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SAVE A LIFE

A WINTRY BRITISH ADVENTURE ON FOUR VERY DIFFERENT BIKES

MOTO MORINI X-CAPE SUZUKI HAYABUSA GSX1300R

HONDA GOLD WING GL1800 TOUR YAMAHA MT-10

How to remove a helmet

LAUNCH RIDE A quick blast on BMW’s R1300GS

BEST OF THE REST The inside line on the latest bikes REVEALED for 2024

NEWS 3

INSIDE THIS MONTH ARY JANU 2024

MY GENERATION Is the original BMW S1000RR as good as we remember?

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36 TWO-UP

TALKIN’ TEXTILES

Expert advice on carrying a pillion

Top tips for buying all-year-round kit

14

26 A nod from the Editor

I

t’s a bit rough outside. We’ve had snow, ice and a shed-load of rain which has made getting out and about on the bike a bit more difficult than usual.

Plenty of riders wouldn’t even entertain the idea of riding at this time of year. They tuck their bikes away at the end of the summer, and sit tight again until spring rolls around. And I can’t blame them.

That said, I’m actually quite partial to a bit of winter riding. It’s a good job, because I don’t own a car – so if I’ve got somewhere to be, chances are I’m going on two wheels. I find it an almost meditative experience; with all of my focus on keeping things as smooth and stable as possible, while still making progress and beating the traffic (though some heated kit definitely helps). It’s rewarding, in a

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

Editorial design Fran Lovely Publishing Director Dan Savage Email editorial@morebikes.co.uk Production Editor Mike Cowton Group Advertising Manager Sue Keily

Advertising Simon Meyer 01507 529310 Advertising deadline for February issue January 4, 2024 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

rmowbray@mortons.co.uk

different way to blasting about on bone-dry Tarmac.

Thankfully, I’ve had the chance to do a bit of that, too, as the new bike launch invites have started to drop into my inbox. I’ve just been out to Portugal for a blast on Suzuki’s new GSX-S1000GX ‘tallrounder’. It’s essentially an upright version of the GT, but with bags of clever technology (including Suzuki’s first electronic suspension system). Very cool. If it floats your boat, pick up next month’s issue as we’ll be reviewing it (in addition to the updated Triumph Tiger 900 range).

Until next time, Editor

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4 NEW BIKES

KTM unveils new Super Duke 1390 R The Austrian factory has whipped the covers of its new top-of-the-range super naked. Introducing KTM’s pair of bonkers 187.4bhp 1390 Super Duke Rs

KTM’s Duke has been a massive success for the factory. Its range of brilliant naked bikes has won the hearts and minds of riders of a certain sporty disposition, thanks to their lithe handling, great whack of power and sharp, aggressive looks. Sitting right at the top of the KTM tree is the Super Duke, which has been revised for 2024. And there’re two to choose from. The new Super Duke 1390 replaces the outgoing 1290, building on its solid foundations and adding a host of additional goodies to make the latest generation big Duke even better than before.

It might look largely the same from the side, but there’re some key design changes for 2024, including a new LED headlight design (like the one on the newly-launched 990 Duke) and some clever winglets up front to help keep it more planted.

The big news is its engine. It’s based on the existing LC8 V-twin of the 1290, but KTM’s increased the bore of 110mm and introduced a new ‘cam shift’ system. Those key changes mean that the 1390 now kicks out an additional 10bhp and 3.3lb-ft more torque than its older brother. It all helps. Yet despite the increase in punch, KTM’s managed to increase the length of time needed between valve clearance checks (up to

60,000km). There’s also a redesigned airbox, shorter throttle bodies and a tweaked ram air system for more direct airflow into the engine – and fifth and sixth gear have been subtly adjusted to make them a bit more usable over a wider range of speeds.

Suspension comes in the form of a set of new fully adjustable 48mm WP Apex forks up front, and a single shock at the rear. And on the EVO model, you’re treated to a seriously clever semi-active WP suspension set up.

It’s something that was first introduced back in 2022, but the new 1390 benefits from what KTM and WP have learned over the years – with the third-generation technology claimed to be more versatile than ever before.

Stopping’s looked after by a set of four-piston Brembo Stylema monobloc calipers.

There’s a whole swathe of further technology to play with across both models, with lean-sensitive electronic aids, including ‘Rain’, ‘Street’ and ‘Sport’ as standard (with ‘Performance’ and ‘Track’ as optional extras) – and that’s just the tip of the iceberg.

If you want to find out even more about the new Super Duke 1390 R ahead of its January release, nip over to the KTM website – or better yet, get yourself down to your local dealer.

The lowdown on Triumph’s TF 250-X Finally we’ve got our hands on all the facts and figures of the new motocross race bike. Here’s what you need to know The arrival of Triumph’s new MX machine hasn’t come as a surprise, but there’s no doubt it’s a pretty big deal.

The British factory does solid business right across the motorcycling spectrum, and has its fingers on the pulse of many riding disciplines – and yet when it announced its ambitious plans to get into motocross and enduro a couple of years back, plenty of people were taken aback.

The company immediately showed that it wasn’t messing around though, roping in 12-time AMA Motocross and Supercross champion Ricky Carmichael and five-time world enduro champion Ivan Cervantes to get the bike set up just right.

Since then, we’ve seen teaser and titbits and heard news that it’s opening a load of off-road centres across the world to show the bike at its best – but now, the factory’s finally released the full technical specification.

Speaking about the bike, Chief Product Manager, Steve Sargent, said. “This bike is 100% Triumph, conceived, designed, developed and manufactured by our world-leading

chassis and engine teams. We started with a blank sheet of paper and began an all-new, ground-up design, including a new engine, new chassis and new electronics.”

That’s quite a statement, don’t you think? Getting into specifics, the TF is powered by a 249.5cc four-stroke single motor. Sadly, Triumph’s chosen not to reveal the power and torque figures; but we do know it’ll feature a 78 x 52.3mm bore and stroke (and 13 and 48 teeth sprockets).

Elsewhere, there’s a slimline aluminium spine frame with twin cradles, long travel 48mm KYB forks, and a piggyback coil rear shock. So far so good. The 960mm seat and 836mm wide handlebars are also bang on the money.

There’s little doubt in our mind that this is going to be a seriously capable motorcycle; though Triumph certainly has a bit of a battle on its hands to tempt riders away from the more established competition. We won’t have to wait too long to see how it stacks up though, with the TF expected to arrive in dealers in the spring.

6 NEW BIKES

MORE MIDDLEWEIGHTS Honda is continuing to make the most of its massively popular 500 twin platform

It might not set your pants alight, but Honda’s 500 twin range has done cracking business over the past decade or so. You can have the same compact A2-licence friendly engine in a choice of naked CB500, sporty CBR500R or light adventure CB500X chassis, with decent performance, superb economy, and all the usual Honda benefits of utter reliability and solid build.

For 2024 there is one stand-out change: the CB500X mini-ADV machine is rebadged as an NX500. ‘Why is that a stand-out Al?’ I hear you ask. Well, as any fool will know, NX is an old 1980s model code for the NX650 Dominator (and lesser-known NX250 which wasn’t imported to the UK), standing for New X(Cross)over. So Honda’s digging into its reserves of heritage, while giving the solid CB500X a restyle. And it looks much sharper now, with a full set of slick rally bodywork, and has a few neat chassis upgrades including lighter wheels. Very NX-y, you might say.

In addition, the CB500 is restyled as the CB500 Hornet, again tapping into a heritage brand and extending the Hornet family downwards nicely. The whole 500 range – CB500 Hornet, CBR500R and NX500 – share a tweaked engine

with new fuel-injection settings and a (doubtless superfluous) traction control set up. Power stays the same at 47bhp, and the bikes all get a dash upgrade: 5” colour LCD dash with Bluetooth, backlit switchgear and full LED lighting. Your pants will probably remain uncombusted – but expect the 2024 500s to remain gigantic sellers and very useful motorcycles all round.

HYBRIDS AND UPGRADES FROM KAWASAKI Kawasaki was fairly quiet at Milan. It had already released its interesting new Ninja 7 hybrid model, and the ZX-4RR and ZX-6R models were also already out.

We did get a new Z7 naked version of the new hybrid bike, which looks a little less chunky than the Ninja, and uses exactly the same cunning petrol/battery powertrain we tested this month.

The other new models were a pair of uprated A2 bikes: the sporty Ninja 500 and naked Z500 roadster, which take over from the 400 models. There’s more grunt from the 451cc engine that puts out 45bhp, and a general upgrade of the equipment and electronics: LCD dash; TFT on the SE version; new Ninja bodywork; and Bluetooth connection.

SEMI-AUTO SPORTBIKES?

Honda’s been banging on about its automatic DCT dual-clutch transmission for years now, and while it’s got its benefits in bigger bikes, it’s a bit too heavy, complex and pricey to suit smaller machines. So for 2024, the Big Aitch has come up with a new E-clutch semi-automatic gearbox set up, and is trying it out on the venerable CB650R and CBR650R models. It’s

basically a motorised clutch actuator, operated by a switch on the gear lever, so when you change gear, the ECU works the clutch automatically for you. You get a manual lever still, and can override it at any time, or turn it off altogether.

There’s a small weight penalty of around 2kg, and the righthand side of the engine has a big messy lump of gubbins on it, but otherwise it looks like

an interesting set up.

Having the manual clutch means you can take charge when you fancy, then engage auto mode when laziness kicks in. Expect to see it on more bikes soon, too.

Away from the optional E-clutch system, both 650s get styling and tech upgrades, with the new 5” colour dash seen on other models, and full LED lighting.

NEW BIKES 7

Suzuki GSX-8R Off the back of its recently-released GSX-8S, Suzuki’s launched a new middleweight sportbike – and it looks the business.

Honda CBR600RR The Japanese factory has rolled out a new version of its iconic 600 sportbike... and it’s loaded with electronics.

The best Xmas presents are the ones you don’t expect. And we really didn’t expect this one… We’ve been writing about the death of the 600 sportsbikes for years now, but Honda’s clearly decided to make us look a bit daft by bringing the CBR600RR back from the dead (in the UK and Europe at least – it’s long been available in other markets).

The problem before was the Euro 5 emissions rules, so the new motor has been redesigned to meet those, while incorporating 2020s tech like ride-by-wire throttle, and a riding aids package. The top-end has been refreshed with new cams; valves; valve springs; ports; 44mm throttle bodies; valve timing; revamped cooling jacket in the head; and much more. It keeps the same basic layout as before though, and makes a decent 119bhp at a heady 14,250rpm.

For the first time, the CBR600 gets proper electronic riding aids, including IMU-assisted traction and braking as well as power modes and wheelie control. It’s good to see all this, of course, but some of it is probably a bit moot (the old CBR600 was hardly an uncontrollable wheelie monster ready to highside your face off at any moment). A modern cornering ABS system is much more welcome; we’ve had many more daft spills from braking on gravel or wet leaves than from losing the back on the gas.

The chassis is fairly unremarkable: a twin-spar aluminium frame with conventional swingarm, 41mm Showa USD big piston forks and Showa shock. Probably the coolest design touch in 2024 though, is the now-saucy underseat exhaust that’s been there since 2003 – watch ’em all bring that one back… The winglets, redesigned fairing and HRC paintwork are the icing on the cake, and we’re very much gagging for a go on this ’un.

Back in the 1970s, journalists came up with the ‘Universal Japanese Motorcycle’ or ‘UJM’ moniker to describe the huge number of inline-four air-cooled DOHC 8-valve engines in steel tube frames and roadster chassis from the big four eastern brands.

And it’s tempting to see a bit of a return to that uniformity in recent years – though the recipe is now a parallel twin water-cooled DOHC 8v engine in a fabricated steel frame, in various capacities and bike classes, from the Japanese firms. Suzuki joined Honda and Yamaha last year with the GSX-8S and 800 V-Strom to go with the MT-07/Ténéré and CB750/Transalp.

And now we’ve got another variant, the GSX-8R, a fully-faired sporty update to go against the Yamaha R7 and Kawasaki Ninja 650. The -8R’s engine is basically as you were; no bad thing since the 776cc 82bhp GSX-8S lump is a corker. The frame and swingarm stay the same, too, but you get sportier suspension from Showa rather than the Kayaba gear on the -8S. There’s no adjustment apart from preload on the rear, but expect a firmer ride from the Separate Function Big Piston front forks. That will suit the altered riding position, too. New bars and pegs put your weight more over the front, and the LED-lighting equipped full fairing also adds to the forward bias.

Kerb weight is only 3kg more mind, so nothing too horrendous. We’re keen to see how this latest addition to the ‘new-UJM’ goes for sure.

8 EVENTS

DIARIES AT THE READY It’s not exactly prime riding weather out there at the moment; so while we’re waiting for the roads to regain a bit of grip, we’ve had a chance to think about what we’d like to get up to next year. There’s no end of cool stuff going on up and down and across the country, so this isn’t an exhaustive list; instead it’s a quick reminder of a few of our favourite biker events that are well worth your time in 2024.

MABLETHORPE SANDRACING Various/ Mablethorpe, Lincolnshire / www.mablethorpesandracing. co.uk This is bike racing at its backto-basics best. Running from October to March on alternate Sundays, it’s the perfect way to get your fix through the colder months. And it’s free to spectate.

THE DRAGON RALLY February 10-11 / Snowdonia / www.conwymotorcycleclub. org.uk We’ve never done the Dragon, but hopefully this year’s the year. It’s essentially the Welsh equivalent to the German Elefantentreffen, attracting hardy bikers from far and wide who like the challenge of riding and roughing it in naff weather for the hell of it.

BRITISH SUPERBIKE CHAMPIONSHIP May 4-6 / Oulton Park / www.britishsuperbike.com The season opener’s actually over in Spain, but Oulton’s the place where things kick off in the UK. With the racing running right through to the middle of October, you’ve no excuse not to get along to at least one round of the UK’s top race series.

NORTH WEST 200 May 6-11 / Portstewart, Northern Ireland / www.northwest200.org The North West should be on any biker’s bucket list. It’s one of the world’s fastest road races – and it’s a fun place to be, too, with an unrivalled festival atmosphere (plus it’s cheaper and easier to get to than the TT).

INTERNATIONAL CLASSIC MOTORCYCLE SHOW April 20-21 / Staffordshire Showground / www.classicbikeshows.com After some parts, a new project, a natter, or just a good nosy around? No matter whether you’re into old bikes or not, you’ll find plenty to enjoy here.

DISTINGUISED GENTLEMANS RIDE May 19 / Everywhere / www.gentlemansride.com The DGRs have been going for over a decade now, bringing together snappily-dressed bikers and their retro rides to raise money for men’s mental health and prostate cancer research.

SCOTTISH SIX DAYS TRIAL May 5-11 / Fort William / www.ssdt.org This iconic event brings some of the best trials riders in the land to the Scottish Highlands for six days of hardcore off-road action.

Bring your boots and waterproofs – you’ll need them if you want to bag a good spectating spot.

ISLE OF MAN TT May 27 – June 8 / Isle of Man / www.iomttraces.com The TT needs no introduction. It might be dangerous, expensive and plagued by bad weather, but there’s still no place we’d rather be. The island’s beautiful, the locals are, too, and the racing’s like nothing else you’ve ever seen.

FARMYARD PARTY June 21-23 / Duncombe Park, Helmsley / www.mapevents.co.uk This annual biker bash has been going strong for years. Most popular with your custom bike types, it offers a brilliant mix of beers, bikes and live rock music.

There’s some fantastic riding in this part of the world, too.

MALLE MILE FESTIVAL July 18-21 / Grimsthorpe Castle / www.mallelondon.com Fancy tearing up the grounds of a castle at one of the coolest events on the British biking calendar?

This is the one for you. Expect a non-stop schedule of off-road racing, great music, brilliant art and top people. We’ll have a bit of that.

SUZUKI LIVE June 22-23 / Cadwell Park / www.classicbiketrackdays. co.uk That’s right. With the help of the Classic Bike Trackdays, Suzuki’s taking over Cadwell Park for two days in June. Again. If you’ve not been before, you’re missing out.

MOTOGP August 2-4 / Silverstone Circuit / www.motogp.com The continental circus makes its annual pilgrimage to Silverstone in August. If you want to see the biggest and best names in racing defying the laws of gravity while hooning around the track, you need to be here.

ADVENTURE BIKE RIDER FESTIVAL June 28-30 / Ragley Hall / www.abrfestival.com This is one we’ll definitely be making the effort for. It’s a long weekend of adventure-bikingbased goodness, with test rides, trails, talks, live music and more.

What more do you need?

GOODWOOD FESTIVAL OF SPEED July 11-14 / Goodwood Estate / www.goodwood.com It might be pricey, and it might feature significantly more cars than bikes, but the FOS is still one of our favourite events on the calendar. It’s just great to be surrounded by so many likeminded petrolheads (and have a good roam around the paddock and check out all on show).

MX DES NATIONS October 4-6 / Matterley Basin / www.mxgp.com There’s something special about motocross meets. There’s a party atmosphere, more akin to a music festival than a bike race – and the MXoN at Matterley is the perfect example. If you’re after a good time, and partial to watching top riders belt around a basin, you’d do well to snag some tickets.

GOLD CUP September 7-8 / Oliver’s Mount, Scarborough / www.oliversmount.com We love Oliver’s Mount. The tiny circuit atop Scarborough is a cracking place to get up close and personal with some of the best road racers in the world – and the Gold Cup is our pick of the races.

10 PRODUCTS

TOP GEAR GARMIN ZUMO XT2 £529.99 / www.garmin.com

BEST BUDGET OPTIONS

Trying to keep costs down? Don’t worry, there’s plenty of quality kit out there that won’t break the bank.

BEELINE MOTO

There’re a couple of big names in the satellite navigation game, and Garmin is one of them. Its Zumo XT2 is the latest top-of-the-range bit of kit, which offers a raft of features that’ll have you considering swapping out your phone for something more dedicated.

The best bits are that you can download worldwide maps for free; receive alerts for upcoming hazards; receive live fuel prices and weather information while you’re on the move; and there’s also an option to select a more adventurous route between your start and end points. Pretty cool.

That’s just scratching the surface of what this seriously sophisticated bit of kit can do. But the good news is we’ve managed to get our hands on one to see what it’s like to live with. If you want to know more, keep your eyes peeled for a full test in an upcoming issue.

This is a funky alternative to a £169.99 ‘proper’ sat-nav system. Just strap it to your bike, pair it up with your phone and you’re good to go. www.beeline.co

LINDSTANDS BACKAFALL TEXTILE JACKET

DANE IKAST TEXTILE JACKET £669 / www.dot4distribution.com This is a proper bit of multi-purpose kit from Dane. It’s kitted out with a laminated outer layer, which works with a Gore-Tex membrane and a Z-Liner to provide weather protection, warmth and comfort.

There’s also abrasion resistant Superfabric reinforcements on the shoulders, in addition to SAS-Tec

level 2 armour on both shoulders and elbows (plus there’s a pocket for an optional back protector).

Other good bits include a removable DuPont ComforMax thermal liner; Aquaseal waterproof zips; waterproof pockets; and some stretch Gore-Tex cuffs. We reckon it looks pretty funky, too.

OXFORD AQUA P32 PANNIERS

KRIEGA OS-32 PANNIER £279 / www.kriega.com When it comes to motorcycle luggage, Kreiga’s right at the top of its game.

Over the years it’s become the go-to choice for bikers in the know. If you’ve never tried their gear before, and you’re in the market for some soft panniers to kit out your adventure bike for your next expedition, the new OS line promises to be just the job.

There’s a range of sizes to choose from; but we’ve been won over by the

OS-32 soft pannier. Essentiallyit’s a waterproof and abrasion resistant rolltop bag, with a removable white liner and some clever quick-release straps (though you’ll need to buy the bits to fit it to).

They might be expensive, but over the years they’ve earned an enviable reputation for being rugged and reliable.

We know some that’ve done 100,000 miles with a Kriega rucksack, which speaks volumes…

Now that we’re experiencing some more refreshing climatic conditions, it isn’t time to park up the bike for the winter, but rather equip ourselves to carry on riding through to the spring.

The Weise Ion gloves are made with a combination of textile and full-grain leather – dual layered over critical zones – with KP1 certified knuckle armour, plus padding on the fingers, for extra protection.

Beneath the outer shell is a waterproof, windproof and breathable membrane, with a

Oxford’s Aqua Bags are a tried-and-tested, affordable option for lugging your gear around on the bike – and these panniers are no different. £139.99 Made from tough PVC tarpaulin with welded seams, and mounted using a bespoke attachment system, this pair of 16-litre bags are a safe budget bet. www.oxfordproducts.com

GERBING HEATED GLOVE LINER

WEISE ION HEATED GLOVES £199.99 / www.thekeycollection.co.uk 200gsm Thinsulate™ liner over the back of the hand, and 100gsm Thinsulate™ on the palm.

And when the temperature drops, a simple press on the single button controller on the back of the wrist results in instant warmth across the back of the hand and fingers.

There are three heat settings to choose from, and a rechargeable 2200 mAh battery in each cuff provides several hours of heat.

They can be removed easily and topped up using the supplied USB charging cable.

SHOEI NEOTEC 3 SYSTEM HELMET £590-£680 / www.shoei-europe.com Top Japanese crash-hat maker Shoei has released the latest version of its flip-front system helmet, the Neotec 3. It’s fully homologated to ECE 22.06 regs, with dual approval for open and closed use. The outer shell uses a new Advanced Integrated Matrix (AIM) composite fibreglass material with even better performance than before. The flipfront mechanism has a two-stage

£149

.99 Lindstands has been around for years; but they’re now being distributed by our pals over at Bikerheadz. That’s a good sign. They know their onions when it comes to biker gear.

That means this budget-leaning AA-rated Backafall textile jacket is a great option if you’re looking to stay warm and dry without breaking the bank. www.bikerheadz.co.uk

locking mechanism, and features a new seamless design to cut draughts and reduce wind noise.

There’s also a new micro-ratchet strap; central-locking CNS-3C visor; new multi-position venting set up; and internal sun visor. There’s also an optional integrated Bluetooth communication system, new cheek pad design, and uprated comfort lining material.

£99.99

It’s not so easy to get your hands on (and in) a pair of heated gloves without spending a good wedge of cash. But to keep costs down, how about considering this pair of heated liners which sit inside your usual riding gloves?

Made from Lycra with heating elements running the length of each finger (including the thumb and back of the hand), they’ll certainly take the edge off the windchill during the colder months. www.gerbing.co.uk

SPADA REVEAL HELMET

£89.99

We’re fans of the stuff from Spada. While there’s no doubt this lid is budget in nature, it’s up to the job of keeping your noggin safe and comes with some nice features that belies its price, including a multi-positional visor, removable cheek pads and an integrated sun visor. www.spadaclothing.co.uk

WHITE DALTON 11

Q&A Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles

Q

I am bike and car mad, having owned all kinds of weird and wonderful things over the years from RD350s to Subaru Imprezas. I have even done a bit of drag racing. Recently I spotted an online article about a car tuner getting done by trading standards for selling ECU remaps and decatted exhaust systems that were specifically loud and popped and banged, etc. Now, whilst that isn’t my bag nowadays as I have a bit of grey in my beard (it would have been 25 years ago no doubt!) I have just picked up new KTM 1290 Super Duke R, and the tuner getting prosecuted got me jittery. As a man who has ‘the need for speed’ in his DNA, I had been looking to decat the new KTM and also get it remapped for more power and noise!!!). However, after reading about the woes of the car tuner, I am now really twitchy for several reasons. Firstly, will it invalidate the KTM warranty if something goes pop if I change the mapping, etc? Secondly, whilst I wasn’t too bothered years ago in my ‘youth’, I don’t need issues with the Old Bill, so is it even legal? I have checked the bike tuners’ website, and they state the modification to the KTM will make it ‘very loud’. Further, they say a fault light comes on as a servo is being removed and needs resetting by a KTM dealer. Am I right to be twitchy?

A

What a cracker of an engine!!! I got a KTM 1290 Super Adventure R this year. Huge amounts of torque and a quick shifter. An awesome bit of kit. Anyway, enough about my love of KTM and the 1290 engine, and back to your questions. Regarding your first question, if you mess with the ECU and a decat exhaust, etc., and your engine goes kaput, I will bet you £1000 it will not be covered under your warranty. The manufacture will say you have effectively changed the bike from standard and you’re potentially trying to get more power out of items that may not have been designed to take it. To give a more extreme example, you wouldn’t expect the warranty to cover the engine if you strapped on a turbo and decided to go back to your drag-racing days and the engine popped in spectacular fashion. As for the second question, the whole world and various authorities have become a lot more concerned about the environment, vehicles, and emissions, etc., over the past few years. You only have to look at London and the ULEZ scheme. As opinions and priorities have

SOLICITORS

www.whitedalton.co.uk

changed, the law has evolved and basically states it is an offence to use a motorbike (or any other motorised vehicle for that matter) on the road which has been modified in such a way that it no longer complies with the air pollutant emissions standards it was designed to meet.

(If you are struggling to sleep, I can thoroughly recommend the Road Vehicles (Construction and Use) Regulations and the Road Traffic Act 1988 as a solution to insomnia). Therefore, if you get caught with a decat exhaust and remap in a bike that should have a catalytic converter, etc., you could be looking at a big fine. Whilst I know I sound like a killjoy, I wouldn’t do it to my KTM. However, if you want to do it (and there are plenty of companies selling these products), go in with your eyes wide open to the risks.

Lastly, I suspect that some tuning companies are getting twitchy as well as they appear to be getting scrutinised more and more.

Q

I am a Ducati man through and through. I love everything about them so when I turned 50, I decided to spend the kid’s inheritance and bought a Ducati Panigale. Then I went carbon fibre crazy to make it even lighter (although if I am being completely honest, the easiest way to lighten the ride on track would be for me to eat less pies!) and even more of a work of art.

Amongst other things I decided to buy some carbon fibre wheels. These were duly bought from a supplier in the north of England and then fitted by my local mechanic down south. They really looked the dog’s… Over the summer I had booked in four track days to get some tuition

on how to tame the beast. I duly turned up at the first one. Now I must confess that whilst I rode bikes years ago, I hadn’t ridden for about 10 years. After I told the instructor that, I heard some muttering behind me as two lads laughed and said: “All the gear and no idea.”

Maybe they were right as on lap three of that first morning on track, I completely lost the rear end, high-sided and flew off, landing heavily, breaking my arm and shattering my collar bone.

In addition, the bike ended up in bits. I was devasted. My son scooped me and the trashed bike up in his van. Thereafter he took me to hospital and what was left of my pride and joy back to my local mechanic. Initially, I put this down to being my fault. However, my mechanic came back and said he believed the rear carbon fibre wheel had effectively collapsed as the rim had come completely away from the spokes and hub. That would explain the sudden loss of control. However, I don’t really want to sue my mechanic if this is actually down to me. What should I do?

A

I’m always sad when I hear about beautiful bikes smashed to bits. However, bikes can be replaced, people aren’t always as lucky.

From what you have said, I do not believe your mechanic is in the frame for this as he simply fitted the carbon fibre wheels you supplied.

Therefore, on the basis that the theory is the wheel collapsed (and it is unusual in my experience for the rim to have completely detached) and caused the accident, you need to be looking at the wheel supplier from up north

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

as that is who your contract is with. With this in mind, make sure you keep your purchase invoice/receipt and DO NOT send them the wheel back if you want to bring a claim against them as this is your vital evidence. To bring a successful claim, you as the Claimant are going to have to ‘prove on the balance of probabilities’ that someone has done something wrong, i.e. they provided a faulty wheel, and that caused the accident. Practically, you are going to need a forensic expert to examine what’s left of the wheel and say what caused it to be in bits. For example, if s/he can prove that the carbon fibre was structurally unsafe and that caused the wheel to collapse and caused you to fall off, you can direct your claim for your damaged bike and personal injury, etc., towards the wheel supplier. I advise you find a solicitor who ideally specialises in motorcycle accidents as you may be in for a legal battle to win your claim. It is by no means an impossible case to win (we have run more complicated) but this is not a run-ofthe-mill case. Lastly, contact the track/track day organiser to ask if they have any CCTV of the accident (it may show the wheel collapsing) and for them to give you a copy. If they will not provide it without a Court Order (some will not), ask they securely store the footage and get legal advice. What I am trying to avoid, if possible, is the wheel supplier claiming the wheel is smashed up because you crashed. This claim may be blown out of the water if you have it on video (as well as the expert evidence, if supportive).

to your question, there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor, get proper independent advice.

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

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

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.

12 COMPETITION

THE S E K I B E R O M QUIZ

WIN! IN!

It’s time to get out your pens and pencils and put your grey matter to the test

We love a bit of trivia here at MoreBikes. No matter whether we’re at a pub quiz with a beer in one hand and a pencil in the other, or being questioned by our mates when we’re stood around at a bike night, there’s something about knowing the answer to an unexpected question that gives us a nice fuzzy feeling inside. And if we don’t know, then there’s a good chance we might learn something. That’s why we’ve decided to introduce a regular quiz section sponsored by our good pals at Fowlers (who’ll be supplying the prizes).

We’ll be asking you questions about all manner of two-wheeled stuff, pushing your

memories to the limit and asking you to dig deep to try and remember all manner of strange stuff from right across the biking spectrum. It’s a chance for you to show off your infinite wisdom and be in with a shot of bagging some cool prizes.

All you’ve got to do is jot down the answers on the entry form below, and send it in using the details provided. We’ll then pick the winner from an upturned helmet crammed with correct answers, and that person will be sent a brand-new bit of kit that’ll help them stay safe out on the road.

It’s that simple. Get cracking for the chance to win. Good luck!

ng at If you’re still out ridin this time of the year, you’ll know full well the importance of a pair of quality winter gloves. These Outlast Sirius 2.0 ones from Weise are a cracking option – an nd we’ve teamed up witth the good folks at Fowle ers to give away a pair to help p keep one of you lucky lot warm while the weather’s a bit ropey.

They’re made from full-grain leather and softshell textile and feature a clever Outlast thermal liner and a waterproof and breathable membrane.

There’s additional protection in the key impact areas, stretch panels to get the best fit, plenty of adjustment – and there’s a visor wipe, too. Top stuff.

Worth £129.99

1 6 Name the A2-legal adventure bike Which Alpine pass is also the name of a 2 recently relaunched adventure bike? 7 that’s topped the Italian sales charts What’s another name for Suzuki’s Which cigarette brand sponsored 8 Hayabusa?

3 Agostini’s Yamaha race team?

Name the Spanish firm that’s launched How much power does Honda’s latest 9 generation Gold Wing kick out?

4 a learner legal adventure bike Which Japanese factory has just Which country does Kymco call home?

10 reintroduced its 600cc sportbike?

5 In which year did BMW launch its first generation S1000RR?

Which Norfolk-based forest is a mecca for green laning?

Did you get ’em right? Budapest, Daytona, 1898, GasGas and Husqvarna,

LAST MONTH: 37.73 miles, YZF-R6, Kielder Forest Drive, Kawasaki, 790 Duke, Japanese

Here’s the legal bit that you need to know

Fill in your details on the form or enter online and return to: MoreBikes, Weise Outlast Sirius 2.0 gloves, 2024 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: January 12, 2024 ANSWERS: 1.......................................................................... 2. .................................................................................. 3. .............................................................................

4. ........................................................................ 5. .................................................................................. 6. .............................................................................

7. ........................................................................ 8. .................................................................................. 9. .............................................................................

10. ......................................................................

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 Outlast Sirius 2.0 gloves will be the first name(s) drawn at random from the upturned MB helmet. YOU can also ENTER online! Just check out the MoreBikes social media channels for more information. Terms and conditions apply.

To view the privacy policy of MMG Ltd (publisher of MB) please visit www.mortons.co.uk/privacy

LONG-TERMERS 13

Suzuki V-Strom 800DE Chris Moss / Five months / 4891 miles Life was going well. Riding my V-Strom in lovely weather en route to see my Dad, I couldn’t have been more content.

And then the joy was suddenly put on hold. After clocking over 90 miles of the 100-mile journey, I heard a muffled bang and hiss. The tell-tale slewing of the rear end confirmed my suspicions, and sure enough it was a flat tyre that ended the fun right then and there. I’m not new to punctures, but little did I know, getting it sorted would take loads of time and effort.

I’ve always worried about getting a puncture on the V-Strom. Running tubes (to better suit its off-road capability, according to the design team I spoke to at Suzuki’s press launch) means repair is far more involved than it can be with a tubeless set up. And with no kit to sort the problem, I limped to a nearby petrol station.

With a recent very poor record at sorting my breakdowns, calling the AA wasn’t my first preferred option. I didn’t want to wait for hours and then be taken home if I enrolled the help of the yellow van man, so instead considered a plan B. Requests to store the Suzuki were denied by a neighbouring car repair garage, but luckily the petrol station itself allowed me to park it overnight in its private compound. With a lift sorted to get to see ‘the old man’, at least the pressure problem could be deferred to the following day. With kind offers to

Indian Challenger Dave Manning / Five months / 2082 miles The intercontinental ballistic cruise missile that is the Challenger has now returned to Indian. There are a few things that I’ll not miss, as I slide my weary behind on to any one of a number of significantly smaller motorcycles, but there are also a hell of a lot of things that I’ll really miss about the Indian.

Let’s get the obvious thing out of the way first, as it’s something that shows even in the pictures. The Challenger is big, really big, and also really heavy. Okay, so it’s not as heavy as it’s big brother, the Pursuit, an example of which I had earlier in the year, and it’s also not as cumbersome as bikes such as the Harley-Davidson Road Glide (a bike harder to lift off the sidestand I’ve yet to encounter).

And, to be open and frank, the mass of the Challenger hasn’t really been an issue for me, barring the one time that I had to reverse it off a gravel drive. But once we got properly into autumn, and I went for a bimble down some remote lanes in Lincolnshire, covered in a carpet of freshly-fallen leaves from the previous night’s rain, I did become instantly paranoid about the potential of having to turn the bike round.

As I have mentioned before, unlike some other bikes of similar heft, the Indian does not have a reverse gear, and any kind of unpowered manoeuvring is a delicate procedure needing a combination of balance, brute strength and hope… made all the more difficult by narrow, cambered lanes, a wet surface and a slick of freshly-fallen leaves.

Knowing that, if you happen to slip, and the bike topples over on to its crash bars, there is absolutely zero chance of you lifting it

back vertical on your own does not help the situation. I suppose the trick here would be to not ride the Indian down those narrow, slippery lanes or, when I did, not bother with turning round and ride them to the end.

Which is all well and good if those lanes aren’t dead-ends…

Of course, I was the one who chose to ride those roads in those conditions, and you could argue that most riders would be a little tentative, regardless of the bike they were riding, so it’s not necessarily the Challenger that is at fault, more the nut on the handlebars. And it was still as effortless at covering miles on reasonably-sized roads as it has ever been.

In fact, you could argue that, as the weather becomes wetter and colder, the Challenger is better than so many other bikes. I’ve mentioned the amazing weather protection afforded by the big fairing before, and the electrically-adjustable screen not only keeps rain and spray off your fizzog, but also gives a brilliant reduction in wind noise when raised to its highest position. Providing you’ve not filled them with the weekly shopping, the panniers give the option of carrying plenty of extra clothing if you get cold, or when your lower extremities do get wet – the fairing lowers on the Pursuit to keep you dry below the knees; their absence is noticed on the Challenger.

And I’d argue that the only thing missing for poor weather riding is heated grips.

Now it’s gone, I’m left with a considerable amount of spare space in the garage, so it’s time to move a bike or two out of the house I suppose…

have a tube delivered to me, and tools to fit it all sorted for the following day, it would seem I’d be able to get going again under my own steam. But then a call to Suzuki’s HQ resulted in the possibility of a much better offer, and as I really didn’t fancy sorting the job myself, especially without a centrestand, I waited for news. A local Suzuki dealer declared itself too busy to help, but in the end I got an almost perfect solution. I had to wait for it, but in true ‘factory rider’ style, Suzuki diverted a passing company-branded truck and mechanics to visit me and fit a new wheel. For a wee while I looked quite important as men scurried around helping me get back on the road.

It was great to get going again, though as it had taken around a whole 24 hours to get mobile once more, I really must look into converting the V-Strom’s rims to run tubeless tyres. That way, I’ll be likely to return to action in around just 24 minutes should I get another flat.

I really do think Suzuki have made a mistake in fitting tubes, as I’m sure very few 800s will be ridden off-road.

Besides, the chances of damaging a rim and breaking the seal in a tubeless tyre are very remote in my opinion. You’d have to be riding very hard on tough terrain to do that, and not many riders are good enough to do that on a big, heavy adventure bike like this one. I know I’m not!

14 PRODUCTS

BUYING GUIDE:

TEXTILES In the market for some versatile riding kit that’ll see you right through the year, no matter the weather? You need some textiles. But how do you work out which kit is going to be best? There’s a huge amount of choice available, all offering slightly different solutions to suit different budgets. That’s why we’ve rustled up this buying guide, and outlined some of our favourite textile gear we’ve worn over the past 12 months.

Alphabetti Spaghetti

Comes courtesy of EN17092. As ever, this is breaks down to A, AA and AAA ratings; simply the more As, the safer it is (abrasion and seam strength tested on the industry benchmark Darmstadt Machine – an AAA product allows a hole less than 5mm after being dropped, after being spun many more revs than an A rated one). Ideally your kit should carry armour and that has it’s own e-rating: EN1621. In turn this has two sub-ratings, Level 1 and Level 2, with 2 being the higher level of protection.

Why buy a textile suit?

Textile suits are incredibly hardworking pieces of kit. If you only have the budget for a single set of kit – especially if you ride across

multiple seasons – then textile is the way to go. Within the one garment it can (with mixed results, we’ll be honest) keep you warm, dry and cool. It’ll save your skin if the worst happens.

Okay I’m sold.

What should I be looking for?

Very good question. There is a huge range of materials out there; the best jackets will use a combination to provide waterproofing, breathability and protection. Waterproofing can come via a couple of methods: lamination or by use of a waterproof mid-layer (Gore-Tex shines in this application. Laminated jackets are really effective at waterproofing and stay lighter (layering often sees the outer get wet and heavy with the GoreTex underlayer keeping the rider dry).

Talking layering, this is how multi-season suits keep you warm.

Some really good ones will have an outer that handles protection and also have closable panels to help retain warmth in winter but open to enhance airflow in summer; a removable waterproof layer; a thermal layer (again removable); and sometimes a lighter base layer that also works as a casual jacket off the bike.

Anything else?

Fit, as ever, is more important than anything else. If the kit you are buying doesn’t fit properly, then it being made of HyperMegaMaterial as opposed to lower grade NotAsGoodium doesn’t mean squat if the armour isn’t in the right place if it’s needed, there is a gap

between jacket and jeans, or it pops open as it’s too tight.

Check it’s comfortable; check the armour sits where it should and doesn’t move out of place. If you’re buying a suit, make sure it is possible to zip the jacket and jeans together (in cold weather you’ll appreciate this). Zips should be stormproof, and make sure these open enough to allow you to get kit on and off easily (same goes for any other fastenings). If the Velcro doesn’t go far enough to create effective seals at the collar, wrists, waist and ankles, the best materials in the world mean diddlysquat if there are gaps that let water in. Pockets, if they’re going to carry items that must remain dry,need to be waterproof (NOT resistant).

PRODUCTS 15

OXFORD MONDIAL ADVANCED JACKET AND TROUSERS Simon Meyer / J - £289.99 + T – £239.99 / www.oxfordproducts.com

Textiles are quite possibly one of the most important bit of kit for any all-yearround biker in the UK. I’ve been riding right through the bad weather, and on a recent run to the office the heavens opened in a serious way. But I had expected it.

I made sure everything was secured and buttoned up, and as a result 23 miles (and tons of water) later when I got to MoreBikes HQ, I was bone dry.

That speaks volumes about this kit. It’s not let me down once.

To help keep you warm in the colder climes, there’re also removable winter linings. I have actually forgotten to put them back in because even with a light hoodie, I’ve been perfectly toasty. And when the weather’s on the warmer end of the spectrum, you can make use of the various vents on the jacket and trousers to get a

RUKKA KINGSLEY TEXTILE SUIT

Ross Mowbray / J - £1549.99 + T - £1199.99 / www.bikerheadz.co.uk /

I’ve worn my fair share of textiile past jackets and trousers over the p ensive few years. I’ve had some expe kit from some of the biggest names in the game – but the Rukka Kingsley suit is a serious step up. Made from a three-layer laminated Gore-Tex shell with stretch panels on the chest, shoulders, elbows, hips and knees (to mitigate some stiffness of the laminate construction), the Kingsley is the most waterproof kit I’ve ever worn. No leaks.

Not one. And I’ve ridden in some truly terrible weather this past year and a bit.

The Neoprene lining on the neck helps, as do the GTX cuffs, creating a double seal around the ends of the sleeves to successfully stopping any water from sneaking in where it shouldn’t. It also comes with some waterproof pockets, which are marked with a little logo so you know which is which.

There’s bags of protection, too, should the worst happen. I have every confidence that the tear and abrasion resistant panels on the shoulders, elbows, hips and knees would hold up and look after me. There’s Level 2 D3O Air XTR protectors in those same spots, a back protector and a Level 1 chest protector, too. It’s all there.

For warmth, the Kingsley comes with thick, padded Down-X thermal jacket and trouser liners which can be removed and worn separately. They’re very comfortable and very warm– and kept me as toasty as I’ve ever been on a bike.

While the quality of the materials and level of finish on the jacket and trousers shine through, it’s all the little details that help make the Kingsley suit from Rukka the best biking kit I’ve ever worn. And at that price, it wants to be...

bit of air flowing through.

The jacket comes with elbow and shoulder armour. There’s no back protector – but these days it is fairly inexpensive to buy one separately (and actually, I just used one from my previous jacket). No dramas. The trousers come with knee armour, and there’s an option for hip armour, too.

A nice touch is the addition of braces, to help keep the trousers up. They are straightforward to alter and make it easy to get the perfect fit, though they can be removed entirely if you prefer.

I’ve been blown away by this kit from Oxford. While they might have made their name selling affordable, budgetfocused kit, there’s no doubt the gear is right up there, and gives some of the more expensive brands a serious run for their money.

WEISE OZARK JACKET AND TROUSERS

Chris Bailey / J - £299.99 + T - £259.99 www.thekeycollection.co.uk

These Ozark textiles from Weise are my go-to. They feel robust, substantial and protective, without feeling restrictive or impeding your movement. That’s something not all textiles offer.

The jacket is AA certified and comes equipped with CE level 1 back armour, and CE level 2 armour for your shoulders and elbows. The laminated polyester is more waterproof than anything else I’ve worn (and is extremely windproof, too), thanks to a layer of material that goes behind the zip, and a Velcro closer that goes over it. It also comes with a removable liner on the inside, which can easily be removed during warmer weather, and yet provides a great extra barrier against the cold when left in. With all the thick material you’d expect this thing to be a melting pot, but thanks to 10 zipped vents (all covered with a waterproof closure), staying cool is a breeze. It also

RST PRO SERIES ADVENTURE-X CE JACKET AND TROUSERS

Dan Clare / J - £299.99 + T - £259.99 / www.moto-direct.com

When it was launched, the Adventure-X was billed as RST’s flagship adventure suit.

It might have been usurped by newer gear, but there’s no doubt it still offers an exceptional balance between comfort, safety, style and price.

This is high-pecification kit; double layered, made from MaxTex, which is a lightweight waterproof synthetic material that offers great protection and is comfortable to wear. Additionally, a Ballistic textile is overlaid over key impact areas along with the triple stitching to offer increased abrasion resistance. It features a removable quilted thermal liner and waterproof membrane combined together – though there’s a fixed mesh lining, and multiple chest, arm and rear vents nd ensure superb levels of air flow in an out of the jacket, to help keep you cool as you ride.

With a CE certification rating of AA and CE Level 2 back protector and shoulder, elbow, knee and hip armour along with TPU shoulder cups, and you have a garment ready to protect in the event of any impact. I find it hard to criticise this jacket at all.

It has kept me dry in some severe downpours. Okay, so the outer materials did become a tad waterlogged, but I remained dry. It’s warm on cold days, and the removable liner and multiple vents make it very cool and comfortable on warm days. The safety ratings are excellent, and the prices balance very favourably when set against the quality of the product.

Well done RST… I’ll be wearing these for a long while.

has two spacious handw warmer pockets (plus an interna al phone pocket, and a larrger one which is great for keeping wallets and keyys somewhere safe).

For the trousers, the good stuff continues – with the AA rating and removable CE level 2 knee and hip armour.

The trousers are just as comfy as the top half and designed to be very non-restrictive to rider size, with adjustable waist velcro belt systems, braces and zippable lower leg expanders; great for sliding them over even the bulkiest of boot!

This Ozark set was meant to be my winter gear, but honestly the way they’re going they’ve probably just become my new favourite set to wear year-round. I’d happily recommend them to anyone looking for protective and versatile kit they can wear day in day out.

HELD PENTLAND JACKET AND TROUSERS Ross Mowbray / J - €349.95 + T - €279.95 / www.held.de

I’ve never worn Held gear before e, but the German firm has been on my radar for years. They’re seriously popular on the continen nt – and when you take a look at the range of their kit, it’s easy to see why. They do it all. For all budgets.

These Pentland textiles sit in the middle of their range, offering a swathe of features that keep you protected from the elements and secure in the knowledge you’ll be looked after should the worst happen and you end up trading blows with the Tarmac. They’re constructed from a Cordura 500D outer and feature the Held-Tex-Z-Liner membrane (which is waterproof, windproof and breathable). There’s also a breathable mesh lining, some large vents, and a load of adjustment to get the perfect fit. I’ve tended to wear these in warmer weather without the liner; as they’re lightweight and have great airflow when you get moving. That said, when I have been caught out, they’ve proved themselves perfectly capable of keeping me warm and dry.

They’re seriously comfortable, too; surprisingly so, with a noticeable lack of bulk and weight that you sometimes find with textile gear.

For protection it comes with CE-certified shoulder and elbow protectors, plus height-adjustable knee protectors and some hip armour – and there’s a pocket for a back protector, too. I think it’s a shame it doesn’t come as standard, though plenty of riders do prefer to wear standalone armour…

I’ve been properly impressed with the Pentland textiles from Held. I’ve got some seriously expensive textiles in my collection, but these have immediately become my favourite for off-road adventure riding.

They’re light, comfortable and extremely easy to get on with. What more could you want?

16 ROUTE FINDER WHAT’S YOURS?

NORFOLK

There’s nothing quite like a bit of local knowledge when it comes to finding the best roads an area has to offer. If you’ve got a top blast on your doorstep (and you don’t mind sharing), we’d love to hear from you.

After some inspiration of where to go for a blast?

We’ve got you covered.

Norfolk might not be the most obvious choice if you’re after a good ride, but the rural idyll out east actually offers a surprisingly diverse selection of good stuff to get stuck into. From the gently undulating twisties along the coast to the wide-open, tree-lined Tarmac and trails in its centre, you’re spoilt for choice should you find yourself in this neck of the woods.

COASTAL CLASSIC

There’s good reason Norfolk’s coast is so popular. It’s lovely. And the roads are pretty special, too, in a relaxed, ambling sort of way.

We tend to kick things off in Hunstanton and potter along the A149 all the way to the lovely town of Wellsnext-the-Sea. This is where the road gets going; it’s not fast, and any swift progress will likely be curtailed by tourist traffic and a selection of quaint villages, but it twists and turns and climbs and falls, offering glimpses out to sea as you work your way along the coast to Cromer.

There’re also loads of lanes which cut off the main road, which take you down to secluded beaches, through nature reserves and even down to an off-thebeaten-path pub. You could spend hours exploring all of them – though beware the tide, because some of these roads actually get cut off when it comes in.

CANALSIDE CRUISE

The Norfolk Broads is a lovely place to ride. Again, don’t come here expecting fast-flowing, wide-open twisties; this part of the world delivers an abundance of quiet country roads and nadgery little lanes, with cracking views across the flat landscape.

There’s plenty of water, of course, and you’ll see your fair share of boats chugging along the canals and rivers, and also plenty of wildlife.

You could tag this on to the coastal stretch, cutting inland from Horsey Gap and setting your sat-nav for Reedham. Equally, you’d be just as well playing the right-left game and getting a bit lost, but it’s well worth making the trip down Ferry Road near Reedham to experience the tiny two-car crossing.

FOREST FLYER

It’s a bit of a slog over from the Broads, but it’s well worth making a trip further west to Thetford Forest. It’s actually the UK’s largest man-made lowland forest, covering 50,000 acres of woodland and heathland, and it’s a lovely place to ride. Particularly if you’re on an adventure bike.

If you’re partial to a bit of ‘off-roading’, we’d suggest picking up the B1106 in Elveden and setting out for Brandon to be treated to an atmospheric blast along brilliant tree-lined roads. From there, swing a right and pick up the road for Santon Downham, continuing along the Santon Road and on to the threemile unsurfaced Harling Drove. It’s a lovely trail, blending hard-packed mud and shallow sand.

Top stuff.

18 QUICK SPIN: KYMCO AK 550 PREMIUM

A REAL CONTENDER In recent years, Kymco’s growing range of scoots have continued to get ever closer to the ‘big name’ competition. The latest version of its sporty maxi might just be the one to make you think again…

WORDS: Alan Dowds PHOTOS: Kymco Taiwanese scooter firm Kymco is a pretty serious outfit. It started out as a primary parts supplier for Honda Japan, and is a cut above many other Far Eastern brands in terms of prestige and engineering Now a major manufacturer, Kymco is a massive part of the scooter market in most big European countries – Spain, Italy, Germany and France – and is now pushing hard to develop its presence in the UK. Part of that is new bikes – like the AK550 maxi-scooter. It’s a high-performance, high-tech, twin-cylinder machine, that can go toe-to-toe with the best from Japan in terms of spec and capability. And for 2023, it’s been upgraded with the new Premium spec that includes cornering ABS and traction control; new bodywork with electric windscreen; keyless ignition; ride-by-wire throttle; and cruise control.

We went to Porto in Portugal to try it out, alongside the new CV3 three-wheeled leaning trike version that uses the same engine. The AK550 Premium is quick, thanks to that twin-cylinder powerplant putting out 51bhp claimed power, and also it weighs just 223kg dry thanks to a lightweight aluminium-framed chassis. The brakes are strong, thanks to Brembo four-piston calipers and the safety net of an advanced ABS set up, and the handling is spot-on for a sporty maxi-scooter. On the twisty roads up the Douro River valley out

of Porto, there was plenty of feel from the front end, and the Dunlop GPR-100 rubber was excellent on the slightly damp asphalt. The cornering ABS saved me from a nasty interaction with a wayward HGV on one narrow section of twisty valley road, and overall the AK felt quick, grunty, smooth and capable, with plenty of ground clearance in the bends.

Later on, we took in some faster Autostrada highways, and the AK continued to impress. The electric screen zooms up and down quickly for the perfect wind protection; the eight-valve DOHC twin-cylinder motor easily gets you up to past 105mph with no fuss; and stuff like the cruise control, heated grips, extensive LCD instruments and smartphone navigation connection all make life easier on longer jaunts. If you have a 40-50 mile commute into a city, the AK550 would be a brilliant tool for the job, as well as being dead useful the rest of the time.

The AK550 Premium is a fairly, er, premium piece of kit – and it comes with a premium price tag, too. The rrp of £10,399 might seem a little stiff on the face of it, but for what you get it’s actually decent value. To put it into perspective, it is actually cheaper than a similar-spec Yamaha TMAX – and well worth a look for those folk who aren’t blinkered into thinking powered two-wheelers have to have wheels bigger than 16 inches in diameter.

QUICK SPIN: KYMCO AK 550 PREMIUM 19

BUYING USED

There are plenty of older options if you’re in the market for a big scoot. Here are three of our favourites.

There’s plenty more good stuff like this on the pages of Motorcycle Sport and Leisure every single month; with regular in-depth test rides of the most important bikes to make it to market. If you’re keen to keep your finger on the pulse of what’s happening in the bike world, they’ve got you covered.

YAMAHA TMAX 500

2012-2019 / £3500-£8000 The TMAX is the benchmark in this arena. It handles exceptionally well and will have little trouble keeping up with all but the sportiest of bikes. They do hold their value extremely well, so you’ll have to do a bit of hunting to find a bargain.

SUZUKI BURGMAN 650

2003-2015 / £1000-£5000 The Burgman’s a cracking option if you’re after something big and comfortable that’ll munch miles with ease. It might not be the sexiest or the best handling, but it’s a solid machine that can be snapped up for bargain prices.

HONDA SILVER WING 600

2001-2013 / £2000-£3500 Honda knows how to build quality scooters – and the Silver Wing remains a great choice if you’re looking for an affordable workhorse that offers all-day comfort, plenty of protection from the elements and enough punch to make swift progress.

There’s a whopping 55 litres of underseat storage to play with, too.

20 QUICK SPIN: BMW R 1300 GS

This is just a tasty teaser of the full, whopping article in the latest issue of Fast Bikes. While adventure bikes might not be their usual cup of tea, main man Bruce has done plenty of miles on BMW’s big boxer and is well worth listening to if you’re after an honest, informed opinion on the all-new GS. Scan the code and get yourself a copy delivered straight to your door.

QUICK SPIN: BMW R 1300 GS 21

GLOVES S OFF

BUYING USED

The GS is a serious bit of kit with a price tag to match. Thankfully, you’re spoilt for choice if you want to snag yourself a big adventure bike for a fraction of the cost.

If you like ’em big, bold and packed full of poke, BMW’s latest R 1300 GS could be just the ride for you.

WORDS: Bruce Wilson PHOTOS: BMW Motorrad

Despite my predilection for sportsbikes and trackdays, I know the GS very well. I had an R 1200 GS (air-/oil-cooled) in 2009 and clocked 9000 miles on it; at a time when I was also racing in National Superstock 1000. On paper, it and I weren’t right for each other – but I had an absolute blast on that bike. Fast-forward to 2014 and I found myself in Canada competing on the water-cooled R 1200 GS in the GS Trophy. And then just last year I was at it again on the R 1250 GS, competing in Albania in the GS Trophy again.

The point is, I love GSs; I’ve done a lot on them, but could the revolutionary 1300 float my boat in the same way as its forefathers?

From an aesthetic point I liked the more angular, enduro-esque guise of the Beemer, which looked and is physically smaller than the 1250, while weighing in 12kg lighter, too.

From the dust caps upwards, this was a wholly different breed of bike, built around the same principals of what’d come before, but that was about it. The frame, the motor, the wheels and the tech were of a new generation, with the salient figures being as tantalising as they were impressive. It’s not every day you hop on a bike with a stonking 149Nm of torque, but that’s what BMW was claiming from its oversquare motor, that now peaked at 9000rpm with a maximum output of 145bhp. Smaller, 4kg lighter and packaged completely differently, one of the biggest twists to the opposed cylinder engine was the packaging that now sees the gearbox located below the barrels.

As for the frame, gone are the tubes of old, replaced by a two-part design that sees cast steel up front and forged aluminum at the back. Then there’s a completely new Telelever front end, that reduces flex, the need for ball joints and a load more undesirable traits that have been a staple part of the GS story since day dot. Add into that mix a new TFT dash; collision avoidance technology; front and rear radar; plus an optional adaptive seat that alters by 30mm (820mm to 850mm) once the GS achieves over 30mph, and you’ll begin to grasp the magnitude of the enhancements made. I could bang on

for hours about this bike, as they did during the model’s presentation, but you’re probably ready to know more about what it’s actually like to ride, so let’s get to it.

For a big girl, topping the scales at 237kg, the Beemer was no slouch.

As is so common in life, looks can be deceiving, and the same is true of the GS. It does not look like a bike that could disconnect your arms from their sockets, but I reckon it could, or at least it felt that way as I toyed with the abundance of torque from the twin. We were riding TE (Travel Edition) spec GSs, which meant they had loads of goodies, including dynamic suspension, integrated handguard indicators and four tiers of rider modes.

The shifter and blipper on the bike were decent, but harsh demands, especially going up the box in lower revs, were often met by a punctuated performance. Out of nothing more than curiosity, I switched the bike to ‘Road’ mode and the aggressiveness of the GS toned down massively, without leaving me feeling robbed of any fun.

As the ride went on, my brain began to wander to other parts of the machine. The other big consideration was how the bike handled. On paper, loads of mass, a long wheelbase and an upright riding stance aren’t suggestive of a bike that can turn on a tuppence, so it wasn’t that surprising to note that the GS needed a bit of persuasion to get it into bends. That said, it was impressively lithe for something of this size.

The thing is, after a day in the saddle I soon came to the point of realising that despite the model’s many, many changes over what had come before it, the 1300 still felt very much like a GS of old, only more polished, with better tech, more responsiveness and a sharper guise.

For all the features that were different, including our bike’s electronically adjustable screen, that rose and fell with the touch of a button, there was still the same underlying DNA to the riding experience, which was impressive considering just how drastically different every single module on the bike was.

TRIUMPH TIGER 1050

2006-2012 / £2000-£6500 The Tiger 1050’s a road bike through and through – but it’s all the better for it, with plenty of pep and poise to hold its own on the Tarmac. And how many riders really want to go belting down green lanes anyway?

KTM 990 ADVENTURE

2003-2012 / £3000-£6500 This is a brilliant motorcycle.

It tempted plenty of riders away from the R1200GS with its super-cool styling, great handling and focus on offroad ability.

BMW R1150GS

1999-2005 / £1500-£4500 While the R1150GS faced criticism for being a bit too pricey for its own good at the time of its launch, it’s now an affordable way to get your fix of Boxer-powered goodness. It handles well, has a whopping 20-litre tank, and will run forever. Sounds good to us.

22 QUICK SPIN: BENELLI TRK 702 X

This is just a sneak peek of a proper, in-depth group test coming to Motorcycle Sport and Leisure very soon, which sees the Benelli pitted against the newly-released Suzuki V-Strom 800DE and Honda Transalp XL750. If you want to know how it stacks up, scan the code and get a copy dropped through your door.

QUICK SPIN: BENELLI TRK 702 X 23

BUYING USED

The middleweight adventure bike market is ripe for the picking if you don’t fancy splashing the cash on a new machine

We’ve just got our hands on Benelli’s new TRK 702 X, which is vying for attention in the increasingly competitive middleweight adventure bike market. Here’s how it stacks up.

WORDS: Ross Mowbray PHOTOS: Gary Chapman Benelli’s on a mission. Since its takeover by Chinese giant QianJiang Motor, it’s churned out an enviable array of bikes – first focusing its attention on fine-tuning its smallercapacity rides, before upping the ante and stepping into the middleweight market.

We’ve spent plenty of time on its bikes in recent years and have always found plenty to like. Value for money’s always been the main focus of our praise; but with decent performance, solid finishes and top-level styling, they’ve largely proved hard to fault.

It’s sold decent numbers, too. The A2licence TRK 502 has done particularly well in its ‘native’ Italy. It actually sits atop the sales charts over there. That’s quite a big deal. And Benelli’s hunting for more of the same success with its TRK 702, which builds on all the good stuff that’s made the 502 so popular, but adds a bigger, more capable motor into the mix. Sounds good, right?

The TRK 702 X carries over the rugged big bike aesthetics of the 502, and it looks smart in the flesh with the big 20-litre tank, adventure-style beak, hand guards and spoked wheels helping it look the part. It’s a comfortable place, too, with big, wide bars helping to offer a roomy, upright riding position. The surprisingly low 835mm seat offers plenty of padding to make longer journeys a breeze. I’ve spent all day on it with no dramas. It is a fairly chunky thing though, tipping the scales at 218kg dry. While that puts it in the same sort of ballpark as the rest of the current crop of middleweight adventurers, it seems to carry its weight a little higher (particularly when brimmed with fuel). It’s not unwieldy, but it is noticeable when you lift it off the stand before you get rolling.

The centrepiece of the TRK 702 X is its ‘new’ 693cc parallel-twin engine – which is rumoured to be based on the motor which powers Kawasaki’s Z650 (with an increased stroke). It’s by no means the most dynamic or characterful thing, but with 75bhp at 8500rpm and 68.2Nm of torque at 6250rpm, there’s ample power to make swift, smooth progress even in excess of motorway speeds. It’ll sit at 75mph for extended periods without a grumble, with little in the way of vibration. The gearbox is solid, the fuelling is good, and the clutch is lovely and light.

It stops well enough, too, thanks to the twin 320mm discs squeezed by radial-mount four-piston calipers up front and single 260mm disc with a single floating caliper at the rear. They’re branded Benelli, but they look remarkably similar to Brembo/Bybre’s omnipresent units.

Although they’re not exactly pin sharp, there’s plenty of bite to haul the whopper up in a hurry, with little interference from the ABS even on the seriously wet roads we’ve seen so much of recently.

Suspension comes in the form of 50mm USD front forks with 140mm of travel, and a link-actuated, fully-adjustable rear shock. It’s a nice set up, offering plenty of poise without compromising on comfort. Admittedly, I’ve spent most of my time bombing around in the rain, so I’ve not had a chance to really push it to its limits, but I suspect it would hold its own even when the pace picks up and more is asked of it.

Overall, it handles well; proving itself plenty nimble for a big lump, with excellent manners both in town and out on the twisties (even with a larger 19-inch front wheel). The Pirelli Scorpion Rally rubber definitely helps the cause, offering bags of grip no matter the road conditions. It is an adventure bike, so don’t come expecting the pin-sharp road manners of a naked and you won’t be disappointed.

It’s a relatively simple affair on the tech front. There is a modern 5-inch TFT display which you can hook up to your phone, but there’s not a massive bundle of rider aids to mess around with. I quite like that.

I’ve been impressed with the TRK 702 X. It’s leaps and bounds better than the muchloved 502. That’s partly to be expected; it’s more expensive, more powerful and better equipped. But it feels like Benelli has made another leap forward with its latest generation machine. All credit to it.

Whether or not it’s good enough to tempt adventurous riders to peel their eyes away from the likes of Yamaha, Suzuki and Honda is another question altogether, but with its £6899 price tag and a free luggage promotion running into 2024 (which includes panniers and a topbox worth £1000), I wouldn’t be surprised if plenty of people are very tempted.

BMW F650GS

2008-2013 / £2000-£5000 The GS is an icon – and although the old middleweight version is lacking some of its big brother’s ability, the parallel twin powered 650 is an excellent, easy-going allrounder that’ll run forever.

A great option.

YAMAHA XT660R

20042017 / £2000£4000 The spiritual predecessor to the now ubiquitous Ténéré 700, the single-cylinder XT660 is a proper bulletproof all-rounder that represents excellent value for money.

HONDA XL650V TRANSALP

1987-2007 / £1500-£4000 The old Transalp is a soft but solid option that’s won a legion of admirers the world over. And best of all, there are some proper bargains to be had if you do a bit of digging.

KNOWLEDGE 25

BIKER FIRST AID

PART TWO

REMOVING A HELMET

Riding bikes involves risk. There’s a chance that even the most sensible and switched on of bikers could come unstuck by some sketchy surfaces or dodgy driving. Knowing what to do should the worst happen is invaluable and could be the difference between life and death if you spot someone in trouble. That’s why we’ve joined forces with LIVES, an emergency first responders service made up of trained personnel (including doctors, nurses and paramedics) who give up their time to help save lives. They’ve been up to MoreBikes HQ to share their wisdom, equipping us with the basic skills to save lives by the side of the road, and over the next few issues we’re going to be sharing what we’ve learnt, outlining some key tips, tricks and

techniques to help you manage the scene should you happen across a road traffic accident.

There’s a fair bit of conflicting information out there when it comes to removing an injured biker’s helmet.

The generally held view is that you should leave it be until a medically trained first responder arrives on the scene – but if the rider’s unresponsive, having difficulty breathing or severely bleeding, you’re going to need to get it off quickly and safely so you can start to deal with the problems at hand and administer appropriate first aid.

It’s important you proceed with caution – but with a bit of knowledge, anyone should be able to remove a helmet safely in an emergency.

IT TAKES TWO

STEP BY STEP

Removing a helmet is a two-person job.

One person will focus on keeping the neck stable, maintaining the alignment of the head, neck and spine, and the other will deal with the actual removal of the helmet.

It’s possible you’ll need to roll the injured person over, so they’re on their back. This must be done with extreme care, following the same procedure as removal (with one person stabilising the head and the other rolling them over).

the visor to allow easier communication and while employing a very gentle back and forth motion to 1 Open observation of the injured rider. slowly work it free. It’s worth noting that some helmets PERSON A should settle down above/behind the feature quick-release cheek pads, which can be easily 2 riders’ head, holding the helmet still to keep the removed in the case of an emergency. Simply pull the head in line with the spine. red tag and carefully remove, while still keeping the PERSON B should kneel down beside the rider to head braced.

3 With the helmet now removed, the head needs to gently undo the helmet chin strap, before placing 5 remain supported while first aid is administered. a hand under their head at the base of the skull while That’s part of the reason why it’s essential two people are simultaneously bracing the jaw at the chin.

With the head now supported, PERSON A can working together.

4 time to deal with the other injuries/symptoms carefully remove the helmet. It’s best to pull the 6 It’s while you wait for the professionals to arrive. base of the helmet apart to offer a little more room,

IF YOU WANT TO KNOW MORE ABOUT LIVES, ENQUIRE ABOUT TRAINING, DONATE, OR EVEN GET INVOLVED, VISIT: www.lives.org.uk

TOP TIP n

s bee If the helmet’t stay with us removed it m/when they go the patient if he damage on to hospital. Tn offer valuable a the helmet c regarding what information ry may have kind of inju tained. been sus

NEXT MONTH: HOW TO DELIVER CPR

26 RIDER SKILLS

THE EXPERTS PHOENIX MOTORCYCLE TRAINING Phoenix Motorcycle Training is the UK’s largest motorcycle training provider, with 22 local training centres. The company provides high-quality courses delivered by fully-accredited instructors, and designed to meet a range of customer needs, from complete beginners to experienced riders.

Tel: 0330 223 4000 Email: bookings@teachmetoride.co.uk Web: phoenixmotorcycletraining.co.uk

RIDER SKILLS 27

RIDE PILLION There are many ways to enjoy riding motorcycles, but there’s something pretty special about sharing the experience with a pillion. However, it does take a little planning and a bit of skill to make it work seamlessly.

We talked to Steve Metcalfe from Phoenix Motorcycle Training to find out exactly how to go about it…

Riding a motorcycle is one of the greatest things you can do. Agreed! But being a passenger, or pillion, on a bike divides opinion – some love it, others hate it. To tip the balance and try to land more people in the ‘love it’ camp, it’s important that the rider knows how to ride safely and considerately with a pillion, and communicates clearly what the pillion needs to do to help with this and to enjoy the ride.

Whether it’s just a quick ride with a friend, a longer tour with a partner, or offering a lift to a stranded fellow biker, riding with a pillion can be very useful and a lot of fun.

What’s the old adage? Fail to plan, plan to fail! That goes for taking a pillion, too. Before you even turn a wheel, there are a few key adjustments to make. What you need to do will vary depending on the bike and the pillion, but some of the things to consider are tyre pressure, suspension adjustment and headlight angle. Some modern bikes with tyre pressure monitoring systems, electronic suspension and adaptive headlights might even do a lot of the checks for you, but you will find the specifics about how much you need to adjust any given component in the bike’s owners’ manual, and as you become more accustomed to riding with a pillion, you can make further adjustments based on how the ride feels for you and your passenger.

You also need to adjust your riding style to make two-up riding safe and comfortable for both of you. Because of the extra load on the bike, you may notice a change in the dynamics of the bike as the suspension has to work with more demands from it. This may change the feel of how the bike turns into corners, how stable it feels, and how quickly it reacts to your input.

The added weight of a pillion on the bike will put more demands on you to keep the bike stable from the moment Legal requirements for carrying that they climb on. It’s good a pillion passenger are quite to practice getting on and straightforward. The general rule is off the bike before you you can if you’ve got your full licence, set off, rather than end up but not if you’ve only done your having to deal with it away CBT. However, you’ll also need to from home (nobody needs an make sure your insurance policy audience for that!). covers it…

Am I allowed to carry a pillion?

Having a pillion passenger also will demand more from your bike’s engine and brakes. Your acceleration will be slower, and your braking distance longer. Again, get a feel for how this affects the ride before you’re in traffic, and don’t expect the bike to accelerate or stop as quickly as it does with just you on it.

You should also aim to ride smoothly, accelerating and braking with more care and finesse than on solo rides. Avoid harsh use of these controls.

It's a good idea to take time to explain to your pillion exactly how you want them to behave on the bike. Most people will not know how to get on the pillion perch or appreciate how body movement affects the riding dynamics, unless they have ridden a bike themselves. Not briefing the pillion before the ride may cause you more trouble than having a quick chat to go through the basics before you set off. Also it might help to keep the sidestand down until you’re ready to move off, just as a little extra precaution in case of a wobble when your pillion gets on.

Don’t forget that both the rider and passenger should wear proper protective gear, including a helmet, gloves and durable clothing, to minimise the risk of injury in the event of an accident.

Only a helmet is a legal requirement, but whether you are in the All-Gear-All-The-Time camp, or just rely on the bare minimum to meet legal requirements, you should be responsible and advise your pillion about the benefits of wearing protective gear.

It goes without saying, but you should refrain from showing off your undoubtedly amazing riding skills by riding too fast, pulling wheelies and the like. Scaring the pillion is not cool, and it won’t make the experience a pleasant one for either of you. Finally, if you are a new rider, make sure that you are comfortable riding your bike solo before you take on a pillion. Even when you move on to riding two-up, take your time to get used to the extra weight, and how that affects the bike.

If you want some more pointers, or just want to fast-track your learning, speak to a qualified motorcycle trainer or visit a training school, and you will get up to speed in no time.

Enjoy the ride!

DIVERSITY

QUOTA

We’ve often made the point that you can go touring on any type of motorcycle. But rarely have we gone out of our way to prove that different genres can mix. Until now...

WORDS: Dave Manning, Ross Mowbray, Charlie Oakman and Gary Hartshorne PHOTOS: Gary Chapman Given that we’d planned to head into the Peak District to complete another of our National Parks guides, it seemed like a good time to pick a variety of machines to do the trip. It was back in March, when the Moto Morini was still on our test fleet, but before we got any of 2023’s new bikes, so that was an easy option. A big,

: ROAD TEST sa, abu Suzuki Hay T-10, Yamaha M Wing Honda Gold orini and Moto Me X-Cap

brutal, naked bike had to be on the cards, a slot filled nicely by Yamaha’s big-litre brawler, the MT-10. A classic sports-tourer was next to be chosen, whereby the latest iteration of Suzuki’s long-lived Hayabusa was chosen.

The final position went to a bike that is globally known for being the epitome of long-distance

touring – no, not a Bavarian adventure bike, but the Honda Gold Wing with its monster 1800cc flat six powerplant.

Four very different machines, but four bikes that are perfectly capable of being loaded up with a couple of changes of clothes and taken for a long weekend away somewhere pretty…

ADVENTURE 29

POWERED BY

30 ADVENTURE

Honda Gold Wing GL1800 Tour

WORDS: Ross Honda’s Gold Wing is an iconic bike. It’s been in production for almost 50 years, and in that time it’s transformed from a chunky tourer beloved by mile-munching couples of a certain vintage into a sharply-styled rocketship that’s far more agile than it deserves to be.

The Japanese factory has been making an effort to dispel its past image and show a new generation of bikers that there’s more to it than meets the eye. I’m not exactly your ‘typical’ Gold Wing rider – but I think it’s brilliant. It might not be particularly cool, and it might not be especially sexy – but it’s really good.

Nearly everyone I know that’s ridden one has been surprised by just how capable Honda’s gigantic tourer is on the road. It’s much more nimble than you’d ever expect (once rolling), offers armchair-levels of comfort, and has plenty of power to play with, too.

That’s why I couldn’t wait to swipe the keys to the newest Gold Wing

Tour (with DCT) and put it through its paces over a few days in the Peak District, alongside an unlikely bunch of machines that do touring and adventure slightly differently.

It’s a big old lump, there’s no getting away from that. But that’s because the Gold Wing is kitted out with pretty much everything you’d need to have to cover big miles in supreme comfort. Heated seats; heated grips; an adjustable electric screen; a pair of 30-litre panniers; and a 50-litre top-box. There’s all the electronic bells and whistles, too, including a substantial TFT dash which comes with a built-in sat-nav, a radio, and offers all the rider information you’d ever want and need. And it’s kitted out with the Apple CarPlay system, too.

The riding position’s lovely; it’s surprisingly neutral, but still spacious enough to mean that I was happy to keep plugging away mile after mile, hour after hour. There’s plenty of protection from the elements, too, with the whopping screen and ample fairing creating a cosy cocoon to keep

TECH SPEC Honda Gold Wing GL1800 Tour

Price: £32,449 Engine: 1833cc liquid-cooled 4-stroke 24 valve SOHC flat-6 Power: 124bhp (93kW) @ 5500rpm Torque: 125lb-ft (170Nm) @ 4,500rpm Transmission: 7-speed forward and reverse DCT Frame: Aluminum die-cast, twin tube Wheelbase: 1695mm Brakes: (F) 320mm x 4.5mm dual hydraulic disc with 6-piston caliper, floating rotors and sintered metal pads (R) 316mm x 11mm ventilated disc with 3-piston caliper and sintered metal pads Suspension: (F) Double Wishbone (R) Single Pro Link shock Wheels/Tyres: 3.5x18” cast aluminium wheel, 130/70xR18” Bridgestone Exedra G853 tyre (F), 5.00x16” cast aluminium wheel, 200/55xR16” Bridgestone Exedra G852 tyre (R) Fuel Tank: 21.1 litres Fuel Consumption: 48mpg Seat Height: 745mm Weight: 376kg (dry) 390kg (wet) Warranty: 3 years, unlimited mileage, transferable Service intervals: 4000 miles / 12 months Contact: www.honda.co.uk/motorcycles

off the worst of the wind and rain. It’s no surprise that we were all fighting over it when the weather took a turn for the worse…

You’d probably think the Gold Wing would be a bit out of its depth exploring some of the lesser-known roads in the Peak District, particularly when you consider its 1695mm wheelbase and 383kg kerb weight, but despite the somewhat sketchy conditions and a healthy dose of chewed-up Tarmac, the big bike shone. The low-mounted engine definitely helps its handling, and even turning it around on tight roads became second nature very quickly.

Of course, it’s much happier when the pace picks up and you can make full use of the 1833cc flat six motor, though it does take a bit of adjustment to get properly comfortable with the slightly vague feeling from the front end when pressing on. You kind of waft through corners in a way that’s a little unnerving to start with, particularly when compared to some of the more direct handling bikes that joined it on the trip. That said, it holds its line well, even when you end up scraping the pegs as a result of the limited ground clearance.

One of the best things about the Gold Wing is its motor. It’s a seriously versatile thing; silky smooth at steady high speeds, but when you crack the throttle and chase the 6000rpm redline, making full use of the 124bhp and 125lb-ft of torque, the bike comes alive (and it sounds fantastic while doing it). It shouldn’t be this much fun to ride hard.

The only downside to pushing on is that you’ll find its 21-litre tank doesn’t go nearly as far as you’d think.

A smooth, sensible ride will help you get in excess of 200 miles from a single trip to the petrol station, but if you’re

a bit more throttle happy, expect to cover around 150 miles instead. That’s around about 32mpg.

Although I typically favour a manual gearbox, Honda’s DCT system makes an awful lot of sense on the Wing. For the slow stuff and big-mile cruising you can just let it do its thing, but when the pace hots up I much prefer to use the up and down paddles on the lefthand switchgear to make full use of the engine braking and get the motor singing. The technology is seamless – and it’s easy to see why Honda’s selling so many machines with it fitted.

There’s also a full suite of electronic rider aids to play with. There’s Rain, Economy, Tour and Sport riding modes which automatically adjust suspension, throttle map and brake bias. Oh, and there’s even a reverse gear for when you need a bit of a hand shifting the thing.

It stops incredibly well for a big

bike, too. Smooth and efficient with plenty of feel, you couldn’t really ask for more from it, and it also remains remarkably composed while doing it, thanks in part to Honda’s funky double-wishbone front end which works in unison with a trick electronic suspension system. There’s only a tiny bit of dive under properly hard braking, but even my most ham-fisted efforts failed to unsettle it enough to cause any kind of issue.

The Honda Gold Wing is a revelation.

I recognise it’s not going to be to everyone’s taste, and in truth most bikers don’t need anything this big, comfortable or well-equipped. But if you’re even a little bit tempted by one after reading this, you should definitely go out and try one. I guarantee you’ll be pleasantly surprised with just how capable it is. Then all that’s left to do is plan your next adventure – if you’ve any money left, that is…

Gary’s opinion The disparity between this and the MT-10 I rode on the test couldn’t be any further apart, especially given the weather conditions. When it was my turn to ride it, I was cold, wet and shivering. Up to maximum went the heated grips and seat.

The adjustable screen was raised to its highest position, and half-an-hour later the life and temperature in my shivering body came rushing back.

The Gold Wing utilises the silky-smooth six-cylinder engine with a seven-speed DCT gearbox. I’m not a fan of automatic gearboxes on bikes, but on the Gold Wing it makes

perfect sense. The whole point of this bike is to relax and use as little energy as possible, and everything about this bike is comfort, comfort, comfort. The cockpit oozes class, the screen bigger than the one on my car.

The ergonomics are perfect.

You really could sit there all day, regardless of the weather.

When you jump on the Wing you ask yourself: ‘What the bloody hell is this?’ It’s not until you throw a few miles on it that it becomes apparent what this bike can do. It’s not going to hustle through the twisties like the MT-10, but it’s better than you think.

ADVENTURE 31

Suzuki Hayabusa GSX1300R WORDS: Dave As others have mentioned here (and in the video), I really like the Suzuki Hayabusa. Always have done, since I first rode one 23 years ago, and the joy that’s delivered by that epic fourcylinder powerplant is one of which I will never tire.

Of course, the Hayabusa isn’t purely about the engine (although I’m sure that there are those folk who would disagree with that comment, especially those who have discovered that it can withstand the onslaught of a turbocharger-created 700-plus horsepower…) as while its initial iteration appeared to be little more than Suzuki’s knee-jerk reaction to the super-fast Honda Blackbird, as it released a larger-capacity, faster alternative that just so happened to be named after a falcon that was known for feasting upon blackbirds, so it has changed with each of its two updates with this, the third generation of Busa, being the most civilised, polished and high-tech of all.

With that being said, there are elements of the Hayabusa that have remained from the first model, with the styling remaining of an aesthetic that brings forth comments – good and bad – and elements such as the

twin analogue clocks remaining that also have resulted in comments that the Hayabusa hasn’t been updated enough in its second redesign. But then, as Ross says in his opinion, why change something if it’s not broken?

And if you don’t like the overall styling, then remember that you don’t look at the bike when you’re riding it!

That super-smooth powerhouse of an engine is still as good as it ever was. Those folk who suggest that the 187bhp is poor when compared to the litre-capacity bikes that are howling out in excess of 200bhp are rather conveniently ignoring the fact that the Busa’s peak output is at 9700rpm, and that the 1340cc lump makes a very handy 110lb-ft of torque. And it’s the torque figure that really counts in the real world, and especially for this ‘alternative tourers’ feature.

I often find myself reminding folk that it’s torque that matters out on the open road, and making a useful example by stating that a good friend’s GSX1100 (of Eighties vintage, albeit with a 1230cc big bore), made around 120lb-ft of torque and was one of the best road bikes (from the engine perspective) that I have ever ridden.

If you’re having to chase the revs to get the big numbers, then some of the joy is taken away, especially on UK

Ross’ opinion This is the bike that surprised me most. I’d actually never ridden one before – and although it’s a pretty iconic machine, I had reservations about how well I’d get on with it.

I suspect my preconceptions played a part in my initial struggle to feel at home, but slowly and surely I found my groove and began to understand why so many people love the ’Busa. Okay, so one could argue it feels a little bit dated; there’s definitely a 90s feel to it, both aesthetically and ergonomically. But that’s because Suzuki has done the sensible thing and not messed around with the winning

TECH SPEC Suzuki Hayabusa GSX1300R

Price: £17,999 Engine: 1340cc inline four cylinder, watercooled, four stroke Power: 140kW/187bhp @ 9700rpm Torque: 150Nm / 110lb-ft @ 7000rpm Frame: Aluminium twin spar beam frame Wheelbase: 1480mm Brakes: (F) Twin Brembo Stylema calipers, 320mm discs (R) Single twin piston caliper, 260mm disc Transmission: 6 speed/chain drive Suspension: (F) 43mm KYB forks, adjustable for spring preload, rebound and compression damping (R), KYB monoshock, adjustable for spring preload, rebound and compression damping Wheels/Tyres: (F) Cast aluminium wheel, 120/70ZR17 Bridgestone Battlax Hypersport S22, (R) Cast aluminium wheel, 190/50ZR17 Bridgestone Battlax Hypersport S22 Seat height: 800mm (31.5in) Tank: 20 litres Fuel consumption: 42.5mpg Weight: 264kg Warranty: 3 years Contact: www.suzuki.co.uk

formula. Don’t fix what’s not broken and all that…

Of course, the motor’s the best thing about it. It’s still an absolute rocket, and although the greasy, chewed-up roads of the Peaks weren’t exactly the perfect proving ground, it’s clear that this thing wants to go. It handles well for a big boy, too. You can’t exactly throw it around, but smooth riding is rewarded with plenty of poise in the corners.

A brief blast on the Hayabusa dispelled my misconceptions and whet my appetite. I’m already thinking about trying to get my hands on one for a more thorough test.

Watch this space.

roads with strictly-enforced speed limits and heavy traffic that often requires instant acceleration rather than having to drop down two or three gears to squirt past slower traffic. I digress slightly – let’s just say that the GSX1300R’s engine is brilliant.

Old-school torque and power delivery is complemented by a fully modern technological suite – a Bosch-supplied six-axis IMU that talks to the lean-angle-sensitive ABS; traction control, and wheelie control; and a ride-by-wire throttle that incorporates cruise control and a speed limiter, both of the latter being very handy at ensuring that your licence remains in one piece.

Naturally, there are various modes available, three being set by the factory, and a further three rider-set to suit your own personal choices, with the traction control, wheelie control, power and ABS all alterable. And, refreshingly, it’s all rather easy and intuitive to learn how to change these variables.

Although I did find that I was just riding the bike in its sportiest mode, with the smoothness and flexibility meaning that the power doesn’t really need to be reined in in poor weather/road conditions.

The riding position has been improved with regards to earlier versions, with the bars brought closer to the rider, although the cockpit is still roomy, the exception being that the seat height remains rather close to the footpeg position, so your legs can become a little cramped if you’re longer legged.

The counter-argument to this is that the seat remains conveniently low, at just 31.5 inches, and the centre of

gravity feels almost subterranean, such is the stability at slow speeds.

Despite its top speed capabilities, this is a bike that can be ridden around, feet up, at below walking speed…

That low c-of-g might slow down the steering a tad, and in conjunction with the rather long wheelbase does make flipping from side to side in a series of tight corners a little more of an effort than with sportsbikes, but I actually like that increased level of effort, thanks to the increased stability.

And it is still very easy to throw the bike around beneath you when you want to hustle, and confidenceinspiring, too, especially if you compare it to more traditional tourers such as the Gold Wing.

If the pillion seat cover isn’t fitted (it’s not standard, but a factory aftermarket part), the pillion seat is actually rather more comfortable and practical than you may expect, with a grab rail that can be used rather than just being an aesthetic addition. But if you want to carry luggage as standard then you’ll be refusing a passenger as the pillion

pad is where any bags need to go, but a decent-sized waterproof roll bag was easily strapped on for our Peaks trip. Otherwise, it’ll be aftermarket luggage on your shopping list…

My overriding memory of riding Hayabusas – especially the latest 3rd Generation models – is a surprising one of practicality. While it’s perhaps not the bike to choose if all your riding is commuting (at 18 large that’s a lot to commit for a commuter), it’ll do it day-in, dayout. And then take you – at high speed if that’s your bag – across continents and scratch around some lanes when you reach your destination. And you’ll never leave the key behind in your other jeans, as it’s got a proper key, and not a remote ignition thing that makes me more paranoid than an MP who’s left his laptop on the train… (and checking that the key is in my pocket at least once every three miles).

Super-smooth. Super-fast. Superefficient (over 50mpg perfectly possible). Super-comfortable (tight knees excepted). Just super.

32 ADVENTURE

Moto Morini X-CAPE WORDS: Charlie

With the choice of four very different bikes to traverse the Peak District, my eyes immediately were transfixed on the Moto Morini X-Cape for a couple of reasons. Firstly, of the four bikes we had, this was the only one I had no prior knowledge of and I like to be educated, though had enjoyed seeing what Dave had been doing with it as a long-term test bike, of course.

Secondly is the fact that this bike was the most ‘suited’ to the trip.

From the lower-powered adventure category, this bike sits with a machine that has kept me buzzing for the past six months on board Yamaha’s Ténéré 700. A similar engine capacity, the Morini’s detuned ER-6 motor and the CP2 engine of my T7 were actually preparing to battle it out against the Paton at this year’s TT in the Supertwin race (heavily modified, of course), thus I was preparing myself for a Ténéré-esque ride that matched the 200 miles already completed that morning to join the fellas for the test.

This was not to be.

From starting the engine and the low murmur from the exhaust via a slight twist of the throttle, I knew that I was leaving the Ténéré experience a long way behind me; there would clearly be no comparison between them. My toys left the pram – “If we are in a hurry, I will get off the bike and walk!” I stated ashamedly to the chaps. My expectations were set via a very high bar indeed and I was left somewhat grumpy by my ride choice.

A scathing start to this review for sure, but an important one to note as, without passing on my petulant first impression, I could not demonstrate how much this bike grew on me as the trip unfolded. How the X-Cape delivered across the three rainy days in March as we traversed the Peaks, and how it became a favoured ride for us all.

As a package this is ‘a great little bike’, in quotations as this came

out of the mouths of us all by the end of the tour. Sure, the engine is old tech and could use more kick in the acceleration department as discovered leaving our HQ for the Peaks trying to keep up with throttlehappy Ross on the DCT Gold Wing and Dave (loves a Hayabusa does Dave), and was ready to give it a stretch from the off. Keeping up was difficult, not because of the speeds we were travelling at particularly, but the time it took the Moto Morini to get there.

This was all in the initial stage of getting used to the ride; you do have to make the X-Cape’s engine sing to progress swiftly. But when you achieve this, it holds an impressive tune maintained through the right choice of gears and engine speed, especially when approaching roundabouts and left turns to keep the momentum. If you come up a little quick the braking supplied by the Brembo set up is very intuitive.

Riding the Morini is a joint effort, a partnership if you like; the more you put in and understand the capabilities of an aging engine – by modern-day standards – the more you get out and the smile did not take long to reappear on my face, which admittedly resembled a smacked arse at the start of our journey.

Gear changes also challenged me at the start, needing a positive and determined action to progress through the box. Again, a foible that worked against our relationship initially which was personal, having personally been described by HM Quickshifter’s technical bods as having a “pussy-foot’’, more akin to tickling an up or down shift than making my intentions truly felt. But again, this is easily managed via changes to your riding style.

As we progressed and entered the National Park the roads became more interesting and the handling capabilities more apparent, countersteering into the corners and making

the Bridgestone AT41s do their thing in the damp. High revs and low gears were the order of the day and by the time we met Gary, wet through and begging for coffee and a late lunch, I can safely say that the X-Cape and I had begun to understand each other.

Gary greeted me with a man hug and said: “Great looking bike that,” and it wasn’t until that moment that I turned to look at it and really appreciated just how striking the X-Cape was. Much like the Ténéré, its styling heralds from the Dakar, though with a very strong Italian influence with a pronounced colour scheme of black and red with white trim. Hints of heritage dotted around with the green, white and red of ‘il Tricolore’ subtly framing the 649 and X-Cape branding. The finishing touch being the engine cases proudly displaying Morini on the right-hand side and the famed logo on the left.

There is genuinely a huge amount to applaud about this bike; from screen to tail it is beautifully designed with the rider in mind. The screen is ample enough to get behind and cut out the wind noise at speed and, as we were to discover, the more detrimental effects of driving rain. The TFT dash is backlit and big – 7in to be precise – which almost struggles to be filled despite all the information you need being displayed in front of you. A USB charging point, heated grips, two riding modes, ABS options (albeit on or off ), and an extremely comfortable seat aid the riding position that could keep you in the seat all day.

Further to this, an ample pillion seat with grab rails, which aided bag strapping for me but more importantly gave the option of a considerate pillion experience, though granted, two up was going to make that engine work even harder – though again, given an understanding of the engine’s characteristics, I see no problem with that.

Keeping in mind the price tag, any new bike that boasts all of the

above with extremely credible parts including fully adjustable Marzocchi forks, Brembo brakes and a Bosch-controlled ABS system, starting with a six as new has to be worth a look. Even if the six is followed by 995…

At £6995 this is an investment in a machine that boasts an impressive Italian heritage, despite ownership changing to the Chinese Zhongneng concern which is keeping the brand alive so that it can continue to turn heads, whilst entertaining those on board even if it doesn’t keep you at the front of a group that includes an MT-10, Hayabusa and Gold Wing...

We spoke about the price and at the time I stated if I had £7000 to spend would I go for a brandnew Moto Morini X-Cape, or a reasonable secondhand Ténéré?

At the time it would be the latter, and if I am honest, it still would be... But if my boy, fresh from passing his test, wanted to get into the adventure market, this would be a very real option indeed. It did everything asked of it on our little tour; you work it hard and you work it right, and you will get the pay-off. Ultimately for me, the Moto Morini X-Cape has proved that class and style really don’t need to be ballistic. And it has bucketloads of both.

Dave’s opinion If you’ve seen our video of the Peaks trip (you’ll find it on YouTube and/or via the MSL website), you’ll perhaps have realised that we all ended up with something of a soft spot for the Morini. It’s not the most comfortable, most powerful, most hitech or most gadget-laden of the four by a long way,

yet it stands tall as a very capable machine. Maybe the weather (wet) played into its hands, and maybe the fact that it’s been one of the long-term fleet helped my positive view, but the three other riders were equally as effervescent in their praise of the little twin. It’s just a lovely little bike.

TECH SPEC Moto Morini X-Cape

Price: £6995 Engine: 649cc parallel twin cylinder, watercooled, four stroke Power: 44kW/59bhp @ 8250rpm Torque: 56Nm / 41.3lb-ft @ 7000rpm Frame: Tubular steel Wheelbase: 1490mm Brakes: (F) Twin 298mm discs, Brembo twin piston calipers, (R) 260mm disc, twin piston Brembo caliper Transmission: 6 speed/chain drive Suspension: (F) Fully adjustable 50mm Marzocchi forks, 175mm travel (R), KYB monoshock, preload & damping adjustable, 165mm travel Wheels/Tyres: (F) 110/80x19” Bridgestone tyre, (R) 150/70x17” Bridgestone tyre. (Pirelli Scorpion Rally STR as standard) Seat height: 845/820mm (33/32in) Tank: 18 litres Fuel capacity: 18 litres Weight: 232kg Warranty: Two years Contact: www.motomorini.eu

ADVENTURE 33 TECH SPEC Yamaha MT-10

Price: £14,210 Engine: 998cc inline four cylinder CP4, watercooled, four stroke Power: 122kW/163bhp @ 11,500rpm Torque: 112Nm/83lb-ft @ 9000rpm Frame: Aluminium Deltabox Wheelbase: 1405mm Brakes: (F) 4 piston radial calipers, 320mm discs, Brembo radial master cylinder (R) Twin piston caliper, 220mm disc Transmission: 6 speed/chain drive Suspension: (F) 43mm KYB forks, fully adjustable, (R) Fully adjustable KYB shock Wheels/Tyres: (F) Cast aluminium wheel, 120/70ZR17 Bridgestone Battlax S22 (R) Cast aluminium wheel, 190/55ZR17 Bridgestone Battlax S22 Seat height: 835mm (32.9in) Tank: 17 litres Fuel consumption: 40.4mpg (claimed) Weight: 212kg (wet) Warranty: Two years Contact: www.yamaha-motor.com

Yamaha MT-10 WORDS: Gary I was told my bike for the Peaks trip would be delivered to me a couple of days prior to the start of the trip. I didn’t ask what it was and waited to see what the van would bring. As the rear van doors opened and the light entered the dark crevice, the insectlike lights stared at me through the glistening sunlight. “Is that an MT10?” I asked Andy, the delivery driver.

“Indeed it is,” he replied. Not what I was expecting considering we were off on a bit of an adventure; but an adventure can be done on any bike, right? Let’s see.

Day One came, and literally 10 minutes after I set off to meet the chaps, the heavens opened and with the MT-10 being a naked, it offered absolutely no weather protection whatsoever. It rained so hard that within minutes my hands were soaked to the bone, my fingers like icicles, and my body felt like I’d been travelling in a mobile freezer. Oh, how I’d have loved heated grips and a heated seat right now! Heated grips, for me, should be standard on every bike. Being warm and in control of your senses is of huge importance from a safety perspective.

One thing that did stand out whilst riding the 10 in the slippery conditions was the CP4 motor. There was no need to flick through the gears; there was plenty of torque within a 4k rev spread between 5000 and 9000 revs and the cornering ABS kept the front planted in the five-degree temperatures. The rear felt pretty good, too, helped by the introduction of the six axis IMU, so despite the body and mind not wanting to ride, the bike’s electronics, mechanical aids and the Bridgestone S22s made me feel in control.

When riding, it looks and feels like the front end has been stolen with

the lone TFT dash staring up at you, all around it being just an empty space. However, the dash is basic and simple to read and it needs to be as the lack of weather protection ensured it always had droplets of rain spreading over it. There are four riding modes for you to tinker with.

Each one has a standard setting but can be refined to suit the rider on board but, inconveniently, one has to stop to change between the rider modes. Although the slide and traction controls can be adjusted on the move, they can’t be turned off, and the same applies to the power levels. Undoubtebly not a bad thing, though, as it wouldn’t be prudent to accidentally turn all the rider aids off without realising! That could be very costly indeed.

Switchgear was easy to use, the control buttons in the right places and one feature that impressed was the speed limiter. The conditions on the motorway down to our meeting point were so bad I could’ve literally surfed there. Inches of standing water sat there, biding its time to aquaplane me away with the very slightest increase in speed. Setting the speed limiter to what was, in my mind, a safe speed, took away any urges to ‘slip by’ the vehicle in front and also came in very handy on the many roads in the Peaks that are now, unfortunately, lined with average speed cameras. The speed limiter does keep you in check as serious speeds can be reached without realising.

Comfort-wise, the 10 isn’t comfortable at all. At anything near motorway speeds the wind buffeting was like being in an F1 wind tunnel.

The pegs-to-seat distance was far too short for me and the seat way too hard, but this bike is a Super Naked, it’s not a GS or a Gold Wing.

Due to the weather it wasn’t really until day three, the day we

all separated to go home, that the weather improved and I could really get to know and use the 10. I had a few hours of dry road to play on before the deluge would commence once more and this is when the 10 started to become the bike it was designed for, and I could ride it home on roads I knew, in the dry! It was only then that the bike started to make sense.

The twisty roads and switchbacks on my route home really brought the best out of the 10.

Although the brakes, despite the Brembo master cylinder, still felt a little wooden, there was enough feel to brake deep into corners and pretend I was Toprak. The mid-range of the engine meant gear changes were minimised, enabling me to concentrate on braking and hitting the apexes and flicking between one corner to another with little effort.

The anti-wheelie, TC, ABS and slide control offer little intrusion, and the safety net of knowing it’s there gives you confidence to really try hard when exiting and entering corners. It was also at this point that the uncomfortable nature of the 10 disappeared as one danced around the riding position. The hours of torture of upright riding in torrential rain was soon forgotten.

All bikes can be used on an adventure but, of course, I guess it depends on the definition of ‘adventure’! If it’s simply putting the miles in, then the 10 proved that you can do it on any bike. Yes, there will need to be compromises, but there is with any bike. It just depends on the individual and where they’re prepared to compromise. The 10 did everything I asked of it. It toured, it scratched and it carried my luggage. It went from leaving me totally MT, to full of smiles and adrenalin. It wouldn’t be the bike I choose for an adventure, but this doesn’t mean you shouldn’t.

Charlie’s opinion If asked the question my favoured ride on the test had to be the MT-10, mostly down to the performance and opportunity of a bit of ‘playtime’ around the sweeping roads of the Peaks, though granted with a 50mph speed restriction in most areas the big 10 could be a serial offender.

The MT was potentially the ‘hooligan’ of our tribe, pumping out some 164bhp of useable power helping to plant the bike on the road, making cornering feel like you were on rails.

It looks great, is robust, and is that journey bike that will munch the miles whilst constantly offering the opportunity of an excitable burst or two, just in case you are happy to blur the scenery momentarily and simply enjoy the thrill of the ride.

This MT-10 may not have been set up for this tour, or indeed these conditions.

Bespoke Yamaha luggage would have been a benefit so not balancing bags on the pillion seat, as would heated grips to avert the discomfort of being so exposed to the elements. But these are problems that could be averted and didn’t deter my impression that this was the life and soul of our party.

The seating position and performance give you enough comfort to take it slow and breathe in the stunning Peaks scenery, whilst also offering the grunt and torque to get past that motorhome in plenty of time to ride the approaching corner with some intent.

Just wonderful.

34 ADVENTURE

CONCLUSION There was never going to be a direct winner in this group, simply because the range of attractions of the bikes involved was so different and wide-ranging, as was the retail price. But we can give an idea as to where, when and for whom each bike might become the perfect touring tool.

For those that want one bike to be an everyday ride, a commuter as well as a weekend plaything that still has the potential to clock up some miles on a touring holiday, it seems that the Moto Morini X-Cape is the go-to choice out of the four bikes here. Okay, so it can be argued that there are other bikes of its ilk that outclass and outperform the Italo-Chinese hybrid, but the simple facts remain – it impressed every single one of us, and it chimes in at under seven grand.

The Yamaha MT-10 is, quite frankly, the nutter bike. It has that hooligan attitude to egg you on to go faster, ride harder, brake later, rev higher and overtake anything in your path. The combination of intake and exhaust noise is addictive, and it’s

actually quite a comfortable place to be, although any amount of motorway miles perched high up in the wind blast might give a different opinion.

While everyone commented on the close relationship between the Hayabusa’s seat and the rider pegs, it was the only little niggle that cropped up when talking about the big Suzuki.

The engine might be quite an old design (there’s little new in the 1340cc powerplant when compared to the original 1300cc Busa launched over two decades ago), but it is still a peach – creamy smooth, lots of torque and a top-end rush that is just as much fun as it has ever been.

All of which leaves the Gold Wing, the biggest and most expensive of this quartet. Pretty much all the folk who slate the Honda for being over-the-top and irrelevant in the modern world have never ridden one. Those who have are inevitably converted.

So, to cut to the crux, what I’m saying is that there is no winner. Actually no, I’ll correct that. There are four winners.

If this feature tickles your fancy, you’ll find plenty more to like on the pages of Motorcycle Sport and Leisure magazine.

This one’s part of a series on the UK’s National Parks. In the next issue, the chaps have a blast around Northumberland on a range of smallcapacity adventure bikes. Nice.

36 HEAD-TO-HEAD

VS OLD NEW Just how much have sportsbikes changed over 13 years?

WORDS: Bruce Wilson PHOTOS: Chippy Wood

L

ike most of our tests, this one came about following a casual conversation about iconic sportsbikes. it didn’t take long before BMW’s very first S 1000 RR was thrown into the mix. Its arrival on the scene in late 2009 created a massive stir, breaking the confines of convention and setting a new standard and expectation for sportsbikes thereafter. BMW achieved the unthinkable, launching a box-fresh wonder weapon that produced more power than its Japanese rivals, featured more tech, and dispatched the German brand of its ‘pipe and slippers’ affiliation. It was a watershed moment, and as we harked on about our first rides and memories from 13 years earlier, we figured there was no better time to get the bike back in the mag so we could see how this gamechanger had weathered.

Were we just banging on with rose-tinted, nostalgia-fuelled glasses? Or was this machine the timeless centrepiece we still believed it to be?

There was only one way to be sure: pitching old against new to settle whether what we had wayback-when could even hold a candle against the latest and greatest Bahnstormer from Bavaria.

THE OLD ’UN – GEN 1 Some bikes don’t bode well over time – it’s a simple fact.

They’re either too ugly, marred by an underwhelming level of performance, or hated because they break down more often than a snowflake. BMW’s first generation S 1000 RR is not one of those bikes, and every time I see one I find myself doing a double-take. How the hell did the German brand nail the brief so well, without a warmup act, crafting a machine that not only still looks the part, but also delivers a riding experience that defies the test of time better than Botox? You get the gist... I’m a big fan and always have been.

If you’ve ridden one of these before, then you’ll know exactly what I’m banging on about. But I appreciate there are those who will have never tried one out for size, so allow me to elaborate on what you are missing. The first thing to hit you when you climb on board is how low the seat height is and how sportingly slanted the bars are. Unlike more contemporary machines, you sit sunken below the tank top and it’s impossible to ignore the clean, but now dated, half-digital/half-analogue clocks that give away its vintage. The same can be said for the switchgears, which included the novel ‘mode’ button that on this machine allows you to switch between rain, sport and race calibrations (you could/can buy an additional plug-in for slick mode), automatically altering the power, traction and ABS offerings to suit the selection you make. It was pioneering tech back then, being the first sportsbike on the market to offer such a function, but by today’s standards it’s arguably rather basic, lacking the ability to go in and actively alter the exact level of integration you’d like – the bods at BMW set the algorithms, and what they gave you is what you got.

When this bike came out, it wasn’t trying to cuddle you into loving it… its agenda was to go fast, scare the living daylights out of you, and make you convince your mates that behind the weird asymmetric headlights lived an absolute headbanger that belonged in your garage. That message clearly got through, because despite its then questionable styling cues, they sold like hot cakes. One button that’s very much present – and fantastically so – is the ‘fun’ button. I don’t know what its real name is, but with one touch you can disable the ABS and traction systems, meaning pretty much anything goes. Techwise, that’s about your lot, but there’s so much more to talk about… torque being one of them.

HEAD-TO-HEAD 37

BMW claimed that the RR made 190bhp. It didn’t, but it made a lot. Fast Bikes tested one back in the day and the figure on our dyno was 179bhp. The torque was tidy, too, pumping out 106Nm at 9750 revs. As with most road riding experiences, you tend to spend most of your time in the first half of the rev counter, which was no bad thing on this bike. From very low down, the RR’s motor produces a wave of oomph that builds progressively until you’re bothering the limiter. The delivery is very linear, and aside from an initial disruption as you crack open the cable-operated throttle, the fuelling is hard to fault.

Back in 2010, quickshifters were largely the stuff of racing gods or the extremely rich. The fitment of such an item on this bike cannot be understated, as it was to form a benchmark for its rivals. The downside to this relatively early commercially-scaled option is that it’s not the slickest by today’s standards, but it is tolerable; as long as you are firm in your actions, it’ll race you up the RR’s box in a jiffy. Coming down the six-speed cassette is a little more agricultural, because there’s no blipper to talk about, but don’t let that put you off owning one.

The truth is that this machine’s a generation or two behind in spec and tech, but the overall riding

experience is really quite good. The Brembo monobloc brakes have some real stopping power to them, and have a good feel, too, albeit this one seemed to pulse the lever when tickled, as if the discs were warped – which did not look to be the case. The rear anchor was pretty much useless, but the otherwise general functions of the machine were endearing.

Handling-wise, the RR was impressively lithe for a bike that weighed in at more than 200 kilos. It wasn’t the quickest in turning, but there was plenty of feel through the suspension. Around a bend, the bike typically felt stable and did a good job of mopping up the road’s imperfections that at one point included a sunken manhole which jumped out at me mid-corner, full lean.

If I owned it, a new set of tyres would be a must, and firming up the suspension would also be at the top of my list, but that wasn’t the nature of this test. I was out for a joyride, getting reacquainted with an old friend that effortlessly won me over with its ways. Would I own one?

In a heartbeat.

TECH SPEC 2010 BMW S 1000 RR Engine Type: 999cc, liquid-cooled, DOHC, 16v, inline four Bore x stroke: 80 x 49.7mm Compression: 13.1:1 Fuelling: Electronic fuel injection Tested power: 179bhp (190bhp claimed) @ 13,000rpm Tested torque: 106Nm @ 9750rpm (Generation I) Electronics RBW/riding modes: Yes Traction control: Yes ABS: Yes Quickshifter: Yes Wheelie control: No Launch control: No Autoblipper: No

Chassis Frame: Aluminium bridge Front suspension: 46mm inverted Sachs fork, fully adjustable Rear suspension: Sachs monoshock, fully adjustable Front brakes: Four-piston radial calipers, 320mm discs optional, ABS Rear brake: Singe-piston caliper, 220mm disc, ABS Dimensions Wheelbase: 1432mm Seat height: 820mm Wet weight: 204kg Fuel capacity: 17.5 litres INFO Price: (Used prices) £5000£10,000 From: Anyone who’s flogging one

38 HEAD-TO-HEAD

THE NEW ’UN – GEN 4 So, what difference does 13 years make to a model? A lot, you’d hope, which is exactly the case with the 2023-spec RR. It batters the Gen 1 in every way, which it should do, but before we get into the nitty-gritty of what it’s like to ride, let’s look at the basic differences between the two machines. The new RR’s a chunk lighter, especially when presented in this RR Sport version that’s been kitted out with optional carbon wheels.

It’s 7kg leaner, to be precise, but perhaps the biggest talking point is the increase in horsepower.

Going off the claimed outputs, the new machine produces 27 more ponies, with an additional dose of 7Nm of torque to back things up. Interestingly, peak horsepower comes in at a similar figure (13,000rpm versus 13,500rpm), but the spread of torque on the new bike is much greater thanks to its integration of BMW’s Shiftcam technology that allows for optimisation of cam timing according to the engine’s revolutions. This is a piece of engineering that wasn’t even heard of back in 2010 – and the same can be said for six-axis IMUs, aerodynamic wings on bikes, and technicolour TFT dashes... and add into that mix 15 levels of traction control, dynamic damping control (electronic suspension), hill-start technology and even a slide control function that’s in place to moderate your degree of drift on the exit of a corner. The list goes on, but you get the point.

BMW’s 2023-spec S 1000 RR is as cuttingedge as it gets, especially now it’s nabbed all the good bits from last year’s M 1000 RR. For over £10k less, the latest litre bike from BMW is a near mirror image of last season’s flagship M model, which itself got a hefty overhaul for 2023. To put

TECH SPEC 2023 BMW S 1000 RR

Engine Type: 999cc inline four Bore x stroke: 80mm x 49.7mm Compression: 13.3:1 Fuelling: RBW with electronic injection Claimed power: 207bhp @ 13,500rpm Claimed torque: 113Nm @ 11,000rpm Electronics RBW/riding modes: Yes Traction control: Yes ABS: Yes Quickshifter: Yes Wheelie control: Yes Launch control: Yes Autoblipper: Yes Chassis Frame: Aluminium bridge frame Front suspension: 45mm fully adjustable USD forks (DDC optional) Rear suspension: Fully adjustable monoshock (DDC optional) Front brakes: M Sport calipers, 320mm discs Rear brake: Single-piston, M Sport caliper, 220mm disc Dimensions Wheelbase: 1456mm Seat height: 832mm Wet weight: 197kg Fuel capacity: 16.5 litres INFO Price: (From) £17,150 From: www.bmw-motorrad.co.uk

it another way, the spec of this bike, even in the entry-level RR version that weighs in at £17k, is beyond brilliant, and includes goodies such as M-Sport calipers, an adjustable swingarm pivot point, its aero package and a lightweight lithium battery. It also gets the M’s cylinder head, improved mapping, uprated race ABS and improved steering geometry to make the bike more agile and stable.

Yes, it looks a bit different, and yes, the M-sport accessories are suggestive of an uprated performance, but who among us is likely to spot the differences between an exceptional machine and one that’s been made just that little bit better all-round? Not me, and nor could I tell any difference in poise when I clambered aboard the giant slayer. It is, and always has been, a tall-feeling bike, with a high saddle and broad, tallmounted clip-ons. Unlike the original, you sit more on top of the ’23-spec and the view in front of you is startlingly different. The 6.5in colour display is the centrepiece, governable by a multitude of switches that include BMW’s scrollable multimedia controller. With that at your fingertips, you can choose between four pre-set riding modes.

Luckily for us, our machine also had BMW’s dynamic package (£1400), which meant it featured DDC electronic suspension, cruise control, heated grips and riding pro modes. That latter addition meant if we’d so chosen, we could go into the guts of the BMW and alter three customisable race set ups, configuring everything from the engine braking to the level of firepower desired with a few spins of the controller.

While we’re on that note, I should probably point

out that other extras included the performance package (£925) consisting of an Akrapovic end can and low friction M Endurance chain, plus the M Package (£4480) consisting of the aforementioned carbon fibre wheels, M paintwork and a grippier M-spec rider seat. Collectively, it meant the bike was hiked up from £17,150 to £23,955… another way of saying this bike costs about four times what you’ll pay for a decent 2010 version.

Moving swiftly on, the main OE tech additions for 2023 are the slide control and rear brake assist functions, which might make sense on track but are up there with a chocolate fireguard on the road.

To get either engaged, you’ve got to be giving

HEAD-TO-HEAD 39

it the berries at -3 or below on the traction control settings. Still, it makes for good ammo when you’re bragging to your mates. The wings also fit into the style over substance for typical day-to-day antics, because while the 17.1kg of downforce they provide might come in very handy on occasion, you must be doing 186mph to get that degree of gain. I realise I’m probably sounding like I’m slagging the RR, which is not my intention – it’s more a case of saying that a lot of the tech on this machine is track-inclined, which is great if that’s your purpose for the purchase, but otherwise you will just have to accept you’re lugging around a whole host of rider aids you’ll never come close to exploiting.

What you will get unadulterated access to is one of the best road-going litre bikes ever. Some people will argue that the RR is soulless, not helped by its typically quiet exhaust note or lack of engine character, but its refined disposition is something to celebrate in my book. Riding the BMW is beyond intuitive, made effortless by its torquey motor that’s as happy to tootle as it is to go mental. The

throttle pick-up is sublime; the delivery is seamless throughout its rev range; and there’s little to no way of telling when the cam timing alters to optimise top end over torque… at about 9000rpm. The BMW is the consummate rocketship, with epic table manners and fantastic rider aids that allow you to exploit its 200plus ponies without any issues. As the rider, just crank that throttle and allow the multitude of tech features to do their thing, culling wheelies, slides and any other such undesirables in the most clinical of fashions. It’s only when you turn everything off that you can fully appreciate the true awesomeness of this bike. It is insane on the road, and I’d wholly suggest that you take advantage of the electronic wizardry this thing packs. They don’t dilute the experience, but instead allow you to ride the bike harder and, ironically, faster than what you would without them.

It is such an obliging and easy bike to get on with that you almost forget it’s a firecracker. It truly does take some topping, but as history has shown, it will be topped. I wonder what the 2033 RR is going to look like?

ROUNDING OFF...

Proper cool feature, don’t you think? We love a bit of historical context.

The lads over at Fast Bikes do this kind of thing all the time; getting stuck into some of the biggest and best sportsbikes of the past 30-odd years. If you’re into that kind of thing, you’d best pick up a copy – we reckon you’ll be amazed at all the good stuff they manage to cram in there each month.

So, what has this test taught us?

Fundamentally, just how epic that first generation of RR truly was. You’ve read all we’ve had to say, so there’s not much point in harking on for the sake of it, but hopping on that bike, mindful of its age and lack of foundation to build on, it’s mind-blowing to experience just how right BMW got it from the very beginning. Admittedly, the following two generations of RR only made the package better, but we’re not talking night and day, as can be claimed from the point BMW went to the Shiftcam design in 2019. The ’23 spec RR is a whole different beast, armed with more performance and also the tech to back it up, and weighing in notably lighter, too. The end result is a much more polished, powerful motorcycle that’s easier to ride and is full of some fantastic tech.

It’s a very hard bike to fault and is arguably the best road-going litre machine on the market right now. But what it doesn’t have is the heart of that first RR. The 2010 model seems to tick the boxes, but in a way that makes you feel more engaged with the bike. It makes you work that bit harder, but rewards you more for your effort. If you’re fixated on contemporary qualities, you might find it a little lacking, but if you just want a hardcore sportsbike that’ll turn heads and get people reminiscing, the first-gen RR is the bike for you.

And it’s also a bike that’ll make you money. They’ve possibly never been so popular since their inauguration, which goes to explain why their pricing is still so potent, and you can expect values to continue to rise in the near future. So, if this test has whetted your appetite for the first truly high-tech sportsbike, don’t delay – go and buy one today.

KNOWLEDGE 41

Cost-effective

Classics MOTO GUZZI STELVIO How to beat BMWs and for silly money!

WORDS: Steve Cooper PHOTOS: Mortons Archive

42 KNOWLEDGE

2

This month we’re going out left field, off-piste and pushing the envelope somewhat in terms of both age and cost, but bear with us here. The world of motorcycling has become forever more obsessed with ‘adventure’ bikes since the birth of Honda’s Transalp back in 1985.

However, over the last 15 or so years the bikes have become increasingly large – and expensive. Any decent, used, GS Beemer worth its dualpurpose tyres is still serious money, hence this month’s chosen machine.

5

6

4

Background

The bike is named after the famous pass in the Italian Tyrol, supposedly implying a touring, rough-and-tough, nature. Possibly not the most dynamic appellation, but arguably a better punt than BMW’s austere GS labelling.

The bike was Moto Guzzi’s move into the adventure bike arena and although it might not have been quite as refined as the German offering, it’s still a competent motorcycle. The Stelvio has character in spades where the Beemers have clinical Teutonic logic allied to the odd quirk. And where the long-legged Latin lovely scores heavily is price; used examples are remarkably cost-effective classics.

3

1

Faults and Foibles 1. ELECTRICS

3. SUSPENSION

2. VIBRATION

4. CENTRE STAND

Occasional issues with charging, alternators, voltage regulators, rectifiers, relays and fuses.

Mirrors and screen can be subject to vibration damage.

Leaks from the rear suspension have been reported. Some early bikes suffered from fractured front axle clamps.

Some pre-2011 Stelvios had issues with the centre stand deforming or cracking.

5. ENGINE

Earlier models could experience tappet wear and/or failure.

6. OIL

Change oil at recommended intervals as it takes a bashing in the air-cooled motor.

The Bike

What you get with a Gen 1 Stelvio is the substantial 95.0mm × 81.2mm over square, V twin motor pushing 1151ccs via a pair of four valve heads operated by push rods. At the time it was a fairly new power unit and had only been seen previously on the new 8-valve Griso and 1200 Sport. It was also a strong indication that the factory was looking to drag its bikes into the 21st century. Huge efforts had been made to drop the archaic, ‘existing fans only’ need apply, image and open up the world of Mandello del Lario to a much wider audience.

The firm had moved on from the Alesandro De Tomaso years (19732000), passed the brief Aprilia ownership which only lasted until 2004, and was now being managed effectively at last by the huge Piaggio concern. The new management needed to get its latest acquisition to move with the times and finally it actually happened. Fractious power deliveries, unacceptable clutches and clunky gearboxes were outed pronto.

There was nothing wrong with being different – no one makes a transverse V twin like Guzzi – but it had to be real-world relevant. Also it had to be user-friendly, market -viable and desirable. Cranky for cranky-sake was very firmly shown the door!

Quality was key in the markets the Stelvio was targeted at and the old Guzzi ethos of good enough is near enough was finally sacked off.

Paint and plating were top drawer;

finish was little short of exemplary.

The suspension package was actually tailored for the bike, not simply divvied up from some rough specification; ditto the brakes. Moto Guzzi had traditionally always used quality parts bought in from front-line suppliers, but now everything was genuinely bespoke. Fully adjustable screen, easy-to-access rear shock preload and a whole lot more all came as standard. As well they should – given that Piaggio was going after the ‘floating voters’ who might or might not buy a Beemer.

Okay, so the bike wasn’t perfect (few are), but it was a huge leap on

from anything the firm had offered previously in this area or any other.

Comfort was excellent and owners raved about its all-day-long abilities.

The 18-litre tank made it a true tourer – 50mpg being attainable – reliability was leagues on from the old stuff; they didn’t throw hissy fits straight out the crate. Buyers who voted with their wallets loved them and those that had previously owned flat twin GSs were often besotted by the big V twin. No, they weren’t flawless and some found mid-range power lacking, which is why the Stelvio got a reworking to address various issues but those models fall outside of budget.

KNOWLEDGE 43

Lineage and Legacy

In various guises the Stelvio ran from 2007-2017 and came to be recognised as a competent alternative to BMW’s 1200GS and Yamaha’s Super Ténéré 1200 twin. None of these were an automatic first choice as an off-road machine yet they all sold in decent numbers. 2009 and on, models of the Guzzi received considered revisions such as better fuelling, performance and fuel capacity.

The NTX version featured more addons as the factory tried to tempt new customers. Many at the time argued the Stelvio was too big, too bulky and too heavy and they may have had a point – 272 kilos ready to go is a lot. The new V85TT is some 50 kilos lighter… but costs an awful lot more than a used Stelvio.

Why you might want one now

Nothing else out there looks like a Moto Guzzi and even less look like a Stelvio! Loads of grunt on offer – 84lb-ft of torque – totally eclipses the supposedly power deficit… if you happen to view 102 horses as lacking.

With a build quality up there with the best, there’s no earthly reason to swerve the bike simply because it’s Italian. That the Stelvio took longterm customers away from BMW speaks volumes for the bike. Bag an NTX version – or a standard bike someone has upgraded – and you genuinely have a globetrotter in your garage. And at the prices they go for it might very well be rude to say no!

“The used bike market still remains fairly buoyant but a cheeky offer with cash or even finance may very well secure you a later Stelvio for just over our budget” Typical Prices

As we said at the beginning we’re pushing the envelope a fair bit here so we may be stepping over our self-imposed £5k limit. The used bike market still remains fairly buoyant but a cheeky offer with cash or even finance may very well secure you a later Stelvio for just over our budget.

Earlier noughties examples that are sub-20,000 miles are out there below £4900 and a bit of haggling should see another £400 off the ticket price.

The same model but nudging 40k was recently sold for £3000 – given it had engine/differential guards, Hepco panniers, hand guards, heated grips, spotlights and more, the buyer was getting a stunning deal in our opinion.

If condition isn’t all-important you can even pick them up for £2750!

Examples around 10 years old seem to hover around £6000-6500, which still makes for a sensible buy.

Summary Buying a used Guzzi isn’t the risk it once was. Build quality has been on the rise for years now so you won’t be taking a gamble – if it runs, changes gear and doesn’t make any odd noises you’re on to a winner. Once you appreciate it’s the PO’s (Previous Owners) that have taken the depreciation hit you can see just why Stelvios are so much cheaper than equivalent Beemers. Buy with confidence and enjoy.

44 VJMC – THE INSIDE LINE TO CLASSIC JAPANESE IRON

TIME FOR CHANGE Room for improvement despite Eddie Lawson’s domination

Words: Steve Cooper Photo: Mortons Media Archive The previous seasons hadn’t gone well for Yamaha with both Suzuki and Honda running the factory and teams ragged. The only glimmer of hope had been the performance potential of the OW70 in its final form and once its handling excesses had been tamed it had shown real potential.

Common sense finally prevailed when the R&D department finally took another look at the use of reed valves. The OW7’0s disc valves had given the motor an on-off switch in terms of power delivery which had

exacerbated a control issue in the track. Fitting reeds with six petals instead of four (which had previously been the norm) into the crankcases and not directly after the carburettors made life easier, allowing the motor to breathe deeply. Flat slide carbs as used on the older disc valve motors, revised exhausts with upgraded tapers and extended overall length delivered what would be the new engine for the OW76.

With subtle revisions to the OW70’s chassis the new bike was enough for newcomer Eddie Lawson to mop up the 1984 GP points: nine podiums, three fourth places and not a single DNF! It was a dream season for everyone involved,

especially knowing that Lawson was 31 points ahead of second place Randy Mamola on a Honda. That said, elsewhere it was still a Honda year with The Big Aitch taking the constructors title 168 points to Yamaha’s 142. Much of this was to do with the other riders in the Marlboro Yamaha-Agostini team. Virginio Ferrari could only manage 10th spot, with Tadahiko Taira just holding on to 16th.

The NSR500s of Spencer, Roche, Mamola, Haslam and Gardner had all been hamstrung to various degrees by the perverse decision to run the exhausts above the engine and the fuel tank below it. Conversely, Yamaha’s twin-spar chassis was so

good that it remained the go-to format for decades. Honda’s 84 had run a single crankshaft but Yamaha was about to spiral off in a new direction. With the advent of better computers, analytical software, and a more open mind set back at HQ, Yamaha’s R&D was more receptive to input. For some years numerous riders had been concerned about how easy or difficult it was to change direction. Not an issue, you might think, but where 100th of a second could potentially shave off each GP track corner, there was potential to reduce lap times. Over 20 apexes, that 100th would equate to a fifth of a second and over 30 laps that equated to six seconds. Key to

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getting a motorcycle to change direction was overcoming the various gyroscopic forces involved. Honda had tried to use carbon fibre on some of its wheels for this very reason but material failures had curtailed the experiment. For that 1985 season Yamaha was about to demonstrate how to reduce the gyroscopic effects by a radical change in engine design.

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)

46 PRODUCTS

SPECIALIST SPOTLIGHT: ZEROFIT In the market for a brilliant baselayer that’ll keep you as warm as a chunky Parka?

Zerofit’s got you covered.

WORDS: Bob Pickett A passionate golfer and fitness enthusiast, Koji Higashi was unable to continue the sports he loved when the weather turned extremely cold.

Feeling there was a lack of suitable clothing to keep participants warm, yet still allow movement (golfers need their clothes to move freely and not ruck), he set about designing a baselayer to do just this.

2011 saw the debut of the Zerofit Heatrub Ultimate Baselayer. Many products have been added to the extensive Zerofit collection over the years, including Heatrub Ultimate Leggings and the Heatrub Move baselayer, as well as products that are designed to cool users down in hot summer weather. Zerofit’s range has broadened to take in a wide range of activities including motorcycling, angling, running, hiking, sailing, golf, gardening, birdwatching and equestrian sports.

The Zerofit Heatrub technology utilises ‘double-loop’ barrel fabric which provides both heat insulation and ‘positive warmth’. A rigorous product evaluation of the Ultimate baselayer at the iconic Boken Institute – Japan’s leading testing organisation – resulted in a Heat Retention Rating of CLO 0.78; a standard baselayer would have a rating of CLO 0.1-0.14.

For consumers who are perhaps looking to buy a baselayer for the first time, it’s worth noting that the Heatrub Ultimate is twice as warm as a standard sweater or jumper, but the stretchable nature of the fabric gives it a considerable performance advantage for active sports and working outside.

HOW DOES IT WORK?

The Ultimate features technologicallyenhanced ‘Heat Threads’ that activate through even the slightest of movements, gently brushing against the skin to generate positive warmth instantly. Unlike other baselayers, the Ultimate does not work on the basis of ‘compression for heat’, so you don’t feel restrained by an inability to move freely.

The Move features a 45 per cent polypropylene construction on the inside of the baselayer and a hollow polyester shell that work in tandem to regulate body temperature. The hydrophobic nature of polypropylene fibres keeps the wearer dry and warm.

The Move also offers temperature regulation, so riders don’t overheat in the conditions.]

WHAT IS A CLO RATING? Clothing insulation may be expressed in CLO units. CLO

measures in watts per square metre kelvin or W/(m2·K). The higher the value the better the insulation performance.

1 CLO = 0.155 K·m2·W. This is the amount of insulation allowing a person at rest to maintain thermal equilibrium in an environment at 21°C in a normally ventilated room (0.1 m/s air movement). Someone with no clothes on rates 0 (zero) CLO. The Ultimate has a CLO of 0.78 (the same as a Parka) yet it is little thicker than a standard baselayer.

A thick sweater rates 0.35 so you’re looking at twice the thermal rating without the associated bulk. The Move rates 0.25, equivalent to something like a standard turtleneck sweater.

What does it cost?

Where are they based?

The Ultimate baselayer is £55, the Ultimate leggings are £55, and socks are £25. There’s also the Move at £40, plus a range of other products including a neck-warmer for £25 and a hoodie for £50. At the other end of the spectrum, there are cooling baselayers for £40 and £55.

Zerofit’s Japanese Head Office is in Miki-City, Hyogo. The European HQ of Zerofit is in County Antrim, Northern Ireland, with further offices in Adelaide, Australia and Encinitas, USA. Specialist customer service teams in each country ensure prompt and accurate delivery of products as the brand continues growing globally.

PRODUCTS 47

TRIED AND TESTED

Zerofit Ultimate Baselayer and Zerofit Move Baselayer £55 / £40

The Ultimate is designed to work in a temperature range of -10 to +10 Celsius, with a CLO rating of 0.78 (FIVE times a standard baselayer). The Move works in a slightly milder range of -5 to +12 Celsius, recording a CLO rating of 0.25 (still twice the rating over a standard layer).

So why two products, one of which gives less insulation? They perform in different ways. The Ultimate is designed for instant heat and freedom of movement, and it actually generates and retains heat. Definitely the one to go for on longer rides.

The Move is designed for a wider range of activities; like the Ultimate, it provides instant heat, but the construction regulates body temperature and has hyper-fast moisture removal, so no cooling/ cold sweat. This is ideal for trail/off-road riding, where you’re working hard, so wicking away moisture is essential.

What both baselayers do is allow you to ride without adding layers. Layering works, but the tradeoff is a relative restriction of movement. I like to ride in as few layers as possible.

For the Move, I dug out my leather jacket (it wouldn't usually see the light of day for another month or two, no thermal layering), using this for a test ride. The route takes in all road types and traffic conditions. According to the TUC the average commute is 59 minutes (both ways combined). All told, I was out in the Move for three hours (two-anda-half riding, half-an-hour for photos). It was four Centigrade when I left, rising to just 7C by the time I got home. Up to a couple of hours I was fine; around two-and-a-half hours I did feel chilly. But after dropping off the test bike and riding my bike home, I put on the heated grips. Once they kicked in I felt warmer overall so the cold to my fingers may have had an impact. And the Move never once rucked up, despite moving around on the test bike plus taking photos. One thing I would say, if riding for an extended period I'd add a neckwarmer (Zerofit sell one for £25).

Buoyed by these results, I was looking forward to testing the Ultimate. Zerofit says it’s ideal for watching live sport. For my sins I support Dagenham & Redbridge FC. It’s a 30 to 45-minute ride there, three hours in the stadium and a similar ride time

home. Usually I’d wear a baselayer, overshirt, heated gilet, neck-tube, and the bike jacket would have its thermal layer inserted. For this test, I’d rely on the Ultimate alone, again underneath my leather jacket.

The Ultimate has long sleeves (keeping forearms and wrists warm) and a long, slightly loose neck (to allow heat control; owners said the earlier versions made them overheat). Initially I found the fibres to be slightly itchy but this soon stopped.

When I set off, it was six Celsius (‘feels like four’ noted the weather app). Riding to the ground, it was quite a strange feeling. As I moved, I could feel the warmth generating. The ride took 40 minutes. I was comfortably warm the entire time, though I did find the back of my neck was exposed at times. In the stadium? I was sat down most of the time and, moving less, I felt chilly towards the end of the first half. Getting up and moving during half-time helped.

Once sat down again for the second half I got the chills again, but once I fidgeted, the fibres created enough warmth to stop the shivers. By the time I rode home the temperature had dropped to five Celsius (‘feels like three’), but because I was moving around on the bike I felt warmer than in the stadium.

I had been outdoors for four-and-a-half hours on a chilly day that felt even cooler, wearing a jacket that wouldn't be used for another couple of months normally. And I was okay. Not toasty, but comfortable. I'll happily take that.

GET IN TOUCH www.zerofit.co.uk

48 LEARNER LEGAL: RIEJU AVENTURA 125

Rieju Aventura 125

In the big bike world, adventure motorcycles are a serious business. Near enough every manufacturer has one or more in their range to choose from; and yet, if you’re riding around on a CBT and you’ve a penchant for bikes that balance on- and off-road riding ability, then you’re a little limited. Thankfully, Rieju’s just come up trumps, giving riders with a thirst for adventure another option.

WORDS: Chris Bailey PHOTOS: Ross Mowbray When I think back on the bike styles I’ve been interested (and uninterested) in, I’ve gone on quite a journey. I was certain cruisers would be the one for me, yet I found riding one to be slightly underwhelming compared to expectations. I thought I would hate riding scooters and have had a great time on the ones I’ve ridden (but ssssh, don’t tell young me, he’ll be furious to hear that). And I never even considered that I would enjoy sportsbikes, and yet they quickly became my favourite things to ride.

Adventure bikes, however, hadn’t even crossed my mind. Sure, I knew they existed and had heard riders around the office wax lyrical about them, but for some reason I just didn’t spare them a second

thought. So when I was offered the opportunity to test Rieju’s Aventura 125 I didn’t know what to expect.

Rieju is a Spanish brand, who has been producing motorbikes since 1945 and has focused mainly on 300cc and under bikes – with a big emphasis on the enduro and supermoto scenes, with a few dips into more Tarmac-focused machines. The Aventura is the culmination of both sides, resulting in a bike which is toted as being ‘at it’s best on both Tarmac and off-road’.

The Aventura certainly bears a striking look, and is available in both red with black and white markings, or grey with green and black markings. Starting at the front, it has a rectangular block with two

headlights, one above the over in the centre (giving the bike a striking resemblance to a Star Wars ‘gonk’ droid), above which is a narrow windshield, which whilst seeming too narrow to provide any real benefit, definitely made a difference when it came to wind and mud.

Behind the screen the clear TFT dash shows the details you need: fuel up one side, engine temp on the other; a gear indicator at the bottom; and the centre displaying current speed, with a circular rev gauge surrounding it. The mirrors come a decent way above the handlebars in order to give a great view of the going’s on behind you – and then the tank slides down into a comfortable dip where the saddle is, providing a great seating position for long rides.

TECH SPEC Rieju Aventura 125

Price: £4199 Engine: 125cc single cylinder, 4T Power: 14.7bhp Transmission: 6 manual gears Suspension: (F) Upside-down fork (R) Progressive mono-shock absorber Brakes: CBS, (F) 260mm wave disc (double piston) (R) 240mm wave disc Wheels/Tyres: (F) 100/90-18 (R) 130/80-17 Seat height: 780mm Weight (dry): 138kg Fuel tank: 14 litres Contact: www.rieju.co.uk

LEARNER LEGAL: RIEJU AVENTURA 125 49

Despite being a fairly big boy as far as learner bikes go, the acceleration is fast and smooth, with the single-cylinder 4T engine putting out 14.7bhp. That helps make the mid-60mph zone an easy reach, with the ability to drag a bit more speed out of the engine an achievable, but noticeably slower, feat.

The brakes, made up of a double piston 260mm wave disc on the front and a 240mm wave disc on the rear, work admirably, whether you’re coming to a sharp stop on rain-soaked road, or slipping them to carefully manoeuvre overgrown, grassy trails.

The suspension, brought together by an upside-down fork on the front end and a progressive mono-shock absorber on the rear, make for a great level of comfort and control whether you’re tucking down on main roads or traversing gravelly bumps off-thebeaten-track. Altogether the handling felt light and gave great levels of control whilst leaning around the twisties I enjoy haunting, and I never felt like I was wrestling the bike from side to side.

This level of control and responsiveness instilled so much confidence in the bike, that when our fearless editor Ross asked if I fancied taking it green-laning (my first experience taking a bike off-road), I agreed without hesitation. Despite

having only ever stuck to ‘real’ roads in the past, I thought the Aventura handled it well. My one and only spill came from a lack of off-road experience rather than anything to do with the bike (and hey, I’ve been told a number of times that if you go out green-laning for the first time and don’t come off, clearly you’re doing something wrong).

Again, taking a bike off-road was something that had never really sparked much interest in me, but taking the Aventura down Lincolnshire’s green-lanes was an amazing experience and one I hope to make more of a habit of doing again, and for anyone thinking of trying their hand at it, the Rieju would make a great starting point.

I took the Aventura out on a fair few night rides during our time together, and whilst the dipped beam wasn’t quite as powerful as I would have liked, it provided more than enough light for me to be able to see on otherwise unlit roads, with the full beam being more than enough to make up for the dipped beam, due to the giant circle it paints on the road ahead.

Bringing it all together, I had a blast with Rieju’s Aventura 125cc and can’t wait to try my hand on another adventure bike in the (hopefully) nottoo-distant future.

The seat and suspension made for a comfortable ride; the half fairing and windshield gave it some responsive acceleration; and the handling felt good no matter what surface I put it on. Not bad since a few weeks prior I wouldn’t have given adventure bikes a second thought.

The Aventura definitely shone in all the ways you’d like it to as a bike, and

if you’re looking for a machine you’ll feel at home on both on- and off-road, you couldn’t go far wrong with one.

The only thing that’s a bit of a sticking point is the price tag, which at £4199 could be enough to put a few people off, as there are many significantly cheaper options available.

However, I would say for that price, you’re definitely getting what felt like a great build quality on a bike you can enjoy on the streets or on the paths less travelled – and on a bike you’re likely to be taking off-road, reliable build quality is nothing to sniff at!

50 QUICK SPIN: ROYAL ENFIELD 350

We've taken Royal Enfield’s compact learner legal Hunter for a blast round the block. Here’s what you need to know.

WORDS and PHOTOS: Bob Pickett

The Hunter is the latest bike based around Enfield’s 349cc single; just like the Classic and Meteor. But this is where the similarity ends.

Designed as an urban solution it has a new chassis, shorter wheelbase, revised rake and trail, and even the exhaust is shortened for mass centralisation. It features new tuning, ignition and fuelling. Suspension and brakes have been selected for urban riding with 17-inch wheels for nimble handling.

Give Me Some Spec

A 349cc single-cylinder engine putting out 20.2bhp @ 6,100rpm with 27Nm of torque at 4,000rpm resides in a twin-downtube spine frame. Seat height is 800mm. Wet weight is 181kg.

It’s brought to a halt via a 300mm fixed disc with twin-piston floating

caliper at the front and 270mm disc with single piston floating caliper at the rear.

What’s It Like To Ride?

The Hunter is designed as an urban solution/commuter, and Enfield has given it a contemporary look to appeal to it’s likely core market. Narrow bars, highish neutral pegs combine to tuck you gently forward, knees tucked into the tank’s sculpted curves.

At the test ride in Bangkok, testers all raved about the Hunter’s agility. I can confirm this translates to British roads. It’s light, balanced and so easy to flick around. The 17-inch wheels, stiffer frame and suspension (compared to its siblings) combine for effortless direction changes. It handled most lumps, bumps and (small) holes, though a couple of times the puff was knocked out of me.

The engine has been retuned and it shows. The torque comes in early, launching the little Enfield from the

lights. On the move it’s brisk and perky, though you’ll want to work through the box to reduce vibrations (the mirrors could do with being on longer stalks with better vibration damping).

To be honest I’d like the clutch to be lighter; hitting some stop-start traffic it was hard work. Most of the time it’s fine; slick with a positive box (I did have to be careful not to select 2nd at the lights). That said, the Hunter is easy to thread between the traffic at low speeds.

Brakes aren’t going to win any prizes but they’re fine in a town environment. On faster roads they feel a bit weak, needing a firm squeeze on the non-adjustable levers.

The single clock is lovely, giving all the information you need at a glance.

There’s no rev counter, but there is a gear position indicator.

It’s not a motorway bike; it (just) has the speed to sit in the inside lane but it’s so light and lacking in wind protection it’s hard work. It’s

not a distance bike, either; the riding position is fine but after a couple of hours in the saddle my backside was calling out for a breather.

But that’s not it’s purpose. Town, backroads and (sub-motorway speed) A-roads are where the Hunter’s handling shines, and as a commuter/ urban tool it has a lot to offer.

How Much Does It Cost?

The ‘Dapper’ grey model I rode costs £3649 + OTR (the dual-colour ‘Rebel’ variant costs £3749 + OTR).

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/

52 READERS’ RIDES

In partnership with Forcefield Body Armour

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 blast. 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.

We’re big fans of Chris O’Sullivan’s Suzuki Gixxer. Proper bit of kit.

Stephen Ives has a 1978 Yamaha RD250E which he’s owned since 2007. “I paid £1250 and will never part with it.”

Alistair Sneddon’s super-cool Kawasaki ZZR1400. A consummate big-mile smile machine, if ever we’ve seen one.

Left: Phillip Woods is a lucky lad.

Check out his pair of Japanese icons.

Below: Simon White’s Benelli Tornado Tre Novecentro 900. Italian exotica at its finest.

Jim Patterson’s Kawasaki KZ1300 is a right looker. This one’s actually a Canadian import.

Paul Osgood’s Kawasaki KH250 is a gorgeous little thing. We’d love one of these in the shed.

Left: The good folks at Sussex Motorcycle Valet have been out to play on their Yamaha MT10. Cracking bit of kit.

Ian Tuddenham is a big Guzzi fan.

He’s got a couple in the shed, this modded T5 and a Monza. He’s had a couple of V11 sports, too. “I will never be without a Guzzi, or a Ducati for that matter…”

CLASSIFIEDS ACCESSORIES

TYRES

CHROMING

DYNO

MEMORABILIA

WEB WATCH

Selling your bike is

Classified FREE for private readers

For Sale

ARIEL Huntmaster, 1958, extensive restoration, concours condition, buff logbook, V5C, 12V electrics, full chaincase, indicators, mileage showing 51,000, offered from private collection, photos available ready to ride, free delivery, £6250 Tel. 01723 372219. North Yorkshire.

BSA GPO, 1970 Bantam, 175cc D10 rebored, not used for 3 years, good condition, £2950 ono Tel. 07833 906774. Oxfordshire.

BMW F650CS, vgc, MoT June 2024, new exhaust, new battery, all works, nice ride, new rear tyre, £1495 Tel. 07956 666969.

BMW F800GT, MoT April 2024, major service and new Metzler Road tec 01 tyres fitted 1.7k miles ago, vgc, service history, new battery, fuel pump and controller fitted, Givi touring screen, top box, heated grips, ABS, Brembo brakes, steering damper, USB ports, engine guard, 2 keys, 4 owners including myself, 67.8k miles, £3250 Tel. 07913 484929.

BMW F650GS, 2006 (06), mechanically sound, structurally safe, cosmetically challenged, perfect commuter bike, 71,000 miles, MoT July 2024, £1100 Email. iancally88@gmail.com

BSA Bantam, 1969, D14/4, ready to ride, £2000 ono or possible part exchange for Japanese two stroke, TS, DT, YZ, RM, TY, RL or any twin Tel. 01215 598529. West Midlands.

DUCATI 796 Monster 20th Anniversary, 12,500 miles, reg January 2013, excellent condition, service history, standard spec except for a Puig flyscreen, original manuals, 2 keys, the 796 is an 800cc air cooled engine with the classic Desmo valve gear, future classic, £5000 Email. sb8@uwclub.net HARLEY-DAVIDSON 1200 Superlow, 17 reg, only 3500 miles so not really run in yet, every extra you need, a good honest bike, very clean with no known faults, bargain at only £6850. Tel. 07988 149448.

Lancashire

HARLEY-DAVIDSON Low Rider Sportster 1200, low mileage, every extra needed, MoT, just like a new one, now on Sorn, a very clean honest bike, £6850 ono Tel. 07988 149448.

Lancashire.

HONDA CB360T, 1974, professional re-spray and ethanol proof liner done, new silencer, cam chain guides, reg/ rectifier, brake pads and shoes, carbs ultrasonically cleaned, new diaphragms, many other new parts, full service done, 16,720 miles, £3295 Tel. 07931 166038.

HONDA NC750 Oct 2016, 5300 miles, excellent condition, one previous owner, centre stand, twist and go or manual, 70mph on ECO mode, MoT, very practical £3500 ono Tel. 01797 320434. Kent.

HONDA Transalp XL700VA, excellent condition, well maintained, 60k miles, fully kitted with tons of quality accessories for a world touring, message me for more questions, £3000 Tel. 07904 541547.

HONDA CB650F 2017, great condition, 3790 miles, MoT September 2024, extras: Datatag, gear indicator, front and rear mudguard extension, fuel tank traction side knee grip, Evotech radiator guard, pyramid seat cowl, R&G racing Aero crash protectors, £4590 Tel. 07540 840771.

HONDA VFR1200 DCT 2012, amazing condition stunning bike, 2531 miles from new, located on the Isle of Lewis, Scotland £6400 Email. iainmaciver7@ btinternet.com HONDA CB125 GLR, 2015, good condition, only 850 miles, MoT October 2024, colour blue, £1550 ono Tel. 01449 257745.

Suffolk.

HONDA CB750/4 K8, 1979, black, original L/M, serviced tyres, battery, new 4 x exhaust.

Racing one piece unused leather suit height 5’10” chest 44”. New black leather jacket five pockets, £70. New Jet helmet, 7 3/8” visor, £30. Used Alpinestar boots 10, good nick, £50 Tel. 07759 607498. Berkshire.

MOTO GUZZI 1100 sport carb model, standard bike in good condition, family owned since 1999, contact for more details £5750 ono Tel. Andy 07771 834069. West Yorkshire.

INDIAN SCOUT 2016, it has 4000 miles on the clock, full service history, years MoT and £3800 worth of accessories fitted, £9500 Tel. 01890 850603.

North Northumberland.

KAWASAKI ZZR1100, 1997, D5, in scarlet, 11,450 miles, not original, new Black Widow exhaust, new rear tyre, new mono shock, new fork springs, race front brake line, new suspension bearings, the carbs have been sonic cleaned twice and new jets fitted, in good condition with an MoT till May 2024, has a top box rack and a tank cover, open to offers £1250 Tel. 07908 697363.

LEXMOTO Michigan 125cc, 2020 and only 9400 fair weather miles done, owned by retired exhydraulics Instructor for day trips, excellent overall condition and selling to buy 350cc, MoT July 2024, £1750. Wiltshire Email. nodrog.robert.son@hotmail.co.uk ROYAL ENFIELD Meteor 350, Oct 2022, immaculate only 2000 miles, many extras included, still under makers warranty, fsh, £3750. Tel. 07836 700313. Kent.

LEXMOTO Vendetta 250 V twin, 20 plate turns heads with stainless steel straight through exhaust, only 3200 miles, excellent condition, Scottoiler, recently serviced, currently Sorn in garage, £2500 ono Tel. 07505 003737. North Yorkshire.

ROYAL ENFIELD Classic 350, Halcyon green, reg’d Aug 23, warranty till Aug 26, mileage 60 miles, showroom condition, fine/ dry use only, genuine enquiries £3100 Tel. 01513 345927. Wirral.

Choose one of the following methods:

1 ONLINE www.morebikes.co.uk 2 EMAIL freeads@morebikes.co.uk 3 POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR

SUZUKI SV650, 2020, black, 4000 miles, MoT, good extras fitted, standard bike, excellent condition and not used in bad weather, £4500. Tel. 07984 352539. Worcestershire.

SUZUKI Bandit 650cc, excellent condition, with just 7900 miles, two owners, MoT May 24, totally standard, £2800 consider p/x for smaller lighter machine, 2 wheeler Tel. 01743 860362.

Shropshire.

SYM ADX, 2023, 125cc maxi scooter used taking test ride on CBT, only 1700 miles, 23 reg, in grey, ideal for camper van rear, no winter use, 2 keys, £3295.

Tel. 07784 499299. South Yorkshire.

SYM Joymax 2022, 22 reg, 300cc, showroom condition, maxi scooter, 90mpg, not seen rain, large under seat storage, 2 keys, genuine 240 miles, my 5th SYM, blue, new SYM forces sale, £3299. Tel. 07784 499299.

South Yorkshire.

ROYAL ENFIELD Thunderbird 350cc, just 3600 miles and lovely condition, part service history but Main Dealer serviced in May this year, £2500 Tel. 07785 516700.

TRIUMPH Tiger 800XC, 2011, current MoT, only 4300 miles, garaged, lovely condition, as you would expect a bike with such low mileage, fitted Triumph centre stand and pyramid rear hugger, £3900 Tel. 07748 477821.

SUNBEAM S7, 1947, early bike starts runs, well, not concours but good oily rag condition, owned since 1984. Tel. 07932 652136. Suffolk.

RST PRO SERIES textile motorcycle two piece suit, black with yellow flashes, in good condition with CE factory fitted armour in shoulder, elbow, back & knees, jacket size L & the trousers short 2XL, both are fitted with removeable liners & ventilation points, £100 will post, photos available upon request Tel. 07855 445052.

Parts For Sale

SUZUKI RGV, 1991, VJ22 bodykit, needs refinishing, £150.

Fuel tank, £100. Avon air full fairing, fits 60s 650cc bikes Tel. 01384 831042.

Wanted

HONDA Helix CN250 twist & go wanted, good runner or secondhand engine, good price for good engine Tel. 07905 796557. Northants.

SUZUKI GR650, 1983, Tempter starter motor and clutch lever wanted Tel. 07434 762911.

Manchester.

Miscellaneous CLYMER Workshop Manual for Honda VFR800 FI 1998 to 2000, very good condition, 466 pages, £20 free postage Tel. 07779 783260. North East Wales.

DOUGIE LAMPKIN Trials/Error Autobiography, £15. Michael Dunlop Road Racer, £9. Jamie Witham What a Good Do, signed, £12.50. MV Agusta Fours, Mick Walker, £10. Lost Tribe Scooter Boys, £17.50 Tel. 01484 663007. Email. dougandbabs49a@gmail.com NEW BOOKS: V Rossi by Mike Scott, 192 pages, £6, Moto GP

by Phil Wain, 224 pages, £7 or £10 + p&p for both. New black leather jacket 44/46, £60. Used black leather jacket XL, £40.

Used Alpine Star L/boots, good condition, size 10, £50 Tel. 07759 607498. Berkshire.

SUZUKI SV650, 1999-08 Haynes Workshop Manual, No 3912, as new, £10. Bikers Britain by Simon Weir. Bikes Britain The Tours by Simon Weir, both as new, £8 each will post at cost Tel. 07874 840347. Oldham.

TRIUMPH Bonneville, black leather Cafe Racer humped seat with Triumph on the back, as new condition, fits 2017 onwards, hardly used cost £200, bargain £100 ono Tel. 07505 003737. North Yorkshire.