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INSIDE THE BEST BIKES COMING IN 2024

IT’S SHOWTIME! THE CLASSIC BIKE GUIDE WINTER CLASSIC SHOW/JANUARY 7-8

YOUR 8-PAGE GUIDE

NEWS 3

NTH THIS MONTH INSIDE MBER DECE 2023

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15 ROAD MANNERS

Is Suzuki’s V-Strom 800RE better than its DE…?

GEAR GUIDANCE

The best gloves we’ve worn this year

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28 OFF THE MOUNTAIN

Getting off-the-beaten-track on the Isle of Man

A nod from the Editor

I

t’s been pretty hectic over at MoreBikes HQ of late. There’s always a lot going on, but at this time of the year we’re consumed by all the new bike launches for the year ahead, while still trying to pack in as much riding as we can before the weather gets really grim and the roads get a bit dangerous.

There’s plenty of good stuff to get excited about for 2024. We’ve not managed to get our hands on all the information for the innumerable bikes due to make it to market just yet, but by the time you read this we’ll know near enough exactly what to expect.

That said, there’s already plenty to go at – from Suzuki’s GSX-S1000GX all-rounder and KTM’s bonkers 990 Duke, through to Honda’s slick

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 January issue November 30, 2023 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

CB1000 Hornet and Royal Enfield’s long-awaited Himalayan 450.

To give you a better idea of what to check out, we’ve actually pulled together our top picks for the coming year – but it’s not a comprehensive breakdown by any means, and there’s plenty more cool stuff in the works that is well worth your time.

We’ll be having a good wander round Motorcycle Live, soaking up the atmosphere and milling around the masses of bikes while eyeing up what we’d like to get our hands on first.

What about you? What new bike’s caught your eye for 2024?

Editor

Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly by Mortons Media Group Ltd and printed by Mortons Print.

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4 NEW BIKES

Triumph’s tweaks to the Tiger 900 The British firm has decided it’s time to update its massively popular Tiger 900 adventure range. Here’s what you need to know.

Triumph’s Tiger 900 has been a massive success. The company’s sold a whopping 45,000 of them worldwide since they arrived on scene in 2020 – and now the Hinkley-based factory has decided it’s time for a refresh.

The whopping range has been trimmed back, though there’s still a load of different models to choose from – with the £12,195 GT, £13,895 GT Pro and £14,495 Rally Pro all offering slightly different specifications to suit adventure

riders of all dispositions. They’re not dramatically different propositions to before, with the two GT variants still focused on providing top road manners for big-mile tourers, and the Rally Pro with its 21-inch front wheel aimed at the off-road adventure market.

The big news is that power and torque are up across all models, and there’s now 106.5bhp and 66lb-ft to play with.

Elsewhere there’s an updated slip and assist clutch, new pistons and a revised

compression ratio. There’s also a new cylinder head, new inlet and exhaust camshafts, longer intake trumpets and a new, lighter exhaust system.

For stopping, the bikes are kitted out with Brembo Stylema calipers, and for suspension the GT and GT Pro come with 45mm fully-adjustable Marzocchi USD forks and an adjustable rear shock, while the more off-road focused Rally Pro gets longer travel, fully-adjustable Showa 45mm USD cartridge forks and a fully

adjustable rear shock. Triumph’s added some improved technology, too, in the form of a new 7-inch TFT dash, which helps you navigate the extensive suite of electronics.

We’ll be out on the launch of the new machines in early November, so if you want the full lowdown on how well they handle both on the road and on the rough stuff, be sure to keep your eyes across the MoreBikes website and socials.

Updates for BMW’s S1000XR The sporty adventure bike is treated to more beans for spring 2024.

Yamaha’s next generation MT-09 A decade on from the original, the company has announced changes to its brilliant naked machine

We love the MT-09. Ever since its release, it’s proved itself a properly brilliant bit of kit which offers top performance and a rewarding ride in a surprisingly easy-to-live-with package – and it’s easy to see why it’s been such a success for Yamaha.

But that doesn’t mean it’s not time for an update – which is exactly what the Japanese factory has done, creating a slimmer, sharper machine with bodywork inspired by Yamaha’s YZ motorcross bikes and the latest 890cc, three-cylinder, four-valve DOHC liquid-cooled CP3 engine.

There’s a new fuel tank which has been designed to allow for a ‘more engaged and free riding position’, which is aided by some modifications

to the handlebars, pegs and seat to further improve the ergonomics.

A nice touch is that the bars and footpegs are now adjustable.

Other technical highlights include a new Brembo radial master cylinder; a third generation quickshifter; new Bridgestone Battlax Hypersport S23 M tyres; adjustable suspension; a lightweight CF aluminium frame; and Yamaha’s SpinForged wheels.

Pricing and availability are yet to be announced, but we’re not likely to have to wait too long for the full lowdown on the latest generation of the brilliant naked bike for Yamaha.

We’ll be hoping to swing our leg over one as soon as possible to see if the newest model lives up to the hype.

While all eyes were on the news of the launch of the new R1300GS, BMW’s quietly revealed some serious changes to its long-legged sport-tourer.

Powered by the same S1000RR-derived 999cc four-cylinder engine as the previous generation, it’d be easy to assume that performance is pretty much the same. But revised intakes and fresh mapping have actually managed to give it a marginal boost in power.

BMW’s also made the effort to improve rider comfort, with revised ergonomics as a result of a completely redesigned seat which offers an additional 10mm of seat height to help make

a little more room for your legs. Don’t worry if 850mm’s a little too steep though, as there’re three seat height options to choose from.

There are a few more changes, including a redesigned handlebar clamp; a revised rear shock; some funky styling updates and cornering headlights; daytime running lights; a keyless ignition; and a USB charging as standard.

Start at £16,790 for the standard, and climbing to £18,340 for the TE, the XR’s not a cheap option – but there’s little doubt it’s a seriously capable bit of kit that plenty of punters will be interested in when it arrives in the UK in the spring.

6 NEW BIKES

MUST SEE

W

ith the big bike reveals culminating at EICMA in Milan in early November, we’ve got a much better picture of all the good stuff we’ve got coming to UK shores next year. And it looks like we’re going to be spoilt for choice in 2024.

But if you’re contemplating splashing out on a brandnew bike, you’re going to want to see it in the flesh. The best way to do that is to get yourself along to Motorcycle Live. It’s the perfect opportunity to get up close and

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1 personal with nearly every bike that’s going to be coming into the UK in 2024 – and you’ll have all the right people there to get your questions answered.

We’ll be there, too, having a good nosy round, formulating plans for the next 12 months and ogling bikes we wish we could afford. While you’ll likely have your own hit list of must-see machines, we’ve rounded up some of our favourites which we’re determined to swing a leg over ahead of getting the chance to ride them next year.

Suzuki GSX-S1000GX

Suzuki’s been extremely busy of late, probably busier than it’s been in years, creating an evergrowing range of desirable and downright usable bikes that have big appeal to bikers far and wide – and the newly-released GX looks to be poised to keep the good times going.

Based on the GSX-S1000, and subsequently the GSX-S1000GT, the new GX is all about delivering superbike-derived levels performance in a tallrounder, sport-touring package. That sounds like a winner to us.

While it shares plenty with the GT, the new model comes kitted out with the Suzuki Advanced Electronic Suspension. That’s right. The GX comes kitted out with the firm’s first electronic suspension system – as well as the new Suzuki Road Adaptive Stabilisation and Suzuki Floating Ride Controsystem.

That alone is enough to make it worth a look, never mind the Brembo brakes, Showa springs and masses more technological trickery.

This is one of the bikes we’re most excited about for 2024, and the good news is that we’re going to be riding it later this month. Keep your eyes peeled for a full report in the next issue, in addition to our first impression from the ride on the MoreBikes socials.

3

Royal Enfield Himalayan 452

We’ve been talking about a bigger Royal Enfield Himalayan for ages, probably ever since the first one was revealed. While we might be a little disappointed not to see the tipped 650-twin powered one, the new 452 is sure to be a winner – with the same winning formula that made its predecessor so popular.

The big news is that it sheds a bit of weight and gets a nice dose of additional power – and some longer travel suspension, too.

There’s the usual combination of spoked wheels, a big screen, a bash plate and luggage racks – though they’ve been brought together in a very different way. Basically, the Himalayan no longer looks like an old Army bike; it seems slimmer, slighter and a bit more focused. That works for us, but what about you?

MV Agusta LXP Orioli

If you think adventure bikes have become too popular and common for their own good, then meet the year’s most exclusive – and expensive – knobbly-shod allrounder: the MV Agusta LXP Orioli.

Costing an estimated €30,000 and limited to just 500 units worldwide, the bike is both a tribute to four-time Dakar Rally winner Edi Orioli, as well as the culmination of a project first announced by MV two years ago.

The LXP Orioli will be powered by a 931cc three-cylinder motor, heavily evolved from MV’s current platform. Wheels are proper adventure sizes, with a tubeless spoked 21-inch front and 18-inch rear, and Bridgestone’s AX41 knobbly tyres as an approved fitment. There’s decent suspension travel, too, with 210mm at both ends offered by the Sachs forks and shock. Both ends are fully adjustable, but only manually – there’s no electronic or semi-active feature, which is surprising given MV offered it on the Turismo Veloce Lusso way back in 2015. ➜

BMW R 1300 GS

This is the big one. The UK’s best-selling big bike has had an overhaul for 2024: upping the capacity, overhauling the motor, updating the suspension and reducing the weight.

While you’ve likely already seen your share of reviews about the bike already, with the launch ride taking place a few weeks ago – and you might have even taken the chance to nip down to your local dealer and have a gander at one in the flesh – there’s no doubt that this is going to be one of the busiest bikes of the event, with deep-pocketed adventure riders of a certain disposition having a good look and considering whether it’s time to trade in and upgrade. And who could blame them? The R 1300 GS has been widely touted as a big improvement over the last, already exceptional, machine.

4

Yamaha XSR900 GP

While this funky race replica isn’t exactly a new model, there’s enough new stuff going on with the nuts-and-bolts stuff to warrant a proper nosy. And just look at the thing, who wouldn’t want to check it out in the flesh?

In essence, Yamaha’s decided to give its XSR900 retro-roadster a new set of clothes; only these clothes are influenced by the firm’s 80s YZR racer and the FZR and TZR sports bikes of the 80s and 90s.

But that’s not all. There’s some technical stuff going on, too, from the revised handlebars and two-position adjustable footpegs which encourage a sportier riding position, to the rigidity-focused aluminium steering stem shaft, spinforged wheels and new Bridgestone Battlax Hypersport S23 tyres.

It gets KYB adjustable suspension, Brembo brakes and a whole suite of electronics, including the Yamaha Ride Control (YRC) system which allows you to choose between engine power characteristics and rider aids. You couldn’t do that in the 80s…

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NEW BIKES 7

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6

Moto Guzzi Stevio

Triumph Speed 400 and Scrambler 400 X

If you really wanted to have a gander at these in the flesh, you’ll have likely already taken a trip to your local Triumph dealer and done just that. But that’s not to say they’re not some of the most interesting bikes to emerge over the last few months… and we reckon Triumph’s going to sell them in great numbers, nabbing some sales from Royal Enfield’s well-regarded, value-for-money Himalayan (which has also had an update).

The Triumph Speed 400 and Scrambler 400 X have all the right ingredients: Bonneville-inspired

KTM 990 Duke

That’s right. KTM’s adding to its evergrowing range of bonkers ‘middleweight’ nakeds – and if the current range is anything to go by, the new £12,999 990 Duke’s going to be an absolute belter.

The Austrian firm’s making big claims about the bike that’s being built at home. They’re saying it’s the lightest, sharpest and most performance-focused mid-class naked ever manufactured at KTM’s HQ. That’s a good start, don’t you think…?

It’s not just an 890 Duke with a bigger

styling; a nippy little liquid-cooled 398cc single engine; a good selection of kit; and a decent suite of electronics.

We’re particularly excited about the longerlegged Scrambler 400 X, which draws inspiration from Triumph’s Scrambler 1200 and gets a different electronics package and suspension set up to its road-going sibling, in addition to a 19inch front wheel, a taller 835mm seat, wider bars, a small bash plate and longer travel suspension.

Yes please.

We’ve heard whispers about this for a few months, and even got a glimpse at some spy shots of it out testing – but now the Italian factory’s revealed all the information about its newest adventure bike and we can’t wait to check it out on person.

It’s more or less built from the bones as last year’s brilliant V100 Mandello, with the same characterful and rewarding 1042cc liquidcooled, 113bhp V-twin motor as its centerpiece. Of course, there’s plenty of defining characteristics too, including a whopping 21-litre fuel tank, spoked 19inch front and 17inch rear wheels, and fully adjustable 46mm upside down forks with 170mm of travel up front (and a single shock at the rear). There’s a bunch of technology as standard, including radar technology as an optional extra.

If adventure bikes are your bag, but you’re after something a little different to the usual, this beast from Moto Guzzi Stelvio could be well worth a onceover.

motor. A good example of the work that’s gone into it is the chassis. There’s a completely new steel tube frame which has increased in both side and torsional stiffness to improve handling – while the swingarm stiffness has been substantially reduced to improve traction on the rear wheel. And that’s just the start…

It gets top brakes, WP suspension, loads of technology, and is powered by a new, punchy 123bhp LC8c engine, which KTM says is the most compact twin cylinder in its class.

9

Ducati Hypermotard 698 Mono

As if the latest addition to the Hypermotard family wasn’t enough to get excited about, Ducati’s only gone and revealed a completely new single-cylinder engine which it’s calling the ‘Superquadro Mono’. Yes please.

It’s the first single-cylinder model from Bologna in decades – and it’s a special thing indeed, using MotoGP-inspired technology taken from the Ducati Panigale V4 R. With 77.5bhp to play with, the lightweight motard will undoubtedly be an absolute hooligan on the road in all the right ways.

There’s a whole load of good stuff as standard: Marzocchi springs, Pirelli tyres, and Brembo brakes – plus some seriously sophisticated electronics which include Ducati Traction Control; Wheelie Control; Engine Brake Control; Power Launch; Quick Shift (depending on the model); and Cornering ABS which has four levels of intervention and includes a seriously cool ‘Slide by Brake’ to help brake-induced slides.

Honda CB1000 Hornet

8

Building on the success of its recently-released CB750 Hornet, Honda’s decided it’s time to bring a brand-new, big-bore Hornet back to the fold – and it looks like a winner.

With stripped-back handline, a 2017 CBR Fireblade-derived four cylinder motor and a load of top-specification goodies, the stripped-back machine is likely to be an absolute blast to ride.

Details are still a little scarce at the time of writing, but by the time we get to Motorcycle Live, Honda will have broken the news proper and provided a full lowdown on its latest sleek and stripped-back naked.

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BEST OF BENNETTS The good folks over at Bennetts will be plenty busy across the nine days of the show, with a whole host of good stuff going on that’s well worth your time.

They’ll have a load of British Superbikes championship winning machines on display, including Tommy Bridewell’s Ducati F23 (and the BSB trophy will be on the stand, too). That’s not all . If you’re there on Sunday 19th, it’s actually the Bennetts BSB day. That means you’ll be treated to a seriously special line-up of top-flight riders who’ll be on hand all day, meeting and greeting fans and talking racing. There’s also a chance to win some VIP tickets to a round of your choice next season.

For more information on the good stuff Bennetts are up to at Motorcycle Live, or to grab a fresh insurance quote, visit bennetts.co.uk

8 EVENTS

EVENTS NOVEMBER

November 7-12 EICMA Milan, Italy / www.eicma.it The massive bike show in Milan is a big deal. All the big names in the game will be there, taking the chance to show off their all-new machines for the upcoming year.

November 11-12, 16-19 Macau Grand Prix Macau, China www.macau.grandprix.gov.mo While it’s unlikely you’re going to take the trip to watch the action in person – you can still get your fix of brilliant race action from the bonkers Macau street circuit all from the comfort of your sofa.

November 16-25 Motorcycle Live NEC, Birmingham www.motorcyclelive.co.uk It’s our chance to check out all the new bikes in the flesh at the UK’s biggest bike show.

Just because it’s wet and windy, doesn’t mean you can’t get your biking fix. There’s plenty of cool stuff happening to keep you going while the riding’s not so good. Here are our top picks through November and December.

November 19 Normous Newark Autojumble Newark and Notts Showground / www.newarkautojumble.co.uk In the market for a winter project?

After that ever-elusive part? Have a hunt around the eclectic offering at this brilliant jumble.

November 17 Bike Night & Rockers n' Classics Ace Cafe / www.london.acecafe.com The Ace is busy right through winter, with weekly bike and car events drawing together some seriously special machines and some proper cool people.

November 19 MotoGP Losail International Circuit / Qatar www.motogp.com It’s time for Round 19. The best racers in the land descent on Qatar to see what they’re made of. With the season drawing to a close, you can expect to see some spicy riding.

November 26-28 Audience with Shane ‘Shakey’ Byrne Various / www.mjksportsevents.co.uk Six-time BSB Champion ’Shakey’ will be at Doncaster, Durham and Carlisle to talk about his rich racing career. Should be a good ’un.

DECEMBER

December 2 The London Classic Bike Show Kempton Park / www.kemptonparkautojumble. co.uk This a good one. It’s essentially a bigger version of the always brilliant Kempton Park Autojumble, but with the addition of a load of cool bike displays, club stands and traders. The focus is on old off-road and race bikes, but if you’re into old bikes of any description you’ll find plenty to enjoy.

December 4-6 McGuiness and Whitham on Tour Various / www.mjksportsevents.co.uk TT legend John McGuinness is on the road with Whit for a series of banter-filled back and forths in Bradford, Bath and Arundel.

December 10 Normous Newark Autojumble Newark and Notts Showground / www.newarkautojumble.co.uk Another Normous. There are plenty of bargains and biking goodies to be bagged, even on a wintry December morning near Newark.

December 26 Plum Pudding Races Mallory Park / www.malloryparkcircuit.com/ Rather than sitting on the sofa and letting your Christmas dinner settle, why not spend Boxing Day checking out the two-, three- and four-wheeled race action at Mallory?

10 NEW BIKES

ADVENTURE CREDENTIALS Ducati DesertX Rally The trend for more hardcore versions of middleweight adventure machines continues with this gorgeous souped-up contender.

The stock DesertX wowed us when it came out a couple of years ago: the 937cc Testastretta V-twin engine is a 110bhp peach; the chassis is properly sorted; and it looks great. Now though, there’s this souped-up Rally version, which gets a ‘race-ready’ suspension package and chassis upgrades.

There’s a new 48mm USD front fork from Kayaba, which has a stonking 250mm of travel, and has a closedcartridge pressurised damping circuit, full adjustability, and DLC/Kashima coated sliders for less stiction. Out back is a Kayaba 46mm piston monoshock with 240mm travel, fully adjustable with

high/low speed compression, and you also get a natty Öhlins steering damper behind the bars.

There are extra-strong Takasago Excel rims with carbon steel spokes and machined hubs, and a choice of three levels of Pirelli Scorpion dirt rubber fitted. Add in a high front mudguard, billet yokes and machined pedals, plus 280mm of ground clearance, and you have a very tough DesertX indeed. The only problem we’d have is taking a gorgeous £18,995 machine like this off-road at all – we’d want to cosset its lovely lines in the garage and keep it all nice and clean…

Yamaha’s Ténéré 700 Extreme

Another day, another Ténéré – although this one takes the winning formula of the standard bike and adds more robust suspension and some trick chassis components.

We love Yamaha’s Ténéré 700.

It’s an exceptional bike which deserves plenty of credit for kickstarting the recent resurgence of lighter, nimbler and more off-road capable adventure bikes.

The base bike is a cracking bit of kit in its own right – but not content to rest on its laurels, Yamaha’s constantly looking to nip and tuck, tweak and improve. The newest result of its ongoing hard work is the Extreme.

It’s kitted out with top-ofthe-line KYB suspension, which are fully adjustable and offer 20mm additional travel at the front and rear compared to the standard Ténéré 700, and have been treated with a long-lasting Kashima coating to ensure smooth suspension action. That extra travel helps raise it up, increasing its ground clearance to a

substantial 260mm, which should help it conquer even the toughest of terrains.

There’s a host of additional goodies, including lightweight titanium footrests, an aluminium radiator protector and chain guide. There’s also a new two-piece front mudguard, which features an enduro-style set up and a lower section for added protection against dirt and debris – and there’s a flatter one-piece rally seat, too.

This is a proper bit of kit, which Yamaha claims has been designed for experienced motocross and enduro riders who are after something seriously capable off-road without compromising on comfort. While we’re far from the intended audience, we can’t wait to have a go on this beast and see what it’s made of.

WHITE DALTON 11 Not the AJP, but it is a trail in the Peaks...

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

Q

Last summer I was plodding along on my AJP PR7 on a road section between two green lanes in the Peak District when I got wiped out by a boy racer who had drifted too wide on a lefthander (for him). Long story short, he was absolutely flying in his souped-up Focus ST with all his cameras rolling for his social media channel (what an absolute plonker!!!) and the net result was me hitting the windscreen and bouncing off the top of his car and over a drystone wall. When the Police and ambulance arrived, everyone thought it would be a fatal accident, so were a bit surprised to find me alive and talking (well, mainly swearing at the driver and in pain). So… over 12 months have passed and I have had multiple operations on my leg and hip. However, on the legal front, I am hacked off. We are now off to the Crown Court for sentencing the ‘dangerous driving’ of the Ford driver. I am going to tell the Judge that I need some more money (I have only had a £100,000 interim to date) and I want the car driver thrown in jail.

I am also really worried about my future in case I need further hip replacement as I get older. I am only 37 years old. What can I do about that? My solicitor has told me I need to wait and see what the medical expert says.

deal with a wide range of issues, i.e. where people, businesses or other organisations are trying to resolve their disputes with each other. They deal with quite small or simple claims, for example damaged goods or recovery of debt, to large claims between multi-national companies. They also deal with personal injury claims. Therefore, whilst it may sound weird, next week’s hearing at the (Criminal) Crown Court is not primarily concerned with you as the ‘victim’. Instead, the hearing will deal with the ‘state’ punishing the Ford driver, i.e. sending him to prison, etc. The ‘Criminal’ Judge will not be there to order you to be paid money. That is what a Civil Court will deal with later, if applicable. If you are in need of further money, I advise you speak to the solicitor dealing with your civil claim for personal injury. S/he can then request that from the Ford driver’s insurer.

If they will not give you any more money at this stage, you could instruct your solicitor to make an application to the Civil Court.

As for the future, your solicitor is spot on and if your medicolegal expert advises that in due course you will need a further hip replacement in the future, that can be included as part of your civil claim.

A

Q

That sounds like a proper scary accident, and I am glad you are here to tell the tale. As for the legal side, it is probably helpful to briefly explain the different types of Court in England and Wales. Broadly speaking, there are three types of Court: the Coroner’s, the Criminal and the Civil. The Coroner’s Court investigates certain deaths which are deemed to be unnatural, violent, or where the cause is unknown. To state the obvious, Criminal Courts deal with people who have allegedly committed crimes, i.e. burglary, murder, dangerous driving, etc. Civil Courts

SOLICITORS

www.whitedalton.co.uk

I have had my indestructible Honda Blackbird (is this the best bike ever built?!!!) for five years after buying it off a chap on Facebook Marketplace and it has been spot on. Last weekend the sun was shining so I headed out into the Cotswolds for a coffee and the obligatory sausage roll. I was just heading home when the rear tyre suddenly went flat. Somehow I managed to hold on to the then bucking bronco of a bike and pull up in front of some startled lads waiting at a bus stop. After checking the tyre, I discovered the rear tyre valve stem had disappeared. After

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

checking through the paperwork from the last seller, I can see he got a dealer to fit some tyre pressure monitoring valves about two years before I bought the bike. I’ve now read on various online forums that the extra weight can cause the valve stems to sheer off. Can I take the dealer to Court? Or the previous owner? I had to pay for recovery and a new tyre (and valve).

A

I am happy to hear you stayed sunny side up after the flat tyre. By all means, you could try and take someone to Court but you will go down in a ball of flames. As for why, the first hurdle to overcome is proving the tyre pressure monitoring valves were negligently fitted and this caused the valve to shear off approximately seven years after they were fitted. I hope when you say that out loud, you will appreciate that seems incredibly unlikely to be able prove. Secondly, you personally cannot sue the dealer who fitted them because you have no contract with them, i.e. because you never paid their bill. Therefore, the dealer owed you no duty. Thirdly, as for suing the seller, this was a secondhand bike purchased via Facebook Marketplace five years ago. For various reasons, this is going to fail. ‘Caveat emptor’ springs to mind. This is a Latin term meaning ‘let the buyer beware’. This is a principle that a buyer is responsible for checking the quality and suitability of goods before purchasing them. Further, and importantly, you have had the bike for five years!!! With this in mind, is the failure more likely to be due to lack of maintenance in your ownership? I suspect so. By all means you could try and take someone to Court but you will likely end up paying their legal costs when it gets thrown out. If I were you, I would chalk this up to one of those things, move forward with your life and don’t be a silly sausage.

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!

If you’re still out ridin ng at 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 nd a cracking option – an we’ve teamed up witth the ers to good folks at Fowle p give away a pair to help keep one of you lucky lot warm while the weather’s a bit ropey.

They’re made from full-grain leather and softshell textile, 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 Which circuit did Kenny Roberts declare What’s the name of the forest-lined toll 2 he’d never race at again in 83?

7 road in Northumberland?

Which Japanese firm’s just revealed a When was Peugeot Motorcycles new founded?

8 A2-licence cruiser?

3 Which of KTM’s range is currently being Which two bike brands are owned by built 9 in China?

4 the same group as KTM? How long’s the Isle of Man’s Mountain 10 What nationality is Bridgestone Tyres?

5 Course?

Where did Harley-Davidson host its massive 120th anniversary bash?

Which model did Yamaha poach the engine for its Thundercat?

Did you get ’em right? BMW GS, EICMA, CFMOTO, 3 1/2, 1890cc, GT250, LAST MONTH: Goodyear, Ducati, Voge 300 Rally, NOVA

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, 2023 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: December 8, 2023

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

READERS’ RIDES & NEW PRODUCTS 13

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.

Adrian Harmer and his BMW R18 rolling up to Copdock Bike Show in style.

Cary Massey’s Kawasaki GPX 250 takes pride of place in the living room. Too right.

David Simpson’s lovely pair of Ducatis. He’s had the 1992 750SS for 21 years – adding the 2007 Multistrada a couple of years ago... “when I realised that I was too old to ride the 750 for more than an hour-and-a-half without hurting!”.

Yes please. Jez Robin’s gorgeous Kawasaki KR-1S has us dreaming of the early 90s.

Steven Milner’s BMW R1250GS looks ready for anything. Fancy swapping it for the new 1300, Steve?

We’re pretty jealous of Gary Howarth’s pair of retro 90s sportbikes. Which would you choose?

Mike Oxlittle’s race-ready Yamaha FZR400 looking lean and mean.

KEIS ULTRAFLEX BODYWARMER £180 / www.keisapparel.com

although the chest, back and collar actually produce 41W (3.4A) of power (almost three times more than previous models).

It’s thinner and lighter, too, with a much closer fit, thanks to an elasticated outer shell which helps mould the bodywarmer to the body without restricting movement.

Even better, it comes with a free Keis Power Controller worth £38.

BRIDGESTONE HYPERSPORT S23 TYRES £TBC / www.bridgestone.co.uk Bridgestone has just revealed a new sporty radial motorcycle tyre designed for the road.

The Japanese firm reckons the Battlax Hypersport S23 offers a raft of improvements over its predecessor, with increased

levels of dry grip; a newly designed compound in the edge of the tread to make better contact with the road when leant over; and an updated tread pattern incorporating its Pulse Groove Technology to help offer grip, handling and

Left: Martin Quick’s super-cool Honda Ape. We’d love one of these.

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.

BLAZE WEAR HEATED BASE LAYER

£49.99

This is a clever bit of kit from Blaze. It’s essentially a heated thermal layer, which is designed to go under all of your gear to keep your core warm. Made from soft-touch, breathable fabric with built-in stretch, it should be pretty comfortable, too. And it comes in at a very good price. What’s not to like? www.blazewear.com

MAXXIS SUPERMAXX ST TYRES

confidence even when the conditions are less than ideal.

While they’re technically not going to be available in the UK until January, we’ll be getting our hands on a pair of these as soon as possible.

ROADSKIN MUNRO ARMOURED MOTORCYCLE SHIRT £159.99 / www.roadskin.co.uk The good folks over at Roadskin have just released a new armoured riding shirt – and it’s named after the legendary Bonneville-beating, Indian-riding, speedloving Burt Munro. Pretty cool.

It’s essentially an AA-rated, Kevlarlined number that looks cool and offers a surprising amount of protection, thanks

Pete Searle sent us this snap of a pair of Yamahas out for a blast.

Tracer or MT? They’re both brilliant.

Stephen Niblett’s unlikely pair: a Triumph Tiger 800 and Yamaha YZF-R3

NEW IN

It’s getting chilly out there, so to keep you toasty on the bike through the colder months Keis has just launched its next generation heated bodywarmer.

It’s a slightly different proposition to the rest of the well-regarded Keis range, working as a mid-layer rather than a jacket. It’s got all the usual good stuff though, including the tried and trusted micro carbon fibre heating panels –

Denise and Patrick had a proper explore of Devon on their beloved Kawasaki ZZR1100D. “We regularly go on biker café runs and meets but as the weather was warm and dry, we bought some bungees, secured a bag to the top-box and set off on our adventure.” Sounds dreamy to us.

to removable CE Level 2 armour at the back, shoulder and elbow.

In addition to some solid reinforcements, there’s a load of venting to help keep you cool when the weather warms up. There’re two zipped front ventilation pockets and a large rear zipped ventilated section.

We’ve spent a lot of time on the Supermaxx STs over the summer.

They’re a cracking sport touring motorcycle tyre which offer impressive levels of grip for very reasonable money. While some criticism has been levelled at their wet-weather performance, we’ve had no such issues when pushing them to their limit. www.maxxis.com

COURSE ARAMID REINFORCED OVERSHIRT If you’re into casual riding gear, this From £63.49 reinforced shirt from Course is a good place to start.

Currently discounted from £134.99, you can snap up the abrasionresistant shirt with armour at the elbows and shoulders (and a back protector pocket). www.xlmoto.co.uk

From £75.98

14 LONG-TERMERS

KTM 790 Duke Ross Mowbray / Five months / 3500 miles The middleweight naked market is massive. The KTM 790 Duke has long been a favourite, winning the hearts and minds of sporty road riders left, right and centre, and snapping up sales with great aplomb. The 890 Duke shares a good portion of the spoils, too, alongside Yamaha’s MT07, Triumph’s Trident 660, Ducati’s Monster and Aprilia’s Tuono 660 (plus plenty more). But there are actually two ‘new’ kids on the block in the form of Suzuki’s GSX-8S and Honda’s CB750 Hornet which are vying for the top spot.

Should KTM be worried?

I’ve actually managed to swing my leg over the pair and see what they’re made of. The Suzuki was the standout.

Priced at £7999 (the same as the KTM), it feels much more refined and much more planted than the Duke – but it

also feels significantly less spritely, and subsequently, significantly less fun. The Honda’s a good chunk of cash cheaper, coming in at £6999. There’s no doubt it represents pretty incredible value for money, and in typical Honda fashion is exceptionally well put together, but it’s also missing some of the fire that the KTM’s rev-loving LC8c parallel twin brings to the table.

While all three bikes have their own unique merits (and acknowledging that I’ve got quite a soft spot for the Duke after our few months together), I’d say that the KTM comes out on top; though it must be said that the 790 does feel a little less sophisticated than the other two. If you want to know more about how the three bikes stack up, sit tight for a full road test in a future issue.

Yamaha Niken GT

Simon Meyer / Four months / 1120 miles

The Niken GT might be designed for covering serious mileage, but I’ve actually been riding it primarily on my daily commute. It’s a good stint; 20-odd miles each way across rolling Lincolnshire countryside which gives me a good chance to stretch its legs on the reg.

It’s incredibly easy to live with; while it’s a little heavy to shift around thanks to that extra wheel, once you’re rolling the weight completely disappears. There’s loads of protection from the chunky front and good coverage from the adjustable windshield, and it’s comfortable, too. Solo or two up, the Niken’s a properly lovely place to be – with a plush seat, relaxed riding position and plenty of room to stretch out. Even the missus was impressed. She said she’d happily sit tight on the back for a few hours at a time. Her only gripe was that she felt a little battered by the wind, though I suspect

a larger touring windshield would help to alleviate that issue. The substantial panniers and heated grips are welcome additions, which further improve its usability. I don’t know why every bike doesn’t come with heated grips as standard…

It also handles surprisingly well, offering so much confidence-inspiring grip that’s seen me push harder and faster than I would usually. The additional grip from the extra front wheel only helps, and even in poor conditions it’s easy to make swift progress on the Niken.

It might not be to everyone’s taste, and I’ve had a little bit of stick from more ‘traditional’ bikers, but there’s no doubt that the three-wheeler from Yamaha is an exceptional motorcycle. It just works. I’ve really fallen in love with it, and if I had the cash in the bank, I’d be very tempted to snap one up.

Kymco DTX360 320 Jonathan Schofield / Seven months / 2034 miles In ever more uncertain times, it’s difficult to be surprised. But the Kymco has blown my proverbial socks right off! I have been using it as an everyday runaround, including my short, country lane commute to work each day. This has meant that on most days I have been giving either my son or my step-niece a lift into town, too. Two-up on a scooter that has a small single cylinder motor was something I thought would be painfully slow and a bit bouncy.

Not the DT360X. It’s different, of course.

Two-up is more than just extra weight on the brakes and motor, it’s a state of mind as well. You have more than just your safety to consider. Yes, I love to go out for a spirited blast, but with another life on the back it’s all about protection and defensive placement on the road.

Ultimately, the Kymco has proved itself fantastically sure-footed; with great feel

from the brakes, and fivesteps of spring tension adjustability at the rear meaning its easy to fine-tune for a pillion or a bag full or shopping.

Loaded up, it’s a little slower away from the lights, but it was just as capable of staying up with the flow of traffic and cornering was unaffected. Bravo Kymco, this scooter is just winning me over, day by day.

It’s not all been good, though. I’ve had some battery issues – and after three days sat still, I’m more than likely going to have to jump it. That’s a pain. Particularly when you need to remove the screen and small front panel to access the battery. If this was my forever machine and not just on long-term test then I would definitely fit a trickle charger with access to the cables neatly tucked into the small glovebox on the left of the dash.

ROUTE FINDER 15

SCOTTISH BORDERS After some inspiration of where to go for a blast?

We’ve got you covered.

The Scottish Borders is a haven for bikers. It’s often bypassed by tourists pressing on to get up to the more dramatic Highlands, but they’re missing out on some seriously special scenery and surprisingly quiet twisty roads. What more does any biker need?

MOFFAT MAGIC

The A708 is a brilliant bit of road which runs from Moffat to Selkirk.

It’s got a lot going for it, with a rich mix of ups, downs, twists and turns that’ll keep you entertained for over 30 miles. There’s a cracking place called the Glen Café which is the perfect place to stop for a brew and a bite to eat, and the town of Moffat (although technically not in the Borders) has become a bit of a destination for bikers, thanks to the brilliant riding in the area and a top-rate bikerfriendly hotel called the Buccleuch Arms, which offers quality digs, good grub, secure packing and route advice.

WHAT’S YOURS? 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.

DIPS AND DROPS

The A68 is a road of two halves. While it’s best known as being the far more scenic option for getting from north to south in a hurry, it’s actually a pretty good riding road in parts. Arguably the best stretch is around Carter Bar, where you cross the England/Scotland border. If you do the stretch below on your way north, you’ll pop out in just the right spot to make the most of the cracking bends and big, open scenery. Just watch out for those hidden dips.

GRAVEL GOODNESS

The Kielder Forest Park might not actually be in the Scottish Borders, but as it’s a literal stone’s throw away, we thought we could use some artistic licence and include it here. Start in Bellingham and head all the way up to Kielder Castle before swinging a right, snagging a toll ticket and jumping on to the Kielder Forest Drive. For the princely sum of £3, you’ll get to enjoy the largely unpaved road which cuts through the forest and wild, windswept scenery for 12 miles before joining the aforementioned A68 at (the snappily named) Balkehopeburnhaugh. Brilliant.

COASTAL CLASSIC

This is a nice one to tag on to the Moffat to Selkirk blast.

Head for Innerleithan, set the satnav for St. Abbs, and expect to be treated to a joyous amble across the gently rolling Borders countryside before arriving on the coast in the tiny fishing village surrounded by cliffs. Top stuff.

16 QUICK SPIN: GASGAS ES700

The boys at Fast Bikes might be best known for throwing seriously special bikes around on track, but they know what they’re doing on the rough stuff, too. They’ll quite often take the chance to get stuck into some off-road shenanigans (particularly when the Tarmac’s a little less than friendy through the winter). Basically, If you like bikes that go fast, it's the magazine for you.

QUICK SPIN: GASGAS ES700 17

THE THUMPER RENAISSANCE

Big trail bikes were everywhere 30 years ago. Honda’s XR, Kawasaki’s KLR and Suzuki’s DR snapped up sales left, right and centre, offering just the right balance of off-road prowess and usable road manners. But if you like your bikes rugged and a little bit raucous, there are only a handful of options that fit the bill. Here’s one of them.

WORDS: Bruce Wilson PHOTOS: GasGas/Too Fast Media

I

n my mind, you have enduro bikes and adventure bikes. The former slot into that zone of up to 450cc, typically with a single cylinder at their heart, and are so slim they make a size zero model look a bit fat. On the other side of the fence are meaty adventures bikes, packed full of curves, several cylinders, and a load of tech and luxuries you don’t normally find on enduro bikes. It’s fair to say I like to put bikes in boxes, and more often than not there’s a slot for everything, but every now and again there’s a conundrum on the cards, which is probably the best way to describe the GasGas ES700. The thing is, it’s a good problem to have because it pretty much blurs the lines between both aforementioned genres, offering the best of both worlds.

At its heart is a 692cc single cylinder motor pumping out an arm-wrenching 72bhp. It features a tubular steel trellis frame and the kind of suspension that can tackle trails as well as tracks. Its wheels are spoked and its tank is just 13.5 litres large. From these few facts alone, you’d come to think this thing is nothing short of an overgrown enduro – and you wouldn’t be far from the mark. The first time I rode this bike was out in Spain, testing it around a largely MX-style venue, complete with deep sand, berms, jumps and enough ruts to shake your false teeth out. It was a lively debut that gave me a first-hand account of its potency. I’ll be honest, it scared me, proving ferocious with its pick-up, but as time went by I came to love the urgency of the single cylinder’s delivery, which is beyond torquey. Just looking at the bike’s ride-by-wire throttle would induce endless rear wheel drifts, but with time I came to love its energy and respect the bike for the beast it is. On a pure dirt track, it is perhaps a bit too much for the likes of myself: it’s not just extremely powerful, but also a little on the weighty side. That

means when things get a little wayward, the ES can be a handful to rein in, unlike a lightweight enduro. It hits the scales at 146kg (dry), which I felt wholesale when getting this bike airborne. I had to plan my take-offs carefully, knowing that too much gas would send the front wheel to the moon, while too little throttle would cause it to nosedive like a good ’un. For me, it was something of a balancing act. In better hands you’d be reading a wholly different story, but my message to you is that it most certainly can cope on a pukka off-road motorcross track, but that’s maybe not where the best of the bike is found.

Fast-forward a few months and the chance came to put it through its paces in the UK, this time armed with a bike-carved trail through dense woodland, tree roots, and a mixed bag of undulations. There were climbs, dips and tight turns to navigate, with branches so close they’d poke your eyes out if you even considered off-piste.

In essence, it had an adventure-themed ambience, being as challenging as it was narrow throughout its mile-long route Initially, the thought of the ES around it made me question GasGas’s sanity – surely this thing was too big and too savage for such antics?

How wrong I was.

What hit me first was how well the bike rolled over the debris on the ground. Its weight actually worked in its favour, maintaining momentum and carrying effortlessly over roots and ruts without cause for concern, made all the sweeter by the absorbent WP XPLOR suspension that mopped up whatever came our way.

I’ve ridden loads of big adventure bikes through such conditions, but few can hold a candle to the way the ES carved its way around. The thing I liked about it was the ability to slide all the way forward on the long, firm saddle, as you would on an enduro.

Up at the headstock, the bike is surprisingly narrow, which means you can get over the nose of the thing and keep your weight over the front wheel, helping no end in the traction and turning departments. As for the rear end, it’s better to just accept that this bike likes to light up the ground. A steady hand is the order of the day if you want to keep your wheels in line – and to make sure that’s the case, you can indulge in the bike’s traction control system that really takes the sting out of the thing. There are also adjustable power modes if things are really treacherous. I found myself leaning on the tech for certain sections, but removing it at others when I wanted to get the rear wheel kicking out.

The slower the bend, the more progressive the slide and the easier it is to catch if your brain goes into panic mode, but I never really felt too concerned by its wayward demeanour. The more I got used to the single, the more I became aware of its versatility and usability, made all the better by its clinical throttle connection.

Another piece of tech that came into its own was the ABS. I’m not normally a fan of such systems, especially off-road, but in really loose zones the tech undoubtedly stopped me from washing the front at the price of running a little deep. It wasn’t perfect, or wholeheartedly predictable either, but I was grateful for its presence.

That’s how I feel about the bike as a whole. It’s not the best adventure bike out there, or the best enduro, but it’s a great middleground option... the kind of bike you can kit up comfortably with everything but the kitchen sink and then tackle trails to your heart’s content.

It’s a mile-muncher, but with the kind of pep and usability that’s harder to find on bigger machines. It’s an inbetweener – and there’s zero wrong with that.

18 QUICK SPIN: GASGAS ES700

GUIDE

Honda XR600 (1985-2000) ▲ £3000-£5500

Honda’s XR follows much the same formula as Yamaha’s XT – and if you’re after a near-bulletproof bigbore single that’s capable of plugging away over just about any terrain, then it’s well worth a look.

Don’t expect a modern dirtbike; the Honda is soft, fairly chunky and a bit weighty, but despite all that, it handles surprisingly well in a forgiving kind of way. The carb-fed motor is probably the highlight, helping the bike to pull, tractor-like, up the steepest of hills, while still having enough punch to make swift progress with a handy rider at the helm.

It’s an old Honda, so the build quality is second-to-none, and aside from a bit of faffing with the jets to make it kickstart cleanly, there are few issues to report. It’s an excellent choice if you like the look of the GasGas, don’t quite have the cash to lay down, and don’t mind a bit of light fettling. They’re holding their money well, too, so providing you don’t chuck it at the scenery and smash it to smithereens, the Honda’s actually a fairly solid investment.

KTM 690 ENDURO R (2019-on) ▲ £4500-£9799 Now for something much, much more modern that’s near-on identical to the GasGas. How’s that possible? Well, the same people that designed and built the new ES700 also designed and built the 690 Enduro R (and the Husqvarna 701 Enduro, too).

But because it’s been around for a few more years, you can pick yourself up a used one for a fraction of the price.

The KTM’s a brilliant bike (just like the GasGas and Husky) which is pitched as a do-it-all machine, happy swallowing up the road miles or holding its own on the trails. Although it’s been usurped in the KTM range by the off-road capable 890 Adventure R, it’s a great option for those looking for a bit more focus in the dirt.

Unlike the other options, there’s a bunch of technology as standard, including off-road developed traction control, lean-angle sensitive traction control and Cornering ABS. KTM has been known to have a few issues with build quality (particularly its electrics). We’ve not heard of anything major happening on a wide scale, but if you’re buying used then make sure you give it a proper going over to make sure.

YAMAHA XT600 (1990-2004) £2000-£5000

▲

USED BIKE

There was a time not so long ago, when big single cylinder trail bikes ruled the roost. The Dakar-inspired machines helped riders cross continents and explore the lesser-known lanes in their backyard. That’s not really the case anymore, with the increasing popularity of twinpowered adventure bikes making them all-but extinct (aside from a few outliers from KTM, Husky and now GasGas). Thankfully, there’s still a pretty rich pool of properly sorted bikes that you could take your pick from if the newly-released GasGas ES700 is a little too rich for you.

Yamaha’s XT600 is a brilliant bit of kit. While it’s not going to win any awards for its outright performance, it’s solid, reliable and uncomplicated, making it the perfect example of the back-to-basics trail bikes of the 90s.

Its knobbly tyres, soft suspension and sightly lacking brakes might feel a little out of their element on the Tarmac, but with a top speed of 90mph and all-day comfort, you could easily cover some big miles together (and you’ll always have the freedom to jump off the main road and take to the trails).

There’s very little to grumble about with the XT, and although bargains are getting ever harder to come by thanks to a resurgence of sorts in this category (likely inspired by the recent success of the new wave of slightly less-bloated adventure bikes), you should be able to find one that’s been well looked after for half the price of the new GasGas.

20 QUICK SPIN: SUZUKI V-STROM 800RE

BROAD APPEAL There’s a big demand for off-road ready adventure bikes, but what if you’re only interested in riding on the road? Suzuki’s got you covered with the latest version of its much-lauded V-Strom 800.

WORDS: Chris Moss PHOTOS: Suzuki

I

n March this year Suzuki introduced its ‘comeback’ bike, the V-Strom 800DE. Hailed positively by the press, the versatile adventure machine performed admirably, with its longer travel suspension and 21” front wheel also making the DE (Dual Explorer) more suited to some offroad travel.

Fast forward to today, and the new RE version of the bike joins the V-Strom range. Designed more for road use, the new 800 comes in at £1000 less at £9699. The ‘Road Explorer’ features key differences with cast wheels, including a smaller 19-incher up front, 70mm shorter travel suspension, higher-spec brakes, a lower seat, bigger screen, and other minor detailed changes. It’s claimed to be seven kilos lighter. We went to the South of France to see how much the alterations affect how it rides.

As someone who’s done 6500 miles on my DE long-termer, some of the new RE’s modifications are immediately evident and preferred. The 30mm lower seat makes it a lot easier to get on the bike, with the appreciably taller and wider screen obvious it will offer more protection than the DE’s much smaller version.

The altered riding position created by the narrower bars, sited slightly lower and further forward, together with alloy footrests attached a little higher and further back, is less noticeable. But get underway, and what is immediately apparent is the change in steering characteristics effected by the smaller front wheel. Even before we get to the mountain roads, the quicker and lighter way the Suzuki turns into corners is a clear and welcome feature. There’s a more

positive and direct feel through the bars which inspires more confidence, allowing more spirited and secure riding. Also very noticeable is the extra power of the new four-piston radial calipers, which provide sharper, stronger braking. Suspension action, though ultimately not as versatile as the DE’s, still stays well controlled, offering good support and compliance. All in all, the new RE feels more at home on the road and the superb day’s riding felt so rewarding I would have loved to have continued all the way back to the UK. From the lengthy experience of my own DE’s excellent comfort level, I’m certain that would have been a breeze. In fact it wouldn’t, as that bigger RE screen very much reduces that. Whether the marginally altered density of the new seat could be detected I’m not sure. Thankfully, other key stuff hasn’t changed a bit. The engine is still the same wonderful 84bhp, 776cc parallel twin, with its 270° firing order giving super-impressive pulling power regardless of revs or gear choice. The 5” colour TFT dash is unchanged, though you can’t switch off the rear ABS, and there’s no Gravel mode in the traction control settings. You can still very easily select which of the two ABS, and three TC intrusion levels you do prefer though, and there are three power modes to choose from. None of them alter the peak power, simply changing the speed of throttle response instead. The slick up/down quick-shifter remains a standard fitment.

Overall, the excellent new RE’s a better road bike, and will better suit a greater range of riders. I know I prefer it. It’s available in blue, black, and matt green and will be in dealers in November.

QUICK SPIN: SUZUKI V-STROM 800RE 21

This is just a sneak peek of the full, proper, in-depth test from Mr. Moss which’ll be printed in full in the next issue of Motorcycle Sport and Leisure. If you want to know more, you’d be best off getting yourself a pre-order and having it delivered straight to your door.

Scan the code and get it sorted.

22 QUICK SPIN: SUZUKI V-STROM 800RE

GUIDE

HONDA VFR800X CROSSRUNNER (2015-2021) £3500-£8500

▲

USED BIKE

Recently, there’s been an influx of off-road capable middleweight machines which are absolutely flying out of dealers. But a good proportion of the bike-buying public actually has no interest in taking to the trails... so what about them? Suzuki’s V-Strom 800RE is a great option – but what if you don’t fancy laying down 10 grand? If you look back in time you’ll find a raft of bikes that offer exceptional road manners with big, wide bars and longlegged suspension which can be snapped up for a fraction of the price of something new and shiny.

The second generation of Honda’s VFR800X Crossrunner wasn’t exactly a runaway success. It wasn’t particularly on-trend, offering neither the off-road capable all-rounder abilities of a ‘traditional’ adventure bike which were in vogue at the time, nor the eyewidening performance of a more focused sporty tourer. But it’s a brilliant bike, superbly put together (it’s a Honda…) with a rewardingly capable V4 engine and surprisingly agile handling.

It might not be particularly sexy, but from a riding perspective there’s very little to criticise. Its plush seat and wide bars help make it comfortable enough to spend all day in the saddle; the slightly firm suspension keeps the bike poised and planted even on rough roads; and the 782cc VTEC-equipped engine offers plenty of character and ample power to make swift progress. The only gripe? It’s a big old lump for a middleweight, tipping the scales at 242kg, but if you’re used to adventure bikes, you’ll have no trouble with the Crossrunner.

The VFR800X is a classic Honda in many ways – and that means it’s going to stand the test of time very well indeed, even when you’re putting big miles on the clock. This is a top buy, though prepare to lay down a bit of cash when the valve clearances do need doing as the VTEC motor, as good as it is, isn’t the easiest to work on.

YAMAHA TDM850 (1991-2001) ▲ £1000-£3000

We love Yamaha’s TDM850. It was ahead of its time when it was first released back in the early 90s, offering top road manners in a trail bike-esque package. You could probably call it the first road-focused adventure bike… although strangely, it never proved particularly popular in the UK. Those in the know praise the TDM for its top handling, roomy ride and flexible parallel twin motor – although it is a bike built in the early 90s so don’t expect modern levels of performance and poise. The bike’s proved capable of standing the test of time, too, with plenty of owners covering big miles with few issues. The gearbox is reported to be a little clunky, but aside from that the TDM’s a solid, smart and slightly unique choice if you’re after a roomy road bike with trail bike ergonomics.

Better yet, you can still pick them up for really reasonable money – though as always, the safer bet would be to spend a bit more and find a lower mileage later model (or even a more recent 900).

▲

SUZUKI DL650 V-STROM (2011-on) £2500-£7000

It’d be rude not to include the bike which the DE’s replaced. The V-Strom 650 is widely considered a brilliant ‘little’ bike, that’s long been regarded as a smart choice by bikers who approve of its usability, versatility and exceptional value for money.

There is a slightly more off-road leaning XT variant, but the standard one’s the better choice if you’re going to be sticking to the Tarmac.

It’s not the roomiest ride, and if you’re on the taller end of the spectrum you might find the pegs a little too close for comfort, but aside from that it’s the consummate all-rounder, with its decidedly budget suspension and brakes, and long-in-the-tooth SV650-based V-twin engine punching way above their weight.

Popular with riders new and old, happy pushing on or cruising, the Suzuki is still an excellent choice if you’ve no interest in tackling the rough stuff. Ride one and it becomes easy to see why Suzuki’s sold so many of them over the years.

24 LAUNCH RIDE: SURRON ULTRA BEE

TIME TO CHANGE? Can you teach an old dog new tricks? We’re told not. But if you can convince an ex-racer with a penchant for petrol, who’s only ever ridden sportbikes, that there’s a load of fun to be had on electric off-roaders, anything’s possible.

LAUNCH RIDE: SURRON ULTRA BEE 25

WORDS: Andy Bell PHOTOS: Motocom / Surron UK I’m not an off-road rider. I passed my bike test as soon as I was old enough and have covered plenty of miles – but in truth, it’s always been about sportbikes for me. Until very recently, my only encounters away from the Tarmac have been those split seconds before a crash or bouncing around in the grass after running too fast into a corner while club racing – trying to resist the urge to grab the front brake.

But in the last few years I have found myself being increasingly tempted to get stuck into a bit of off-road action. While I’m probably getting a little long in the tooth to ever truly be competitive in MX or Hard Enduro, I see plenty of appeal in blasting about on the rough stuff, whether it’s getting an adrenaline fix all-year round, keeping fit away from the four walls of a gym, or green laning with a group of likeminded friends.

That’s why I was quick to take up the opportunity to try out Surron’s Ultra Bee, despite having a few reservations regarding my riding experience (or to be more precise, lack thereof ). With a promise of some tuition by the top team down at Wheeldon Off-Road Centre, and a curiosity about what the latest Surron’s capable of, I nabbed some body armour, bought some goggles and set the sat-nav for South Devon.

Surron was founded in 2014 in China with the aim of providing affordable, highperformance electric bikes. It invested tens of millions of quid into research and development before releasing itsr first e-bike in 2018: the Light Bee. This lightweight machine quickly became popular worldwide

– and in 2021 Surron followed it up with the release of its full-sized electric enduro bike: the Storm Bee. And now it’s launched the Ultra Bee, adding a third even more capable option into the range.

With the success of the two previous models, and plenty of experience gained and wisdom learned, the latest model promises to be better than ever before. I was curious to see whether or not the bike would live up to the hype, and was intrigued to see how I would get on riding an electric bike for pretty much the first time in a pretty much alien environment.

Rocking up at Wheeldon with my bag of borrowed kit I was keen to have a look around and find someone to give me a few pointers in off-road riding.

Thankfully, Paul from Surron was more than happy to show me a few basics to help me get through the day relatively unscathed.

We headed out to a wet grass field on a couple of Ultra Bees – and it quite quickly became apparent that there’s lots to like about these little lightweight off-road beasts, particularly for those lacking a bit of experience.

Firstly, there are three different riding modes which completely transform the performance of the bike. There’s Eco, Daily and Sport mode (as well as a reverse gear) which allow you to fine-tune the power delivery and ensure that a heavy hand on the throttle doesn’t end in disaster. Under Paul’s watchful eye, I whacked it into the reduced-power Eco mode and got to thinking about my body position, without the need to worry about spinning up the rear

on the slippery grass. The benefit of their near silent running came as a pleasant surprise, too; allowing us to ride side by side while still discussing technique was a real boon in this particular scenario, which would have been impossible with a ringing two-stroke or thudding four-stroke.

That silence continues to have benefits out in the wild, too. Myself and a couple of the other lads on the test managed to get in some extra time on the bikes during the dinner break (I can afford to miss a few dinners), and we took the chance to explore a small portion of the extensive network of green lanes around the centre. After spending the morning learning some basics, working my way around the enduro loop and lapping the outdoor motocross circuit, I felt a lot more confident on the bike – and was keen to get out and have a good explore.

After a couple of miles we ended up at a clearing near the River Avon and decided to take the chance to stop for a few photos and compare notes. That’s when a couple out on a walk with their dog made a beeline for us.

Now, in usual circumstances on ‘normal’ bikes, you’d likely expect a bit of grumbling – but that wasn’t the case at all. They were curious. They wanted to chat. If we’d been blighting the quiet woodland with noise from a smoky old stroker, I’m not sure the conversation would have gone the same way – but as it was, we were able to make our way up, down and across the local lanes in near silence and not disturb a soul. I reckon that’s a massive plus.

26 LAUNCH RIDE: SURRON ULTRA BEE The heart of this bike is its lithiumion battery – and I am sold with the firm’s vision to create eco-friendly travel. A range figure of 87 miles is apparently achievable; though that’s with the bike in the Daily rider mode which prevents you from riding flat out. The maximum charge time is four hours with top-up charges obviously achievable in much shorter time.

There is also a regenerative braking system to help keep the battery topped up, and space under the seat has been created to carry a charger to plug it in anywhere you might find a power outlet. A day with the bike isn’t enough time to really see what it’s like to live with – and in an ideal world I would have liked more time to dig a bit deeper into charging times and the ranges achievable from riding in each mode. Maybe next time…

The aforementioned battery powers a 12.5KW motor with 17bhp and its claimed 440Nm of torque (no, that is not a typo). In Sport mode you have full access to all of that punch – and in practice that means the bike’s capable of lightning-quick acceleration, with 30mph seen off in just 2.3 seconds.

That’s pretty feisty – so you’ll be thankful for the slightly less aggressive rider modes, particularly when things start to get a little slippery.

When needing to slow down for the tighter spots on the tracks and trails, I felt the brakes with 240mm discs front and rear were more than adequate, and at no point of the day was I asking for more force, especially on the loose

stuff. The forks are fully adjustable with an impressive 240mm of travel and an adjustable rear shock absorber with 85mm of travel.

Tipping the scales at a ridiculously lightweight 85kg, the Ultra Bee proved itself super-easy to manoeuvre – and when I did get into difficulty later in the day on the trickier sections of an enduro course, I was able to manhandle the bike with relative ease to face the right way, get back on and fire away again without tiring myself out too much.

There’s little criticise about the Surron – though one flaw I found during my time on the bike was the standard tyres. The slim CST rubber did the job for the most part, but as I got more comfortable on the bike and began to want to push harder either on the ‘gas’ or the brakes, the lack of grip became an issue. Admittedly, the problem was partly down to the Ultra Bee’s 19-inch front and rear wheels which immediately limit the choice of hoops which can be fitted. Thankfully, there is the option to purchase a set of 21-inch front and 18-inch rear wheels, which I would say is necessary to get the best from this machine. The only problem is that you’ll have to lay down an additional £1100 for the privilege, although we were assured that future bikes will come with this preferred wheel size as standard.

Overall, I was seriously impressed with both my time at the Wheeldon Off-Road centre and with the Ultra Bee. This is a great bike with plenty

of scope. Dialling the power down to get used to both machine and terrain or even to prolong battery charge for a longer ride is easily done, but when asking for full power on the circuit or up a steep slope I felt there was enough to excite me. Seat heights on bikes of this nature are often quite high, but the Ultra Bee wasn’t too tall – and coupled with its light weight it never felt too intimidating. I am by no means ready to turn my back on the loud petrol-guzzling way of life that I love, but I can’t deny that there is a place for electric bikes – and that’s particularly the case off-road when keeping the noise down is of a real benefit. I reckon the Surron’s a winner.

28 BUYING GUIDE

SUMMER GLOVES It’s winter. That might seem like a strange time to tell you about our favourite summer riding gloves. But actually, it’s the perfect time to bag a bargain while dreaming of the warmer weather returning and the roads drying out.

E-Numbers

The all-important E-number is EN 13594:2015. There should be a pictagram on the label. Beneath the picture will be a 1 or 2. Level 2 is the highest rating.

Both levels involve resistance to being pulled off in a crash; tear strength; seam strength; cut resistance; and abrasion resistance. But… knuckle protectors are mandatory for Level 2, optional for Level 1 (if Level 1 gloves have them, they’ll be labelled 1 KP). Just to finish off, cuff length also affects the rating. Got a short cuff? They’ll be Level 1 regardless.

What’s the difference between a summer glove and others? By definition, a summer glove is purposebuilt for riding in warm weather. Typically they’ll have far more ventilation than other gloves, either by

perforations in the material, mesh panels, or both.

Shorter cuffs are common (though not exclusive).

As they’re built for riding in the warm, they usually do away with things like thermal and/or waterproof layers. They’re all about feel, so lighter materials will be employed.

What if it goes belly-up?

Just because they’re thinner and lighter, they should still protect your skin. Like we said above, all summer gloves will protect you, but it’s up to you whether you want knuckle protection and a longer cuff to protect wrists. It’s not mandatory, but look for gloves with scaphoid protection – that’s a long bone in the wrist that allows movement and keeps things stable.

Anything else I should look for?

They need to fit! Summer gloves especially are snug (no layers), so make sure they’re comfortable, fit properly, and give you enough span to reach controls (can you reach the indicator switch with hands on the bars, for example?).

As regards the wrist restraint, can you do it up so it’s holding them on, but it’s still comfortable (you don’t want the blood flow getting cut off!)?

When it’s hot, your hands get sweaty… it can be hell getting them off and on again. Some gloves have a silk lining or similar that helps, and they feel much nicer.

Oh, and little things like screen-friendly strips on the index finger are handy.

BUYING GUIDE 29

FURYGAN JET D30 GLOVES

LS2 ALL TERRAIN GLOVES

Made from premium Analine waxed cowhide with an internal comfort mesh and pre-curved fingers.

They feature soft knuckle armour, but subtly. There are additional reinforced panels at the base of the fingers and thumb to provide both extra grip and scaphoid protection.

They feel like kid leather, they’re that comfortable, have a wide thumb/index finger arch and off the bike you could mistake them for ‘normal’ driving gloves.

On the bike they give bags of feel and it is easy stretching to levers/switchgear.

Downside is the lack of ventilation. Most of the time this isn’t an issue, but on properly hot days if your hands get sweaty they’re difficult to get off (and much harder to put back on). The Hillberry 2 feature finger perforations to address this.

These are my first choice for all my local rides (for longer rides I prefer to use two-season ones).

Pairing with heated grips, I extend their use for as long as is practical.

The Jet D30 is Furygan’s entry-evel summer glove.

Like all Furygan kit, it has been through thorough testing in their ‘Motion Lab’ prior to submission for PPE approval.

The upper is a mix of Nylon, Polyurethane and SBR (a synthetic rubber) with PVC knuckle protection and dots of D30 protecting finger joints.

The palm is 100% goat leather, with reinforcement at impact areas. The gloves are fastened at the wrist via a single Velcro strap. They also feature Furygan’s ‘Sensitive Science Insert’ on the thumbs, allowing you to operate your mobile (or other touchscreen device).

Furygan’s gloves are a snug fit (their Large is a size 9, many other brands it’s a size 10) and very light at just 65 grams. The Jet D30 are out-of-the-box comfortable, slipping on easily, and the Velcro wrist strap is simple to operate even in gloved hands.

They give a nice level of feel on the bike without feeling ‘flimsy’, though they do feel a little spongy until you’re used to them. The airflow to the fingers is good (on the move my fingers stayed cool riding in temperatures in the 30s). I have been able to get them on and off without any problem. The thumb/ forefinger span is generous, making it easy to operate controls. Also I was able to work all zips, press studs, etc., while wearing them.

I’ve got a bit of a funny relationship with my LS2 All Terrain gloves. I love the look of them, they are potentially the most comfortable gloves I’ve ever worn, and I would wear them every ride if I could due to the feel of the fit and the control they provide. However, I’m much more likely to keep them specifically for off-road and green-laning, as I’m slightly dubious about the level of protection that these would provide me under any moderate contact with the Tarmac.

That’s not a surprise. They're adventure gloves, after all, but I’d maybe expect a little more protection as plenty of people will use them on the road. The material is very thin, though they do come with knuckle protection and further TPR protection on the fingers, so it’s not all bad.

When I do use them, they provide immediate satisfaction. The level of control you can feel through the neoprene and perforated goat-skin leather is next level, and they seem to be one of the few ‘touchscreen capable finger’ gloves where you don’t have to whack the tip of your index finger against your phone multiple times to make it do what you want. They’re well ventilated, too. If you’re in the market for a new glove for the trails, I’d happily recommend these, but if you’re main riding’s on the road, I would likely opt for one of the other choices.

TUCANO URBANO GIG GLOVES

ICON ‘HYPERSPORT’ SHORT GLOVES

SEGURA MOJO GLOVES

These Tucano Urbano Gig summer gloves are superflexible and give wonderful feel while having more than enough ventilation and lightweight D3O armour pucks on the knuckles.

This from a pair of lightweight sub £100 gloves is more than a bargain.

They’re stylish, too, in a sort of retro way, but with reinforced double stitching and ridge/expander panels on the knuckles, you’ve got all the mod-cons to keep your hands well protected. Super-supple and hard-wearing goat leather is used for the majority of the gloves’ construction which has held up to our recent wet and rough weather conditions.

They are not waterproof but when it came to them drying out, they handled it brilliantly, not turning into a crispy leather but staying flexible (though that’s partly thanks to a dose of ‘Leather Genie’).

I have used them for months and even though they are summer gloves they have been great even on the cooler summer and autumn mornings. The adjustable Velcro wrist makes for a snug fit and even though they have been on and off multiple times a day for weeks on end, it still closes and works fine.

I wanted some short gloves that were supple, comfy, stylish, offered decent protection and wouldn’t break the bank – and these Hypersport ones from Icon are just the ticket.

The top of the glove is made from ‘AX Laredo’ synthetic leather, which is built with advanced poly microfibres that are meant to match the durability and performance of natural leather. However, the palm of the glove is goatskin, which has been overlayed with diamond stitching in key wear areas.

Icon reckon the gloves have heat-retaining properties for chillier days and perforated ventilation panels which help keep hands cool and sweatfree on warm days and I have to say, they have performed much better in the cold than I’d typically expect from unlined ‘summer’ gloves.

I particularly like the floating knuckle. It helps offer flexibility, looks very different and comes with D30 Underlay. There’s hard-knuckle protection, too, in addition to more protection on the fingers, thumb and palm.

All-in-all, the Icon Hypersport Short Motorcycle Gloves have a feeling of distinct robustness.These gloves will no doubt exceed your expectations as they have mine, representing superb value for £70!

Bob Pickett / £44.99 / www.furygan.co.uk

RST IOM TT HILLBERRY GLOVES

Bob Pickett / £39.99 / www.rst-moto.com

Jonathan Schofield / £58.33 / www.tucanourbano.com

Mark Lancaster / £70 / www.partseurope.eu

Chris Bailey / £49.99 / www.ls2helmets.com

Ross Mowbray / £74.99 / www.bikerheadz.co.uk

Retro summer gloves are my bag. I’ve got race gloves, I’ve got winter gloves and I’ve even got heated gloves – but I’m still much more likely to stick on something lighter, even when the weather takes a turn for the worse. I think there’s a lot to be said for the level of feel you get from some simple soft leather gloves.

That’s why I’ve been wearing th Segura Mojos non-stop through the summer and beyond. They’re a little bolder than I’m used to from a design perspective, but they’ve got all the good stuff I like, including goat leather, spandex, suede and neoprene construction, which offers flexibility, dexterity and comfort in equal measure.

There’s plenty of protective stuff going on, too, with the knuckle protectors, palm reinforcements and reassuringly robust build offering me plenty of peace of mind that I’m going to be alright should I take a small tumble. You probably wouldn’t want a big off in them. But in truth, that’s true of most ‘summer gloves’ – and if you need more serious protection, you probably need to think about some more dedicated race-ready ones.

As it goes, the Mojos from Segura are sharplooking, immediately comfortable and offer plenty of feel. That’s more than good enough for me.

KNOWLEDGE 31

BIKER FIRST AID

PART ONE

MANAGING THE SCENE

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

ASSESS The first and most important part of emergency first aid is assessing a casualty. It might not be immediately clear how serious an injury is, so it’s important you’re thorough and look out for five key things.

■ BLEEDING

Is there any sign of bleeding?

■ UNCONCIOUS

Is the person unconscious or very drowsy?

■ RESPIRATORY DISTRESS Is the patient having difficulty breathing?

■ PAIN OR NUMBNESS

Is there any pain or altered sensations?

■ SKIN CHANGES Do they look pale?

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.

STAY SAFE

The first step in delivering effective first aid is to stay safe yourself. In a stressful situation with someone suffering from severe injuries, it’s easy to forget the basic principles of safety. The last thing anyone wants is for you to get in trouble, too. Getting help as quickly as possible will help you manage the scene more effectively – but it’s also possible that the best you’ll be able to do is call the emergency services and sit tight.

LIVES use a very effective colour-coded response guide to help first responders to quickly and efficiently work out the best course of action based on the severity of the injuries and signs. Familiarise yourself with this information and you’ll be much better equipped to assess casualties and make quick, informed decisions about the best course of action.

RED is considered a risk to life, which means you should call 999 or 112 immediately.

YELLOW is less serious but still requires urgent treatment via a hospital, GP, pharmacy or walk-in centre.

GREEN is much less d severe, with simple first aid measures often being a sufficient level of care.

If you’re unsure, it’s better to err on the side of caution n and assume that injury or symptom is more severe.

CALL FOR HELP Now it’s time to call in the big guns. The way you deliver information to the emergency services is extremely important. LIVES recommend using the ISBAR method of handover.

I – INTRODUCE yourself S – What’s the SITUATION? B – What’s the BACKGROUND? Preceding events or known medical problems A – Your current ASSESSMENT of the situation?

R – What RESPONSE do you require?

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

TOP TIP

If there is no response, a major bleed, abnormal breathing or no major pulse you MUST call for help immediately

NEXT MONTH: REMOVING A HELMET

32 RIDER SKILLS

It’s one thing to brake hard on a straight bit of road, but what happens when you have to do it while riding through a corner? This is what…

We’ve all been there: ridden into a corner a bit too fast, and found ourselves wanting to slow down while the bike is banked over. The corner is tightening, the verge coming closer, and it feels like there’s nothing to do.

It’s not a pleasant feeling, especially if you are not sure what the most effective actions are and how the bike is going to react to your inputs.

Visions of ending up in a heap are difficult to shake off.

The good news is that it can be done, to a degree anyway. You can’t perform emergency braking in a corner quite like you can on a straight, but you can certainly slow the bike down a fair bit if you know what you’re doing.

Braking in a corner is often considered an advanced riding skill, but because it is such an important one, there’s no harm is starting to practice it as early in your riding career as you can. Just remember to find a safe place to practice, and don’t try to run before you can walk.

Common mistakes

There are two main mistakes that people make when braking in a corner. One of them is braking too suddenly and too harshly with the front brake, which causes the front wheel to lose grip and wash out.

Smoothness is key with many aspects of riding, but when you are going through a bend it’s even more crucial.

Another mistake is not braking enough. It can be scary to brake in a corner, but if you apply the brakes correctly, it is possible to slow down quite a bit. You just need to know what you’re doing, and do it very smoothly.

Generally speaking, it’s not advisable to use the rear brake to slow down in a corner if you are riding at a reasonable pace as you risk losing grip on the rear tyre and sliding the rear. It’s a different matter if you are turning very slowly, in which case a bit of rear brake can help you turn sharper.

as you are applying the brakes as this will enable you to stop sooner, but the problem with this is that it will take you off your intended line, and depending on what’s around you that may be more dangerous.

Your eyes are a powerful tool, and regardless of whether you are applying the brakes or not, looking where you want to go is important.

Concentrating on anything that you don’t want to ride towards, or ‘target fixation’, can have the unfortunate impact of leading you where you are looking rather than where you want to be.

How to get it right

And don’t forget…

The easiest thing to do is to try and do as much of your braking as possible before the bend. The less you have to do once you enter the corner, the less instability you are causing to the bike.

However, this is not always possible, so sometimes applying the front brake in the corner is needed. If you need to do this, do it smoothly. When you practice this, you will notice that as you apply the brake the bike will want to ‘stand up’ and go straight. To keep the bike turning you need to countersteer to keep the line, but remember that there is only a limited amount of grip available: the more you use it for braking the less there is for turning, and vice versa.

In some situations one option may be to let the bike straighten the line

One option to slow down as you are entering a corner is to trail brake.

This means braking hard as you are approaching the corner, and then gradually releasing the brakes as you steer into the corner. The idea is that as lean angle increases the braking forces decrease, leaving you with enough tyre grip through the whole corner. This is, however, a tricky skill to master, and will take a lot of practice to get right.

Ultimately, the best solution is to do the braking before the corner. The disappointment of running round the corner a little slower than you wanted to is a small chink in your armour compared to the fright and potential damage when you are hurtling through a bend too fast.

RIDER SKILLS 33

OUR EXPERT

Will Blewett, Phoenix Motorcycle Training, Bristol Will is an experienced advanced rider and trainer. He’s passionate about motorcycling, and handy with a spanner when it comes to bike maintenance, too. He joined the Phoenix team to use his interpersonal skills to train riders to a high and safe standard.

Tel: 0117 214 1745 Email: bristol@phoenixmotorcycletraining.co.uk

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

34 EVENTS

If you’ve ever wondered why Harley-Davidson’s massive European anniversary celebrations are never held here in Blighty, perhaps what I’m about to tell you might give you an answer.

WORDS: Nik Samson PHOTOS: Nik Samson and Harley-Davidson 2023 is the 120th year since William (Harley) and Arthur and Walter (Davidson) got together as HarleyDavidson – a fair achievement when you think about it as there aren’t that many companies with a more than 100-year history: Coca Cola, UPS, Boeing, and Kellogg’s are amongst the most famous, while Royal Enfield, founded in 1901, is the only bike manufacturer that’s older (Indian, although also founded in 1901, had a 46-year gap in production from 1953 to 1999).

It’s definitely something that’s worth celebrating and, as anyone who’s been to, or seen coverage of, any of the previous big gigs they’ve done’ll know they do these things rather well. They had massive get-togethers in Tokyo, Sydney, Barcelona, Hamburg and Toronto, plus the great-grandaddy of them all in Milwaukee, for the 100th anniversary; they were in Rome (with

a special blessing from His Holiness the Pope himself no less!) for the European celebration for the 110th (and, of course, again in their home town, too), and they completely took over Prague for the 115th (and, yep, Milwaukee again obviously). For the 120th anniversary, they’d gone into negotiations with the Hungarian Government, and the good burghers of the capital city, Budapest, with a view to do something like they’d done in Italy and the Czech Republic and, understandably given the sheer amount of dollar a massive number of visiting Harley riders’d bring, plus the kudos they’d get from hosting such an event, they agreed to let them run the 120th anniversary bunfight.

One of the biggest parts of any such H-D celebrations is the parade on the Saturday of the week, on which thousands (literally) of riders form up and tour the city on a pre-planned

route, and I’m guessing it’s this that, effectively, prevents there being a UKbased event of this size – I mean, can you imagine any London mayor, no matter who it is, giving the go-ahead for the best part of 10,000 to do any form of loop around our capital? Or, given the fact that London’s a feckin’ car park on even the emptiest of days, that thousands upon thousands upon thousands of bikes’d even be able to get around The Smoke’s crowded streets? No, I don’t think so either…

Anyway, the Budapest party – that’s what it was; a party on a massive scale whose theme was Harley-Davidson motorcycles. Après-event figures’re reckoned to be in excess of 100,000 attendees, based on ticket sales, from more than 50 countries, over the weekend of June 22-25 June and, given that just about everywhere you looked there were Harleys (every street in the 203 square miles of the

EVENTS 35

twin cities of Buda and Pest seemed to have at least three of them, often many more), or people in biker tee-shirts, it wouldn’t surprise me at all. Being driven to the event, at the Puskás Aréna Park, Hungary’s national football ground, in our chauffeur-driven limo (well, yeah, okay, mini-bus), we probably saw more of America’s favourite motorcycles than a lot of people’ll see in their lifetime, and that deep, sonorous, thunderous rumble was to be the background soundtrack to the whole weekend, no matter the time of day or night.

At event ground-zero at the stadium, the double-wide street outside was lined two deep each side, and about four deep in the middle, and inside its environs it was crazier: countless trade stands; bars; food vendors; a noticeably large number of stands selling wine (European Harley riders’re obviously cultured souls…); a massive main stage and concert area (and at least two other stages I saw, there may’ve been more);a huge beer tent; a freestyle motocross and stunt bike area; and a huge indoor hall with every model in the H-D range (including the first European viewing of the all-new 2023 CVO

Road Glide and Street Glide) for folk to sit on; a through-the-ages display going right back to the days when William, Arthur and Walter worked out of a small shed; and an impressive display of really high-end custom bikes from all over Europe, including all the entries for H-D UK’s recent Trailblazers custom competition for Pan-American 1250s.

Outside, there was a huge ride-out area where you could try every bike in the range out on the streets of Budapest, and the LiveWire electric bikes, too, and not far away was an on-road/off-road course where you could put a Pan-American through its paces. They’d laid on a host of top names from the music industry to play for the masses each evening, including Airbourne, The Darkness, Wolfmother, and Glenn Hughes’ Deep Purple, as well as a plethora of local and national Hungarian bands. It wasn’t only the rock stars who were… well, the rock stars either. Chairman and CEO of Harley-Davidson, Jochen Zeitz, and Karen and Bill Davidson, fourth generation direct descendants of the Davidson family, took to the stage on the Saturday night to rapturous applause.

I’m getting a little ahead of myself

though; as I said you could ride a new Harley on a pre-planned tour, led and run by local H.O.G. members, and we did a couple of hours on the Friday out to what turned out to be a world-renowned bear sanctuary, The Bear Farm, a very unexpected and welcome trip. I didn’t do the parade on the Saturday, preferring instead to watch and photograph it, and I have to say that what I saw blew me away.

The pre-amble to the parade was such that the section I was on (there were two legs to the parade) took up three full (and long!) city streets, and walking up and down them taking pictures was a real pleasure – everyone was patient, and happy to have their photo taken, and even when the off was signalled, the run took over an hour to get the last riders moving.

It was a real spectacle, seeing so many Harleys all gathered together in one place, and my face hurt slightly that evening from smiling so much.

It’s reckoned that more than 7000 motorcycles took part in the ride through central Budapest, applauded by huge crowds of local spectators.

That evening Jochen, Karen and Bill presented various awards on the main stage, and picked the winner of the

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bike folk’d been buying raffle tickets for all weekend long – a limitededition 120th Anniversary Heritage Classic which was won, amazingly, by someone from these shores, and who was as excited to win as you can image someone at such a massive and overwhelming event like this would be. Congratulations to him!

As I said, folk came from all over the world: the US, Australia, South Africa and Singapore, but the dedication award must go to the guy from Egypt who rode 7500 miles each way to get there – 15,000 miles for a weekend event? That, ladies and gentlemen, is truly what you call dedication!

So that was it – the Harley-Davidson 120th Anniversary Festival in Budapest, probably the biggest bike event I’ve ever been to, and definitely up there among the best.

If you want to see what one of these mahoosive Harley events is like for yourself, well, I’m afraid you’ve missed the even bigger Homecoming in Milwaukee, but you can get along to next year’s 30th anniversary H.O.G. Rally (free, and open to all riders, not just H.O.G members) at Senigallia in Italy over the weekend of June 6-9.

Go to the Harley-Davidson website at www.harley-davidson.com and click on the European HOG Rally link.

FIRST RIDE: HARLEY-DAVIDSON NIGHTSTER 37

NIGHT RIDER Since Harley-Davidson’s Evolution-engined Sportster range was killed off and the new-for-21 Sportster S didn’t quite fill the void, many fans of the Milwaukee brand were waiting for a model that was a little more traditional in style and attitude.

Does the Nightster fit the bill?

WORDS: Dave Manning PHOTOGRAPHY: Harley-Davidson

38 FIRST RIDE: HARLEY-DAVIDSON NIGHTSTER

The new Nightster is set to be the bike to fill the void in the Harley range, heralded by the company themselves as being the replacement for the Sportster range, regardless of the fact that last year’s new ‘S’ was the first to be announced! Of course, the Nightster isn’t actually a new name, as it was used a decade-and-a-half ago on a version of the air-cooled Evolution Sportster, but it can be considered as being the real start to the story for the water-cooled Sportster.

While the Nightster’s powerplant is of 975cc capacity (which is presumably going to be the new equivalent of the old Sporty’s 883cc), it is actually a development of the 1252cc Revolution Max engine fitted in the Sportster S and Pan America, and is referred to as the Revolution Max 975T. While the full-bore version has variable valve timing on both inlet and exhaust cams (both being overhead cams), the smaller motor has it just on the inlet.

Essentially, this is a combination of reducing costs and complexity while still having the flexibility required for enough power and, crucially, the correct emissions levels for a bike that has a projected long-term future ahead of it. And, yes, that does mean that the factory has great plans to expand the range…

Rather than use shims or screw and locknut adjusters on the valves, the Revolution engine uses hydraulic valve lash adjustment, which reduces maintenance but also results in a clattering from the valve gear when the engine is first started from cold, although this stops as soon as oil pressure builds, and the correct valve clearance is established. It is a bit of a shock the first time you hear it – sounding like a rattly old Transit van – but it is a proven method having been used on all manner of engines over the years (the Rover V8 being a prime example) and it disappears almost as soon as you notice it.

It’s clear that Harley wanted the

TECH SPEC Harley-Davidson Nightster

Price: £12,995 Engine: 975cc, 60° water-cooled vee twin, variable valve timing on inlet cam Power: 88.5bhp (66kW) @ 7500rpm Torque: 70lb-ft (95Nm) @ 5000rpm Frame: Steel tubular subframes front and rear, engine as stressed member Wheelbase: 1545mm Brakes: Axially-mounted 4 piston caliper, single disc (F), floating single piston caliper (R) Transmission: 6 gears, belt final drive Suspension: 41mm Showa forks, 4.5” travel, twin Showa rear shocks, preload adjustable, 3” travel Wheels/tyres: 19” wheel, Dunlop D401 100/90x19 tyre (F), 16” wheel, Dunlop D401 150/80x16 tyre (R) Seat height: 705mm (27.8in) Fuel capacity: 11.7 litres (2.6 gallons) MPG: Claimed 55.4mpg (19.6km/l) Weight: 221kg Warranty: 2 years, unlimited mileage Service intervals: 5000 miles Contact: www.harley-davidson.com

styling to retain a touch of the original Sportster (which makes sense, given how long the Evolution Sportster was in the range and the Ironhead Sporty before that), so it would be a twin shock frame with the classic Sportster profile, thanks to the tank shape. The Revolution powerplant, like most modern engines, requires a decentsized airbox, and an inline vee twin struggles a little for space, especially when it has a 60° included angle, and hanging an airbox out on one side looks a little naff (as per Buells of 20 years ago). But by having the airbox above the engine – and covering it with a faux fuel tank – the designer can also implement an intake styled like a traditional ‘air filter’ to the right-hand-side of the vee. But having the airbox above the engine means that there’s no room for a fuel tank, so it needs to be elsewhere, in this case below the seat and extending downwards between the swinging arm rails.

The Nightster uses the same modular frame arrangement as the Sportster S, with a subframe ahead of the engine that holds the headstock, etc., and a separate subframe at the rear, both bolting to the engine making it a stressed member. Because of this, there are no lower frame rails, and the footpegs, sidestand, etc., mount on to the engine. Visually, the lack of a front frame downtube is replaced with the radiator, which reduces clutter and results in a profile that is conventional Sportster.

The riding position is quite an aggressive one for an American vee twin, with mid-set footpegs rather than forward controls, and the bars giving an elbow-high stance, and contrary to that riding position, the bar-end mirrors actually work really well. It has conventional switchgear, aside from the rotary switch on the

right-hand bar to turn it on, with a starter button in the middle, which isn’t especially easy to use in heavy gloves, or at panicky, stalled-at-thelights, need-to-use-the-front-brakeor-I’ll-roll-backwards scenarios. But when you have dislocated your thumb to press the starter button, and the clattering from the cold engine has subsided, the engine really is rather a nice one to use.

89bhp might not sound much in the modern climate, but remembering that it allows this bike to be restricted for an A2 licence, while also being nigh on half as much power again as the previous air-cooled 1200cc Sportster, shows where Harley has directed its development. And while the motor will spin lustily up to 9000rpm, this isn’t necessary to gain brisk acceleration (despite it being a huge amount of fun), as it’s torquey

C Closest rival

Indian Scout – from £12,295

The Indian Scout is an American water-cooled vee twin, and close enough in price to compete.

Although the Indian doesn’t have the handling of the Harley (particularly with regard to ground clearance), it does have marginally more power (93bhp) and torque (97Nm) from its 1133cc engine, albeit with a weight of an additional 29kg to pull! I also found the Nightster to be much more comfortable than the Scout, although that will be dependent on body type.

FIRST RIDE: HARLEY-DAVIDSON NIGHTSTER 39 enough to short shift through the gearbox which, incidentally, is a pleasure to use, with a short throw to the lever and positive engagement up and down the ’box. Basically, totally unlike any previous Sportster transmission!

I’m going to write about the suspension now, but make sure you read right to the end of the paragraph before drawing any conclusions.

Unlike the Sportster S, the Nightster has a twin shock rear end, and while the twin shock absorbers are made

by Showa, they’re not what could be called the very best twin shocks on the market. Firstly, there is zero static

sag whatsoever – the weight of the bike has no effect on the shocks – and even when I dumped my lardier-thanit-used-to-be posterior on the seat, it barely moved. In fact, bumping up and down on the seat at a standstill made the shocks feel a little sticky, as though they had to overcome some friction before moving at all. The front, whilst also being Showa, only has 112mm of travel, and certainly hasn’t got the plush damping of bikes higher up in the range. But here’s the rub – it actually all works really well once on the move. There’s no bucking or weaving; no harsh kickbacks through shocks or forks; and the whole plot steers in a beautifully neutral fashion at slow speeds and high. Clearly, development time has been spent on ensuring that the chassis is ideal for the job in hand, and works much better with the Nightster’s wheel sizes than it does with the Sportster S’s fat front tyre.

A benefit of the lack of suspension sag is that ground clearance is rather impressive for a H-D, although we did find that the pegs would graze the Tarmac without too much difficulty, and harder cornering would see the underside of the exhaust cover getting scuffed, too, but for many riders this will never be an issue. As it is, the Nightster will clear off ahead of, say, an Indian Scout in the twisties, with the Indian left smearing its undercarriage across the terrain.

The front brake, despite being just a single disc and caliper, is rather impressive, especially if compared to that on earlier Sportsters, although it is a Brembo caliper, supported by a Brembo master cylinder which – and this is something of a refreshing change for Harley, and not before time either – is adjustable for span, as is the clutch lever! No longer does a Harley rider have to have hands like shovels, and no longer is a four-finger grab on the brake lever required for any form of retardation. The rear brake is slightly less effective, being a little wooden in feel, but as the front can howl the tyre in appreciation, the rear is only needed for slower speed manoeuvres or when hauling the 221kg down from higher speeds.

Ignition is keyless, but you’ll still need the key to unlock the seat and get access to the fuel tank. I would rather have it all fully remote, or not at all. The instrument panel is kept simple and true to form for a bike that reflects back upon 60 years of Sportsters, essentially being just a round speedometer rather than an all-singing TFT dash with more

functions than an iPad. There are a few modes to choose from; Sport, Road and Rain, with power cut by 15% for Rain, and the softest throttle sensitivity also making for the smoothest ride. The throttle is actually a little grabby in Sport, with engine braking and throttle urgency at its highest (and traction control and ABS at their lowest), and it’d be no surprise to hear owners saying that they only use Road mode.

Build quality is as you’d expect from Harley, so the mudguards are real steel and not plastic, although the side panels and headlight screen are plastic. Remember, these bikes are made in Thailand, but that doesn’t mean that quality is reduced.

What the new Nightster really shows is not Harley’s reflection on the past successes of the Sportster, but of its continuing thought

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processes that allow a large range of models from one basic design.

The two sizes of Revolution engine (975cc and 1252cc) in conjunction with the modular frame concept that has already proved itself in roadster, custom and adventure bike formats, suggest that the MoCo can very easily add a new model to the range without the need for further investment in engine design, and a new rear subframe is far less costly than having to develop a whole new frame.

Harley may have moved into the 21st Century with water-cooling, and handling, engine performance and braking that match contemporary firms’ products, but we have the feeling that there is a lot more to come yet. My personal bet is on a 1252cc version of this bike, with twin discs and the full 150bhp from the Pan America.

COST-EFFECTIVE CLASSICS 41

Cost-effective

Classics YAMAHA THUNDERCAT Bargain-basement fun has never been so good!

WORDS: Steve Cooper PHOTOS: Mortons Archive

42 COST-EFFECTIVE CLASSICS Want a practical classis that will tour, scratch, commute and maybe even cope with a track day with a few upgardes? Then look no further than the Yamaha YZF600R. It’s the perfect platform from which to tailor an accessible, cost-effective, relatively modern middleweight that still qualifies for classic insurance.

Background

As Y2K began to loom into view, Yamaha was looking how to replace the ageing FZR600 which had served them well enough from 1988 to 1995.

The old bike had been built as a sports bike that could be pressed into use as a sports tourer. The firm’s YZF-R6 had replaced the FZR and was significantly more sports bike in nature, but the guys in Iwata had a plan. Take the motor from the R6 and lop off some of its top end power, replacing it with more grunt and flexibility. They then carried out some cost savings on the running gear and, voila, the Yamaha YZF600R aka Thundercat.

The bike

If outright speed and surgically precise handling are top of your shopping list then look elsewhere – this is not what the Thundercat is about. Go Suzuki Gixxer or Ninja if that’s your thing. The middleweight spots tourer is all about getting to a nirvana-like balanced state of speed, handling and comfort allied to a goodly level of reliability. The bike offers an easy-going riding experience for two people to hurtle around Europe for a fortnight with luggage and not suffer muscle spasms, cramp, aching limbs or numbness in the process.

Some will argue the bike is too soft and bouncy but that’s the price you supposedly pay for a decent ride quality. In reality, Yamaha were probably saving a few yen here and there in order to reduce costs and/or boost profits. Given that the youngest example is now almost 14 years old, it will certainly benefit from a full suspension service. And as the Thundercat has such a loyal following (yamahathundercats.org/ OR facebook.com/ groups/1732147073671489/ OR yzf600r.com/) you’ll easily be able to

pick up tips on how best to upgrade the suspension for your specific needs. Obviously the sky’s the limit, etc., but owners tend to be costconscious so chances are you won’t need to spend too much in order to gain excellent handling.

The motor is a peach even now and the 100 or so horses on hand are normally sufficient for the bike’s intended purposes. Reliability is good as well, given that it’s based around the R6 motor that was capable of churning out a fair bit more oomph.

To put the power unit into perspective numerous owners have ventured it’s a viable alternative to Honda’s sublime VFR750 – which is some compliment!

The fairing and screen are a decent size and better than many of the period, making for a better, more relaxed long-distance ride. Some will pick up on the fact that the bike is no lightweight but that at least means it won’t be skittish on the road. No one seems to complain about comfort either, which has to be good news if you’re planning on riding longer distances. There is, of course, an alternative within the Yamaha family in the guise of the Fazer 600, but the weather protection and longdistance capability obviously lag behind the Thundercat. The bike looks remarkably different in the range of paint schemes Yamaha offered but you certainly couldn’t say any of them are bland, dull or boring!

Styling-wise, there’s a lot going on yet everything gels remarkably well. Some bikes built off the backs of out-and-out sports machines seem to look like they’ve received short measure from the styling teams,, but not here. It may very well be a bargain-basement model secondhand bike now but that’s certainly not how Yamaha saw it when it was designed.

Despite its low price and age, the Yamaha YZF600R Thundercat punches well above its weight; boasts four cylinders in a world now peppered with twins and triples; delivers a good, honest 90+bhp to the rear wheel; and offers a level of rideablity many newer machines fail to achieve. Seriously – you’d

be extremely hard pushed to beat it for the money.

Lineage and Legacy

Nothing that followed the Thundercat comes in at the same price – period!

The bike ran parallel to the Fazer 600 but appealed to a different market sector. The post-2004 FZ6 has some of the ‘Cat’s attributes but misses out on the full fairing. The options of more modern machinery throw up options but also bring in compromises and raise the costs substantially. About the closest you’re going to get in terms of age, size and cost is Suzuki’s GSX600F – a decent enough bike but a little odd aesthetically and arguably not as refined as the Yamaha here.

Why you might want one now

Bargain bikes don’t often come along and they can sometimes be compromised in all the wrong areas. However, with the YZF600R Thundercat you don’t need to make concessions because of its keen pricing.

If you want mountains of torque and class-leading handling you’re into Ducati or KTM territory along with the attendant costs, ditto outright

COST-EFFECTIVE CLASSICS 43 Summary Cost-effective classics really don’t get much more costeffective than the YZF600R Thundercat. The bike is comfortable, reliable and fast enough for most applications.

In a world where three grand buys very little, this 600 middleweight has to be a genuine bargain.

2 1

4 6

7

Faults and Foibles 1. EXHAUSTS

Mild steel and prone to corrosion so check carefully.

2. ELECTRICS

speed with the likes of ‘Busas, R1s and Blades – you gets what you pays for as the saying goes. If you carefully appraise your riding needs you might very well find our subject bike this month meets many of them. Remember – a three grand Thundercat will take you as far as you like, saving you thousands over something more focused.

And when you get back you’ll be able to sell for pretty much the same as you paid and there aren’t too many cost-effective classics that will offer you that as an option!

Typical Prices

Buy on condition with these bikes.

Many view the YZF600R as a cheap hack and treat it accordingly – avoid such examples like the plague! A 19,000-mile example can be had for just over £1800, which has to be a steal. Sub £3000 will deliver a sub 10k example on your drive, which is still supremely good value.

Extremely tidy older versions with middling four-figure mileages are also around the three grand mark.

Even the newest one we found was sub £3500 so nothing here is going to rinse your wallet. The cheapest on offer at the time of writing was a 43,000 mile, 2001 model at £1200, which looked tidy enough.

What more could you ask for?

Throttle position sensors can play up; corrosion and poor earths can cause problems.

5. COOLING

Check radiator and oil cooler for obvious damage from road debris.

6. GEARBOX

3. SPROCKETS

Some high-mileage examples have second gear issues so check for untoward vibrations.

4. ENGINE

Excellent but only if the calipers are regularly cleaned and serviced.

The front sprocket retaining nut is a poor design and can work loose.

Pretty robust if regularly serviced.

7. BRAKES

5 3

Exceptionally e rare bikes. Lovedlth f sounds and smel lloy the fire-ups. Reaw! enjoyed the sho M JAMES WHITHA UR

2023 GUEST OF

HONO

JANUARY 6-7, 2024

Saturday 9am-5pm I Sunday 9am-4pm Newark Showground, NG24 2NY

The classic start to your biking year! 

Hundreds of bikes and scooters on display including rotary racing royalty from the National Motorcycle Museum   Join Steve Plater on stage with Trevor Nation & Brian Crighton   Specialist trade & autojumble stands   Incredible displays from the UK’s best motorcycle clubs 

www.newarkclassicbikeshow.com

T ICK ET INF O : Adult advance: £12, On the gate: £15, Under 16s: FREE FREE PARKING!

VISIT WWW.NEWARKCLASSICBIKESHOW.COM 45

A season opener for all to enjoy

Rev-up your new year at the Classic Bike Guide Winter Classic show Welcome all! What better way to kick-start the year could there be than the Classic Bike Guide Winter Classic show? It takes place with Christmas festivities already feeling an age away, yet with those pies, puddings and general excess still weighing you down, the Winter Classic gives you a feast of old bike goodies.

We’ll have everything for you here. Make sure you listen to and meet our special guests; rotaryengine genius Brian Crighton and top racer Trevor Nation. Their memories of developing and racing the rotary Nortons powering away from all others should be fantastic to hear – they’ll be on stage each day.

While most bikes are tucked away in the garage at this time of year, grab a chance to look at all the machines of varying decades that like-minded enthusiasts have put on show for us to see.

Have a chat with the club members manning the stands, pick their brains over an issue you may

have, or see how they have restored, or improved, a particular model. Clubs are an invaluable source when living with an old machine… and as the machines get older, so the tips and tricks become less well known. Club members hold that interesting and useful information so all can benefit.

Scooter World has to be one of my favourite halls of the show as it’s always buzzing; with great machines both standard and modified, belting music and a super atmosphere. I admit to knowing little about these amazing bikes, so learn every time I’m in there. And I cannot think of another show where so many like-minded souls float from bikes to scooters in such harmony – after all, it’s two wheels, an engine and a passion for keeping it going that everyone here at the show shares.

Enjoy the show. and the Classic Bike Guide gang

TIMETABLE SATURDAY 10am

Trevor Nation and Brian Crighton with Steve Plater on the main stage

1.30pm

Blast from the past: Fire-up area demonstration.

Bikes and scooters with Steve Plater, Trevor Nation and Brian Crighton, plus John and Norman Ronald.

3.30pm

Trevor Nation and Brian Crighton with Steve Plater on the main stage

SUNDAY 10am

Trevor Nation and Brian Crighton with Steve Plater on the main stage

11am

Blast from the past: Fire-up area demonstration.

Bikes and scooters with Steve Plater, Trevor Nation and Brian Crighton, plus John and Norman Ronald.

1.30pm

Blast from the past: Fire-up area demonstration.

Bikes and scooters with Steve Plater, Trevor Nation and Brian Crighton, plus John and Norman Ronald.

3pm

Show awards presentation on the main stage

46 VISITING THE SHOW? COME TO OUR STAND FOR SOME GREAT DEALS

Rotary racing royalty join us for tales of on-track Norton glory Fancy getting the lowdown on Norton’s 1980s racing heyday from two of the men who lived it, breathed it and were actually there? We’ve got you covered.

Top racer Trevor Nation

Two of Norton’s true icons, Trevor Nation and Brian Crighton, join us at the show for a fun-filled weekend which gets 2024 off to a cracking start.

Both these very special guests are synonymous with the Norton brand, having once been a crucial part of the team’s resurgence in the late 1980s and early 90s culminating in both the 750cc Supercup Championship and the British F1 title.

Achieving glory during their time together helped transform Norton from a period of struggle towards a few brief years of success that blew away the racing community.

Having joined Norton in 1984 as a service engineer, Brian became a huge part of Norton’s introduction to the racing world. He was promoted to the research and development team and it was there that he began a project that was initially met with unease amongst colleagues.

However, he persevered, and working from the caretaker’s shed he was able to defy the doubts of many peers and in doing so develop the first Norton rotary race bike.

Ensuring this bike’s progress was not easy though as doubts were still present until he was able to get the bike going 170mph at MIRA. This proved a turning point in the emergence of Norton as a racing phenomenon, as the company was now willing to back him in the development of a new racer, the Norton RC588, which came third in its debut race back in 1987.

Spurred on by this early development, new riders signedup, with Trevor Nation being one of those to join the team and help bring a series of great wins at Mallory, Cadwell and Darley Moor. Further success came with the John Player Special RCW588 racing machines, with Trevor proving vital to this having hit the ground running with further wins in the proddie class on both 750cc and 1000cc machines.

That helped to earn him a seat on the factory Norton team which got its first win at Cadwell park in 1988 on the development bike, the RC588.

But all good things come to an end, right? Fast forward to the early 1990s

Engineering genius Brian Crighton and things started to change. Brian packed his bags in September 1990 and Trevor followed suit just over a year later in 1991.

By then improvements were not able to resurrect the racer and in doing so the Norton Rotary racers’ success finished, with the rotaries no longer able to compete due to regulations brought in midway through the decade.

Ultimately though, this would not stop Brian from honing his craft even further with further

rotary machines developed over the following decades. In doing so his latest masterpiece, the CR700W was created. Capable of producing 220bhp and powered by a unique 690cc twinrotor engine, this incredible machine will be on display for all of you to see.

It’s a beautiful thing to be behold and is well worth a closer look.

CR700W

VISIT WWW.NEWARKCLASSICBIKESHOW.COM 47

Special.

Customised 1965 Li 265cc Special

TThe power of the Kz1000a2.

Torque of the town... check out the 750cc 1955 Tribsa.

PRIDE AND JOY

The finest classic bikes in the land…?

Customised and gorgeous example of a Lambretta Series2 from 1961.

There’s something a bit special about milling around a load of immaculately restored classic bikes that’ll have you dreaming about your own winter project.

With plenty of pristine examples to inspire, and a healthy mix in need of some love, we’ve got everything you need to keep the enthusiasm high until spring.

There will be hundreds of classic motorcycles on display at the Classic Bike Guide Winter Classic, so it might be hard to see everything properly in just one day.

So here’s our quick pick of six two-wheelers that you simply must seek out when you join us in January.

This incredible sneak peek includes an array of different two-wheelers from Italian, Japanese and British manufacturers: First up we have this intriguing 1962 Honda 250 c92 model, which is a 125cc parallel twin motor that represents a great super-sport style bike.

With this series having been made

Honda250 - sporty in 1962.

by Honda between 1959 and 1964 it provides a great conversational piece that was – and still is – ideal for city commuting due to its small size. Ultimately it’s a great example of a truly unique and classic Honda model.

For Triumph fans we have a 1970 T100c, which was the sports bike of the Triumph marque at the time and often associated with off-road and motocross riding. Overall, a great postwar production bike that typically had a single-cylinder engine and lightweight construction, making it a great versatile choice.

For our Japanese bike fans, we have a great Kawasaki KZ1000A2 from 1978

which is part of the Kawasaki KZ1000 series, made popular during the late 1970s and early 1980s.

Best known for its starring role in TV cop show CHiPS, the KZ has carved out an enviable reputation thanks to its powerful and reliable in-line four engine, which helped make it one of the fastest production motorcycles of its era.

Moving back to classic British motorcycles, we have a 1955 Tribsa 750cc, renowned for its unique and innovative design. The ‘Tribsa’ was essentially a custom/hybrid machine featuring the best elements of both the Triumph and BSA manufacturers.

Excellent torque and speed resulted in a powerful and high-performance motorcycle that, for its time, had incredible performance capacity.

If bikes maybe aren’t your style, why not come and view a great selection of scooters in our specialist hall?

A Lambretta Series 2 custom machine, a timeless icon of twowheeled elegance, will take centre stage. The example on display is a remarkable piece of two-wheeled history, painstakingly restored and customised, and will grace the Scooter World hall, drawing enthusiasts and collectors.

With its sleek lines, chrome accents and distinctive retro design, the Series 2 is a testament to the golden era of scootering, a true jewel on two wheels.

Transporting visitors back to 1965, the hall will also proudly feature a custom Li265cc. This exquisite two-wheeler has been painstakingly restored and uniquely customised, a great example of this symbol of mid20th century engineering.

T100c – versatile 1970 icon.

Discover your project essentials at Newark For the traders onsite, Newark offers a great range of items including spares, parts, paints, clothing, registration plates, oils, lubes, chains and carbs; in fact just about everything you could possibly need to complete your winter project.

Both the inside halls and outside stalls will be full of some great motorcycle autojumblers that have so much to offer.

Why not come along and meet the likes of Dawson Classic Motorcycles, Central Wheels, Vac Bag Products, Bike Speed, RH insurance, Skye Classic Motorcycles, Aluminium Welding, Motorcycle Investment Services UK, K2 Engineering Services and so many more.

Newark’s show offers a vast array of parts, restoration services and related products.

48 VISITING THE SHOW? COME TO OUR STAND FOR SOME GREAT DEALS

A spectacular line-up of clubs awaits you

Featuring a great array of clubs and their enthusiastic members, the Classic Bike Guide Winter Classic is a real treat for any motorcycling fan.

As always at this January’s show there will be offseason projects – finished to exceptional standards – exhibited alongside the projects that are, well, far from being finished!

And, of course, members from each club will be on hand to divulge their buying tips, technical assistance and just to talk shop about their passion.

With a good mix already confirmed for the show, the Winter Classic provides a cracking opportunity for you to view machines from a wide array of clubs. And as part of this we have a selection of those organisations which will be marking anniversaries. So why not join us in celebrating some of them, along with a variety of other renowned clubs that take great pride in their respective bike and scooter choices.

First up, we’ve got two cracking clubs that will be celebrating their 60th anniversaries. The Sunbeam Owners’ Fellowship can be found in the George

Stephenson Hall, where members will have machines on show that represent the development of Sunbeam models from 1946 to 1954, when they ceased production.

The other club celebrating a diamond jubilee is located in John Crocker Hall 1 – the Veteran Vespa Club is the oldest club dedicated to scooter preservation in Britain. And if you see members, why not have a chat with them about their latest adventure, an impressive rally in the west of Ireland organised at short notice by club chairman Chris.

It’s always difficult to pick anyone from those showcasing their superb bikes, but it’ll be worth popping to see the CBX enthusiasts. This club looks at preserving an iconic six-cylinder machine, and in doing so it creates a vast knowledge base that helps members advise you on spares, technical help and repair information. So why not visit them in the Lady Eastwood Pavilion, where you could

discuss the mighty Honda CBX or even some of the rallies that they have been on.

If scooters really are more to your taste, why not visit the Arrows SC, winner of our best scooter display at the 2023 event. Featuring various themed areas such as a Spanish Lambrettas section or the great ‘race’ section, why not go and see some of the banners, mats, flags, lights and original memorabilia to accompany some of the scooters on display in John Crocker Hall 1.

But these clubs are certainly not alone, as we have a variety of other finds already confirmed, such as the FrancisBarnett Owners’ Club; the Bandit Owners’ Club; Trident and Rocket 3 Owners’ Club; and many more biking fanatics who have joined us at previous Winter Classics.

You can add to this list a great range of scooter clubs such as Generations Scooter Club and Green Light Scooters, both of which also attended our 2023 show.

COMPETITION

It’s a sense sensation

The superb Grand Prix Paddock, also known as the Live Start Up Area, awaits you at Newark.

Not only does it provide an up close and personal experience of the sounds and smells of days gone by, but it also gives you a great opportunity to see our special star guests in their element, with bikes galore… race bikes, road bikes, sprint bikes, scooters, race scooters,

strokers and drag bikes all smoking up the hall, engines glowing hot and making a (wonderful) racket!

And if this was not enough, special guest Brian Crighton, owner of Crighton Motorcycles, will be bringing with him his latest state-ofthe-art rotary racing beast, the CR700, which is sure to let out a tremendous howl.

But there’s even more, as we will also have a range of Norton rotary racing bikes ready to rev up. What better time to showcase them,

considering how our guest racer Trevor Nation and engineering mastermind Brian Crighton are forever associated with the John Player Special Norton RCW588 machines, which are kindly on loan from the National Motorcycle Museum.

If you sign up for your Winter Classic tickets ASAP, you’ll have a shot at scoring early access to all the 2024 Normous Newark autojumble events.

A great day out for any car or motorcycle enthusiast, the Normous Newark autojumbles offer a vast array of parts, restoration services and related products for a variety of vehicles on nine separate Sundays throughout the year.

With five annual passes up for grabs, each worth £90, why not take a chance and see if you can snag one?

The competition closes on January 5, 2024. There are no cash alternatives available. The winners will be the first five names drawn at random. Winners will be contacted via an official Mortons email. We never ask for bank details. Terms and Conditions apply.

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

VISIT WWW.NEWARKCLASSICBIKESHOW.COM 49

NEW YEAR, NEW SCOOTER ADVENTURES: JOIN THE SCOOTERIST GATHERING

It might be a bit wintery for a proper rally, but you can still get a cracking fix of classic scooters (soundtracked by some top tunes) in the Winter Classic’s Scooter World hall.

Think nothing happens in winter? Think again, as you can join us in January for a true scooter bonanza; where a dedicated team of scooterists manages to pull in some of the UK’s best machines, be it custom, classic or just darn right cool!

Being so early in the year, the Scooter World Hall really is the season opener for clubs who gather from across the UK to show off their twowheel beauts and talk shop.

So why not join clubs such as the Veteran Vespa Club, the Arrows Scooter Club, the Generations Scooter Club and many more for a fantastic weekend of scooter chat and socialising with a good mix of friends both old and new.

Don’t forget you will get to see all your scootering event favourites such as the ‘fire-up’ sessions, club stands and private entries with a range of roaring engines in action and on display.

As usual you will get to see the usual scootering suspects, and you might even get to see the editor of Scootering magazine, the world’s number one scooter publication, known for showcasing the best customised and restored scoots.

Join Stan and the Scootering team for a real classic The dark nights have drawn in, but that’s no reason to miss out on two-wheeled fun…

For me, the Winter Classic at Newark provides the ideal antidote to the post-Christmas blues; when the presents have been packed away, the last drop of cream liqueur has been consumed and all that stretches ahead are weeks of cold days in the workshop.

By contrast, the Winter Classic reminds us that good times are on the horizon and allows us all to meet and talk about the machines we love best without boring any visiting relatives.

Occupying its own hall, Scooter World is the season opener, bringing together dealers, clubs and solo exhibitors alike. Not just a ‘static show’ there are talks from well known personalities Brian Crighton, Trevor Nation and Steve Plater, while in the adjacent display area machines of all capacities and levels of tune are run ‘live’ to fill the air with sounds we most associate with summer.

If Scooter World was the only exhibition, that would be enough to draw most enthusiasts out of hibernation, but the Winter Classic is so much more than that. In addition to the general autojumble there are club exhibits of machines from all categories, and eras, of motorcycling. I can never resist the Seventies Japanese classics that always make me wonder how life may have turned out had I persuaded my dad to sign the loan papers for a Yamaha FS1E rather than a Vespa 50 Special on my 16th birthday.

It’s an overused cliché but there really is something for everyone at the Newark Winter Classic, and with the rest of the Scootering team I look forward to seeing you there.

Stan and the Scootering team.

50 VISITING THE SHOW? COME TO OUR STAND FOR SOME GREAT DEALS FR E

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Useful bits to know

What better way to kickstart your 2024 than with a mix of traders, dealers and autojumble plots?

The Classic Bike Guide Winter Classic is the perfect place to grab a box of parts and spares, as well as find that inspiration needed to finish your restoration for a summer of riding… or perhaps pick up a whole new project.

Not only that, but also we’ve got free parking for all, including a clearly signposted disabled parking area along with a variety of amenities including bar, catering and toilet facilities.

Open to all ages, the show offers free entry to kids aged under 16.

If you’re not sure what’s going on or where you are, there’s an information desk situated in the George Stephenson Hall, where all those brilliant private entries can be found along with other trade and club areas.

Located at Newark Showground (NG24 2NY for your satnav), our visitor entrance is located at the showground’s blue gate as shown on the map.

Check us out on Facebook @classicbikeshows and Instagram @classicbikeshows and X (Twitter) @classicbikeshow for all the latest news.

To learn more about the show visit our website at www.newarkclassicbikeshow.com where you can sign up to our newsletter list.

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52 ADVENTURE

The MoreBikes test team wanted a pretty eclectic range of bikes to tackle the Mountain trails of the Isle of Man. Charlie misheard the plan and turned up with a pair of electrics.

WORDS: Charlie Oakman PHOTOS: Gary Chapman

POWERED BY

ADVENTURE 53

T

he Isle of Man needs no introduction. This gem of the Irish Sea is a global ‘Mecca’ for road racing, most famous for the 37.73 miles that make up the TT circuit. A stretch of Tarmac mere mortals can navigate sedately, taking in the ambience of charming towns and villages as you head toward the unrestricted zone across the mountain boasting spectacular views from Snaefell. Alternatively, you can stand at the side of this road and feel the wind punch through your chest during the racing as a motorcycle racer with a serious set of balls (be that male or female), smashes past you at 200mph just feet away.

As awe-inspiring as the racing may be, there is so much more that this island offers, made obvious as you descend into Ronaldsway Airport and look across a swathe of natural beauty that I know I have never given the chance being so wrapped up in paddock matters.

Searching for further words of introduction about the majesty of this island, I found that they already existed through John Hogan’s narration of Between the Hedges: “The Island doesn’t need road racing to be as beautiful as it is. It’s always been like this, it waits, patiently for you to come and find it so it can remind you what beautiful really means…” if I could put it better myself, I would have done.

At last, the time came to mix business with pleasure: a three-bike test for Motorcycle Sport and Leisure and MoreBikes identifying trails that link different areas of the road circuit, accessible when the roads were closed.

Dave and Ross requested the local knowledge of island resident Sean Bostrom,truly the embodiment of goodwill and generosity that you find in many residing on the island, their weapons of choice, a Husqvarna Norden

901, KTM 390 Adventure and GasGas 250 enduro – three very capable, but very different, off-road machines.

Having been offered the opportunity to tag along, I, along with fellow cyclist Simon, decided to bring two EMTBs, thus offering an alternative option to tackle these trails if you do not ride or have access to an off-road machine. E-Bikes are available to hire on the Island, alternatively you can wheel your own ‘push-bike’ on to the ferry as a foot passenger and it will only cost you an extra tenner.

Several motorcycle manufacturers do have their own range of E-Bikes including Yamaha, Ducati and Husqvarna, so it would be rude to not fish from our own motorcycle brand-pool. A call to GasGas and the G Enduro 3.0 and G Trail 3.0 E-MTB arrived for us to follow the chaps on as closely as our power-assisted pedalling would allow. After all, as famous as this Island may be for road racing to motorcyclists, it is also well known in cycling circles, boasting at least nine MTB-specific parks and countless trails within its 227 square miles.

Considering the other bikes on this test, Simon and I understood we were bringing knives to a gunfight, at least that was the way we saw it – especially given that we would class ourselves as keen amateurs on the pedals, nothing more. But this was the challenge and GasGas fitted us out perfectly with two stunning EMTBs, both proving to tackle the trails and elevations of the Mountain course extremely well and be not only fun, but also an eye-opening experience to ride.

Each of the bikes comes with a detailed spec sheet of 36 categories. Of these, the Enduro and Trail share 16 of the components ranging from wheel size, grips, saddle and pedals. Otherwise, there are key differences in the G Enduro 3.0 with higher-quality parts in areas such as suspension, braking and other key components that justify the £5999 price tag, some £1200 more than the G Trail model. Arguably, the G Trail is the model that really stands out with its white frame and red detailing, almost the exact negative image of the G Enduro which is the more common red with white that matched the 250cc enduro on the test.

54 ADVENTURE When talking E-Bikes, among the first numbers that you look for are the power figures from the motor.

Interestingly, both bikes are powered by Yamaha motors, which on the face of it may come as a surprise, but given that Yamaha has been in this E-Game for over 30 years – supplying common cycling brands such as Giant – with a reputation that is up there with Shimano and Bosch, it is less of an eyebrow raiser. In fact, the battery and control panel of GasGas’ G Enduro 3.0 is the same as in Yamaha’s newly-released YDX Moto 07 E-MTB, with the GasGas G Trail sharing the same motor as Yamaha’s Wabash RT and Crosscore RC, a gravel bike and commuter respectively.

This goes in some way to show the difference in power with the G Enduro, having a real punchy power delivery sporting the Yamaha PW-X3, 250 W, with a whacking 85Nm of torque. That said, the slightly less powerful PW-ST is no slouch, again 250W and 70Nm of torque, which we were soon to discover was more than enough to get us up the trickiest of trails and achieve everything the boys did on the motorcycles, albeit a tad slower but not as far behind as you might think.

I would not try to convince anyone that riding mountain bikes, be they electric or not, is better than the motorcycles that the chaps were disappearing in the distance on, it is personal choice, after all. However, there are benefits which include access to some long and stunning trails that you just can’t access with an engine. One is the ‘Heritage Trail’, the first that Simon and I rode having met the boys fresh from the ferry in Douglas. Simon and I had flown in; the bikes had come across the water in the van and we decided to offload the cycles and pedal the 11-mile Heritage run from the now-empty Quarter Bridge Boozer to our accommodation in Peel.

TECH SPEC G-TRAIL 3.0

PRICE: £4799 FRAME: 29” Carbon / Alloy 6061, Intergrated Battery, Boost 150mm MOTOR: Yamaha PW-ST, 250W BATTERY: Simplo 630 Wh, 36V POWER: Developing 70Nm FRONT SUSPENSION: Fox Float 36 Factory, FIT 4, E-Optimised, Air, 150mm, tapered REAR SUSPENSION: Fox Float DPS Factory, Air, 230x65 mm WHEELS: 29” Front and Rear, Tubeless Ready DROPPER POST: Yes

If, like me, you have always enjoyed the IoM as a race-induced blur, the Heritage Trail provides you with the opposite. This former rail line makes its way through stunning countryside, free of traffic bar a couple of crossing points, babbling brooks and five fierce-looking statues of Mythical Manx beasts, carved by local chainsaw artist Tony Elder, greeting you en route to Peel. Well worth a look these, especially the Lost Wife of Ballalchee (who was taken away by the little people), and Moddey Dhoo, the phantom Black Dog that haunts Peel Castle – this statue appears starkly out of the woodland with laxative-educing effect.

The Heritage Trail was the perfect spot to acclimatise to the GasGas EMTBs; a chance to play with the different levels of assistance each motor allows on the bikes. Having previously ridden and reviewed Yamaha’s E-Bikes, I was well acquainted with the differences in the handlebar-mounted displays. The G Enduro uses interface X, several different LED sequences that display Manual, Automatic or a special Mountain Bike Mode that maximises your output when needed. My preference is the display of the G Trail; it has the speed, battery life and settings all clearly displayed on an LCD screen – though it is worth nothing that the G Enduro interface can Bluetooth that information to either your phone or a bike computer; it is tailored for a ‘better equipped’ E-MTB rider.

So, swiftly e found advantages over the motorcycles in accessing some more localised areas of natural beauty which – and let’s not forget what we are doing here – also led to great access points at the southern end of the circuit. However, you will always be at a disadvantage in trying to get to the same spots as your mates on motorcycles if you are on an E-Bike, meaning that us cyclists actually followed behind in a van so we

didn’t have to leave ages before the motorcycles and could maintain our batteries for the climbs.

It is also worth noting that there is a temporary law over the course of the TT and Manx racing periods that ‘Bicycles’ are not allowed on the Mountain roads at any time, and this includes E-Bikes. Having reached the roadside at Windy Corner after our first climb, that was fine by me and made perfect sense, given the increase in traffic that the Manx racing had attracted and with no speed limit across the mountain I was happy to stick to the trails.

The terrain on the Isle of Man is much like the weather... interchangeable. Our first serious trail started just behind the Creg and wound its way up to Windy Corner. Coincidentally, we parked at the Conrhenny Community Woodland which has an MTB course. We would try that later but first headed for a 1362-foot climb with the chaps to without doubt one of the most iconic parts of the mountain course.

True to form it lashed it down as we met at the base of the path, which was not a problem for me head-to-toe in Spada waterproof MTB gear, but the freshly-doused shale and slate terrain created quite a challenge for us all to get going.

Like any bike it is a case of getting used to the power delivery, thus for the E-Bikes we needed enough assistance to push forward but not so much to spin the wheels out; there is a balance to be found which we did – eventually.

Once underway the whirring of the electric motors made a pleasant futuristic soundtrack as the bikes continued to progress, each sporting 29-inch wheels capable of rolling over what would usually be extremely challenging obstacles with the inertia of travelling downhill, let alone when ascending.

TECH SPEC G-ENDURO 3.0

PRICE: £5999 FRAME: 29”Alloy 6601, Integrated Battery, Boost, 160mm MOTOR: Yamaha PW-X3, 250 W BATTERY: Simplo, 720 Wh, 36 V POWER: Developing 85Nm FRONT SUSPENSION: Fox Float 38 Factory, Grip2, E-Optimised, Air, 170mm tapered REAR SUSPENSION: Fox Float X Factory, Air, 230x65mm WHEELS: 29” Front and Rear, Tubeless Ready DROPPER POST: Yes

ADVENTURE 55

MICHELIN TYRES E-Wild MTB £35 (per tyre)

There is no real surprise that Michelin has a well-respected range of cycling tyres, running alongside that for motorcycles, cars, vans, trucks, etc. Michelin’s E-Wild E-MTB tyre is built with a tougher construction than regular MTB tyres that are designed to cope with the additional weight and power demands of an E-MTB. This includes a tougher casing all-round, increased protection in the side-wall, and wear resistance.

A further consideration for an E-Bike tyre is that it needs a greater level of performance uphill as well as down so rear tread patterns have been carefully designed to aid this.

SPADA MTB RANGE Spada is entering its 30th year in motorcycles in 2024, and although this will only mark its third year in cycles, the product range has a maturity well beyond its years. Far from being a vanity project, Spada, the home brand of motorcycle distributor Feridax, has invested heavily in its R&D for the MTB market, recruiting from more recognised cycling and off-road brands such as Isla Bikes and Fox Head. Also it has Scott ‘Boom-Boom’ Beaumont on board who can now add ‘Spada Ambassador’ to his multiple World, European and British off-road titles. If you are a cyclist, the collection is worth a look – spadaclothing.co.uk The climb was not effortless by any means, but that power assist meant that it took far less time to catch your breath when you got to the top which, pleasingly, was not too far behind the motorcycles.

Despite it being a slippery and gnarly ride for us all, the E-Bikes did more than hold their own and once at the top the rain stopped, Manannan’s Cloak lifted and the sun drenched the landscape, rewarding all of our efforts with spectacular views across the Island and, indeed, the course.

Heading for a different trail the boys started up, shot across the cattle grid and were away on the forbidden Tarmac, leaving Simon and I with some serious downhill fun to look forward to! This, for me, is where the E-MTB came into its own, the additional weight from a normal MTB making it feel far better planted as it hopped and drove through the now-drying loose gravel, slate and shale. Large drops and big rocks were easily overcome by both bikes, though the Fox Float 38 Factory Forks sported on the G Enduro gave a better ride with the 170mm of travel as opposed to the Trail’s 150mm via the Fox Float 36s in place.

The more experienced rider would be able to tell you in intricate detail the differences in the G Enduro and G Trail from the ride downhill, and,

yes, the Enduro does feel better on the descents with greater feel from the uprated brakes, front and rear shocks’ performance and effect this had on the handling. However, I was exhilarated by the experience being on either of the bikes, throwing them into corners with total confidence in Michelin’s E-Wild tyres that we had fitted to stay in keeping with the other bikes on test. I can say genuinely that I felt like I descended from Windy Corner, and indeed down into Kirk Michael later in the day, quicker than I would on any of the motorbikes we had on test, such was my confidence in these E-Bikes, these tyres and the whole experience.

I am hoping to get the GasGas bikes back for a more thorough test with longevity, to look at battery life, continuous usage and hopefully more action like we had on the Isle of Man as they were terrific to ride. It was great to prove just how accessible areas across the mountain are to Mountain Bikes and you don’t have to go electric, but there is nothing wrong with getting some assistance to maximise the enjoyment of your day. Even if you are not in the market to buy an E-MTB, maybe hiring one for the TT or Manx next year will make you think again?

Howitzer MTB Helmet

£79.99 I Available Colours: Black, White or Olive Fitting its MTB lids with the MIPS system is all the evidence you need on Spada’s dedication to safety. The Multi-directional Impact Protection System, to give it its full name, works to reduce the force of an impact and I know it works, having cracked my head on concrete wearing a MIPS-equipped MTB helmet in the past, but that cost twice as much as this Spada. With two shell sizes available, small-medium (375g) and medium-large (400g), there is plenty of scope for the perfect fit with each helmet tightened via twist adjustment at the rear and fully adjustable straps.

Also, Spada has introduced a Crash Replacement Scheme, so if you spanner your lid on the trails it offers a 50 per cent reduction in cost for a brand-new replacement.

Enduro Jacket

£139.99 I Available Colours: Black, Orion or Titan Without doubt a standout product in the range, being versatile, comfortable, light, tough, waterproof and breathable, the Enduro jacket is an exceptional piece of kit. Complete with an oversized hood that will go over your helmet and tightened via two elastic pulls that are attached to the front of the jacket, they don’t bob around. When not in use the hood rolls up into a substantial collar that is held in position with a branded flap.

This jacket is designed to get wet with water-resistant zips, taped seams and a cuff that can wrap around your hand to keep the sleeve in place. There are two zipped pockets and a back that is long enough to cover your seat from water heading towards you from all directions. The outer, though breathable, is aided by two zipped vents under each arm to maximise airflow.

Hydro Shorts

£89.99 I Available Colours: Black or Olive The Hydro joins the ‘Pro’ range of shorts in the Spada collection, though offer a waterproof alternative to the original, and highlyacclaimed ‘baggies’ that are still available. The Hydro is a waterproof and breathable (up to 10k) short that keeps the water out via taped seams and waterproof zipped pockets.

Slightly tighter on the legs than the Pros, these shorts would not look out of place on a roadie, but you could struggle to get any meaningful knee armour in the opening. That said, they are extremely comfortable with the curved waistband improving the fit.

A full trouser option also is available at £119.

56 LEARNER LEGAL: PEUGEOT PM-01

FRENCH

REVOLUTION It’s been a while since Peugeot last graced the two-wheeled world with a motorcycle; but while celebrating its 125th year, the French firm’s released a pair of funky small-capacity roadsters. We’ve bagged the small one to put through its paces. Here’s how we got on.

WORDS: Chris Bailey PHOTOS: Ross Mowbray Peugeot Motorcycles has been around since 1898, which actually makes it one of the oldest manufacturers of bikes in the world. That’s quite an achievement – though it hasn’t actually been building ‘proper’ bikes continuously for all that time. It’s much better known for its steady release of scooters; with a rich range of urban commuters, retro-ish rides and longer-legged maxi scooters (and three-wheelers, too).

Peugeot does make bikes, though – it’s just that it’s been a while since the last one, with the XR7 released over 10 years ago in 2012. The good news is that the French firm’s decided it’s time to get back in the game with a pair of modern naked bikes for learner

TECH SPEC Peugeot PM-01

Price: £3999 Engine: 125cc SOHC 4-valve, single cylinder Power: 10.2kW Transmission: 6 manual gears Suspension: (F) Inverted fork (R) Adjustable pre-load shock absorber Brakes: Dual ABS (F) 285mm disc (R) 240mm disc Seat height: 810mm Weight (empty): 152kg Fuel tank: 12.5 litres Contact: www.peugeot-motocycles.co.uk

riders – the PM-01 125 and 300. We managed to snag the littlest of the pair for a couple of weeks through the summer, putting it through its paces as a daily commuter.

It’s a good-looking thing – in a sort of futuristic way. Peugeot’s cars have always had a distinctive look to them, and the PM-01 is no different; with a large angular LED headlight protruding from the front in a striking design choice which means there is a gap between the front of the bike and the fuel tank. The rest of the bike’s angular, too, all sharp lines and block colours. The back of the PM-01 is impressive, with the tail lights being made up of 6six LED strips, and the indicators being sequential. The finish

is good and the build quality looks pretty spot on, befitting its premium 125cc motorcycle pricing.

Sadly it’s not the most comfortable place to be. It’s compact size and naked styling weren't ever going to make for the plushest of rides, but the ergonomics of the pegs, seat and bars just didn’t quite make sense. It’s both sporty but not sporty enough, and relaxed but not relaxed enough to ever really be one thing. The top half of your body wants to be bolt upright, while the lower half of your body

LEARNER LEGAL: PEUGEOT PM-01 57

reaching back a bit towards the pegs – which isn’t an altogether unusual set up – but it’s so compact that it’s a real squeeze even for my sub-6ft frame.

While we’re on the subject, it’s worth mentioning that the kickstand that’s located directly underneath the footpeg is a bit of a pain to get to.

I got used to it relatively quickly, but it took a fair bit of awkward fumbling for the first few days until I developed the knack.

The other essentials work well, though. The mirrors come up high and offer a fantastic view of the road behind; the switchgear is clear and easy to use; and the TFT screen offers all information you’d want to see at a glance (including allowing you to see notification of any calls or messages if you hook up your phone).

On the road, it performs well. The 14hbp engine made it easy to get up to the national speed limit and beyond – and even while riding into

strong headwinds, the PM-01 reliably reached 62mph. You’ve got to work it hard to make progress, yet it’s surprisingly smooth and reasonably flexible. I’ve not been riding long (and have only ever ridden 125s), but it’s certainly one of the best engine’s I’ve had the chance to put through its paces. It stops well, too, with the ABSassisted set up working admirably, responding quickly with no surprising bite and plenty of feel.

I’m a fan of the suspension set up.

It seems to sit in the golden middle zone between hard and soft; firm and performance-focused to make swift, assured progress, yet with enough give to sail over rough roads without a hard bump.

Handling-wise, everything comes together well. It didn’t matter whether I was throwing the PM-01 round out on the twisties or ambling around town, it felt as if I was working with the bike

rather than feeling like I was having to force it round each bend.

I’ve got a bit of a thing for headlights.

I do decent miles in the dark, so they need to be good, but I wasn’t totally sure which way the PM-01’s were going to go. I was thrilled to discover that the units fitted are some of the strongest headlights I’ve used to date, with the dipped beam providing great coverage and the full beam had more or less the same level of brightness, just with further reach.

Despite a couple of small gripes, the Peugeot has been a great ride; a real jack-of-all-trades which seemed perfectly confident no matter what

road surface I put beneath it.

Ultimately, the £3999 PM-01 carves out a great position for itself in the middle of the marketplace, with its performance putting it above the competition at the cheaper end of the spectrum and its price pitting it below some of the big names in the game (without skimping on features and built quality).

In conclusion, this bike is a cracking bit of kit that’ll hold its own on the wide-open road and dominate traffic during the daily commute.

THE INSIDE LINE TO CLASSIC JAPANESE IRON – VJMC 59 Roberts and Sheene first raced against each other at Daytona in 1974 – and over the next decade they went headto-head more than 100 times.

DAYTONA DILEMMA Words: Steve Cooper Photo: Nick Nicholls Collection / Mortons Media Archive Despite eventually winning the 1982 Daytona event for the 11th time, the triumph was bittersweet for Yamaha. Kenny Roberts supposedly was the favourite on the OW60 that had some 156bhp on hand but the bike failed during the race. Graeme Crosby brought the bacon home for Yamaha but on a TZ750 – a machine Yamaha had officially stopped building, selling and running back in 1979!

The result should have been cause for celebration but, in reality, it just underlined the fact that the TZ500/ YZR500/square four, half-litre, OW60

was failing to deliver. Not only were its shortcomings apparent at the crucial GPs across Europe, but also the bike had bombed out at Daytona which was a key sales tool in the crucial America market – action was needed ASAP. It might seem like a knee-jerk reaction to just one race result but the importance of winning the Daytona race can’t be over-emphasised. Taking first place in Florida had a direct, tangible, effect on USA sales for the forthcoming year. Pushing the square four concept to the absolute limit, Yamaha’s boffins deliver the OW69.

If the old, in-line TZ750 had been The Beast, then the new bike was The Monster. Taking the bore out to 64 millimetres with the retained 54 millimetre stroke gave 695cc of brutal

power. The undertaking demanded revisions and strengthening of heads, cylinders, crankcases, crank, pistons and exhausts. Although ‘only’ drawn up to deliver 150bhp, the new motor was able to deliver the vital low and mid-range power the 500 OW60 was lacking. For the purposes of verification the race team also built a fully-tuned OW69 motor which was capable of producing some 175 horses. Perversely and despite all the issues with the donor chassis, the OW69 ran the OW60’s in virtually unaltered format!

In the run-up to the 83 Daytona the OW69 had been shaken down at Laguna Seca where, it transpired, the bike only did one thing well… go fast. KR’s language simply could not be reiterated in polite company but

the jist of it was that the OW60 was a pussycat in comparison. At Daytona, Roberts was positively incandescent when the bike wouldn’t turn in as it was expected to AND was found to be pushing the front end at the same time. Heated exchanges with his mechanics and the Dunlop tyre people finally uncovered the problem.

The front tyre was found to be some 50% down on pressure post-testing despite being correct initially. It was discovered the Dunlop boys had been pushing their tyre temperature probes into the rubber too deeply, effectively creating micro-punctures. Red faces and smug grins as appropriate, the issues were addressed, etc.

Roberts was followed home by teammate Eddie Lawson on a Yamaha first and second double,

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thereby restoring family honour. A year later Roberts ended up fighting with Freddie Spencer mounted on the Honda NSR500. Teammate Lawson was plagued with tyre wear problems. Roberts won from Spencer and announced he wouldn’t race at Daytona again. The 50mph disparity between the fastest and slowest was creating massive safety concerns for the top riders.

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)

60 ADVERTISING FEATURE

Christmas gifts are easy to find for a motorcyclist, if you’re a motorcyclist yourself.

If you’re not, or if you have a partner/parent/offspring who isn’t, then maybe leave this page open in front of them so they have some ideas.

GET TRACKSIDE

KEEP IT CLEAN

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At a special preChristmas price of £229, MSV’s Two Wheel season pass is the ultimate motorsport ticket for bike racing fans, with access to multiple rounds of the 2024 Bennetts British Superbike Championship, plus countless club level race meetings.

Circuit-specific passes also available for Brands Hatch, Donington Park, Oulton Park, Snetterton and Cadwell Park from as little as £99 enable access to the relevant Bennetts BSB events as well as a full calendar of motorsport on two and four wheels.

Passes are in stock now, and make perfect presents in time for Christmas.

Individual event tickets for next year’s Bennetts BSB rounds at MSV venues, including the popular summer round at Cadwell Park and the series finale at Brands Hatch, will also be available soon at earlybird prices.

With everything you put your motorcycle through, you want a high-performance combined motorcycle bike wash and degreaser that’s equally as dependable and reliable.

Clean MyRide’s unique formula strips off the muck and filth you hate and cleans the parts you love such as frames, chains, brakes, gears, engines, fairings, wheels, screens, suspension and exhausts.

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STYLISH AND SAFE

LOOK AFTER THE KIT THAT LOOKS AFTER YOU

Hood Motorcycle Jeans are renowned worldwide for protection, quality, value for money and customer care. As a family-run company for over 25 years, they are just as proud of their customer service as they are of their award-winning motorcycle jeans.

They have a number of different styles and specs of jeans, some of which are suitable for armour, some are not. As an example, the SK11, priced at £189.99, are certified as AAA-rated for protection, and as such include D30 armour to the hips and knees.

Leg length can be altered to suit free of charge. There is a free UK exchange service and worldwide delivery is also free on orders over £100.

Most bikers have a whole collection of kit from jackets, trousers, gloves, helmets, boots, buffs and so much more. But where do you put it all? There’s probably not much space in your wardrobe and who wants to put a wet jacket in there anyway…?

BikerTidy designed a range of storage units fit for a single rider right up to a family of riders with more kit than they can cope with! BikerTidy units are made in the UK and are built to last, and have plenty of accessories that can be added to store everything you can possibly think of. There are wall mounted or free-standing versions. They really have thought of everything; you can even buy the units in a colour of your choice to either match your bike or décor of the house.

Every biker needs a BikerTidy.

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CLASSIFIEDS ACCESSORIES

MEMORABILIA

TYRES

CHROMING

DYNO 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.

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.

BSA Rocket Gold Star replica, 1953, silver/black paintwork, chrome mudguards, Goldie tank and silencer, Siamese exhaust, twin clocks, single sided brakes, new rear tyre, V5C, photos available, free delivery arranged, £6950 Tel. 01723 372219. North Yorkshire.

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 Sportster, 17 reg, only 3500 miles so not really run in yet, many extras, superb condition, £6995. Tel. 07988 149448. Lancs.

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.

HONDA CB125 GLR, 2015, good condition, only 850 miles, MoT October 2024, colour blue, £1550 ono Tel. 01449 257745.

Suffolk.

HONDA CB1100, 2019, 3600 miles, one previous owners, candy red, fsh, spoke wheel retro model, owned 2 years, £6850. ono Tel. 01914 870699.

HONDA CB125, 2005, spares or repair, £200 ono. Yamaha Thundercat, 1998, spares or repair, spare engine, £500 Tel. 07920 141700.

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 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 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 VFR1200 DCT 2012, amazing condition stunning bike, 2531 miles from new, located on the Isle of Lewis, Scotland £6400 Email. iainmaciver7@ btinternet.com HONDA Transalp XL700VA, vgc, well maintained, 60k miles, fully kitted with tons of quality accessories for a world touring, message me for more questions, £3000 Tel. 07904 541547.

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.

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.

NORTON Dominator 99, 1961, silver/black paintwork, large history folder, restored and placed in private collection, 2016, V5C, now recommissioned, ready to ride, stunning bike, running well, free delivery arranged Tel. 01723 372219. North Yorkshire.

SUZUKI GSF 650cc, 2006, two former owners, red, immaculate, 7500 miles, virtually looks brand new, everything all good no problems, £2800 consider p/x for smaller lightweight Tel. 01743 860362; 07790 512582.

Shropshire.

SUNBEAM S7, 1947, early bike starts runs, well, not concours but good oily rag condition, owned by me from 1984, contact for more information Tel. 07932 652136. Suffolk.

SUZUKI 650cc Bandit, 2006, immaculate with genuine 7500 miles, two previous owners, MoT May 2024, totally standard in red, £2800 Tel. 01743 860362.

Shropshire.

SYM ADX, 2023, 125cc, learner legal maxi scooter used to take test, mint condition, only 1700 miles, gloss grey, garaged, no winter use, 2 keys, £3295. Tel. 07784 499299. Yorkshire.

TRIUMPH T120R, Bonneville, 1970, 650cc, matching frame engine numbers, excellent condition, no smoke or rattles, starts and runs very well, £6995 Tel. 07887 674467. Hants.

YAMAHA XJ900 Diversion, 1995, MoT, top box, heated grips, new tyres, good condition, black, £1100 ono. Yamaha FZR600, 1991, MoT, good condition, £1100 ono Tel. 07920 141700. Ayrshire.

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

Parts For Sale BETA Zero, 1990, 260cc, spares, engine, new conrod, bearings, seals, good crank and compression, £400. Radiator, £40. Carb, £45. Frame, £50.

Air box, £40. Exhaust, £50 Tel. 01283 509381. Staffs.

LAMBRETTA GP200 gearbox, SIL, brand new, offers Tel. 07817 005441.

SUZUKI GN250, new old stock, parts front and rear chrome, mudguards undersealed, £45 each. Rear light unit complete, £25. Head light complete, £25.

Side panels red with badges, £20 each Tel. 07778 742954.

Staffordshire.

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

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

TRIUMPH Thunderbird 900, chrome headlight bucket, excellent condition, £100 + £5 postage, also fits Legend Sports Adventurer. Also new boxed chrome sprocket cover for same bikes, £400 + £7 postage Tel. 07434 513161. Lancashire.

TRIUMPH Thunderbird 900, chromed headlight bucket, £100, £5 postage. Black rear brake plate, excellent condition, £40, £4.50 postage. Honda GL1200 Goldwing, reg rec boxed Motomax, £50 Tel. 07434 513161. Lancashire.

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. Tel. 07505 003737. North Yorkshire

Wanted CLASSIC MOTORCYCLE wanted any make or age from a box of bits to a mint machine British or Jap, decent price paid Tel. Colin 01514 470147.

CLASSIC MOTORCYCLE wanted any condition, any make/model for a project for my father, good price paid Tel. Thomas 07398 052043.

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

HONDA CB550K, 1978, wanted neutral switch, centre stand, rear wheel, doesn’t have to be immaculate, just presentable Tel. 01423 340547.

HONDA XRV750, 1997, aluminium panniers, top box and racking required Email. eltontcm72@gmail.com OWNERS MANUAL wanted for a Suzuki DR350SE, 1997 Tel. 01856 874138.

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

Manchester.

Miscellaneous

HONDA black leather 3.5kg 7.7lb, throw over panniers in as new condition, £50. Helmet Lazer with visor 59-60, 7 3/8 & 7 1/2 grey, black interior unmarked, perfect, £25. Gloves Akito & Buffalo, large size, £5 each, Caterpillar boots, black, size 7, £8 Tel. 07500 148900.

Cambs/Norfolk.

LEATHER JEANS black, 32” waist, worn in but good condition, £15. Also waterproof combat padded over trousers, good for autumn/winter riding, not worn much, good condition, £15 Tel. 07988 149448. Lancashire.

SPIDI one piece lined leathers, black, white, red and gold, fitted armour Fieldsheer kneesliders, suit someone 5’7” tall, 40” chest, 30” waist, 30” inside leg, recently cleaned & oiled, £100 will post Tel. 07874 840347. Oldham.

VINCENT handbook from 1935.

Panther handbook all models, 1933. Red Panther handbook, 1936. Royal Enfield handbook, June 1953 Tel. 07951 473545.

Stockton-on-Tees.