’s lovely little Honda CB125.

Luke Cornell gets his head down on his Suzuki GSXR125.

Above and left: A pair of very different beauties from Andrew Murrell. We’re big fans of the Suzuki Bandit; great bikes that you can still pick up for a reasonable price. Right: Stephen Hill’s BMW R1250RS looking good while soaking up some rays.

Chink Chalmers’ tasty Suzuki GSXR 1216 Turbo. Looking at it, it’s hard to believe it’s 32 years old!

Ed Payne’s lean and mean custom bobber.

Left: Neil Downie’s Triumph Street Scrambler looks the business on a leafy lane in Strathglass, Scotland.

10 EVENTS

After a long three-year wait, Bike Shed’s annual custom show returned with a bang. WORDS: Bob Pickett PHOTOGRAPHY: Bob Pickett and Bike Shed Back again at London’s Tobacco Dock event space (in many ways the ideal location for a show celebrating bikes transformed into something different, what with it originating as an office, retail and entertainment space before reinventing itself ), the show looks to highlight the best in both professional and ‘shed’ builds. Tobacco Dock works well as a venue for this show. The unusual layout allows for the pro-builds to be scattered amongst the retail spaces and catering side, with a large separate hall set aside for the shed builds. For 2022 the space used was expanded with the downstairs area being opened up, allowing for some more pro builds, plus an additional shed-build area (for the trial/off-road machines). Since I’ve been attending the show, what interests me is the overall

theme. From the ‘Look what we can do’ extreme builds, the mood went towards a more sympathetic style where the original build was more in evidence. In 2022, the direction changed again. This time (in most cases) the style was to keep the original design but to take it further, adding to/enhancing the original build to perhaps bring them to their ultimate potential. I enjoy the professional builds; these are the people that will take on an idea and turn it into reality for you. At a show like this they’re highlighting their skills – it’s a bit like a fashion show where perhaps you wouldn’t be looking to buy what is on show (though the current styling means you could buy and ride), but you can see their obvious ability and if it’s what you’re looking for. But I’m always fascinated by the ‘shed’ builds. Everything in this area

is built by people in their own garages and the ability on show is staggering. As someone whose mechanical abilities are (polite term) limited, to think the bikes on show are built in home facilities? Amazing. Outside of bikes, there are also retail areas, a wide range of food and drink, and bands playing (sadly the outside space by the concrete ships was closed on the Friday I attended this year). Fancy a tattoo? Bike Shed brings its own studio along! Bike Shed is a different experience. It’s not a retail show (although you can go shopping), it is a showcase for the best custom builds out there, so it is a more laidback experience and well worth a visit. For information on the show, visit: www.bikeshedlondonshow.com

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

I am an IAM instructor and have also done my ROSPA gold so I know how to ride and have great observational skills, even if I do say so myself. Two months ago I went out on my own to blow away the cobwebs. About an hour in I came up behind a large beer delivery lorry. Despite being a 60mph limit, this plonker was trundling along at about 20mph. He seemed a bit hesitant. I followed him for about 500 yards and once I’d established it was safe to overtake (the road straightened up) I opened up my BMW R1150GS to make progress, as you’re meant to, and get past him. However, as I was alongside, he just hooked a right and smashed me off, sending me into a pub garden, thankfully missing the punters sat on benches enjoying the sunshine. As I had bust my foot, an ambulance was called and whilst I was in the back, the old bill turned up. Long story short, unbelievably, I’m the one now getting done for driving without due care and attention. The lorry driver reckons he had slowed sometime before because he wasn’t sure where the pub was (it turns out he was making a delivery there). He also said he was definitely indicating before he turned right. The Police also have two witnesses who say he was indicating but I didn’t see it and I’m sure I would have done being an advanced rider. I think they’ve all made it up, being anti-biker. I would just add that I’ve been riding for 40 years and that alone should put me in good stead, bearing in mind the driver was only about 30 years old and therefore inexperienced in comparison. Plus, he should have checked his mirrors before manoeuvring, making this entirely his fault in my view. Can I defend this?

Yes, you can defend this, if you want to. Whether that is a clever idea is another question as I will get to shortly. In England and Wales, it is enshrined in law that you have an

absolute right to defend any allegation against you. To be successfully prosecuted for driving without due care and attention, the Crown Prosecution Service (CPS) needs to prove beyond a reasonable doubt that your riding fell below the standard expected of a competent and careful rider. If it can’t do that, you will be found not guilty. Now, whilst this may be a bitter pill to swallow, even the most experienced and qualified riders make mistakes. Why? Because we’re only human. From what you’ve said, it does appear that at the very least, you should have been on notice that the lorry driver may have been looking for a delivery address just from him driving slowly and hesitantly, and that overtaking may have been risky. If we couple that with two witnesses who say he was indicating, it appears you’ve made a mistake and your ‘great observational skills’ have let you down on this occasion. If the Court heard and accepted the lorry driver and witnesses’ evidence, I suspect you would be found guilty. My advice is plead guilty and try to obtain the most lenient sentence possible which is likely to be points and a fine. If you go not guilty and then lose, the punishment and financial cost to you will be a lot higher I suspect. However, it’s your choice.

reckon I can legally argue I’m allowed to be there with the other bicycles. What do you think? Do I have a defence? I’m pretty good at public speaking so it doesn’t faze me.

Firstly, I appreciate you thinking ‘outside the box’ (no pun intended!). Alas, whilst you may be good at public speaking and your V5 may state ‘bicycle’, the long and short is your Fazer is a ‘motor cycle’ for the purposes of this offence. A ‘motor cycle’ is defined at s.185 of the Road Traffic Act 1988 as a ‘…mechanically propelled vehicle, not being an invalid carriage, with less than four wheels and the weight of which unladen does not exceed 410 kilograms’. Your Fazer falls slap bang into this definition and therefore my advice is to accept the offer if the signs stated the box was for cyclists only.

For more info, go to:

I have recently been stopped by the Met Police and offered a fixed penalty offer of three points and a fine for stopping in an ‘Advanced Stop Line’ box on my ‘motor bicycle’ in London. This is the box cyclists can use to wait at the head of stationary traffic stopped at red lights (although most of the ones I see don’t even bother stopping! Lunatics!). I was just going to accept the offer as I know I shouldn’t have been there. I get the box is there to aid in ensuring the safety of cyclists on the road. However, as I have a V5, i.e. a legal document that states my Fazer is a ‘bicycle’ I

SOLICITORS

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12 COMPETITION

N O I T I T E P M O C W NE ✪ FOR 2022 ✪

NAME THE BIKE WIN this Weise Jacket!

To be in with a chance of winning this brilliant jacket 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 jacket that’ll help look after them out on the open road. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!

Worth £169.9 9

Weise Jacket

We’ve teamed up with the good people at Weise to offer you the chance to win this retro-styled armoured textile jacket. It’s a quality bit of kit which combines comfort, practicality and safety, and features a 600 Denier polyester outer, a fixed waterproof membrane, a removable 75 gram tartan thermal liner, removable CE-armour on the shoulders, elbows and back, and a fleece-lined collar with a neoprene trim, too. ■ For more information visit: www.thekeycollection.co.uk or www.weiseclothing.com

■ 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 Yamaha’s bulletproof Super Tenere

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 Jacket, 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: August 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 Jacket 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 EVENTS

2022

Men’s Mental Health

On average a man is lost to suicide every minute. That’s 510,000 a year. There’s no single reason why men take their own lives, but by improving overall mental health the risk reduces. Too many men struggle alone. There’s no shame in checking mental wellbeing. Movember has produced some handy guides that might help take the sting out of broaching the subject.

WORDS: Bob Pickett PHOTOGRAPHY: Bob Pickett and the DGR

I took part in the 2022 London leg of the Distinguished Gentleman’s Ride in memory of one of my best friends Martin Gelder who was lost to cancer. I also have a friend who was diagnosed with prostate cancer (thankfully given the all clear) and many years ago I suffered panic attacks and depression (under control for years). The intention was to take part riding the 1983 Moto Morini 350 Sport I inherited from Martin. It was in a sorry state. Years of hard work by a number of people and it was ready to ride… at least up to the day before. May 22 came, a glorious, sunny day. At 7am I rolled out the Morini and tried to kick it into life. Nothing. Disaster! Half-an-hour of trying, Plan B: jump on to my Vulcan. If ever you want to see London on two wheels, get up early on a Sunday morning! It was glorious. The City of London was practically empty, then alongside The Thames, up via Trafalgar Square, Piccadilly, on to Knightsbridge (past Harrods),

horrendous any other time, but peaceful now, allowing the chance for a good look as I rode by before crossing the river to leafy southwest London. On the way down I met a few others taking part, all excited and up for the event. What a sight! Hundreds of riders had already arrived. A vast amount of modern Triumphs and Royal Enfields amongst some lovely old machinery. And the riders! Much tweed in evidence, as were tuxedos, boating/ smoking jackets, bow ties and miles of fascinating facial hair! I had gone for the ‘Country Gent’ look, which had morphed into WW1 Despatch Rider! My friend Poppy was also taking part, riding from Brighton that morning. We met, grabbed a coffee and strolled round the legions of bikes, chatting to others. Everyone was friendly, ready to chat and have a laugh. Five hundred and twenty riders had signed up for the London ride. By the 9:45 briefing/speeches, the car park at the rugby club was filled. By this time the temperature was

already into the 20s and everyone just wanted to get moving. The call was given to start the ride. There was a deafening rumble as over 500 bikes started their engines and we slowly made our way out of the car park. Poppy and I intended to ride together, but as the stewards rolled us out we were separated, sadly not seeing one another until the end. From the off there were people waving, taking photos and videos. It felt amazing being in the mass of bikes; the smiles on the faces of bystanders told a story all on it’s own. Waving back and sounding our horns, the cavalcade stuck together for a while, but approaching Hammersmith, growing traffic and inevitable red lights saw us split into smaller groups. Riding through Hyde Park was a highlight. I’ve walked through there a number of times, but riding? It was spectacular. If you ever get the chance, ride through there. Beautiful scenery, more happy people smiling, waving and taking photos, it felt so special.

EVENTS 15 1

Riding Smart - and Safe One of the key elements of the DGR is the rider being ‘dapper’. My default setting is ‘scruffbag’, so dapper was going to be a challenge, plus central London isn’t somewhere I want to ride without being protected. How about the ‘Country Gent’ look? That was the idea. I came out looking more like a WWI Despatch Rider!

I achieved the look with the following kit:

1. Helmet: Davida Ninety 2 (no longer available; closest match is the Speedster (£270) Designed to evoke memories of the first jet-style motorcycle helmets to appear in the 1970s, the Ninety 2 is a light, quiet, snug helmet manufactured to the highest quality control required by British Safety Standard certification BS 6658. 1985 Type B. https://www.davida-helmets.com/

2. Jacket: Speedwear ‘Pulford’ armoured waxed jacket (£169.99) The Pulford is made from fully breathable 427g/m² 12oz brown coloured waxed cotton It features Kevlar reinforcement to critical wear areas (shoulders and elbows), plus pockets for CE approved body armour. The whole jacket is certified and tested to CE EN17092-3:2020 https://www.speedwear.co.uk/

3. Gloves: RST IoM TT Hillbury leather glove (£49.99) The Hillbury gloves, designed to offer a vintage feel and look whilst being fully protective, are made from Aniline waxed cowhide leather, with a fixed comfort mesh lining. They feature Bio-Elastane knuckle protection and double layer palms. The gloves are certified to CE level 1 KP https://www.rst-moto.com/

Park Lane was a personal highlight. My wife Laura was there waiting to cheer me on. The chance of seeing one another was remote, but we did. Suddenly the heat, traffic and the effort of non-stop concentration didn’t matter, I rode on with a beaming smile. The ride went back through a number of places I’d seen earlier in the morning, but now much, much busier; Piccadilly, Pall Mall, Trafalgar Square, across Westminster Bridge (another highlight – the bridge was relatively clear, meaning we could pick up the pace and take a good look round as we rode). The Thames looked amazing, glistening against the clear sky, and we were greeted by yet more smiling, waving people. Westminster Bridge ‘might’ have been a wrong turn! Not to worry, we made our way back across the river then on to The Strand and Fleet Street – and a lot more smiling bystanders… before a genuine minor hiccough when we took a wrong turn, only to be

4. Trousers: Richa Apache trousers/cargo pants (£199.99) corrected by another group that had done the same thing! A quick u-turn and back on track to our finishing point in Smithfield Market. I pulled up andgot off the bike… my legs were like jelly! During the ride I was concentrating so hard and so wrapped up in the occasion I didn’t notice how hard I was working. But once I stopped it hit me. Meeting up with Poppy once again, we got some end-of-ride photos, more looking at bikes and chatting to other riders before heading home. Quite a few people rode on to the Bike Shed in trendy Shoreditch, but I was ready to head back. When I decided to take part, I didn’t know if I would raise a single penny. But thanks to friends, family, work colleagues (and some MoreBikes readers!). I am still amazed and humbled to report I raised £897, which is being topped up by my other job (when not working for this title, I proof read client documentation for a major insurance broker) to the

tune of £700, meaning I had raised a wonderful £1600, give or take a couple of quid. At the time of writing, the London ride alone had raised an incredible £111,785. So what have I taken away with me? The camaraderie of those taking part; the smiles on the faces of people we had never met; being made happy by hundreds of people out riding in their ‘Sunday Best’; and the incredible generosity of so many people, which will make such a huge difference to the causes supported by the DGR.

Richa Apache trousers are made from a stretchable cotton mix with denim made with Kevlar fibre, with safety stitching all over and extra reinforcement at impact zones with Aranium fibre, plus D30 Ghost Knee protectors. The trousers are EN 17092:2020 A rated (A is for urban/leisure use) https://www.richa.eu/en-us/

5. Boots: TCX Hero (£199.99) Made from a full grain leather upper with rubber outsole with deep lugs and grooves for grippiness, the Hero boots feature malleolus, toe and heel reinforcement (and additional leather shift pad), plus an OrthoLite footbed for extra comfort and breathability. They are EN13634:2017 certified. https://uk.tcxboots.com/

Prostate Cancer – The Facts ■ Prostate cancer is the second most commonly diagnosed cancer in men. Movember is the largest funder of prostate cancer programmes in the world. ■ One of the most worrying aspects of the disease is that most prostate cancers develop without men experiencing any symptoms in the early stages. Prostate cancer only affects men. The key risk factors are: ■ Ethnicity: Men of African and Afro-Caribbean descent are at a

higher risk of prostate cancer. ■ Family History: Had a father or brother who developed prostate cancer? The risk is twice as high. ■ Age: The older a man, the more likely to be diagnosed. ■ Lifestyle: Overweight or obese and the chance of being diagnosed increases. Other negative lifestyle choices may increase risk. ■ For more info on prostate cancer and mental health, go to: https://uk.movember.com/

To take pa in one of rt 2023 ride the s donation , make a more abo or to learn ut the they supp causes ort: www. gentlema nsride. com/

16 TEST RIDE/LAUNCH – INDIAN PURSUIT

TEST RIDE/LAUNCH – INDIAN PURSUIT 17

PURSUIT OF

HAPPINESS To be deserving of the moniker ‘Pursuit’, one’s initial thought is that a bike would need to be fast and lithe, but that’s not the term in which the name is used in this case. It’s referencing a hobby or pastime, rather than a quick chase, so this Pursuit is one upon which to use all of your spare time… WORDS: DAVE MANNING PHOTOGRAPHY: INDIAN MOTORCYCLE Take a look at this bike, or any other American-built touring motorcycle, and you’ll undoubtedly think that it has been designed and built to cruise the cliched American highways – die straight and with a 55mph speed limit. Aside from the fact that the majority of roads in the USA aren’t straight, and that the 55mph speed limit was consigned to history many years ago, you could still be surprised by the fact that the Indian you see here wasn’t built with those cliches in mind. Contrast that thought with the area in which we got to ride the new Pursuit – amidst the stunning Alpine peaks of Switzerland and France, on twisting and turning switchback roads far, far removed from the billiardtable flat dual lane highways of ‘the American dream’. It might seem to be counterintuitive, but there’s logic for the launch being in this location. Indian wanted its new tourer to not only appeal to those who wanted the ability to cruise through expansive scenery in a straight line directly into the setting sun, but also those of us who wanted a little more variation in our terrain. Specifically, European touring riders. So Indian built the bike to suit a rather specific test route that the Indian test riders had laid out. And it was this very same test route that we rode on the European launch of the Pursuit.

The hills are alive

Leaving the ski resort of Chamonix, we headed deep into the mountains, experiencing all that the region has to offer in terms of panoramic views and tortuous, twisting tarmac. It was, in brief, like being on the set of the Sound of Music. Truly stunning, and a fantastic playground in which to test any kind of motorcycle, especially one that may not be perceived as being ideal for this kind of terrain. While the Alps are without doubt beautiful, if there’s ever a bike to deserve the phrase ‘beauty is in the eye of the beholder’, then it’ll be the Pursuit, as while I quite like the aesthetics, many folk comment on the size and shape of the frame-mounted fairing. And they’re invariably not nice comments. But, as I found myself replying, you’re not looking at the bike when you’re riding it, so it was high time I cast a leg over. The weight feels a little higher than on comparable machinery from other manufacturers (well, one particular manufacturer!), albeit only really noticeable at a standstill, and it perhaps helps a little with the confident way in which it swings through curves. It’s remarkably stable and reassuring once moving, and the only time that a little nervousness sets in is in very slow ‘u’ turns, when a stabilising foot helps with confidence.

18 TEST RIDE/LAUNCH – INDIAN PURSUIT TECH SPEC Indian Pursuit

Price: £27,695 Engine: ‘PowerPlus’ 1768cc, vee-twin, watercooled, overhead cam, 4 valves per cylinder Power: 120bhp (89.4kW) @5,500rpm Torque: 131ft-lb (178Nm) @ 3,800rpm Frame: Cast aluminium backbone Wheelbase: 1668mm Brakes: Twin 320mm discs, 4 piston Brembo radial callipers (F), 298mm disc, 2 piston Brembo calliper (R) Transmission: 6 gears & final drive Suspension: Inverted forks, 130mm travel (F), Fox electronically-adjustable shock, 114mm travel (R) Wheels/tyres: Sport Contrast Cut 19x3.5” wheel, Metzeler Cruisetec 130/60B19 66H tyre (F), Sport Contrast Cut 16x5” wheel, Metzeler Cruisetec 180/60R16 80H (R) Seat height: 672mm Fuel capacity: 22.7 litres MPG: tbc Weight: 400/416kg (dry/wet) Warranty: 24 months Contact: www.indianmotorcycle.co.uk

There’s a slight throttle lag when coming from closed throttle to gentle throttle openings, which does make life a little awkward at very slow speeds such as ultra-tight hairpins, but this only seemed apparent after braking as when trickling around in first gear it is no issue at all. I’m perhaps being a little picky, and this may not even be noticeable in ‘normal’ riding, but given the ability to thread through traffic, feet up in first gear, it did show up as a little niggle. And, yes, despite riding on some of the more open Alpine passes, we did also get to try the Indian in heavy traffic around the tourist-filled shores of Lake Annecy, in which the surprising agility and instant shunt from the 1768cc vee-twin was rather good fun and efficient at disposing of slow traffic.

My favourite things

And that big water-cooled ‘PowerPlus’ engine is sublime. It’s not just punchy from a standstill, but has a monster midrange that is perfect for blasting past traffic on twisting roads, staying in third or fourth gear and riding the wave of torque to jump past one car at a time. It’s not that the 120bhp is all that impressive, but the peak torque

figure of 131ft-lb most certainly is! Yet it’s also creamy smooth at speed, with the few stretches of dual carriageway that we experienced being undertaken at speeds that’d only be beaten if travelling on unlimited German autobahns, with nothing in the way of vibration or discomfort, and everything in the way of joyfully covering lots of miles. If you ever happen to see one stopped at a junction, see if you can hear the rear cylinder cutting out at tickover. It’s a neat trick – and barely noticeable – that helps to improve economy and prevent the rear cylinder from overheating. There is a slight stretch to the foot controls for my 32” inside legs, noticeable after riding with your feet further back on the footboards, and on a couple of occasions I actually missed the brake pedal, which is a little bizarre as the controls never felt too far forward otherwise, and that’s certainly something that would disappear over time, or if the Pursuit were your only bike. Comfort is aided by the multiple screen options, with three different height screens, all available with side extensions, although I found the low and wide version being the best,

with the standard low being a close second. As it’s adjustable, I did find myself changing the position, which is unusual for me as with other bikes with adjustable screens I’ve always found the best position and left it at that, but the low/wide Indian screen was superb at speeds below 60-ish in the low position, and then brilliant with it raised at speeds above that. It's genuinely the best screen I have experienced on a bike. It's also the only bike that I know of that has adjustable leg shields, in that they have neat flaps that can be opened with your foot to increase air flow. It’s a really neat touch that shows that the bike’s designers spent a lot of time and thought over the design.

TEST RIDE/LAUNCH – INDIAN PURSUIT 19

6 4

7 Extra benefits of the fully-laden Pursuit include keeping your pinkies warm, although the heated grip control is a little awkward to use, with it being located on the inner left leg guard, ahead of your knee. It’d certainly become easier as you get used to the bike, but it’s still less convenient than it being a bar button. Mind you, the grips are super hot, and very adjustable as well, with about 10 heat settings (yes, I lost count). And there are heated seats, too, and, for those that want all options, there’s a cooling seat available from the factory goodies list. There’s also the entertainment suite, connectable to your mobile device of course, which boasts an impressive 200w from the speakers in the fairing and panniers. What bystanders made of the line of Pursuits blasting through picturesque villages with a variety of music – from thrash metal to opera – playing at full volume will remain unknown…

Climb ev’ry mountain

As is the case with this style machine, ground clearance is a compromise, and while the Pursuit isn’t the best on the market, it’s by no means the worst either. And what was interesting was while the footboards scrape tarmac first, followed by the board mounts themselves, the underside of the exhausts remained clear of abrasion, suggesting that they’re tucked away rather better than they appear at first glance. A little extra clearance can be gained by using the electronic rear shock preload, useful for when carrying a pillion and/or when loaded with luggage. And you can fit a lot in, with a class-leading luggage volume of an impressive 133 litres, which has central locking via the remote key fob. And the panniers are top openers, too, far better than the side openers that puke your smalls out on to the road when you open them… (that might just be down to my packing skills…) With braking supplied by Brembo at both ends, the Pursuit stops almost as well as it goes, which is no small achievement for a 400kg motorcycle, with the brakes providing plenty of feedback and the rear being especially good, particularly at low speeds.

1. ENGINE

Large capacity vee-twins don’t come any better than this – it’s a powerhouse that is far smoother and flexible than a pair of 884cc cylinders deserves to be.

2. SCREEN

There are enough options of screen height and width to suit anyone of any stature. And it’s good, too.

5. STEREO

Let the world know what your favourite music is. Or just let them know the shipping forecast.

6. LUGGAGE

Despite the top box also having a pair of speakers fitted, it’s still expansive and can accept two open face helmets with ease.

7. LEG SHIELDS

Radial Brembo four pots have a lot of work to do in hauling over 400kg of bike (plus rider) to a halt. They manage it very well.

While the large leg shields play host to a pair of speakers, they also give ample weather protection, too. Except when you don’t want it, when the easily-moved (with your foot) flaps can be opened for a cooling breeze!

4. SEAT

8. DASH

3. BRAKES

Not only is it as comfortable as any perch on a bike designed for long distances can be, it’s also heated, and there’s a cooled version available, too!

The 7” TFT screen sits below a pair of analogue gauges for speed and engine revs, and while it has all the tools that you’d expect from a modern tech dash, it is a little difficult to read when on the move.

20 TEST RIDE/LAUNCH – INDIAN PURSUIT Rising to the Challenger

There are three riding modes – Sport, Standard and Rain – although Standard is really the only one you need, as it’s perfectly flexible enough to use in inclement conditions, and the Sport mode doesn’t give any more power, just a more abrupt throttle operation. ABS is, of course, standard, but the Indian does also have traction control, which is lean sensitive. And yes, thanks to the prodigious levels of torque, it is more than capable of spinning the rear tyre so the traction control is very much a Good Thing, which isn’t something I find myself saying very often… The 7” TFT touchscreen has all the information you’ll ever need (plus some you don’t – do you need ambient air temperature when you can feel if it’s warm or cold? And is an engine hours counter required?), as well as Bluetooth connectivity, and it can be integrated with Apple CarPlay for Google maps rather than the inbuilt satnav. Although, as I found it a little hard to read, I didn’t mess with it when on the move and just enjoyed the scenery instead, leaving the fiddling for when I was at a standstill.

So long, farewell

In short, the time spent aboard the

Pursuit was incredibly enjoyable, regardless of the initial thought that it was exactly the wrong bike for the location. That was so wrong, as it turned out to be nigh on the perfect bike from the start of the day in near-freezing temperatures and fast, open roads, to a baking hot afternoon on serpentine switchbacks and in slow holiday traffic. It coped with the variety of conditions in a way that most bikes never could. So does the retail price reflect

that? Well, given the fact that it can haul two people in perfect comfort from one end of the continent to the other, and then go scratching in the mountains, I would say yes. And it’s cheaper than Harley or Honda Gold Wing equivalents, albeit at a greater cost than BMW’s R18 or K1600 tourers. Which places it smack bang in the middle of the market, price-wise, so maybe it’s not really an expensive bike at all? But it is one of the most fun to ride…

Aside from the new Pursuit model, Indian also has what is essentially a lightweight, lower spec version called the Challenger, in which the engine and chassis are identical but it hasn’t got the same electronics, nor price! While it’s no surprise that, when jumping off the Pursuit and straight on to the 39kg lighter Challenger, the lower spec bike feels lighter, more manoeuvrable and a tad sportier, the opposite isn’t the case when swapping back to the Pursuit – it feels pretty much identical! Quite why that is the case I really don’t know, but it does give a clue as to why the Pursuit is as good as it is… Thanks to the more open feel of the Challenger – which can only be down to the lack of leg guards, as you can’t see the lack of the 68-litre top box when you’re riding – it does give the impression of being a lighter, less cumbersome machine, and getting an extra bit of wind around your legs aids that feel. However, while it may not have the same

electronics, nor a top box or an electronically-adjustable rear shock, if you don’t require the extra bit of flexibility that those items deliver, then the Challenger is an excellent choice, especially if you want to pretend that it’s a race-derived machine - you’ve seen the King Of The Baggers race series, right? Priced at £24,595, there’s around three grand price difference between the two, which is the price you have to pay if you want the electricallyadjustable rear shock, a top box, an extra couple of speakers for the sound system and a pair of leg guards. You decide if it’s worth it, but from my perspective if I rode the Challenger on its own, I’d be happy with what it offers. But once you’ve tried the Pursuit, then you’ll want all the goodies!

22 BUYER’S GUIDE

With the most rotten old pile of British junk worth more than your home these days, how about a nice, air-cooled, 350 twin, easy to work on and great to ride with electric start, metric fastenings and, most importantly, still a realistic price! WORDS: Oli Hulme PHOTOGRAPHY: Gary Chapman

e in the UK never really took the Honda 350 twin to our bosom, yet as the years pass once-unfashionable motorcycles sometimes get a new lease of life. Today these twins are enjoying something of a renaissance. This early lack of recognition had a lot to do with Britain’s L-plate laws. If you were young and over-enthusiastic, without a full licence, then you would plump for a 250 from one of the big four Japanese manufacturers. Only Honda would sell you a 250cc four-stroke and it would be left behind in a cloud of blue two-stroke smoke, until the rival’s plugs fouled, at least. Meanwhile, lurking in the Honda dealership were the CB350 twins, which appeared to be just a bigger version of the bike the law restricted you to. There were only a few reasons for picking up a CB350 twin. They were more affordable than the 400s, and significantly cheaper to insure. The CB350 buyer was often older, purchased on a budget as straightforward, day-to-day commuting transport. Maintenance and servicing were often of the kerbside kind, and they would be hammered around on bad roads in all weathers. When things broke, you went to your local Honda dealership and were told there was a six-week wait for whatever it was you needed, so you went to your local breakers and bought used parts that were only slightly less worn out than the ones you were replacing. But this was just in Britain. Elsewhere in the world, Honda’s 350s had much easier lives than the CB twins bought in the UK.

The first CB350K had the look of a purposeful and vaguely sporty machine. Then for reasons best known to themselves Honda went backwards, and the late CB350K stylistically had the air of a British twin. One can only assume that someone at Honda had decided there was a hole in the market for a cheap middleweight twin with a traditional look. The result was not without its charm, perfectly serviceable but lacking in oomph. This, in turn, was replaced by the CB350G. This was slightly more angular than the K series, but like a lot of Seventies bikes it lacked pizazz, and came in a selection of rather dull colour schemes. This was replaced in the UK by the road-going CB360G5 which, by adding 32cc, took the twin out of the cheaper insurance bands, which was a little foolish from a marketing standpoint. It was a rather bland-looking machine, even more so than the CB350K model, though it did have a disc brake. The drum on the K was arguably better and is now popular among vintage racers. The CB360 was, in turn, replaced with a budget version badged as the CJ360T. Often derided for its budget trim, the CJ has a stripped-down look that has a certain something, and at least it came in bright yellow, red or, occasionally, blue. The slender lines are something you either love or hate. Strangely, Honda removed the electric starter as an economy measure. While the 360 twin was not exactly hard to kick over, the lack of an electric start meant that the CJ lost Honda’s only real advantage over rival two-stroke twins. The CJ models were ultimately replaced by the all-new CB400 Dream.

BUYER’S GUIDE 23

24 BUYER’S GUIDE TECH SPEC Honda 350 twin

ENGINE: Two-cylinder two valve per cylinder four-stroke OHC twin POWER: 32bhp @ 9500rpm BORE/STROKE: 64mm x 50.6mm COMPRESSION RATIO: 9.5:1 TRANSMISSION: Five-speed constant mesh gearbox, Wet multiplate clutch TYRES: 3.00 x 18 front, 3.50 x 18 rear WEIGHT: 157kg/346lb SUSPENSION: Oil-damped telescopic forks, twin oil-damped adjustable shock absorbers BRAKES: 7in/180mm 2LS drum front 6.3in/160mm sls drum rear GROUND CLEARANCE: 180mm/7in WHEELBASE: 1321mm/53in FUEL CAPACITY: 13 litres/3 gallons

A lot of these twins have been seized on by the Bobber and custom builders, because they are cheap and easy to customise. Slap a thin brat-style seat on it, some cut-down mudguards, a couple of budget ‘mufflers’ and a pair of knobbly tyres, and you are away. And if you are canny, you can sell the leftover bits for a premium. You can pick up a Honda 350/360 for restoration in one piece for anything from £1000 upwards, and a good complete runner for between £2000 and £3000. CL Street Scrambler models, especially those with complete exhausts and the correct trim, carry a premium of around £500 over the road bikes.

The CL350/360

A third of Honda 350 sales were of a motorcycle that never reached UK showrooms – the CL350 street scrambler, a ride-to-work, ride-for-fun two-wheeler. Mark at vintage Japanese specialists Somerset Classics says that the CB, and more commonly the CL, has become massively popular with classic riders. This has a lot to do with their looks, how easy a Honda 350 is to live with, and their ready availability. “It’s fun to ride, looks and feels like a period classic should, and at the same time it’s got an electric start, an engine that’s easy to work on, you can get spares for them, they are fairly light and easy to ride, and are mostly oiltight. A lot of people are finding old British bikes hard to start, or to look after. The Honda 350, however, is perfect for day-to-day riding, and just keeps going, while retaining that classicness.” The CL350 wasn’t available in the UK when new but sold in vast numbers across the pond where the inexperienced rider wasn’t constrained by L-plates and 250

laws. In Arkansas you can ride a moped from the age of 10 and any motorcycle from 14 in three other states. Often these bikes were bought as fun machines, rather than day-today transport. By the time they had reached 15,000 miles or so the owner would have grown out of their streetscrambler and relegated it to the back of the garage. Now the dustsheets are being pulled off these machines and many of these bikes end up in containers destined for eager buyers in the UK. And who can blame them for being eager? A low mileage mount, often with no more than a couple of owners, it’s mechanical longevity barely tested, does have considerable attraction. Honda brought out the first CL350 in 1968. The tank was a slightly truncated

version of the angular CB series roadster item. The frame had a single steel front down tube which had been welded to a twin tubed cradle tubular steel cradle. The frame had a pressed steel top section under the petrol tank and a pressed steel rear down tube hidden by the side panels. The CL350 had all the refinements of the CB350K roadster such as 12-volt electrics, a reliable electric start, good lights and modern instrumentation. The engine was a 326cc air-cooled parallel twin with a single overhead camshaft, two valves per cylinder, twin CV carbs, a five-speed gearbox, and a reported 33bhp at 9500rpm. Optimistically, Honda claimed a top speed of 100mph. It had braced bars, forgiving suspension and a high-level exhaust system.

What to look out for? SERVICE COSTS

Doing a home service on a CB350 isn’t beyond the average home mechanic, though a set of JIS screwdrivers will come in handy if you don’t want to butcher your screw heads. You might want to change the casing screws for stainless allen bolts (around £20). Oil filters are £7.99, air filters are cleanable, the sump takes two litres of oil (£15-20), and spark plugs are £4 each. Brisk plugs from F2 Motorcycles are worth considering. A new chain and sprocket kit is £40 from M+P, while a decent set of Dunlop K82 tyres will cost £170. You can get cheaper tyres; it all depends on how much your skin is worth.

OWNERS’ CLUBS Honda Owners’ Club www.hoc.org.uk The Vintage Japanese Motorcycle Club www.vjmc.com

SPECIALISTS:

David Silver Spares www.davidsilver spares.co.uk Somerset Classic Motorcycles somersetclassic motorcycles.co.uk

BUYER’S GUIDE 25 “So you went to your local breakers and bought used parts that were only slightly less worn out than the ones you were replacing. But this was just in Britain.”

OUT NOW Classic Bike Guide magazine

is your first step into the incredible world of old bikes. In a world of nonsense, we break through to bring you what you need to know when choosing an old bike, looking to buy one, or just increasing your knowledge of a world gone by. The buying guides help you to understand a model, what it’s like to ride, to live with, and how easy it is to work on. Our workshop pieces at the back may show you how to perform a job, or may just show you how something is done by the professionals! Recently we’ve looked at how to build wheels and how to fit your own tyres. Old bikes bring so much enjoyment, from working on them to riding them. Even if you’ve been riding modern bikes for years, the friendliness of the old bike world and the fun of riding a bike built in the 50s or 80s gives you just that little bit more fun. Try it – you may just love it!

What Honda did with their exhausts will cause issues for the buyer of an old model today. While the first models had double-skinned down pipes, they changed the system regularly, and, as with their CB350 four, they made the silencers out of light, thin metal to save weight and cost. The problem today is that these silencers were made in different versions over the years and are very hard to find in decent condition. Mudguards front and rear were chromed and trimmed, and the forks were given smart rubber gaiters rather than the road bike’s more conservative painted steel shrouds. The engine, which has a 180-degree crankshaft mounted on roller bearings, was a bit vibratory. Given it produced peak power at 9500rpm, this wasn’t a surprise. Honda put a 19-inch front wheel on the CL with an excellent front drum brake which some riders found almost uncomfortably powerful. This bigger wheel, combined with rerouting the exhausts, gave a little more ground clearance than the CB, but Honda

clearly didn’t expect users to have serious off-road pretensions as they didn’t bother to fit a bash plate and it had road tyres as standard. The rarely seen SL350 model had more off-road potential. You weren’t going to take part in any desert races on a CL, but it was more than capable of negotiating dirt roads in the great outdoors.

On the road

The thing about the CL350 is just how much fun it is. It’s a full-sized motorcycle, with a reasonable amount of power. It handles reasonably well and is firmer than you might expect of a 1970s runabout, many of which were squidgy in the extreme. The CLs engine barks along through its twin shotgun-style pipes. It also feels as if you are getting something of quality. Almost all the ancillary bits and bobs are well made, and on the steed we borrowed all the original equipment was there. Brakes are good, instruments clear, switchgear faultless. The proportions are excellent. You can see out of the mirrors. The cables, despite sitting

for decades on the one we rode, are smooth. The seat is comfy enough for long rides, and the trail bike-style bars and big front wheel make it easy to flip about. Keep to the back roads and they’ll show the CL in its best light. Power delivery is great, and while you won’t win any traffic light drag races, it’s easily capable of keeping up with modern traffic. The sole issue for the new owner is likely to be getting the hang of the choke arrangement – there’s nothing to indicate what’s on or off, and finding the lever while riding along to turn it off in thick gloves is challenging. The gearshift and clutch arrangement are typically Honda, that is to say it’s smooth and light, and allows changes to be instinctive. There’s no massive clunk, no stuck clutches and no false neutrals. The CL feels like the kind of bike you can ride around on all day, every day, with a bit of style. Given the choice between one of the current crop of new street scramblers and a CL350, the easy-to-live-with Honda wins every time.

26 BUYER’S GUIDE CARBS

A lot of US and Canadian imports will have been sitting for a long time, so expect gummed-up carbs. At the same time those carbs will often have been untouched by human hand, which is a good thing. Take them off, carefully avoiding splitting any rubber parts, dismantle and clean. Ultrasonic cleaning makes them look good and may help but do make sure you clean all the jets. If the previous owner has binned the original air filters, replacements cost £32 from David Silver. The airbox is harder to find.

ELECTRICS

These were pretty good when new but can sometimes need a refresh. The bike came with separate regulator-rectifier set ups. A universal combined reg/rec will cost you £59 from Rex’s Speed Shop. Pattern coils and points are easy to find. British Bike Bits will sell you an electronic Boyer system for £189.60. Left-hand switchgear, both original (£59) and pattern (£29), are available from David Silver.

LUBRICATION

The original manual lists 10w-40 multigrade for the unit construction engine and gearbox. A good motorcycle semi-synthetic oil will be fine. The most important thing to do is change engine oil every 1000 miles and keep the filter clean. Grease the swingarm pivot regularly.

EXHAUSTS

FRAME AND SUSPENSION

BODYWORK

Side panel lugs fracture. That’s one of life’s great lessons, and they will fracture on Honda 350s. Lugs can be plastic welded, and there are various plastic glues that might work. As you don’t want to lose your side panels, attaching them with ratchet ties won’t hurt. Watch out for the light-fingered stealing the expensive and hard-to-find side panel badges. Petrol tanks are made from good-quality steel. Seat bases will rot, especially if the seat cover has split, allowing water into the seat foam to reach the metal seat pan. Pattern front mudguards are available if yours are rusty beyond patina. (David Silver £135).

The 350/360 had a mixture of a tubular cradle and a pressed steel top tube hidden by the petrol tank. This stretches back under the seat. Where the lower cradle tubes meet the shock absorber mounts and where the single front down tube meets the cradle are both potential trouble spots, where water can get inside and rot the tubes from the inside out. You cannot lubricate the stand pivot without removing the stand, it seizes and can wear oval. Frames can crack around the swing arm pivot if not looked after. The rear shocks will, if original, be worn out. As they have a forked clamp at the base, replacements are limited, but pattern items and upgrades are available (Wemoto have both period pattern shocks at £78 or Hagons at £148). Forks are basic and replacement stanchions can be found (Wemoto £126.47 each).

The exhaust downpipes are good, but the silencers rot. Replica silencers for the CB350 models are around £114 from David Silver, but basic pattern pipes will do the job. Original upswept silencers for the CB360 cost £185. The studs holding the pipes into the head will have rusted, so take extra care removing the nuts. The CL exhaust is a different matter. The high-level exhaust changed every year, for a start, and on early models they came with easy-rust painted mild steel exhaust boxes behind the heatshields. If you seek originality, make sure the bike you want to buy has decent exhausts. In 1970 Honda gave the CL and CB twin a refresh and the CL’s high-level two-into-one silencer box was replaced by a pair of British sausage-style silencers, which was a more practical and hardwearing arrangement. Replacements are unobtainable.

HEADLIGHT

Like a lot of Seventies Japanese motorcycles, the CB/CL was fitted with a sealed beam headlight. This can be swapped for a superior H4/LED headlight (Paul Goff, £42.90-71.25). Make sure the shell is the right one, as the 360 shell is smaller and replacement reflectors may not fit.

ENGINE

BRAKES

The drums on the early bikes are good items and don’t require major maintenance. The disc on the last models was a Honda design which uses a swinging pivot; this can seize up and needs regular attention.

If there’s an issue with the engine, it’s nearly always going to be something to do with the camshaft operation. The camshaft runs in aluminium end caps mounted on either end of the cylinder head. An endless chain (David Silver Spares pattern £25, original £59.95) loops around the crankshaft and cam sprockets. There are two springs per valve and the outer springs are progressive. The cam chain tensioner roller was made of rubber and may well have become brittle and hard. Check the inside of the centrifugal oil filter where bits of crumbling roller will have lodged themselves inside a half-inch sleeve. The roller may need replacing (David Silver Spares £59). The cam end caps and the cam lobes could also have suffered if the engine didn’t get the specified 1500-mile oil changes. After an increase in capacity to 354cc, a beefed-up crankshaft, revised oil pump and an extra gear, power was down by 2bhp. Although externally similar, the 350 and 360 are completely different bikes with few interchangeable parts.

BUYER’S GUIDE 27

Buying on a real-world budget

You might not think you can pick up a usable British Classic for less than £3500, but you can, and it could even have an electric start. Norton’s Electra/ ES400 was developed for the US market in the early 1960s. It used a mixture of generic AMC lightweight and Norton running gear with Norton’s Roadholder forks, and there’s a well-designed engine unit in there, too, with a good gearbox. The ES 400 also boasted a Lucas M3 electric foot similar in design to that fitted to Honda 350s and later to Commandos and T140 Bonnevilles. There are top notch 8-inch drum brakes. It also had futuristic novelties such as indicators They aren’t exactly common, but you can find them for sale if you are prepared to put up with a long hunt. Perhaps you want to find something now with a little more zip? Nostalgia

being what it is, the CB350’s two-stroke rivals have shot up in price beyond our £3500 limit in recent years, so how about a rival four-stroke? A late 1970s Suzuki GS550 needing a little work can still be had for less than £2000, while the older Honda CB550 is not much pricier. The famed Honda CB400/4, good examples of which rose in value dramatically 10 years ago, has now seen prices settle down a little and a good one can be found for around £3000. Looking for something a little more modern and a little more exotic? A useable Moto Guzzi V50 is easily obtainable for around £3000, MkI or MkIII is best. If you are looking for something that seems cheap but will ultimately drain your bank account of everything you have saved, try an early 1990s Ducati 600 or 750SS. Available from £2000, just keeping it running will bleed you white in weeks.

Kenny Roberts and his Yamaha YZR 500 lead Barry Sheene and his Suzuki RG 500 at the 1979 British Grand Prix. The race remains one of the most talked about in history, as a result of the thrilling battle between Sheene and Roberts, who went head-to-head over 28 laps before a final corner dash to the line saw Roberts take the win by just 0.3 seconds.

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30 KNOWLEDGE

RAPID TRAINING WORDS: TIM NEAVE PHOTOGRAPHY: BRAKING POINT IMAGES

What could you possibly teach a motorcycle racer? Surely they know how to ride a motorcycle fast and safely? We sent our man Tim for a day’s training with Rapid and here’s what they made of him...

You probably think that because I race motorcycles at a British Championship level, there isn’t much I could learn from a day’s rider training on the road... well, that’s where you are massively wrong. First things first, every day’s a school day. Whatever your ability or riding experience, there is always something new to learn, whether it be improving riding skills or bettering your road safety knowledge. Touch wood, I’ve

never had a road accident and I’ve always considered myself a ‘safe’ rider on the road; luckily for me, I get my adrenaline fix from the track, so when I’m out on the road it’s about staying safe and dodging the potholes, rabbits, and oncoming cars. I’m not out to lose my chicken strips and get my knee down, but I’ve since learned that there are still ways I can reduce risk on the road. I passed my big bike test back in the

summer of 2019 but didn’t ride on the road again until spring of 2021 when I took this job at Fast Bikes. During my test, I can’t remember spending much time (if any) discussing the safest riding lines or looking up the road for potential hazards – it was more about making sure I was checking my mirrors, stopping with the correct foot down, and adhering to the speed limits. Until now I’ve been left to my own devices and ridden how I thought was safest. In a nutshell, it turns out I’m turning into corners too early and therefore drastically reducing my vision. I couldn’t have picked a better day to take the course with Rapid Ryan... at least, that’s what I thought when

I opened the front door on that very morning. Riding on the road in the wet never fills me with confidence and I think that’s thanks to racing on super-soft, cut, and pre-heated wet tyres (and I know how they can bite), so riding on cold, hard road tyres with minimalistic cuts doesn’t quite do it for me in the wet. Thankfully, with hindsight, spending the day riding around in the wet with Ryan was probably the best thing that could have happened and I massively felt my confidence growing in the tricky conditions. A few reminders from Ryan to relax, put some trust in the tyres, and focus on where I was going was very much needed to help form some new habits.

KNOWLEDGE 31 The Rapid Training story... Back in 1997, a group of exracers who had moved on to become police riders decided there was a serious need for a fresh approach to rider development. Their heritage, both on the race circuits and as vastly experienced police riders, gave them a unique perspective on how to help riders reach their full potential. Knowing that riders learn best when they are enjoying themselves, they evolved their own relaxed, no-nonsense approach to coaching. No

Want in on the action?

If this kind of training has whetted you’re appetite, make sure to drop the guys at Rapid a line. You can contact them, and learn loads more about them, through their website: www.rapidtraining. co.uk

As soon as we left the meeting point, Ryan noticed I was riding very rigidly, with my arms almost locked out as though I was frightened to put any kind of trust and lean angle into the tyres. He wasn’t far wrong. The first 15-minute ride to a Co-op car park wasn’t my proudest, but I’m sure you can imagine that riding on unfamiliar roads on an unfamiliar bike with an unfamiliar bearded man hard on my tail didn’t exactly create the most natural and relaxed environment. Thankfully, after our first pit stop and debrief, I was put at ease and was ready to start learning. Ryan has trained a few racers on the road before and it’s obvious to him that we all have very similar traits – turning into the corners too early when we can’t see the exit or what’s approaching on the other side of the road being the key issues. It’s almost like we are trying to find that apex, even when we don’t necessarily know where the middle of the corner is. nYes, it’s fine when you can see through the corner before you turn in, and often when you know the corner like the back of your hand it’s all too easy to peel in for that apex, but if you can’t see what’s coming then it can be a risky game. An example in simple terms: if you’re entering a right-hander, dive to the middle of the road, and you meet an oncoming car at the apex, it gives you very little time or room to react if the approaching vehicle drifts wide. You might get the bike sat up

in time to avoid becoming a part of their bonnet, but you’ll potentially have very little space to stop the bike and turn before you run out of road. Instead, it is much safer to stay away from the middle of the road until you can see right through the corner. Ryan likes to split the road into three zones: line one being the left side nearest the verge; line two being the middle; and line three being nearest to the white lines in the centre of the road. We used intercom to communicate while out on the bikes, and a swift prompt from Ryan was perfect to remind me which line I needed to be on. I have a natural tendency to turn into the corners early, which although that means I’m likely to carry more corner speed and less lean angle, it unfortunately also means that I’m going to be spending more time on the edge of the tyre – which, in the wet, probably isn’t the safest. On the approach to a right-hander, for example, it would be safest to stay on line one until you can see the exit of the corner, then cross through line two and into line three for the exit. This massively reduces the time spent on the side of the tyre but also increases the lean angle to get the turn done, and additionally means that you spend more time upright for the braking. It might not be the fastest way through, but for a blind corner it is by far the safest. It took me a while to get used to staying out so wide before peeling in, and it always felt like I was never

Who are these courses for? “Whether you’ve just passed your test yesterday, whether you’ve got 20 years of experience, or whether you’ve had a 20-year hiatus from riding, Rapid Training is for everyone, as long as you have a bike licence.”

Does the course curriculum change often?

“We revisit it every year, and with a team of 12 coaches around the country we are constantly coaching each other and looking at how we can improve. Riding with peers is constant scrutiny.”

Why only employ ex-police motorcyclists as coaches?

“We gain a level of experience that almost no other rider can have, starting with a three-week standard course, then a four-week advanced course, and after all of that who else spends 8-10 hours every day riding to the highest standard? That speaks for itself. ‘Normal’ motorcyclists are restricted to speed limits, whereas police riders on the job are not; they are exposed to high speeds, which adds another level of experience.”

going to make the corner so I had to reduce my entry speed to make this technique work, but once I got the hang of it, I did feel much safer. Obviously, when line two of the road is contaminated with gravel or dirt, it’s not always possible. It’s more of a stop-start style of riding rather than carrying big corner speeds and, for me, a case of reminding myself that I’m on public roads and not a race track. Another big thing for me was not looking far enough ahead up the road and getting on to the correct line early enough to massively improve my angle of vision through the upcoming corner. It’s all about forward planning with Ryan. He has an incredible skill of being able to look far ahead to spot potential hazards such as driveways, road signs and oncoming traffic, so he has a good idea of what to expect, whereas I tend to ride more in the ‘now’ and deal with potential hazards as and when I get to them. For the most part, that may never cause me an issue, but being able to ride and think like Ryan will without a doubt reduce the likelihood of getting into sticky situations.

formality, no student and instructor bibs, just passionate riders being coached by the most highly-qualified professionals in the business – and having fun. Now, with more than 20 years of experience in achieving top-class results, Rapid is the go-to supplier for professional riders, including MCN, Bike and KTM teams. Its industry-leading courses are now by far the most comprehensive and advanced rider coaching available in the UK.

32 KNOWLEDGE

OUT NOW

If you like your bikes fast and your knee sliders mullered, you’ll probably want to get your hands on a copy of Fast Bikes. Each month we go farther, faster and fuller with our in-depth, honest and insightful new and used bike tests. As well as regular trackday advice, tested kit and all the latest goss from the world of two wheels, you can also expect to find monthly buyers’ guides, new product overviews and money-can’t-buy interviews from some of the greatest names in motorcycle racing. Whether you’re a naked bike lover, a pure-sports addict or someone that simply wants to discover great rides at home or away, we’ve got you covered… fast! So head to your local news outlet today, or www.fastbikesmag.com to check out what offers we’ve got in store for you.

The courses Essentially, there are four courses: ■ Bike Master is the ultimate With a real feel for just how rider development programme, much more performance you combining road and track and your bike can deliver, we riding. There are three levels will spend three days on road within the Bike Master course, helping you to develop your starting with Level 1 which is own natural riding style and the foundation for all Rapid achieve the relaxed, focused, Performance Riding courses. effortless flow that is the It is all about connecting you hallmark of a top-class rider. with your own riding intuition ■ The Road Master is designed by enhancing the relationship to equip road riders with an between you, the road and your exceptional level of motorcycle bike. Your Rapid Pro-Coach handling skills, whatever will identify habits that may be the conditions, in rural and holding you back, along with urban environments. It follows those elements of your riding the same structure as the style that can really take you market-leading Bike Master forward. You will learn how to programme. However, as enhance your ability to see and coaching is delivered on-road, interpret detail at speed, how to there is slightly less emphasis develop a natural and intuitive on the high-speed machine response to whatever comes control experienced with onyour way, and how to handle track training. your bike with precision and ■ The bespoke coaching ease. sessions with a Rapid Pro Once completed you may Coach are designed for those take the level two course, which riders who want to focus on is all about enhancing your fine-tuning certain aspects of performance. Starting with a full their riding technique or achieve day on track, you will develop a their personal goals at their real feel for the technical skills own pace. A one-off bespoke required for handling a highsession is also a useful stepping performance machine at greater stone for those riders who speeds and lean angles. Taking would like to experience ‘Rapid your new-found confidence training’ prior to considering and ability on to the road, you a Bike Master or Road Master will learn to link what you see programme. with what you need to do, in a ■ Rapid Track Days offer you a natural, intuitive and dynamic fantastic opportunity to enhance way, allowing you to handle your machine control skills, in a more complex problems at safe and relaxed environment, higher speeds. with expert guidance from our Finally, level three completes track coaching team. Building your Bike Master journey. on our racing heritage and the Starting with a full day on in-depth knowledge of our track, you will learn how professional coaches, Rapid to use much more of your track courses have been bike’s potential through designed primarily to build enhanced braking and confidence and help provide a steering techniques, and much deeper understanding of how to dramatically improve the performance capability of performance through exit drive. both rider and bike.

Having had some training, I’ll consciously think about my line choices now, rather than just riding obliviously and not thinking about what I’m doing. It might take a while to develop these new habits but at least I’m aware and critiquing myself – I only started to think like this after my day of instruction, so if you’re undecided, it’s well worth investing in yourself. Overtaking on single carriageways is perhaps the most hazardous form of overtaking, as you put yourself into the path of oncoming vehicles. This requires good judgement for it to be safe, and it’s key to start the planning as soon as you see the vehicle ahead and consider where an overtake is likely and legal. Coming out of righthand bends are usually the safest as the view of the road ahead is more likely ‘on side’, unlike exiting a left.

After a junction or another hazard, plan ahead and position yourself adequately at the right speed and gear early – but don’t commit until it’s 100 pert cent on. I asked Ryan what he thought my biggest problems were. “It’s the lack of reading the road and planning, not looking far enough ahead, which means you’re just dealing with directly what’s in front of you instead,” he said. “It’s not to a place that is necessarily unsafe, but it’s all about becoming safer while being able to ride a little quicker than you were.” The two major points I took from the day were selecting and moving on to the safest riding lines – which is all about widening the angle of vision – and forward planning... looking up the road for potential hazards so I am prepared and expectant rather than just hoping I can deal with situations.

I had a brilliant day with Ryan and genuinely feel that my road riding skills have improved. If you’ve got a couple of hundred quid spare to spend on a bike upgrade, I’d seriously think about investing it in your riding skills instead – it could be far more beneficial.

34 NEW PRODUCTS

✪ NEW PRODUCTS ✪ NEW PRODUCTS ✪ Each month MB features a range of new gear to help you find the best-value products on the market

EDZ Merino Wool Plaid Flannel Shirt £90 | edz.co.uk

The EDZ Merino Wool Plaid Flannel Shirt is 100% wool. This is essentially a shirt with a practical design, slim fit, and button-down pockets. It is made using just natural materials. Flannel shirts are usually cotton, but wool has several advantages as it regulates temperature, wicks moisture, dries quicker, is warmer in cold or damp conditions, and the fabric will remain odour-free after many days of wear.

TCX R04D WP boots

£700 | www.whyarai.co.uk

£300 | www.ducati.com

Arai helmets are handmade in Japan to a high standard, and the new RX7V EVO is Arai’s flagship helmet in terms of protection, ventilation, comfort and fit. It looks identical to the previous generation, because it really hasn’t changed that much. But, crucially, it now has the new ECE R22-06 approval. In addition to ECE R22-06, every Arai has to meet the company’s own in-house criteria. The existing helmet was already at such a high standard that the only noticeable change is the new vents in the cheek pads. That’s impressive.

The Redline T3 trolley is an Ogio bag made for Ducati. The hardwearing 600 D polyester fabric guarantees resistance, while the rigid SLED feature optimises load distribution. The customised inner liner can be divided using the mesh panels, and is perfect for carrying even the most delicate equipment, thanks to the iFOM integrated foam construction. The retractable handle and large wheels make it practical to carry, even when full.

£250 | www.nevis.uk.com

The Airstream 3 is an all-season jacket made from a mix of high-abrasion textile and mesh panels. It has a removable membrane to protect riders in the wet; a removable thermal lining for optimal insulation in cold weather; and ventilation at key areas. There’s a soft mesh lining; sleeve ends finished in soft neoprene fabric; D3O Level 1 protection at both the shoulders and elbows; as well as a D3O back protector. A D3O chest protector can be added.

Rothewald Mini-ratchet set £21 | www.louis-moto.co.uk

The 26-piece Rothewald Mini Ratchet Set is small enough to fit under your seat or stow in your tank bag. This versatile ratchet and bit set is designed to cover a wide range of uses. Case contains: one reversing bit ratchet (52 teeth) with thumb-wheel, 1/4” adapter, magnetic bit holder, 6 hex sockets, 4 hexagon socket bits, 6 Torx bits, 3 Philips bits, 3 Pozidrive bits, slot bit. Dimensions of case (H x W x D): approx. 3.6 x 12.7 x 7.0cm.

Dainese Carve Master 3 jacket & trousers Jacket £550, Trousers £430 | www.nevis.uk.com

The Carve Master 3 Gore-Tex combo boasts soft, yet abrasionresistant fabric with abrasionresistant inserts across the most exposed areas. There’s a Gore-Tex waterproof membrane, a removable thermal lining, and strategically placed zipoperated air vents to make this an all-year-round kit. Protectors are as standard on the elbows, shoulders, hips and knees. And there are pockets for optional back and chest protectors. Both the jacket and trousers are available in men’s and women’s sizes.

Ducati Redline T3 trolley bag

Richa Airstream 3 jacket

£140 | www.nevis.uk.com

The R04D boots have a T-Dry waterproof membrane for riding in all conditions, along with an Ortholite footbed with long-term cushioning and high levels of breathability. The bycast shift pad and Groundtrax rubber outsole are ideal for sport riding due to their optimal stability, grip and traction on the footpegs and controls. Safety features include reinforcements on the toe and heel, D3O ankle reinforcements, and a gaitor to store the laces after fastening.

Arai RX-7V EVO helmet

Putoline E10 Fuel Fighter Additive

£20 | www.wemoto.com

Clarke Mechanics’ Seat £95 | www.machinemart.co.uk

The Clarke CMUS3 is a compact and robust multi-function seat, ideal for keeping tools to hand whilst working in a garage or professional workshop environment. The CMUS3 rolling seat offers the comfort of a soft and padded mechanic’s utility seat with the added convenience of three ball-bearing drawers, a fitted side tray, and three circular holders for aerosol cans or similar-sized containers. The seat has four swivel castors for manoeuvrability.

Givi XL01 Cargo bag

£100 | www.givi.co.uk

This bag is extendable from 15 to 20 litres, and designed for any touring or adventure motorcycle. It is adaptable to be attached to top-loading side cases complete with belt-strap loops, and to racks or passenger saddle. In addition, it has straps for attachment to the motorcycle; a top external pocket independent from the main space; an adjustable strap for carrying over the shoulder; and a handle for carrying by hand.

E10 Fuel Fighter is a powerful fuel additive. Specifically developed to protect the fuel system against the harmful effects of E10 fuels, which contain 10% bioethanol. E10 Fuel Fighter compensates for the adverse effects and prevents engine damage. The product has the following properties: protects the fuel system against corrosion; improves the lubricating properties; reduces internal friction in the engine; reduces fuel consumption; cleans injectors and valves; and ensures optimum combustion.

COMPETITION

Win this helmet

It’s our digital treasure hunt competition... and as usual we’ve got a top quality prize which must be won – a Royale Solid Retro helmet from our friends at GhostBikes.com worth just a penny shy of £150. All you have to do to stand a chance of winning is go on our digital treasure hunt! Six businesses have provided us with a question... just visit their websites, search for the answer, then fill in the form and return it to be in with a chance of scooping the prize. Once completed send the entry form to: MoreBikes August, Treasure Hunt Competition, Mortons Media Group Ltd, PO BOX 99, Horncastle, Lincs, LN9 6JZ Black’s Royale Solid Retro has just been launched on GhostBikes.com – it’s a new retro-style motorcycle helmet offering the rider a lightweight shell made of sturdy polycarbonate for both comfort and protection. The Royale Solid Retro is available in three colours – white, matt black or matt titanium – and features a removal peak, inner sun visor as well as a classy brown leather interior which gives it a luxurious feel that matches up with helmets costing far more. The manufacturer’s suggested retail price (MSRP) on this helmet is £149.99 with a current introductory price of just £99.99. For full specifications visit www.ghostbikes.com/5350-black-royale-solidretro-motorcycle-helmet.html Black specialises in a full range of motorcycle gear and accessories including motorcycle ramps and stands. The company’s philosophy is simple: Premium products engineered to last, at an affordable price point. To view the full Black range visit www.ghostbikes.com/brands-black/ ... to stand a chance of winning today, enter this great competition! ■ Entries must be with us by August 19, 2022. ■ Photocopies are accepted. ■ For full terms and conditions visit : www.mortons.co.uk/terms ■ The winners will be chosen at random and contacted

1. How many brands does Bike Treads stock?

Bike Treads – www.biketreads.co.uk

2. What is the on the road price of the Yamaha MT10?

Alan Duffus – www.alanduffus.com

3. Where is Beaky’s located? 4. How many years ago was Browns Motorcycles established?

Beaky’s – www.beakysmotorcycles.com Browns Motorcycles – www.brownsmotorcycles.co.uk

5. How much does a ZX636 2003 – 2004 big bore Moto GP exhaust cost? 6. Clean MyRide is a combined bike wash and... what?

A16 Exhausts – www.aa16.co.uk Clean my ride – www.clean-myride.com

TREASURE HUNT ENTRY FORM Title: �� First Name: ��

1. ...........................................................................................................................................

Last Name: �� Address Line 1: �� Address Line 2: ��

2. ........................................................................................................................................... 3. ...........................................................................................................................................

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Biker Friendly Guide

ou’ve been in the motorcycle equivalent of double hibernation... not just the usual winter inactivity, but also the Covid-enforced closures of so many favourite places. So now you want to be out and about, riding those roads, feeling your bike run beautifully and the bugs splat on your visor. On your own or as part of a group, it’s what we live for. We’re sure you will have your favourite route, but if you are looking for a few ideas on where else to go, what to do, where to chat to like-minded folk and perhaps just have a great brew at a place which guarantees a warm welcome, then these are the pages for you. You can always find some interesting roads to and from any of these great venues, and it’s also worth bearing in mind that when you get there, chances are you’ll find some fellow bikers keen to chat about your machine, your route... and share their own experiences too. As you can see from the map, there are cafes, bars and venues all around the UK which are perfect for a visit. So go on, support these venues which love their bikers... get out there and pay them a visit, you will not be disappointed!

7 4

KNOWLEDGE 37

Cost-effective

Classics MOTO GUZZI V 50 This is a middleweight Latin V-twin that won’t break the budget, according to Steve Cooper… WORDS: Steve Cooper PHOTOGRAPHY: Gary Chapman

Parts and Services ■ Allen’s Performance – 01949 836733 for Domino switchgear ■ Muzzi Moto – 01785 224444 or 07718 230289 for sales and parts ■ NBS – 01889 271818 or 07958 584889 for service and repair ■ Facebook Moto Guzzi V50 group ■ www.gutsibits.co.uk ■ eBay ■ Wemoto

38 KNOWLEDGE

USP: aka Unique Selling Point, Brand Identity, Corporate Image and much more are typical of how business subliminally imprints its products on our subconscious minds and Moto Guzzi is no exception. Even if the official logo is an eagle above the name, for most us it’s the unique profiles of that iconic engine that almost screams ‘Guzzi’! That singularly exclusive transverse, air-cooled, V-twin motor packaged between two wheels first saw the light of day back in 1964. However, the firm’s earliest dalliances with the arrangement go back a little further. In the mid-1950s the Italian Defence Ministry commissioned a small, goanywhere, light(er) weight tractor and the Moto Guzzi factory offered up a 3x3 trike tractor with caterpillar rear drives. Tucked away in the chassis was a V-twin 750cc motor mounted crosswise! Through the 60s, 70s and 80s the factory offered a range of V and T series machines from 750 through to 1000, all based upon the original design by Giulio Cesare and the subsequent revisions carried out by Lino Tonti. Moto Guzzi carved itself a serious niche with its long-legged, shaft-drive machines, but there was only one problem – they were physically BIG! Having been subsumed into the De

Tomaso Industries’ empire in 1973, the boss man Alessandro took a very keen interest in market changes and commissioned Lino Tonti to draft plans for a middleweight twin. The wily Argentinian could see that there was an opportunity to take sales from its Japanese rivals by offering a smaller, lighter, lower-capacity motorcycle that still extolled all the virtues of the big V-twins. Work began in 1975 and just one year later the covers were pulled off the V35 and V50 at the Cologne Motor Show. The press and public alike were captivated.

What to buy and how much to pay The single biggest issue with any 350/500 is the electrics – de Tomaso went penny pinching in the sparks department! Avoid any project examples that are flagged up as having… a minor electrical issue! The trade (and most previous owners) don’t hold the four-valve 350s in high esteem. One dealer has even gone on record stating they are pure poison so don’t say you’ve not been warned! Any of the two-valve versions will be fine and they’re seriously unlikely to break the bank even if they need a little TLC by way of recommissioning. Arguably, the 350 is a little underpowered but they’re often cheaper so if you’re on a tight budget then the V35 Mk.III we recently spotted could be a good buy. Advertised at £1900, we reckon you could happily walk away

with it from as low as £1600 and spend the difference on a fresh battery and some new brake hoses. If factory customs are your thing then £2500 will get you a very decent V35 Florida all ready to go. V50s tend to command a little more; at the top end a low-mileage V50 Monza with good unmarked plastics and decent clocks could be yours for as little as £3750. Project 500s can start at £750 and just about touch £1300, but you’d need to know what’s what before parting with your money. That said, we’ve spotted several runners for £1500 that just need some love and attention. If we were buying we’d be looking for a non-faired V50 that’s seen regular use and pay around £2500 for a wellmaintained example.

With the Mandello de Lario factory almost at full capacity, De Tomaso invested in new machine tools from America and set up new production lines in southern Milan in what had been the old Innocenti and Lambretta plant. Bikes began to be rolled out to the trade ready for the 1977 model year and proved to be an instant success both on the home market and abroad. The V35 350 might have seemed an unusual choice from a UK perceptive, but the bike was key to the Italian domestic market where it enjoyed a tax advantage. In a protectionist move by Italian officials, homemade 350s were able to significantly undercut imported machines – De Tomaso rarely missed a trick. Outside of Italy the 500 proved to be a big seller where its low mass and almost minuscule proportions won instant sales. Favoured by smaller riders in general and ladies in particular, the willing nature of the motor, its sweet-handling chassis and good, all-round manners made it an unqualified success.

KNOWLEDGE 39

Faults and Foibles 1. DRIVE SHAFT

If the universal joint on the drive shaft lets go it can take out the gearbox casing; always worth examining when buying. Check for vibration and/ or notchiness when the bike is on the centre-stand; worth physically examining.

2. TIMING CHAIN

Worn timing chain wear can be an issue and may be difficult to source on some models.

REAR BEVEL-BOX

3. VALVE AND HEADS

Requires SAE 140 for longevity; agricultural suppliers normally have this viscous hypoid oil in stock.

V35 four-valve heads WILL let go between 10-15,000 miles and cracked heads are endemic. V50 II models can stretch valves so look out for reducing tappet clearances.

CHARGING/IGNITION

Here we go… alternator rotors fail; wiring harness very poor quality; early models with Bosch BTZ ignition requires entire rotor/alternator removal to adjust timing. Later bikes reverted to points.

4. ENGINE

Tough and reliable if serviced properly – it’s a simple engine and not too stressed.

5. GEARBOX

Always best when fed SAE 80w/90 gear oil.

SWITCHGEAR

Horrendous quality when new and best replaced now with Domino brand that accurately replicates the OEM functions and locations.

1 2 5

“If you’re after a classy middleweight that’s not like everything else, has some style about it, is uncomplicated to ride and easy on the wallet, then a small block Moto Guzzi might be the perfect antithesis to a UJM” Even the familiar bogey of the shaft drive and its renowned sensitivity to downward gear changes seemed less of an issue with the smaller machines. Lino Tonti’s basic design would go on to run well into the mid-1980s in a range of guises from the original, standard, naked roadsters through to Le Mans-esque Imola variants and the almost inevitable factory custom versions. And to ensure that all bases were properly covered there were even off-road, enduro-style, versions. So successful and influential was the design that it swiftly morphed into

TECH SPEC MOTO GUZZI V50

Engine type: Air-cooled, four-stroke, V-twin Capacity: 490cc Bore x Stroke: 74mm x 57mm Compression Ratio: 10.8:1 Claimed power: 48bhp @ 7500rpm Torque: N/A Ignition: CDI Carburation: 2 x VHB 24F Dell’Orto Transmission: 5 speed Brakes: 2 x 270mm discs (F) Single 220mm disc (R) Tyres: 3.25 - 18 (F) / 3.5 - 18 (R) Dry weight: 152kg /335lb Wheelbase: 1405mm (55.3in) Length: 2055mm (80.9in) Width: 685mm (27in) Fuel tank capacity: 3.5 gallons (16 litres)

a very potent 650 which would later go on to donate its architecture to the later 750+ models in what was a major overhaul for the larger-capacity V-twins. Four decades on and the smaller Guzzis have become something of an overlooked, hidden treasure. Typically, in the UK at least, it’s the bigger Mandello muscle that gets all the attention… which might not necessarily be a bad thing. The smaller Guzzi twins offer a very authentic Italian, Moto Guzzi, experience but without the twin penalties of mass and expense. Electric starters come as standard, ditto high-end handling and, possibly factory custom versions aside, they’re all good-looking. Good handling comes as standard and the motors are strong pieces of kit unless they’ve been outrageously abused. If you’re after a classy middleweight that’s not like everything else, has some style about it, is uncomplicated to ride and easy on the wallet, then a small block Moto Guzzi might be the perfect antithesis to a UJM. Even better in a world where Fizzies can go for £6000 or more you will be unquestionably quids in. Our thanks to Phil Smith for access to the V50 in camera.

V65: The next step... The Moto Guzzi V50 effectively threw the company a lifeline. Even if the bigger V-twins were strong sellers they weren’t necessarily making a lot of cash. The half-litre twin and its smaller brother had clearly demonstrated that there was both market and scope for variations on the transverse V-twin theme. The year 1984 saw the V65 break cover, neatly pitching it above the V50, yet below the Le Mans and 850T series. The V65 was created by increasing bore and stroke; in this instance adding six millimetres to the diameter and seven to the crank throws with a gentle reduction in the compression ratio. A pair of 30mm carbs ousted the 24s; both gearbox and final-drive bevel-box got updates to handle the extra ‘urge’; wheelbase grew by 50mm. The bike proved to be a relatively popular

development of the small V50 and, much as expected, Moto Guzzi rolled out numerous variations of the theme. The bike appeared in naked roadster format. There was a faired, touring V65SP version and a V65TT trail iron aimed fair and square at BMW’s 80 G/S. There was also a super-sleek looking V65 Lario with later le Manstype styling and four-valve heads which, just like the V35 before it, soon fell out of favour. High revs caused flexing in the valve train, which then dropped valves and destroyed pistons. Lessons finally learnt, the factory swiftly reverted to twovalve heads and eventually produced the V75 from the 650. From there the so-called ‘small block’ motor would go on to be the blueprint for all future V-twin developments. Needs the right oil to be looked after! Not your normal ‘UJM’ set up...

WATT BIKE 41

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 pedalecs 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 petrolpowered 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

There are a few different ways to charge your motorcycle or scooter, but it all depends on the adaptors

that come with your choice of ride. 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). ✶

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

A great start as CFMoto’s modular chassis takes shape A leaked patent has given the world a glimpse of CFMoto’s new modular electric motorcycle, which could become the basis for a whole range of models. A more in-depth look at its 300GT-E Chinese police bike has revealed that CFMoto’s been very clever about how it’s

Langen’s electric future

designed its electric machine. The structure underneath can be tweaked to suit virtually any type of bike. Basically, the batteries are stored in a central section that doubles as the bike’s main structure, and subframes can be bolted on to the front and rear to suit the final bike’s intended style. Clever, right? Harley-Davidson’s actually done something similar with its new LiveWire Arrow. The central battery structure hasn't been designed inhouse. It’s been bought in from Blue Stone New Power, which does a load of clever battery-based stuff under the NUPO name. In this case it’s providing a 10.5kW electric motor which is capable of offering peak power of 16.5kW (22.5bhp) and ‘rated’ power of 10.5kW (14bhp). With a suggested top speed of 75mph and peak torque of 40lb-ft, it should be plenty punchy, despite its police bike proportions and 225kg weight. It’ll be very interesting to see what electric bike comes next from CFMoto, but there’s no doubt the 300GT-E looks like a great start..

Langen Technology has just announced that it’s developing a new modular battery system. You’ll likely have never heard of Langen Technology before, but the name probably sounds familiar. That’s because it’s a spin-off from the guys at Langen Motorcycles, which recently released a limited run two-stroke cafe racer that’s built and designed in the UK. Despite the two-stroke special seeming to take priority, the guys at Langen have actually been developing the technology for the past three years – and have even had a running prototype on the go for around a year. The battery technology they’re developing is a novel idea. Essentially it features a series

of modular honeycomb-shaped batteries which are added or removed depending on whether you want more range or a lighter bike. Getting into specifics, the 10kg PowerPOD is a 1.7KwH battery which Langen reckons has a 20–30-mile range on its own. That means if you stack them up, you’ll be able to increase the range incrementally. And if you need to top up, you can just pull one of them out and replace (or charge) it. We think it’s a really interesting idea, and with Langen already running a working prototype based around a trail bike chassis, maybe it won’t be too long before we see this technology on a green lane.

CUTTING CARBON FOOTPRINTS WITH CAKE While this isn't strictly battery-powered news, the story is centred around one of the coolest electric manufacturers in the game: Cake. The Swedish e-bike firm is looking at replacing plastic parts with paper as part of its quest to reduce its

impact of the environment. Paper in place of plastic? Sounds ridiculous, right? But it's not. The company has joined forces with its compatriots at PaperShell AB – a startup which is working on turning paper

into a durable, wood-like material that can be moulded like plastic – and Cake wants to use it on its bikes to minimise, and potentially even replace, less environmentally friendly materials on its bikes.

Cake plans to use these components to develop a bike with the smallest possible carbon footprint by 2025. What that means remains to seen – but we’ll be keeping a close eye to see how it develops.

42 FIRST RIDE: SUPERSOCO CPX

FEELING SUPER Is SuperSoco’s CPX really super? Or does the batterypowered scooter still have a long way to go before it can compete with the conventional competition?

WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman I’ve spent a good amount of time on electric machines over the last few years. I’ve ridden the expensive stuff, I’ve ridden the cheaper stuff, and generally, I’ve been pretty impressed. And yet, there’s been a lot of derision from ageing motorcycle and scooter riders about our imminent electric future, and while concerns about infrastructure and energy consumption are entirely valid, that’s no reason to dismiss an entire category of machines right off the bat. After all, they’ve got two wheels and a motor, so they can’t be all bad. Whatever your opinion, electric is here to stay – and as a result there’s an ever-increasing abundance of choice depending on your budget. On one

side you’ve got brands like Energica, who are building high-end, raceready motorcycles that’ll set you back close to £30,000. And on the other you’ve got a selection of commuteroriented, small-capacity machines that won’t break the bank. That’s where Super Soco comes in. Back in 2017 we tested Super Soco’s TS1200R, after the crowd-funded electric motorcycle made it over to British shores after a successful introduction in its native China. It wasn’t the quickest thing in the world and the suspension was fairly unsophisticated, but overall it was a top bit of kit, proving lightweight, agile and punchy enough to hold its own in towns and cities. That was five

years ago, and in that time Super Soco’s released a varied range of electric machines, including this, the CPx scooter. For a small step-through scooter built to a budget, it’s pretty sharp (in a utilitarian kind of way) with reassuring build quality to match. It’s got everything you’d expect from a commuter scooter, including a rear rack; well-sized windscreen; small compartment up front; USB charge point; and a keyless ignition (which offers the option to alarm the bike with the press of a button). Its LCD dash is a fairly simple affair, but it displays all the information you’ll need, including battery status; range remaining; speed; rider modes; temperature; and time. There’s even a reverse button. There’s also a Super Soco app for your smartphone which allows you to track your route, diagnose issues, and check the scooter’s battery status. Clever stuff. With similar performance to a petrol-powered 125, the CPx will top out at around 55mph, but it gets up there pretty quickly, thanks to plenty of power and torque available from its 4.8kW motor. It has no trouble getting the jump on traffic; it’s got enough grunt to dive out of junctions into traffic; and it’ll just about hold its own on all but the fastest of A-roads. Admittedly, it’s much, much happier cutting through traffic in towns and cities, but if you have to head up bigger roads as part of your journey, you can rest easy knowing that you’ll

FIRST RIDE: SUPERSOCO CPX 43

not be much worse off than you would be on a petrol-powered 125 scooter. The suspension set up is adequate but not especially sophisticated, with 31mm telescopic forks up front and a monoshock at the rear doing their best to soak up lumps and bumps out on the road. The 16-inch front and 14-inch rear wheels come kitted out with Michelin City Grip 2 tyres, which do a decent job of maintaining grip, while the 240mm front and 180mm rear disc brakes do a good job of pulling the scooter to a stop. One positive for the Super Soco is that unlike many other cost-effective electric commuters, the brakes don’t cut the power. That means you can brake into corners and perform tight turns in town without being caught out by the motor going limp. It handles surprisingly well. It’s a scooter, so you shouldn’t expect big lean angles and top levels of performance, but it’s agile, easy to turn and stable in the corners. The only real criticism is that the centrestand is a little too easy to make contact with the Tarmac when you’re flicking it from side to side, even at slower speeds in and around town. Although, finding the positives, it does help to make sure people know that you’re there… We spent time on the flagship CPx, which comes with two removable batteries rather than one. You’ll pay

TECH SPEC Super Soco CPX

Motor: Air-cooled 4.8kW electric motor Power: 5bhp Torque: 34lb-ft Top speed: 53mph Frame: Tubular steel Suspension: (F) 31mm forks, no adjustment (R) Monoshock, adjustable preload Brakes: (F) 240mm disc with linked threepiston calliper. No ABS (R) 180mm disc with two-piston calliper. No ABS Tyres: (F) 100/80-16 (R) 110/80-14 Seat height: 760mm Weight: 146kg Warranty: Two years

for the privilege, though. The single battery CPx comes in at £4499, while the dual battery model costs £5499. What that actually means is that you’ll get double the range for an additional £1000. More specifically, you’re looking at around 40 miles from the single battery and around 80 miles from the double. Of course, those figures will change depending on how you ride it. I’ve been pushing the scooter to its limit, flying around with the throttle pinned, and I’ve managed to get 60 miles from a single charge. Equally, I’ve spent time using it exclusively around town and I’ve managed to eek out 100 miles from a single charge. I think that’s fairly respectable, and should be more than enough for most people. When the batteries do run out, you’ve got a

couple of options for charging. You can either plug the bike directly into a conventional plug socket, or you can remove the battery (or batteries) by popping the seat open, flicking the

kill switch, disconnecting them and plugging them in. It’s nice to have the option, and if you’re living in the city and leaving your bike out on the road, you’ll likely appreciate the fact that you can whip them out and take them indoors to charge up. It’s worth mentioning that each battery takes around three hours to charge. That means you can easily charge the two batteries from flat overnight. That works for me, so I expect it’ll work for other people, too. There’s no doubt that the Super Soco CPx is a very capable little scooter, and with the two-battery set up offering a potential 80-mile range, I’m confident that it would be a really usable bit of kit for plenty of commuters who can easily avoid bigger, faster roads. If I lived in the city, I’d have one. It’d definitely beat squeezing on to the bus with everyone else, and it’d probably work out cheaper in the long run, too. That’s a win in my book.

TEST RIDE: HONDA ADV 350 45

Honda’s reworked its rugged X-ADV into a smaller and easier-to-manage package based around the engine from its Forza 350 and SH350. Could the ADV350 be about to make adventure motorcycling even more accessible? WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman

46 TEST RIDE: HONDA ADV 350 The screen offers 133mm of travel across two stages and is very easy to use – although you’ll need two hands to adjust it

There’s a handy little cubbyhole up front which has a USB-C charger tucked inside, perfect for stashing your phone and keeping its battery topped up

A scooter might not exactly be your first port of call if you’re in the market for a new ride that’s happy on both Tarmac and trails, but Honda’s carved out a little niche for itself in the ever-popular adventure motorcycling segment in recent years. Honda’s got a solid base to work from. Its mid-capacity scooters are renowned for their capable performance and exceptional build quality. While its half scooter, half adventure bike, the X-ADV has proved itself a big success since its release in 2017, with a healthy 44,000 of the things sold up until the end of 2021 (and it was actually Honda’s bestselling bike last year, too). That’s why it should come as no great surprise that the Japanese factory has decided it’s time to introduce a smaller,

more affordable and learner-licence friendly machine into its extensive range of scoots and bikes. And here it is: the ADV350. With similar styling to its bigger brother the X-ADV, the ADV350 looks rugged and purposeful. The twin dual LED headlights hint at its connection to Honda’s CRF range of dirt-friendly machines, while a selection of trick bits that help make it stand out from your typical scooter, including a manuallyadjustable windscreen; 42 litres of underseat storage (and a small glovebox which contains a USB-C charger); an LCD dash which links up to your smartphone; and a Smart Key (which can be paired with Honda’s aftermarket luggage system). Hinting at its off-road credentials are some long-travel Showa suspension at the front and rear, and a set of blacked-out spoked cast wheels which come shod with Metzeler Karoo Street tyres. So far so good, right? It’s a nice place to be, too. The comfortable seat height is an easyto-manage 795mm, which allows me to get both feet planted firmly on the floor; the bars are suitably wide; there’s some feet-forward boards for stretching your pegs out on those longer slogs; and the various menus and settings are easy enough to manoeuvre through using the suite of buttons on the left-hand switchgear. Speaking of which, Honda’s kept things surprisingly simple on the electronic rider aids front. The ADV350 is equipped with two levels of Honda Selectable Torque Control. That’s it. There are no rider modes which can be further tuned in hundreds of different ways. There’s

just one button which allows you to choose full traction, half traction, or turn it off. Easy. Getting into specifics, the system works to detect any difference between front and rear wheel speeds, calculates the slip ratio, and then controls engine torque (via the fuel injection) to regain rear wheel traction. It works well. The ADV350 is powered by Honda’s twist-andgo 330cc enhanced Smart Power+ SOHC four-valve engine. The tried and tested unit kicks out peak power of 29bhp, peak torque of 23lb-ft and has a top speed of around 95mph. While not exactly remarkable, performance is spritely enough with plenty of punch to get the jump on traffic at the lights, hold your own with fastmoving traffic, and sit at motorway speeds without any apparent strain or stress. It’ll manage overtakes, too, though you’ll need to be a bit more considered than you’d typically be on a bigger, quicker machine. It really is very easy to get on with, thanks in part to its automatic CVT gearbox (which is noticeably smoother than the DCT number fitted to the X-ADV). Braking is looked after by Nissin callipers which grab a single 256mm disc up front and a single 240mm disc at the rear. They’re decent, although you’ll need to be quite firm to haul the 186kg scooter to a halt in any sort of hurry. There’s the usual two-channel ABS (which kept out of the way during our time together), and it also comes equipped with Honda’s unique Emergency Stop Signal system, which activates the rear indicators when you’re really hammering the brakes and lets other road users know to keep their distance.

TEST RIDE: HONDA ADV 350 47 TECH SPEC HONDA ADV350

Slimline handguards are a nice touch, although they don’t offer a huge amount of protection from the elements Suspension comes in the form of a set of motorcycle-style 37mm USD forks at the front (with 125mm of travel) and a pair of twin remote reservoir shock absorbers at the rear (with 130mm of travel). They’re excellent, working well with the Metzeler tyres to keep the ADV planted and assured in corners. The ride’s a little too firm from when you’re trying to make swift progress on really rough roads, but compromise is always the name of the game in adventure motorcycling (or scootering) when you’re trying to balance both road and off-road ability. And how does it go in the dirt? Honestly, a lot better than I thought it would. Admittedly, my expectations were very low – and while it might only be any good on fairly tame trails where the going is easy and the terrain dry, I did take it right out of its comfort zone down boggy byways and overgrown green lanes and it churned its way through the lot without too much trouble (aside from a bit of slipping and sliding as a result of its road-leaning rubber). The fact that it’s big and wide with its weight nice

Engine: 330cc liquid-cooled single Power: 29bhp (21kW) Torque: 23lb-ft (31.5Nm) Frame: Tubular steel Suspension: (F) Showa 37mm USD forks non-adjustable (R) Showa non-adjustable twin shocks Brakes: (F) 256mm disc with two-piston Nissin callipers. (R) 240mm disc with single-piston Nissin calliper Tyres: (F) 120/70 x 15 (R) 140/70 x 14 Seat height: 795mm (31.2 inches) Weight: 186kg (410lb) Fuel tank: 11.7 litres (2.57 gallons) Fuel consumption: 83mpg (3.36 l/100km) Warranty: Two years Price: £5,599 Contact: www.honda.co.uk

and low down helps it to feel planted, although I will say that the standing position did feel a little cramped for my lanky 6ft 1in frame. Smaller riders would no doubt get on a little better, but I just ended up sitting down most of the time. Should you buy one? If you like scooters and you like adventures, then it’s a no-brainer. If you like two-up touring with the option to go off-the-beaten-track then it would be perfect for you, too. And if you’re a more ‘traditional’ adventure motorcyclist who fancies something a bit different, the ADV350 could be well worth a look. It’s a Honda so it’s very well put together and it’s an automatic twistand-go so it’s very easy to ride (and there’s no chain to maintain either). It’s capable and comfortable with good fuel economy and plenty of storage. There really is a lot to like about the ADV350. It is slightly let down by the lack of bash plate and the fact that you can’t tweak the suspension settings, but then again, it’s been built to a price. A price that’s pretty damn competitive.

STORAGE

There’s an ample 48 litres of underseat storage, which is plenty of space for a full-size lid and a smaller jet or open face helmet. There’s also a 2.5-litre glove box on the left-hand side of the front fairing.

TECHNOLOGY

It might not be as electronically equipped as the current crop of big adventure bikes, but the ADV does get an LCD dash, a Smart Key and the Honda Smartphone Voice Control system (which allows you to manage phone calls and music while you’re on the move). There’s also a decent level of electronic rider aids to keep you in check on (and off) the road.

SUSPENSION

To handle the rough stuff, Honda’s kitted out the ADV350 with Showa springs at the front and rear which offer a plentiful 145mm of travel. The only disappointment is that they’re non-adjustable.

WHEELS

ENGINE

The tried-and-tested Forza-derived 330cc single cylinder motor kicks out an A2-licence friendly 29bhp and 23lb-ft of torque. It has enough punch to reach speeds in excess of 90mph (although it’ll take a bit of work to get there).

The 15-inch front and 14-inch rear spoked cast wheels come kitted out with a set of Metzeler Karoo Street rubber. They offer a decent compromise between outright road performance and offroad potential (although I wouldn’t fancy taking them on anything too slippery).

48 PRODUCTS

SPECIALIST SPOTLIGHT: TUCANO URBANO Although it might be best known for its stylish gear that’s commonly worn by city commuters, Tucano Urbano’s got a whole host of gear to keep bikers and scooterists alike warm, dry and well-protected. Established in Milan in the late ’90s, Tucano Urbano embodies urban-contemporary clothing and accessories for motorcyclists and scooterists with its Italian flair for metropolitan style, the creativity of an original product and an innovative approach to maximising practicality when on two wheels. Arriving at the two-wheel scene with the introduction of the Termoscud®, the original leg cover, in 1999, Tucano Urbano finally found a solution to a comfortable ride, even in winter months, without the need for bulky winter kit or the need to check the weather report before every ride. Since then, Tucano Urbano has applied its innovative approach to life on two wheels to every product, creating a line-up of clever solutions including heated kit, super-compact rainwear, and versatile apparel that can be worn both on and off the bike. More model-specific designs and design improvements such as thermal control, anti-theft and smart holder

systems were introduced, using materials and systems to ensure the rider stays warm and dry, such as Hydroscud® and Windbreaker fabrics. Tucano Urbano’s Reflactive® system gives visibility on-demand with retractable reflective panels that can be exposed in poor visibility or low-light conditions, or hidden under the collar, cuffs and hood. Tucano Urbano expanded its operations outside of Italy but stuck to its urban rider’s core market, using modern technology paired with quality materials and an abundance of creativity to create functional yet stylish clothing. Research & Development and design is all done in Milan, ensuring Italian flair is core to every product,

and the Italian brand’s two new offf-shoots: TU Bike, the new range for urban cyclists, and T.ur, designed specifically for touring and off-road riders. This means the original brand can stick to its chosen market, giving other riders their specialist kit and brand identity. In 2021, Tucano Urbano was acquired by the Mandelli Group. Mandelli was already involved with several companies in the motorcycle sector (such as Dellorto, Magneti Marelli and Oxford). This gives Tucano Urbano support to further expand and develop its range, such as the Airscud Airbag vest (developed in conjunction with In&motion), an innovative vest that can be worn over or under existing clothing, or by adding sleeves, can be converted into a stand-alone jacket.

PRODUCTS 49 What are Hydroscud and Windbreaker?

What does it cost?

HYDROSCUD is a registered system that guarantees waterproofing and breathability. 100% waterproofing against rain is guaranteed either by an inner membrane or the use of coated fabrics together with a water run-off flap and taped seams. Breathability is ensured, thanks to the membrane and aeration systems. WINDBREAKER is a technical material that blocks 100% wind whilst ensuring maximum breathability in extreme weather conditions. Combine these to form a complete barrier against cold air which still allows the skin to breathe, keeping the rider warm, dry and comfortable over long periods.

Tucano Urbano has an extensive range of motorcycle and scooter clothing and accessories. Starting with its original leg covers, there are tailored options to fit a full range of modern and classic bikes. The Termoscud (scooter leg cover) starts at £109.99, whilst the Gaucho (motorcycle) starts at £129.99. Handgrip covers start at £42.99 for toasty fingertips! CE-approved jackets in the current Spring/Summer 2022 collection range from the £99.99

TEXWORK 2G jacket – a classic biker textile jacket – to the touring laminated GULLIVER 2G jacket at £249.99. Classic motorcycle leather jackets are available for £299.99, and there are also ladies’ options. With a full line-up of gloves, from leather to textile, summer to winter and fingerless and heated options, Tucano Urbano caters for every rider and range from RRP £26.99 to £74.99, plus heated options from £134.99.

TRIED AND TESTED Network 3G mesh jacket £119.99 / Bob Pickett

When the temperature really climbs (and it does, even in the UK), conventional kit struggles to cope (vents give a lot of assistance, but only work so far). The answer: a mesh jacket; still gives protection but allows a level of airflow nothing else can match. Tucano Urbano’s solution is the Network 3G. CE/UKCA EN17092 certified (Class A), featuring EN1621–1 CE shoulder and elbow armour (with a pocket for back armour - an additional £35+VAT) plus high-tenacity Polyester Oxford inserts. It has reflective strips on the back below the mesh with adjustments on hem, sleeves and cuffs. Sticking with the practical, the Network 3G has a central zip with fuel tank anti–scratch double flap, different sized inner and outer pockets and extra large back pocket. I don’t know if it is me, but all mesh jackets remind me of the kind of uniform worn by the ruling body’s troops in 1970s/80s UK Sci-Fi series! The Network 3G is no different, but then you don’t see it when it’s on. On, it works very well. The body mesh you expect to work well, but I was so surprised by the sleeve mesh; it was so effective my arms felt cold initially. A concern with mesh jackets is, will the armour stay in place if the worst happens? With the jacket being a loose fit, the worry is it will move round the arm. The armour on the Network 3G stays nicely in place on the move, so I’m happy it will be where you want it if you need it. Not coming with the back armour is a pity, but to keep the retail price down there has to be a shortcut somewhere. It’s really comfortable to wear. Being so light, you hardly notice it’s on. The cut allows for a wide range of movement without making the jacket ride up. The number of pockets is often another issue with this type of jacket, but the Napoleon pocket is just right for a wallet, and the two outer zippable ones are large enough for a mobile phone/couple of sets of keys. Inside there are two large ones, but they’re done up with poppers so I wouldn’t use those for items I really want to keep secure. When the temperature rises, definitely consider the Network 3G. Rain needs to be borne in mind, but you’ll be cool and protected.

Where is it? Tucano Urbano is still based at its original home in Milan.

Get in touch

You can order from the website (www.tucanourbano. com), or via a vast dealer network across the UK: https://www. tucanourbano.com/en/ sp/corporate/shops

50 AT A GLANCE TECH SPEC Benelli Leoncino 800 (2022)

Engine: 754cc liquid-cooled, in-line twincylinder, four-stroke Power: 75bhp @ 8500rpm Torque: 67Nm @ 6500rpm Chassis: Trellis steel tubes Suspension: (F) Upside-down Marzocchi fork with 50mm tubes, adjustable in rebound, compression and preload, 140mm travel. (R) Aluminium rear swing arm with central shock absorber spring preload and hydraulic rebound adjustable Brakes: (F) Twin semi-floating disk 320mm, mono block radial calliper 4 pistons and ABS (R) Single disc 260mm with double piston and ABS Wheels/Tyres: Aluminium alloy/ (F) 17in x MT3.50in (R) 17in x MT5.50in Wet Weight: 222kg Fuel capacity: 15 litres Seat Height: 805mm Contact: www.benelli.co.uk

Following the success of its A2 licence-friendly retro-ish roadster, the Leoncino 500, Chinese-owned Italian factory Benelli has just released a new, more powerful version of the same bike. Here’s what you need to know.

£7499 + OTR

We’ve spent a fair bit of time on the various incarnations of the Leoncino 500 over the last few years. It always impressed, offering plenty of thrills without breaking the bank. The 800 looks as though it’s following the same formula – though its seven-and-ahalf grand price tag does put it in more direct competition with some top bikes from some of the biggest names in the game. The beating heart of the Leoncino 800 is a 754cc, liquidcooled, four-stroke, twin=cylinder engine – the same one that powers its 752S naked sportbike. It’s Euro 5 approved and offers a respectable (but not earthshattering) 75bhp and 67Nm of torque. They’re similar numbers to the rest of the middleweight naked bikes currently in production… so far so good. Elsewhere, there’s decent specification upside-down Marzocchi forks with 50mm tubes and 140mm of travel up front (which are rebound, compression

and preload adjustable). At the rear there’s a swingarm with central monoshock (which allows you to adjust spring preload and rebound damping). There’s even a Brembo braking system in the form of double 320mm diameter semi-floating discs gripped by four-piston radial-mount monoblock callipers up front, and a 260mm diameter disc gripped by a double-piston calliper at the rear. It might not be the best set up from the brake specialist, but Brembos are still Brembos, and there’s no doubt nice to have such refined equipment as standard. It also gets 17-inch aluminium alloy tubeless spoked rims, with 120/70-17 and 180/55-17 tyres, and even better is the sizeable 15-litre fuel tank. We’re going to be riding the Leoncino 800 in the coming weeks, so if you want to find out even more about the bike, be sure to pick up the next copy of MoreBikes.

52 VJMC – ‘The home of the Japanese classic’

The arrival of a new force WORDS: Steve Cooper PHOTOGRAPHY: Mortons Media Archive

The year 1998 has probably gone down as one of Honda’s most dominant years and for good reason – the firm pretty much mopped up the vast majority of points available by taking the top five places in the championship race. Honda’s star was definitely in the ascendant and, quite rightly, most people expected them to humiliate Yamaha and Suzuki. However, what no one was

expecting was the upset that came at the opening race of the season and had the potential to disturb the established order of things. Outgoing 250cc world champion Max Biaggi had been signed up to ride in the Kanemoto Honda team on a satellite NSR500 which would, potentially, threaten the status quo within the Repsol Honda outfit which was, in effect, an HRC organisation in all but name. Biaggi had some good history with the Honda factory, having ridden for Erv Kanemoto’s 250 GP team throughout much of the 90s. Previously, Biaggi had taken

three successive 250 titles with Aprilia (1994-1996) before signing up for Honda and Kanemoto’s 250 team where he took another 250 crown in 1997. Such was the relationship between the Italian rider and Japanese guru that it was almost a given there would be an assault made on the premier crown. The Honda factory, with Repsol finance, had put together a stunning team with Mick Doohan as the lead ride followed by Japanese rider Tadayuki Okada. Due to the Spanish oil company’s financing of much of the season, two home-grown riders would form the other half of HRC’s efforts – Àlex Crivillé and Sete Gibernau both had the potential to be winners. Quite what The Big Aitch thought about Max Biaggi isn’t really clear but it’s doubtful anyone expected the ‘Roman Emperor' (as he was soon to be known) to upset the predicted order of things quite so much. The season’s opener was on home territory at Suzuka, Japan, and in Biaggi’s first premier race he qualified on pole, took the ultimate lap record and then went on to win the race – no one was expecting that… other than Mad Max, of course! Arguably, Mick Doohan’s retirement from the race might possibly have gifted the Italian the winner’s laurels but no one really thought that the wild boy from the 250s would have carried out such a

devastating first mission. Over the rest of the season Doohan would regain momentum and take eight class wins to amass 260 points despite a pair of DNFs at the Madrid and Czech GPs. Repsol and HRC probably had great hopes of Àlex Crivillé and Sete Gibernau and they acquitted themselves well, attaining third and fourth spots respectively in the world ranking. However, it was Max Biaggi who took the runner-up spot with a very creditable 208 points to Doohan’s unbeatable 260. Much of Biaggi’s success came down to sheer talent, ability and an amazing sense of self-belief for which he’s sometimes perceived as arrogant. However, the guy was also the master tactician and made some hugely strategic tyre choices for that epic win. Sadly, 1998

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was the Italian’s only season with The Big Aitch and the following year he was riding for Yamaha. There’re lots of half-truths and rumours as to why the split occurred but not a lot of hard facts, apparently. That said, Honda’s grandees must have felt more than a little concerned that their former 250 champion had come rather close to winning a 500 championship at his first attempt and was now piloting the opposition’s machinery! 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,10am4pm (please leave a message)

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For Sale

BMW F800GS 2008, very well sorted, many extras, full BMW SH, 37,624 miles, Sunset yellow/ black, full BMW documented service history, Owners Manual, supplied from new and with full BMW dealer service history, by BMW York, fitted with Hyperpro 50mm shorter springs front and rear, original springs included, £4950 Email. glenn.morris@ btinternet.com

BMW R80RT 1990, blue/black, 28,600 miles, good condition, tested, h/grips Krauser panniers, top box included, stainless silencers, £3000 ono Tel. 01709 578970. South Yorkshire. BSA SUPER ROCKET red, 1960, original condition, unrestored, 18,000 only full history, buff logbook, + V5C, £8000. Tel. 07821 113462. Derbyshire.

BULTACO SHERCO 1990, 250cc, trials, which has had full engine rebuild and not used since, it’s in lovely condition, £1500 collectable, consider p/x road bike Tel. 01743 860362. Shropshire. HONDA ST1300 Pan European wind screen blade for 1300 Pan European very good condition, £50. Tel. Paul 01516 788883. Wirral.

CCM SPITFIRE SCRAMBLER 2018 only 2600 miles with full CCM service history, over £3000 of factory fitted extras including full carbon pack, full aluminium billet pack, gel seat, stainless steel radiator and headlight guard, biketrac security tracker and many more, £8995 Tel. 07400 362382. Leics.

DUCATI HYPERMOTARD 821 beautiful, 2013, with only 4200 miles on the clock, recent complete retune & service, new rear tyre & battery, brand new MoT, starts & runs perfectly, no marks or scratches, black with red trellis frame, £6450 Email. john.botley@gmail.com DUCATI ST4 916, 202, needs finishing, V9 powerful, engine gearbox, red paint very good, shorter end cans, not used since last MoT 16 months ago, uprated h/bars & levers converted twin headlights, all original part except belly pan, some service history, really superb bike, very easy to finish, £1200. Tel. 01785 248392. Stafford.

HONDA CB900 2007 F5 Hornet in red, extras include heated grips screen and radiator screen, 21,000 miles with full service history, 2 keys owners manual and service book present, excellent condition throughout, very clean bike, 12 months MoT, £4250 Tel. 07756 348249.

HONDA DAX ST70 1978, this lovey little bike is looking for a new home as I’ve moved & not much space, MoT & tax exempt, has been serviced & you can see by the photo, very nice original bike, do have old MoTs & paperwork, can arrange delivery, £3250 Tel. 01453 546366; 07706 865045.

HONDA DEAUVILLE 2011, 20,000 miles, MoT Jan 2023, fsh, wide panniers, heated grips, front fender ext, windshield ext, new tyres, new battery, genuine reason for sale, £3250 Tel. Roy 01302 340181. South Yorkshire.

HONDA MAGNA 50cc, 1995, classic cruiser style, very rare, only 6000 kilometers, super condition, 95% original, recent battery change, 3 keys, two owners since 2009, attractive show bike, asking price £950 - £1000 Tel. Derek 01253 777686. West Lancs.

HONDA SH125 scooter, 2013, 10,000, full Honda service history, MoT March 2023, very good condition, silver, topbox, mature owner for eight years, unmarked, £1650 ovno Tel. 01743 614823. Shrewsbury.

HONDA CB250W Nighthawk, 1998, low mileage, long MoT, lots of new parts fitted, full V5, recent service, dent in fuel tank, few scratches, ideal winter hack, £800 may accept an offer Tel. 07854 053738. Worcestershire. HONDA NTV650 1994, good condition, new tyres, battery brake pads, replacement engine unfinished project, health forces sale, £850 ono Tel. 07561 286903. Scotland.

KAWASAKI H2A 750 excellent throughout, good provenance and matching numbers, original (good condition) exhausts included, 15,800 miles, starts easily runs really well, recent carb overhaul, new battery, very well maintained & recently serviced, call for full details, £13,495 Tel. 07525 373753.

KAWASAKI ZX-6RJ 2000 Ninja, immaculate, 21,000 miles, two keys, Owners Manual, Haynes Manual, fitted gear indicator, new radiator & hoses, always garaged, Pilot Road 3 tyres, tool kit, datatagged, MoT June 2022, £1900 Tel. 01516 069983. Wirral.

LIFAN SMART 50 4 speed semi-auto, 2012 reg, under 1600kms, used on holidays with my campervan, ideal commuter or shopper, £365 ono Tel. 07963 526522. Email. minggb@ outlook.com West Midlands.

KAWASAKI Z250 new clutch kit with steel plates and Z200 clocks, tail light side panel, seat, also Suzuki RG fuel tap. Tel. 07425 716876. West Yorkshire.

ROYAL ENFIELD Interceptor 650, 2019, 8500 miles, fsh, recent new tyres and chain, price includes accessories ie rack, performance silencers and air filter etc, £4450 ono Tel. 07399 022708. Swansea. ROYAL ENFIELD Bullet, 500cc, 2015, 7500 miles, lovely condition, looks like new, good honest bike with carrier & panniers, 11 months MoT, genuine reason for sale, £2999. Tel. 07988 149448. Lancs.

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Parts For Sale

TRIUMPH THRUXTON SE900 2010 with 11,000 miles, service history, bills & other paperwork, good tyres, rides & sounds fantastic, holds the road very well, it has the Triumph after market exhausts & have originals, will put a new MoT on the sale, £5500 ovno Tel. Clive 01453 546366; 07706 865045.

TRIUMPH THUNDERBIRD 900 beautiful bike in super condition and great to ride, just 22,956 miles, fitted with a centre stand, Triumph backrest and rack and a comfortable King & Queen seat, with 2 keys, handbook and a full service history, good Bridgestone Battlax tyres and a tank full of petrol! £3950 Email. art.new1955@gmail.com

TRIUMPH AMERICAN 2005, 10,000 miles, lot of upgrades some spares, long MoT, well kept, now too heavy, £4000 ono or p/x for good T120/T140 Tel. 07823 693477. Notts. YAMAHA FZ6 S2 600 Fazer Blue, 2007, Sorn at the moment, being serviced so will be ready, 14,015 miles, two sets of keys, collection only, £2650 Tel. 07835 481538. TRIUMPH T100 Bonneville, 2009 Limited Edition, 650 made only 47 in Britain, mine is number 395, fsh, 19,000 miles only, offers call for more details Tel. 07811 129866. Email. lrobo4751@gmail.com VESPA GTS300IE June 2016, grey metallic, 2900 miles, immaculate condition with fly screen and topbox, MoT until June 2023, £2995 firm Tel. 07920 018229. Cumbria.

Choose one of the following methods:

YAMAHA VIRAGO XV535 good working order & vgc, 14,000 miles, electric start, great runner, MoT runs out end of this month, though no issues, £2500 Tel. 07734 652239.

CRAVEN REAR LUGGAGE RACK genuine, original to fit any BSA Bantam from D7-B175 swinging arm models, good condition with all correct fittings and badges, £100 Tel. 01268 735135. Essex. HANDLEBAR MIRRORS matching pair with good chrome and glass complete with fittings as fitted to BSA Bantams D7 Supreme D10 and D14/4 seen in most Bantam brochures, good original condition, £40 pair Tel. 01268 735135. Essex. HARLEY-DAVIDSON brake discs PFM HD002 4807 Zodiac 235473 HDF, £70 the pair new. Honda CX500C clutch cable long custom, £8. Honda CX500C rear brake switch, £5. CX50 manual, £8. Chrome belt guard for Harley, £20. Kawasaki Z650 side panel two left side, need painting, no badge, £20 pair Tel. 07704 343331. Stockport. HONDA CBR600 1980ish, full set of original indicators in perfect condition, £10 + postage Tel. 01554 811912. JAMES ML55 military lightweight, factory stamped open ended motorcycle spanner 5/6” x 7/6” circa late 1930s early 1940s mint condition, as supplied with bike when new, £10 Tel. 01268 735135. Essex. JAWA 350 SCRAMBLER 2021, new battery, £20. Oil filters x 3, £20. 5litre 10W 40, x 2. Oil £40 for both Tel. 07757 100205. Essex. SUZUKI GSF600 Bandit, new parts pair new foot pegs, £12. New clutch switch, £2.50. Rear brake pads, £8. Gear lever, £20. Hendler handlebars, new, £30. Harley discs, rear PFM HD0024807, front zodiac 235473 HDF 235473, £70 the pair new. Honda CX/GL500 + 650 Haynes manual, £7 Tel. 07704 343331. Stockport. YAMAHA TDM 2000+ petrol tank, yellow, £30. Yamaha TRI V twin, 1990+ new modification kit rear seat frame, £30. BSA A65 2 std pistons, £30 Tel. 01254 822289. Lancs.

SUZUKI GSF600 Bandit, new parts: pair new foot pegs, £1200. Clutch switch, £2.50. Rear brake pads, £8. Gear lever, £20. Lowering kit, £5. Cobra chrome Avon 150-80-16 tyre like new, £35. Hendler handlebar ‘new’ 3/4”, £30. Honda CX500 manual, £8 Tel. 07704 343331. Stockport. TITANIUM END CAN original for Kawasaki, 2 x 1200R, A1 excellent condition, £95. Tel. 01579 384780; 07766 326081. Cornwall. TRIUMPH pre-unit 59-62 gearbox, dismantled, buyer collects and assembles, £85. Tel. 01214 757249. West Mids. TRIUMPH THUNDERBIRD chrome headlight shell, bucket fits also Legend Sport, recently chromed, £90 + £5 p&p. Also master rear cylinder guard, black, mint, £40 + p&p. Black clock and tacho covers, £80 + £5 p&p Tel. 07434 513161. Lancashire.

Wanted LEATHER JACKET WOLF wanted pre 1980s, any colour, Mascot make also considered, pre 80’s motorcycle makes or rally pin badges and patches also, good price paid Tel. 01223 350289 evenings. Cambridge.

Miscellaneous GIVI TOP BOX and rack for Suzuki Gladius, £75 for both (will not split) Tel. 09752 920397. Croydon. GIVI TOP BOX 26 litre capacity, as new condition, £50 Tel. 01285 861462. Wilts. OXFORD PANNIER BAGS pair of, little used, excellent condition, £20. Jackets, £10-£20 each. Boots size 8, excellent condition, £15. Gloves various sizes good condition, £5 each, various trousers, £5-£10 each Tel. 01273 812101. Sussex TEXTILE JACKET medium and trousers 34” short leg, used but serviceable, free or give £5 to charity Tel. 07711 655592. TRIUMPH BARBOUR JACKET ladies, very good condition, size large £80 ono, if posted will need to add postage Tel. Sarah 07511 865455.