MoreBikes January 2022 issue

On Two Wheels

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It’s time to stop dismissing bikes built in China.

We tell you why.

PLUS

A GUIDE TO BUYING OLD BIKES

WORKSHOP WISDOM Servicing YOUR brakes

LEGENDARY LEARNERS Suzuki AP50 VS Yamaha FS1-E

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NEWS 3

A nod from the Editor What’s been happening this month

Ross Mowbray

It’s showtime

I

t’s been a good month for biking. We love this time of the year. Even though the weather’s taken a turn for the worse and there’s been some snow and ice on the ground, it’s always great to see what the manufacturers have got coming for the following year.

And there’s plenty to get excited about. There’s a whole host of new Ducatis on the cards, a couple of trick RS660s from Aprilia, a 30th anniversary version of Honda’s flagship Fireblade, and a tweaked Suzuki Katana, too. And that’s only a small selection of the stuff that’s on the way. I particularly like the look of the Cagiva Elefant-inspired MV Agustas and can’t wait to ride one as soon as they make it over to the UK. What about you?

What have you got your eye on for next year? Get in touch and let us know... we’d love to hear from you.

Editor

MCE Insurance FAILS The Financial Services Compensation Scheme has declared that MCE Insurance Company Limited has failed, and is no longer paying claims.

FSCS is stepping in to protect most of the motor insurance policies that MCE Insurance Company Limited sold to individuals and small businesses in the UK. The broker, MCE Insurance Limited (MCE UK), provides various administration services including claims management to the parent company under a Service Agreement and as a result MCE UK is not part of the administration process.

Any new policies taken out from MCE Insurance Ltd the broker since November 5, 2021 have been underwritten by a different provider and are unaffected, but policyholders should check the FSCS website for updates.

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

MV Agusta gets ready for ADVENTURE

The iconic Italian factory has revealed 550cc and 930cc adventure bikes, which take inspiration from the Cagiva Elefant that raced in the Dakar Rally.

MV Agusta’s officially entered the adventure motorcycle game with the release of two new adventure bikes at the EICMA show.

The 550cc and 930cc adventure bikes, dubbed the 5.5 and the 9.5, are a part of MV Agusta’s ‘Lucky Explorer’ project, with paint schemes inspired by the Lucky Explorer Cagiva Elefant Paris-Dakar rally bike from the early 90s. And according to MV, the bikes imbibe the ‘spirit of the African rallies of the golden age’… whatever that means.

Either way there’s one thing for sure, they look fantastic.

9.5

The 9.5 is the big brother of the two, which has been designed to be the more premium off-road focused adventure machine of the two.

It’s powered by MV’s new 950 triple which has been developed specifically for this model, and it kicks out 123hp and 75.2lb-ft of torque. The chassis consists of a steel frame with a lightweight aluminum swingarm with some 21-inch/18-inch wheels and long travel suspension. There’s

BIMOTA reveals TWO bikes for 2022

The off-road ready 9.5 a full suite of electronics which are accessed through a 7-inch TFT dash (which gets Bluetooth and Wi-Fi connectivity).

5.5

In contrast, the 5.5 is a much more road-focused model which gets 19-inch/17-inch wheels and KYB USD hydraulic forks with 135mm of suspension travel. Interestingly, the bike was developed in close collaboration with QJ (who are the parent brand for Benelli).

It’s powered by a 550cc twincylinder, in-line liquid-cooled engine which delivers 47.6hp and 37.62lb-ft of torque.

At this stage there’s been no official pricing information from the factory, but we’ll bring you more information about the bike as soon as we get it.

The smaller, road focused 5.5

The retro-ish KB4

Its naked sibling, the KB4 RC

The Italian factory has finally pulled the wraps off its KB4 (and revealed a naked version of it called the KB4 RC).

Bimota’s been back on our radar since 2019 when we saw the Tesi H2 for the first time, and since then we’ve been hearing plenty of talk about the KB4. Now it’s finally made an appearance, with the Italian factory showing off its Tesi H2, KB4, and surprise KB4 RC at the EICMA show a few weeks ago.

Powered by the 1043cc 140bhp engine from the Kawasaki Ninja 1000 SX, the KB4 gets bespoke frame, suspension and chassis components, but is packaged to look like a sportbike from

yesteryear (albeit with a modern twist). The KB4 RC is its naked sibling and comes kitted out with rear-mounted cooling fans and a sharp design.

Both bikes are very well equipped, with Öhlins suspension, Brembo brakes, Pirelli Supercorsa rubber and a Kawasaki electronics package (in the form of the lean-sensitive and cornering ABS).

There’s been no news about pricing just yet, but considering the Tesi H2’s £59,000 price tag, it’s not too much of a stretch to expect the KB4’s coming in around the 30 grand mark.

Expected to be available in the UK from February, we should find out even more information very soon.

Fly & Ride EU petition launched You may already be aware of the ludicrous situation that Brexit has left us in when it comes to transporting bikes to the EU for holidays. Fly & Ride to the EU is no longer the easy option it was.

If you are riding (or transporting) your own bike you are absolutely fine, but if you get your bike transported to the EU by a company that provides fly and ride services and you are not with the truck that takes it there, you have to pay tax at the border to ‘import’ the bike. Not good.

Now there’s a petition online that

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

must reach 10,000 signatures for the Government to respond, or 100,000 for the issue to be considered for debate in parliament. So, here’s your chance to add your voice to the debate.

All it takes is a minute on your phone or PC and we are one step closer to getting this sorted.

The petition is called ‘Seek to end taxation on transporting privately owned motorcycles to/from the EU’ and you can find it here: https://petition.parliament.uk/ petitions/598889

Group Advertising Manager Sue Keily Divisional Advertising Manager Tom Lee Advertising Simon Meyer 01507 529310 Advertising deadline for February issue January 6, 2022 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529

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4 NEWS

Honda reveals refined Fireblade to celebrate 30th anniversary

With a long line of significant model announcements already this year, Honda has today revealed its full 2022 European motorcycle line-up in Milan and the headline-grabber is the new CBR1000RR-R Fireblade, Fireblade SP and Fireblade SP 30th Anniversary.

To celebrate the original, groundbreaking Fireblade and 30 years of continuous challenges since the introduction of that 1992 gamechanger, a stunning Limited Edition 30th Anniversary version of the Fireblade SP will be available in 2022 and unveiled at EICMA. The iconic Fireblade has evolved into an incredible 1000cc sports motorcycle and has been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT. But time and competition always race on and with the 2020-year model, Honda drew the line under where the CBR1000RR Fireblade had been and looked forward to where it was going. As a result, two brand-new motorcycles – the CBR1000RR-R Fireblade and CBR1000RR-R Fireblade SP – were created with heavy involvement from Honda Racing Corporation with an aim of carrying the legend forward.

The Fireblade SP 30th Anniversary’s tricolour paint scheme has been designed by Hiroaki Tsukui, who was also responsible for the original 1992 colour design.

Instantly recognisable, all the details are present and correct, with the ultra-modern feel of the 20YM stripe layout merged with ‘brushstroke’

style elements that pay clear homage to the seminal original. The blue rear seat continues the theme. The Fireblade SP will also be available in two standard paint options, Grand Prix red and matte pearl morion black, both now with gold wheels, while the Fireblade itself wears an updated Grand Prix red paint scheme with prominent white number boards on the front fairing.

The changes are more than skin deep, with technical changes to the 160kW inline four-cylinder engine that focus on improving mid-corner acceleration and drive.

The final drive sprocket also goes up three teeth, to 43, further boosting acceleration through each ratio.

Honda Selectable Torque Control (HSTC) has been optimised for refined rear tyre traction management with input from HRC’s riders and the throttle feels even further refined.

A new material and surface finish for the Fireblade’s front Nissin brake callipers’ pistons improves braking performance and consistency in race conditions.

The Fireblade SP’s Öhlins Smart Electronic Control (SE-C) and Brembo equipment continue to offer top-drawer suspension and braking, alongside a newly optimised quick-shifter.

Ducati Streetfighter V2 and Streetfighter V4 SP

V2

Ducati expands the Streetfighter family with the introduction of two new models: the Streetfighter V2 and the top-of-the-range Streetfighter V4 SP.

V4 The new Streetfighter V2 is essentially the Panigale V2, stripped of the fairings and equipped with high and wide handlebars. It’s what Ducati describes as ‘an intuitive and easyto-handle vehicle, with the right dose of power to ensure feisty performance and maximum riding fun’.

The dry weight of the V2 is 178kg, and peak power from the 955cc engine is 153hp at 10,750rpm, while maximum torque of 101.4Nm is reached at 9000rpm.

There’re plenty of electronics onboard, with the 6-axis IMU inertial platform managing it all from cornering ABS to traction control, wheelie control to engine braking.

The Streetfighter V2 also features three Riding Modes (Sport, Road, Wet) with dedicated control settings. The Streetfighter V2 will be available at £14,995 starting from December

2021 in the Ducati Red colour with black rims.

For 2022 Ducati has introduced a new top-of-the-range Streetfighter V4 SP which comes with a livery inspired by MotoGP and WSBKs, premium equipment nicked from the Superleggera V4, as well as a lower weight (it’s 3kg less than the Streetfighter V4 S).

Premium equipment on the bike includes carbon rims, Brembo Stylema R front brake callipers, Öhlins Smart EC 2.0 suspension, biplane wings, aluminum and CNC machined footpegs, carbon front mudguard, lithium-ion battery, and more…

The engine is the 1103cc Desmosedici Stradale with 208hp a torque figure of 123Nm (while still Euro 5-compliant).

The Streetfighter V4 SP will be available in single-seat configuration in the ‘Winter Test’ livery from January 2022, priced at £28,495.

6 NEWS

FIRST LOOK:

Moto Guzzi V100 Mandello

Moto Guzzi celebrates its second century with an all-new model.

The Italian factory’s V100 Mandello broke cover at the big EICMA show in Milan – and with it, Moto Guzzi has revealed a new engine platform that it’ll likely be using for years to come.

The V100 Mandello is an all-new machine, with plenty of well-thoughtout details to help it stand out from the crowd. From a design perspective, there’s no doubt the V100 Mandello is a Guzzi. Designed for covering big miles fast, the compact windscreen and spoilers divert the airflow away from the rider, while the svelte frame is complemented by the immediately

identifiable Guzzi cylinder layout.

The V100 Mandello is powered by a liquid-cooled 1,048cc engine which will kick out 115bhp and 77.5ft-lb of peak torque, which is available nice and low down in the revs. In fact, 90 per cent of the torque is available at just 3,500rpm, while the redline is up at 9,500rpm. It’s the first Moto Guzzi powered by a new ‘compact block’ engine, and it stands out from all the engines recently built in Mandello del Lario for its cylinder heads, which are rotated by 90 degrees.

It gets an overhead camshaft with

finger followers and four valves per cylinder, which are chain driven.

It also has a wet sump lubrication system, a liquid cooling system, and a hydraulically-controlled wet clutch.

The chassis consists of a steel-tube frame with the engine as a stressed member, while suspension consists of electronically managed Öhlins Smart EC 2.0 components (for the top-ofthe-range model, at least).

The rear suspension uses a long single-sided aluminum swingarm with a single cantilevered shock absorber, incorporating Guzzi’s classic shaft final drive.

There’s a comprehensive electronics suite on hand, too. It’s the most advanced ever fit to a Moto Guzzi (with the factory making full use of all the hard work put in by its sister brand Aprilia). More specifically, the V100 Mandello gets a six-axis inertial IMU which looks after cornering ABS, traction control, cruise control and four riding modes (Travel, Sport, Rain and Road, which have three engine mappings each). There’s also the option of up and down quick shifters, heated grips, full LED lighting, and a 5-inch TFT instrument panel. The dash also offers bluetooth connectivity to your smartphone using the bike’s multimedia platform.

Available in two versions, the top-

CONCEPT:

Yamaha Ténéré 700 Raid Yamaha has unveiled an even more aggressive off-road concept built from the bones of its popular Ténéré 700 – and it's just the beginning.

The Ténéré 700 has been a big hit for the Japanese factory since it’s eventual release a few years ago. It’s been praised for its rewarding ride, competitive price and off-road focus.

But Yamaha’s taken things one step further with the reveal of a new version that’s been kitted out with a load of goodies to make it even more capable in the dirt.

The Raid Concept gets Kayaba suspension front and rear with increased adjustability, and 60mm of extra suspension travel all-round. The forks and shock also sit in custommade yokes and linkage. Yamaha’s also fitted a new airbox and filter, an oversized radiator with twin fans and an oil cooler, too. There’s a Rekluse heavy-duty clutch, a GYTR ECU and a full titanium Akrapovic pipe.

That’s not all. There’s a single disc up front and a larger disc at the rear which are gripped by some racing pads – and there’s a skinner rear wheel to fit 140/80 rally rubber. Also, its gearing has been lowered, with a 48-tooth rear sprocket.

Factor in the fuel tanks front and rear, a rally screen, a carbon fibre bash

plate, a rally seat, a Scotts steering damper and a full set of navigation gear from RNS, and you’ve got a seriously capable bike on your hands.

Yamaha says the bike will be ‘racing for the next horizon’ so it’s not too much of a stretch to imagine this bike will be hitting up some rallies in 2022.

No news if we’ll see a production bike any time soon, but time will tell.

spec model gets the Öhlins semiactive suspension as standard, and adds a quick shifter, heated handgrips and a Moto Guzzi MIA multimedia platform.

At this stage there’s been no confirmation of prices, but you can pre-order yours now from a Moto Guzzi dealer near you.

Benelli goes BIG

The Chinese-owned Italian brand has added a new bike to its stable.

On its 110th anniversary, Benelli announced details of the latest bike to join its ever-growing range of bikes: the new TRK 800 adventure tourer.

Powered by the same engine as the Leoncino 800 which kicks out 76.2bhp and 67Nm of torque, the new bike shares its looks with the rest of the TRK family... a beaky mudguard, LED lighting, an adjustable screen and hand guards.

There’s also 21-litre fuel tank; a 7-inch TFT colour display; a 19-inch front wheel and a 17-inch back wheel; a tubular trellis frame; Marzocchi upside-down front forks (which are adjustable for rebound, compression and spring preload); and an adjustable central rear monoshock.

There’s a Brembo braking system, too, with two 320mm discs up front and a 260mm disc at the back.

REFRESH for the Versys 650

Kawasaki’s much-loved all-rounder is getting a makeover for 2022.

The newest version of the Versys 650 gets a new, larger front fairing and windscreen combination which works to offer even better protection from the elements, and as a result it looks much more like its 1000cc brother.

There's also a new LED headlight, LED tail light, indicators and a new 4.3-inch smartphone compatible TFT dash. It also now gets Kawasaki’s traction control system, ‘KTRC’ as standard. Aside from that, the Versys 650 is much the same with a 649cc, 68bhp parallel twin engine looking after the power. It's a welcome upgrade for the 650 adventure bike, and we're expecting it to do very well when it goes on sale soon.

NEWS 7

Aprilia’s RS660 Limited Edition – 1500 units available

The Italian factory is celebrating its middleweight sportsbike’s success in the MotoAmerica Twins Cup 2021 with a special Limited Edition version.

The RS660 powered Kaleb De Keyrel to five race wins, and at the end of the season the Robem Engineering team rider was crowned champion. To make the achievement even greater, the championship was won during the RS660’s first time of competing.

A total of 1500 units of the mid-sized sportsbike will be produced with a special stars and stripes livery. The colour scheme is closely derived from the special graphics on the bike that the Twins Cup champion, Kaleb De Keyrel, rode in the race at Vallelunga

for the final round of the Aprilia RS660 Trophy, where Kaleb had been invited to participate as a reward for his victory on American soil. A badge located on the fuel tank bears the progressive number of the bike and indicates the limited edition of 1500 units of the RS660 Limited Edition.

Standard equipment includes single-seat tail-fairing cover (the pillion seat comes with the bike, which is still approved for two-up riding), oversized top fairing, and quickshifter that can be configured as a race-style upside-down gearbox.

Just a few months after making its début in the U.S.A. on the Big Sur circuit in California – ridden by Pikes Peak record holder Rennie Scaysbrook – the Aprilia RS660 was the immediate protagonist of a thrilling sports story. Approved just in time for the beginning of the 2021 Twins Cup, the Italian twin-cylinder took the top three spots straightaway in the opening race on the Road Atlanta circuit. It was a blinding start, and in some ways unexpected, followed by a winning streak: 10 total wins out of 13 races held, plus another 16 podiums (nine second places and seven third places) and six pole positions. That first

Aprilia’s Tuono 660 Factory Aprilia’s Factory bikes are all about high-quality components, big power figures and low weight. Aprilia’s Tuono 660 Factory is no exception.

The Tuono 660 Factory boasts more sophisticated suspension (Kayaba forks and Sachs shock, both fully adjustable) than the stock bike. It also has better weight/power ratio with the kerb weight now 181kg, and peak performance from the 660cc twin up 5hp from the standard Tuono 660, now at 100hp. Torque figure remains at 67Nm. The Aprilia Tuono 660 Factory delivers in terms of tech, too: it offers a full suite of electronic controls with a Ride-by-Wire electronic throttle and six-axis inertial platform as standard. There’s traction, wheelie and cruise control; quickshifter; cornering ABS; adjustable engine braking and engine mapping; customisable ride modes; and cornering headlight. Availability and pricing is still to be confirmed at the time of writing. extraordinary one-two-three was followed by others, on the historic Laguna Seca circuit and in both of the races held in New Jersey.

Five of the 10 total wins were achieved by Kaleb De Keyrel, crowned Twins Cup 2021 champion astride his Aprilia RS660 prepared by the Robem Engineering team. The other victories were credited to Jody Barry, Cory Ventura, Anthony Mazziotto (two wins) and Tommaso Marcon.

The Aprilia RS660 therefore confirmed its status as a versatile bike, able to win on extremely different circuits and with riders who have different riding styles.

Price and availability have yet to be confirmed. For more details, visit the Aprilia website.

8 NEWS

Suzuki tweaks its Katana ■ 150BHP ■ NEW TECH

The original version of the Katana is a much-loved machine, widely regarded as one of the best bikes of its time.

That’s why the Japanese factory decided to reimagine it for the 21st century, building it from the bones of the GSX-S1000. That was a couple of years ago, and now Suzuki has decided it’s time for an update.

It continues to be heavily based on Suzuki’s GSX-S1000 which was very recently updated, and those changes carry over to the Suzuki Katana for 2022.

The bike’s built around the tried and tested 999cc liquid-cooled inline-fourcylinder engine, which kicks out peak power of 150bhp. Now Euro 5 compliant, Suzuki’s worked wonders by offering a broader spread of torque across the rev range by kitting it out with a new intake and exhaust camshaft, new valve springs, a new exhaust and a new airbox. There’s even a new ride-by-wire throttle, a bidirectional quick shifter and a Suzuki Clutch Assist System (which is essentially a slipper clutch).

That power can be tuned and tweaked

using the Suzuki Drive Mode Selector system, which offers three selectable engine maps. They all deliver the same peak power, but they change the delivery to suit a variety of different needs. A is sportiest response, B offers a slightly softer delivery, while C provides the softest response (making it perfect for wet weather riding). There are also five modes of traction control to choose from (and it can be turned off, too).

The Katana also uses the same twinspar aluminium frame and GSX-Rderived swingarm as the GSX-S1000, and gets a set of fully-adjustable KYB front forks and rear shock (which is adjustable for preload and rebound damping).

There’re Brembo monobloc callipers biting 310mm front discs, six-spoke cast aluminium wheels, and Dunlop SPORTMAX Roadsport2 tyres.

Available in a choice of two colours, there’s still not been any official word on pricing from the factory, but with the new Katana set to arrive in dealerships in time for Spring, we shouldn’t have to wait too much longer.

Yamaha’s TRICK R1 for ROSSI

To celebrate the long and illustrious career of one of MotoGP’s most famous racers, Yamaha has created a special-edition R1.

To commemorate his nine world championship titles across MotoGP, 250cc and 125cc classes, which include 115 wins and 235 podiums over 425 race starts, Yamaha has built this unique R1 just for Valentino Rossi. The Italian icon spent a good chunk of his career delivering the goods for Yamaha, which is why the GYTR VR46 Tribute seems like the perfect way to send him off in style.

With a special livery by Aldo Drudi, Rossi’s long-time helmet designer, the R1 has been

kitted out with a whole host of extra goodies, including a range of GYTR and WorldSBK parts. It’s actually the highest specification R1 ever produced specifically for track days.

The good stuff includes a new carbon fibre fairing kit, full carbon rear subframe, bigger 22-litre tank, Brembo brakes, an REX 140 Marelli ECU, Ohlins suspension and GYTR front and rear sprockets.

At this stage there’s been no news about whether or not this will be available for punters, but even if it is, chances are you’re going to have to remortgage your house to be able to afford it.

Here’s a full list of all the trick bits that come fitted to the R1 GYTR VR46.

■ GYTR Electronic Throttle ■ Engine Factory Tuned ECU REX 140 ■ GYTR Slipper Clutch Marelli ■ GYTR Head Gasket ■ Wire Harness Dedicated to Marelli REX140 ■ GYTR Radiator Kit ECU ■ GYTR Air Funnel Set ■ Sensor Kit ■ GYTR Handlebar Set ■ WorldSBK-spec Air Filter ■ GYTR Handlebar Switches ■ Öhlins Side Steering Damper ■ GYTR Front Brake Protector ■ Öhlins Factory Front Fork ■ GYTR Adjustable Rear Set ■ Öhlins Factory Pneumatic Adjustable Rear ■ GYTR Akrapovic Factory Line System Shock ■ GYTR Marchesini Wheel Set ■ Brembo Front Master Cylinder ■ 22L Factory Fuel Tank ■ Brembo Discs Set ■ Full Carbon Rear Subframe ■ Brembo Rear Calliper Set ■ Underslung Swingarm Assy ■ Brembo Front Calliper Set ■ Adjustable Triple Clamp Kit (Offset ■ Chrome Lite Dashboard with GPS adjustable 22.5mm x 27mm) ■ Special Carbon Fibre Fairing and Racing If this goes up for sale, we’ll let you know.

Screen Just be prepared to remortgage…

Honda’s Hornet returns!

The Japanese factory is gearing up to revive its legendary naked bike. Honda’s just revealed a new concept at EICMA in Milan. It's not a total surprise, as we've been hearing whispers that there was something going on behind the scenes for the last 12 months (and we’ve even seen some leaked patent drawings filed by the factory which back it up), but now we’ve finally had confirmation that the Hornet name will be returning in the future.

On stage at the show was a raked-out concept which we’re expecting to be the starting blocks for the new version of the Hornet. It’s a great-

looking thing, with a front end that has more than a hint of the KTM 890 Duke, but at this stage we've no idea if it’ll end up looking anything like it.

Expect it to kick out between 100bhp and 115bhp when it does eventually make it into production.

READERS’ RIDES 9

In partnership with EBC Brakes

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

Here’re some of our top picks from the last month.

Jan Drenth’s Rocket 3 R during a two-week trip to France. Here it is in the Alps, showing just how agile it is for such a big bike

Leslie Ross’ Zephyr 1100 which was bought 10 years ago as a Cat D write-off. “Lockdown was spent on a total strip and refurb… I don’t want to admit how much I spent!”

Duncan Fraser’s Honda Integra NC750 taken underneath the Forth Rail Bridge in Scotland

Boyd MacDonald’s Kawasaki GTR

Graham Dawson’s trick Yamaha

Neil Russell’s BMW R1200GS in Hunstanton, Norfolk

Steve Millard’s KTM 1190 Adventure on the Timmelsjoch Pass

Harry Briggs’ Aprilia race replica

Len Potts’ Yamaha XJ6 Diversion

Neil Downie’s Ducati 950S SuperSport at the top of Glengarry

Peter Searle’s Triumph Trumpet which started life as a Trophy. Here’s a snap of it that was taken just after the build finish and MoT.

Martin Jones’ Benelli TRK502. “I’ve got a large tourer and a commuter scooter so this fits nicely in between them in the garage. It’s a bit different and attracts plenty of comments.”

Vitor Reis’ brand-new Honda NC750X

10 EVENTS

JANUA

RY

8-9

Phillip McCallen 1994.

Image: FoTTofinders.

TT legend Phillip McCallen to kickstart Classic Bike Show season TT legend Phillip McCallen will be guest of honour at the Classic Bike Guide Winter Classic Show in a new year treat for motorcycle fans.

The popular Irishman will be joining the crowds at Newark Showground on January 8-9 and be interviewed over the weekend by Lincolnshire racing starturned-presenter and fellow TT winner, Steve Plater.

Phillip McCallen is synonymous with Honda, road racing… and winning! He is without doubt one of the most gifted road racers of the modern age; 11 times a winner at the sle of Man TT, multiple winner at the North West 200 and the

Ulster GP, winner of the Macau Grand Prix, and British Supersport.

At the peak of his power ‘Supermac’ collected 1st place trophies at almost all road race meetings. In 1992 at the North West 200 McCallen had five race wins from six starts.

At the 1996 Ulster GP he took five wins in one day, and perhaps his crowning glory was winning four races out of five at the Isle of Man TT, a record which stood unbroken for 14 years.

Supermac retired after nearly two decades of motorcycle racing in which he demonstrated a take-no-prisoners approach to his racing. Through the

highs and lows of his career he became the poster boy for road racing fans the world over in one of the few golden ages of the sport.

Showgoers can expect to see the usual attractions that make this season opener a stand-out event. Motorcycle owners’ clubs will return with their impressive displays alongside a large indoor and outdoor trade and autojumble section, and a large collection of privately owned motorcycles will be on display. There will also be live firing-up sessions of a selection of bikes and scooters, leading on to the large and music-filled Scooter World and Custom Bike Halls.

Advance ticket buyers have the chance to win one of four copies of Supermac – Phillip McCallen’s autobiography – with the opportunity to get them signed by the man himself at the show! Anyone who buys an advance ticket before January 3, 2022 will automatically be entered and notified shortly after this date. are on Tickets for the event bird sale now at an early y 3. uar price of £10 until Jan visit For more information ikeshow.com www.newarkclassicb

READERS’ RIDES 11

Biking is often seen as a bit of a bloke-y pastime, but we all know that’s not the case. More women than ever before are getting on two wheels, but sometimes the pages of this paper are missing a bit more of a feminine touch. That’s why we’ve decided to introduce a new section that’s dedicated to showcasing some of the wonderful women who love motorcycles as much as anyone. We’ll be changing things up on a regular basis, but for this month we’re introducing you to some of our regular readers.

Aby Biles

Age: 28 Job: Paramedic How long have you been riding? 20 years Bikes: Kawasaki ER6F, Honda CBR600 F2, Kawasaki ZRX400, Kawasaki KLX250

How did you get into bikes?

My dad! He has that many motorbikes in his garage we’ve lost count - and sight of some of them! My grandad is 87 and he still rides his motorbike too. We had a little 50cc Honda when we were little. We’d take it away camping with us, my brother and sister and I would take it in turns playing on it, and the bug began!

Who do you ride with and where do you go?

My dad, he’s always up for a zoom around somewhere.

My dad’s partner also has a bike and she’s up for a ride too. My brother has a ZXR400 that he let me borrow for a trackday - I was honoured! My boyfriend Tom, we always have trips out on our bikes. He has a GS750 and is trying to persuade me to the dark side! My mum has come on the back a few times. My best mate got his licence too, so there’s always someone to go for a ride out with! We

live in the lakes, so there’re always gorgeous places to go and explore. Usually where there is also ice cream. Coincidence…?

What’s on your biker bucket list?

Because I’m a paramedic and bike obsessed, I’d love to volunteer on bike events like the TT or BSB as a medic. But on two wheels, we’ve had the NC500 half planned for the past year but due to Covid restrictions have postponed. I’d also planned to go to Germany with my dad and brother to an XS1100 rally but again, covid restrictions put a stop to that. I’d like to go around Europe, perhaps a tour of the UK first with the NC500.

And then Europe! There are bike trek tours in Europe where I can work as a medic, so those are things that I’d love to look at doing too! And TT & MGP 2022, most definitely!

I’m trying to persuade my dad to get his sidecar back on the road so I can have a go and take my dog – Wallace and Gromit style! I also have a Mick Extance experience day on my wish list, and a superbike school track day up there too!

And just a few more trackdays!

12 CROSSWORD

IT’S THE MoreBikes

CROSSWORD! WIN this Weise Gilet Crossword compiled by Ben Rumbold of MotoXwords.com To be in with a chance of winning this fluorescent gilet from Weise, all you’ve got to do is complete this month’s MoreBikes Crossword and send it in using the details provided.

We’ll then pick the winner from an upturned helmet crammed with correct

Worth over £57

crosswords – and that person will be sent a brand-new gilet that’ll help them be seen when they’re out on the road. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!

Everything you need to know about the Weise Gilet There’s a reason SMIDSY is such a frequently used acronym. If you’re a biker, you’ll no doubt have a story or two about a time when you were pulled out on by one of our friends on four (or more) wheels.

Sometimes people just don’t see bikers. They’re not looking properly. They’re in a rush. They misjudged the gap. We’ve heard all the excuses… and you’ll probably have picked up a few tricks

along the way to help you be better seen. But how about this from Weise?

It’s a reversible fluorescent yellow and orange gilet (with some handy external pockets), that comes with reflective stripes front and rear to help you be better seen. It might not exactly be what we’d call stylish, but that hardly matters if it helps keep you safe. For more information, visit: www.thekeycollection.co.uk

December 2021 – Issue #186 Last Month’s Answers:

Across 1 Triumph Tiger Sport, 8 Falcon, 9 Yellow Flag, 10 Taichi, 12 TT, 14 E-Racer, 15 Hutchinson, 18 Guintoli, 19 Crossply, 22 Donald Duck, 24 Tuareg, 27 Sinnis, 30 Camouflage, 32 Gaerne, 33 Speedway Of Nations (8,2,7).

Down

1 & 22 Troy Lee Designs, 2 Inclination, 3 Moto, 4 Twelfth, 5 Gauge, 6 Pillion, 7 Tension, 8 Fat, 11 Teutel, 13 Scars, 16 Superquadro, 17 Slide, 20 Spur, 21 RCV, 23 Aintree, 25 Greeves, 26 Doohan, 28 See, 29 McCoy, 31 Fiat.

CROSSWORD 13

1

2

3

4

5

6

7 8

9

10

12

11

13

14

15

16 17

18

19

20

21

22 23 24 25

29

26

27

28

30

31 32

33

Across

1 & 4: BMW’s name for its front suspension design. (9,6) 8: The classic method of deciding who’s the fastest. (4) 10: Mr Von Planta, Ewan & Charley’s Swiss cameraman. (7) 11: Mr Vickers, BSB’s number 7. (4) 12: Birmingham manufacturer that was founded at the turn of the 20th Century. (5) 14: Country that saw the race debut of a certain Mr. Rossi. (8) 17: Italian with a classic racing name that won the first MotoE World Cup. (6,7) 18: Yamaha team sponsor for 1 Down. (5) 19: Donington Park passing place that got named after Carl Fogarty. (5) 21: Belgian clothing company founded by Charles Rigaux in the 1950s. (5) 23: Suitably large Italian machine named after the creature in its own logo. (6,7) 25: Whilst Harley’s ‘Pan-’ is naturally American, Honda’s goes to a different continent. (8) 28: Italian makers of leathers and clothing with a slightly arachnid name. (5) 29: Electric bike makers named after its emissions levels. (4) 30: Reflective visor coating first developed for use in space. (7) 31: What you first have to do with the strap in order to remove a crash helmet. (4) 33: Gavin, just completed his first year as lead MotoGP commentator for BT Sport.

(6) 34 & 6 Down: Official name for the Indonesian ‘International Street Circuit’ that hosted its first event at the end of the 2021 WSB season. (9,9)

Down

1 & 18 Down: Second-generation racer who recently emulated his father’s championship success 25 years on. (6,9)

34

2: ___ Mans, classic French racing venue.

(2) 3: Birmingham-founded bike makers who won the first two 350cc World Championships after the Second World War. (9) 4: Popular location for an onboard camera at the end of this year’s MotoGP coverage.

(8) 5: A treacherous result of rain on the road.

(5) 6: See 34 Across.

7: Mr Norrodin, Asia Talent Cup graduate from 14 Across. (4) 9: Freestyle MX trick that involves hooking your feet under the handlebars and stretching out your arms and body – what comes next?! (11) 13: Bill, two-time 350cc World Champion a few years after 3 Down. (5) 15: It needs to be thicker for more comfort, but will soon be trimmed when speed is

needed. (4,7) 16: Back when Sidecars raced the same day as the solo GP classes, this Brit was a popular World Champion and home GP winner. (7) 18: See 1 Down.

20: Former BSB team boss more recently involved with BMW’s WSB effort. (5,4) 21: Everyone wants these lower when buying a bike on finance. (5) 22: Hailed as a ‘new’ model by the manufacturer but really it’s just a slight modification of the current design. (8) 24: Rimini-based manufacturer that has often used other companies’ engines. (6) 26: Atmospheric layer in danger from all these emissions. (5) 27: Common term for a very poorly treated old machine. (4) 32: Home of the Coliseum, the first-ever venue for what became Supercross. (2)

Here’s the legal bit that you need to know To be in with a chance of winning, fill in your details on the form and return the completed crossword to: MoreBikes, January 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: January 14, 2022

#

30

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 a Weise Gilet will be the first name(s) drawn at random from the upturned MB helmet. Terms and conditions apply.

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

14 GIFT BUYING GUIDE

Feeling Festive

If you have a motorcyclist on your gift list (or you’re thinking about treating yourself), here’s a quick breakdown of some of our favourite products to suit any budget and delight anyone who loves two wheels.

Hood SK11 Motorcycle Jeans

£177.99 / www.hoodjeans.co.uk We’re big fans of the biker denim from Hood Jeans. Over the years we’ve trusted the British brand to look after our legs when we’re out on the road – and its latest AAA rated SK11 jeans are about as good as it gets when it comes to comfort and protection.

The SK11’s are a narrow-leg five pocket ‘Western’ jean that’s constructed from stonewash stretch denim and sewn in heavy gold ‘D-core’ thread. They come with K-tech and air-flow linings and D3O Ghost hip and knee armour as standard, and there’re also a couple of special things that Hood offers free of charge to make sure you get the perfect fit.

There’re free leg length alterations and free ankle restrain stirrups as an option.

Drift HD Ghost 4K Camera RRP: £299.99 / www.nevis.uk.com

We’re big fans of Drift’s Ghost 4K action camera.

It’s a clever piece of kit, equipped with one-touch recording, electronic image stabilisation, front and rear microphones, an auto low-light mode, time-lapse capabilities, and much more. Plus, unlike other action cams on the market, the Drift HD Ghost 4K also comes with a small LCD screen, allowing you to easily review your footage, and with the help of the Drift Life mobile app, you’re only one tap away from editing, sharing and even live streaming your adventures.

Oxford Tool Kit Pro

£34.99 / www.oxfordproducts.com

Auritech Ear Plugs Shad E-10P Tank Bag

£86.99 / www.shad.co.uk

A tank bag is a cracking bit of kit for any biker looking for a way to carry a few essentials when they’re out and about on two wheels. That’s where Shad’s E-10P comes in.

With a five-litre capacity, the quick-fitting tank bag works with the Shad PIN system which allows you to ‘plug and play’ in just three minutes. Adjustable between four different positions, it’s equipped with charging ports, a touchscreen phone holder, glovefriendly zippers and a rain cover thrown in for good measure. Plus there’s a padded shoulder strap for when you use it off the bike. too.

RRP: £19.99 / www.auritech.co.uk

Earplugs are an essential bit of kit for any biker. Wind noise can reach 105dB when you’re riding a bike, and evidence suggests that permanent hearing damage can occur from 85dB, so for 20 quid you’d be foolish not to get your hands on a pair of these.

Developed over 20 years, Auritech’s Hearing Protectors offer superior protection to traditional foam, wax or silicone earplugs. The precisiontuned, patented ceramic filters ensure protection from dangerous levels of engine, wind and road noise – while its clever filtration allows conversation, sirens and horns to remain clearly audible.

Plus, they’re comfortable, washable and re-usable too.

Even if you’re not handy with a set of spanners, every biker should own a tool kit. It’d be nice to own a big chest filled with every possible tool for every possible job, but if budgets are tight or you’re looking for a simple set to stick in the bottom of a rucksack when you’re on the road, then this 27-piece motorcycle-specific tool kit from Oxford could be just what you’re looking for.

Packed in a compact storage case (which measures 18.5cm x 10.5cm x 4cm), the Oxford Tool Kit Pro includes a 10-piece screwdriver bit set, an adjustable mini spanner, an extension bar, a five-piece hex key set (6mm, 5mm, 4mm, 3mm, 2mm), some mini wire cutters, a screwdriver handle, some mini needle nose pliers, a mini ratchet handle, 8mm, 10mm, 12mm, 13mm and 14mm sockets, and some cable ties.

GIFT BUYING GUIDE 15

Kriega R30 Backpack £199.00 / www.kriega.com

Sena Momentum EVO smart helmet RRP: £379 / www.sena.com

That’s right. Sena’s making helmets now. In fact, the Momentum EVO is the first helmet to integrate its own premium Mesh Intercom technology. It’s a clever bit of kit with built-in speakers, a microphone and

Bluetooth connectivity that allows riders to safely take phone calls, listen to music and even hear turn-by-turn GPS directions. It also comes with Wi-Fi integration which allows for automatic firmware updates.

We swear by Kriega’s backpacks. They might be on the more expensive side of things, but they’re worth every penny. A couple of guys on the MoreBikes team have been using them for years, covering thousands of miles in all weathers, and they’re still going strong (and they’re still waterproof). That’s why the awardwinning R30 is the perfect addition to any biker’s stable.

There’s a range of clever features to ensure it’s comfortable, no matter how much you’re carrying. The Quadloc harness transfers weight from the shoulders to the chest and body, and Kriega’s signature alloy adjusters set the waist tension and six compression straps to keep the load stable. Waterproofing is looked after by a roll-top closure, while an internal white taped-seam liner makes it easy to stash belongings safely in one space.

There’re also two additional pockets with YKK water-resistant zips for smaller items, a reinforced handle, and an inner pocket which is compatible with a hydration pack or a back protector.

BikerTidy

From £27.00 / www.get-tidy.com Lots of kit and no place to put it? We’ve been there, and we know how frustrating it can be to not have a proper place for your gear. Thankfully, there’s a solution. We’ve been using BikerTidy’s storage solutions that have been designed specifically to keep all of your motorcycle stuff stashed away safely. There’s a range of options available, from a clever wall-mounted helmet stand through to a double-sided floor-standing model that’s got plenty of room for loads of kit, including your boots and helmets.

TomTom Rider 550 Premium Pack

£499.99 / www.tomtom.com

TomTom is one of the biggest names in the game when it comes to navigation. They’ve been at it for years… and they’ve even got a dedicated model that’s tailored for two-wheelers. The Rider 550 Premium Pack comes with dust, drop and waterresistant unit that’s powered by a fast quad-core processor.

Monimoto 7 Tracker £169.00 / www.monimoto.com

Protecting your bike is more important than ever and alongside a serious lock there’s one bit of kit that is well worth the investment. A tracker. The Monimoto 7 is a smart GPS tracker for motorcycles, mopeds and scooters that’s compact and easy to install. It uses LTE-M and 2G networks via an embedded eSIM card along with two long-life batteries, so even if your pride and joy’s battery is dead it’ll still be safe and trackable. The SIM card comes with two months free before you need to fork out £32.40 a year, which is a small price to pay to be able to keep a closer eye on your ride.

Kitted out with a full suite of European Maps and TomTom Traffic services, the Rider 550’s ready for a proper adventure. It allows you to personalise your trips and input routes directly on to the satnav or through the MyDrive software and website.

You can also get intelligent routes that avoid traffic in real-time and notifications to alert you to approaching speed cameras. You can update the Rider 550 with the latest maps, software and new routes using the built-in Wi-Fi (so there’s no need to plug it into a computer).

To fit the TomTom, you’ll also get a car mounting kit, a motorcycle mount, a RAM mount, a RAM anti-theft solution, a protective carry case, a USB cable and a power cable… everything you need to use the sat-nav no matter whether you’re on two or four wheels.

16 FIRST RIDE: CFMOTO 700CL-X

FIRST RIDE: CFMOTO 700CL-X 17

LEAPS AND

BOUNDS You’d have never bought a big bike from China 15 years ago. The little bikes from there had such a bad reputation, that even now you’d be hard pressed to find anyone with something positive to say about the machines imported from the most populous country in the world. That’s all changing though. They’re getting better and better every year – and CFMOTO’s 700 CL-X could be just the bike to convince you.

18 FIRST RIDE: CFMOTO 700CL-X

WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman No matter how you feel about buying Chinese, you can’t deny that with each passing year the gap has been closing (just a little) on the bikes built by the favoured European and Japanese firms. They’re no longer the cheap, cheerful and quickly corroding copies they once were. CFMOTO’s the perfect example of this. It’s been knocking out sportbikes, naked bikes and tourers powered by a copy of Kawasaki’s venerable ER6 motor for a good few years now. The bikes might not have set the world alight, but they

proved solid, reliable and well-built enough to tempt plenty of riders to make a move away from the bigger and more established brands. But now the growing brand has decided it’s time to up the stakes with a new crop of small and mid-capacity machines that take a serious step forward; they’re better looking, better built and more refined.

The perfect example of the leaps and bounds the factory has made is the latest addition to its growing range, the Italian-designed, Chinese-built 700 CL-X. It's got a big challenge on its hands though. The middleweight roadster market is a busy, busy place. Each of the biggest manufacturers has got its own take available on the market, be it a pseudo-scrambler or an outand-out naked sportbike.

Thankfully, the 700 CL-X has got plenty going for it. Looking at specification and styling alone the 700 CL-X is similar enough to Yamaha’s XSR700, Ducati’s Scrambler and Kawasaki’s Z650RS that it should be sure to get a look in if you’re in the market for a new bike that blends modern retro looks with agile handling and punchy performance.

We got our hands on one for a few weeks just before the weather took a turn for the worse and spent some of the last sun-soaked afternoons of the year hooning around on A and B roads, cutting through town traffic and tackling a bit of motorway for good measure.

This is what we found out.

Firstly, let’s talk about how good it looks. I reckon it’s one of the bestlooking bikes of the past year, finding just the right balance between clean lines and sharp angles. The exposed chassis cradles the fuel tank, while the chunky front end is set off by

an LED headlight sitting inside a cleverly designed X. The gold exhaust headers feed into a short and mean end can and the alloy wheels help the CFMOTO stand out from the crowd.

It’s built well too… far better than I expected it to be.

No doubt many of you will have a bee in your bonnet about bikes built in China. You’ll be ready to dismiss this bike right off the bat, having seen a handful of learner legal rides in sorry states owned by teenagers who don’t know (or don’t care) about what it takes to properly maintain a bike, but in reality the 700 CL-X looks as good as any of its European or Japanese or American competition.

The finish is spot on, with clean welds, quality parts and a lovely level of finish. Okay, there’re probably a few question marks about how it’ll hold up over time, but we’ll just have to wait and see about that. The proof is in the pudding, after all. But after giving the bike a close inspection, I can’t see that it’d be any more likely to suffer corrosion or quality issues than the competition. Like I said, it’s well built and has been built to last.

By its very nature, the 700 CL-X is a stripped-back and simple machine, devoid of any fussy and overcomplicated technology. That said, it does get a few nice bits and bobs that you probably wouldn’t expect to come as standard on a big bike with a sub£6500 price tag, including a slipper clutch, one-touch cruise control, fully adjustable KYB front suspension and Pirelli MT60 RS rubber. Less unexpected, but still nice to have, are the digital instrument cluster, the Bosch EFI system, the two-channel ABS, the LED lights and indicators front and rear (with LED Daytime Running Lights). So far so good, right?

It's comfortable too, with a well-

FIRST RIDE: CFMOTO 700CL-X 19 padded seat and relatively upright (but still focused) riding position, aided by the wide bars and slightly set-back footpegs. I stand at 6ft 1in tall and looking at the photos of me on the bike, it doesn’t exactly appear as though I’ve got bags of room for my long legs, but during some long stints in the saddle I don’t recall ever feeling cramped. Equally, there were very few vibrations even when the engine was under strain. In short, I would be very happy to cover some big distances on this bike no questions asked, but I would make sure to avoid any prolonged motorway miles (good practice on any bike, but especially on this one), because as soon as I passed the 75mph mark, I really started getting bashed about by the wind.

You can forgive that though. It’s not exactly been designed for covering long distances at those sorts of speeds and is much happier firing along Aand B-roads looking for some twists and turns to get stuck into.

It’s powered by a 693cc liquidcooled dual-overhead-cam parallel twin motor that’s essentially a

TECH SPEC CFMOTO 700CL-X

Price: £6299 + OTR Engine: liquid-cooled, 693cc twin Power: 55kW @ 8500rpm Torque: 68Nm @ 6500rpm Gearbox: 6-speed, chain drive Suspension: (F) 41mm KYB upside-down fork, fully adjustable, 150mm travel (R) KYB shock with preload and compression adjustment, 150mm travel Brakes: (F) J. Juan radial mount calliper, 320mm disc (R) J. Juan floating brake calliper, 260mm disc, ABS Tyres: (F) Pirelli MT60 RS 110/80-R18 (R) Pirelli MT60 RS 180/55-R17 Weight: 196kg Seat height: 800mm Fuel tank: 13 litres Warranty: 2 years/unlimited mileage

20 FIRST RIDE: CFMOTO 700CL-X

reworked and refined version of CFMOTO’s tried and tested 650cc engine from the 650NK. It retains the same bottom end but gets some forged pistons and split connecting rods (and has been bored out by 4mm to achieve a larger capacity). It might not be new or cuttingedge, but that doesn’t matter, the 693cc powerplant has enough punch to kick out peak power of 74hp at 8500rpm and 50ft-lb of torque at 6500rpm. It’s not a rocketship, but that’s a more than respectable spread of power which is akin to Yamaha’s range of crossplane twin-powered 700s (and is a little bit more than Kawasaki’s Z650RS). In practice

it’s smooth and slick with plenty of punch right through the rev range.

There’s ample low-end torque to make nipping around town in and out of the traffic a joy, while the power available in the middle of the rev range makes overtaking fast-moving traffic a breeze.

Unsurprisingly, it likes to be ridden hard – with the light clutch and quickshifter coming into their own as you knock down the box and push on into corners. But it’s comfortable when things are a bit more sedate, too. It is very, very easy to ride thanks to the short first gear and unintimidating throttle response. If you’re working your way up the licence categories, I reckon the 700 CL-X would make a cracking first ‘big’ bike (and if you’re stepping

down off something bigger and faster, I reckon the bike’s got plenty going for it that’d keep you smiling).

There’re a couple of riders modes to choose from: an Eco mode which gives the CF a slightly muted throttle response (perfect for the more heavyhanded among us when the weather takes a turn) and a full-fat Sport mode too, which are easily flicked between using the dedicated mode button on the left-hand switchgear.

While many other bikes in the middleweight market might have a whole host of electronic tricks up their sleeves, the relative simplicity of the 700 CL-X is one of its biggest strengths. There’s none of that faffing about scrolling through multiple menus to find that elusive perfect setting… it’s just two buttons. Simple.

Stopping is looked after by a J.Juan radial-mounted 4-piston calliper which grabs a 320mm double disc upfront and a J.Juan 2-piston floating

calliper which grabs a 260mm single disc at the rear. There’s dual-channel ABS on hand too, if things start to get a bit hairy. They work well, offering plenty of bite with lots of feel, even at the rear, and stopped me quickly with no trouble even from high speeds.

The levers are adjustable too, which is another nice touch.

I did get a bit of dive from the front end under particularly aggressive braking though, but with the aforementioned fully-adjustable KYB 41mm inverted forks, I’ve no doubt you could dial a bit of that out without too much trouble. At the back there’s a slightly less sophisticated preload adjustable monoshock which was more than up to the job.

Overall, the 700 CL-X felt stable and secure with more than enough grace and grip to allow me to make

consistently good progress, even when the road surface started to take a turn for the worse. Credit to the Pirelli MT60 RS rubber, too.

Coming in at £6299 + OTR fees, there’s few brand-new bikes that can offer as much bang for your buck as the CL-X. Suzuki’s SV650 is probably the closest when it comes to price alone, but the dated design of the iconic Japanese bike just doesn’t do it for me in quite the same way as the CF. Would it last as well as the SV? Only time will tell, but there’s no doubt the CL-X is a cracking bike that ticks all the right boxes, and should definitely be in with a shout if you’re in the market for a new middleweight motorcycle that looks good and goes well. I can’t wait to see what CFMOTO come up with next.

FIRST RIDE: CFMOTO 700CL-X 21

CFMOTO 700CL-X POWER

LOOKS

It’s a cracking looking motorcycle, with the exposed chassis, chunky fuel tank and aggressive front end helping it to stand out from the crowd. There’s a short exhaust, an aluminium alloy swingarm and some tidy alloy wheels, too. The finish also looks good, with none of the rough edges we’ve seen on Chinese-built bikes in the past.

Powered by a 693cc DOHC liquidcooled parallel-twin motor which produces 74hp and 47.9lb-ft of torque, the 700 CL-X’s got plenty of punch to keep things interesting, while ample low-end torque and mid-range performance make it a pleasure to cut round town or fire past fast-moving traffic.

COMFORT

The 700 CL-X is a nice place to be, with a relaxed riding position aided by some high-ish bars, offset footpegs and a well-padded seat.

There’re very few vibrations even at sustained high speeds and the tank’s chunky enough to make it easy to grip with your knees.

TECH

It’s not exactly dripping with technology, but the back-tobasics naked bike does have a couple of rider modes to choose from. There’s an Eco mode which offers a slightly muted throttle response and a Sport mode which gives you everything it’s got.

STOPPERS

There’s a J.Juan radialmounted 4-piston calliper gripping a 320mm disc up front and a J.Juan 2-piston floating calliper and a 260mm disc at the rear.

There’s also dual-channel ABS as standard.

SPRINGS

Well equipped, the 700 CL-X gets KYB 41mm inverted forks up front (which are adjustable for preload, compression and rebound damping), and at the rear there’s a preload adjustable monoshock.

COMPETITION

There’s a lot of competition out there for the compact naked from CFMOTO, but looking closely at the kit that comes fitted to the bike as standard, it’s clear that the Chinese factory is making a serious effort to stand up to the big boys.

22 SPORTS MOPEDS

The smell of two-stroke, the tall tales of derring-do and the local chippy – for a generation, these two little stink-wheels represent nostalgia at its very finest.

WORDS: ALAN DOWDS AND DAVE SMITH PHOTOGRAPHY: JOHN GOODMAN Variety: it’s your actual spice of life, isn’t it? And it’s one of the things that I was missing when I was sat down in the middle of ‘Lockdown Three’.

I guess we all suffered our own ‘daily grind’ – mine was a Groundhog Day mix of wake up, work, home schooling, internet trolling, work, looking out the window, going for a walk, Netflix, bed – which was getting us all down.

Thankfully I had my various project bikes – the Yamaha Fazer 600, my turbo ZRX1100, the mighty Burgman 650 – to keep me going and (just before winter gripped London last year) I got out for one of the most hilarious road tests I’ve done in recent years.

Like all the best stories, this one starts off almost by accident. I’m chatting to John Goodman, ace snapper, about the good old days. For him that mostly means Z1s in the 1970s and drag racing, but he’s got a million mates with interesting old two-wheelers, including his very good friend Stuart, who’s got an immaculate Yamaha FS1-E apparently.

I mention it to Bertie, who immediately seizes upon it, and sends us out to find another 1970s moped for a two-bike test.

John comes up trumps after a week or so, tracking down a totally mint Suzuki AP50, owned by a fellow called Mark just up the road in Ashford – only a few miles away from Stuart’s house. Bingo!

A few weeks later I’m stood on a residential Middlesex street, watching two mint-condition 1970s mopeds burbling and tinkling and smoking away in front of me, the exhaust fumes rising up into the chilly-yet-sunny blue sky. I always get a weird ‘time travel’ feeling when I ride a mint version of an old bike, because the tech is obviously from the past – but in as-new condition. The cast metal switchgear, with hilariously scant functions, fresh paint, shiny chrome rims, every nut and bolt with the original finish in place, not a bit of rust – it’s absolutely nothing like a normal old bike.

Dave Smith is sucking on his roll-up, checking the bikes out too, and there’s a real Life on Mars feel about the whole scene, like I’ve been transported back to the late 1970s. I half expect a Vauxhall Viva or Ford Anglia to appear round the corner at any minute.

Honesty time: I completely missed out on the moped thing, partly because I only really got into bikes when I was already 17, so could go straight on to a CG125, and mainly because the laws had changed so much by the late 1980s.

By then, mopeds were generally basic automatic step-thrus, restricted to 30mph, and I’d written them off as mere shopper/ commuter fare, suitable only for district nurses or spinsters on the way to Fine Fare, or lessthan-masculine Frank Spencer types who worked for the council.

I couldn’t miss the moped lore though, especially from guys a few years older than me.

Alongside the fabled 250cc learner law and Sidewinder leaning-tea-tray sidecars, it was the stuff of moto-legend. Tall tales of 60mph Yamaha Fizzies, arcane tips for fitting C90 parts to Honda SS50s, heated debate over which version of the AP50 was fastest – it all trickled into my subconscious; useless, but utterly intriguing knowledge, which I eagerly soaked up. Time to see what I can remember… Dave, stub that fag out (in an eco-friendly way), let’s saddle up!

I pick the sweet little FS1-E first, its purple paint gleaming in the sun. As I swing a leg over, I’m really struck by the front-mudguardmounted numberplate, as it’s the first time I’ve ever ridden a bike with one of these. It’s hard to believe that curved, scythe-like edge ever got past the drawing board, but maybe life was much cheaper in the old days.

Like my last CMM road test on the Kawasaki H2 750, there are a few little tricks in the FS1-E. The gearbox has neutral at the top, and a fourdown change, which catches me out instantly.

I’m a fast learner though, and soon adapt.

It’s obviously a small machine, but has more of a ‘proper bike’ feel than many other 50cc machines I’ve ridden.

That proper bike feel lasts right up until the end of the road when I hit the brakes… and nothing much happens. I’ve not ridden a bike with a drum front brake for a fair while, and honestly, the little Yam has worse brakes than my old push bike at home. Terrifying, but at least I know now, and the rest of the test sees some very cautious distancing indeed.

SPORTS MOPEDS 23

24 SPORTS MOPEDS

OUT NOW Classic Motorcycle Mechanics

That’s made very easy by the microscopic power output of course.

Taken in isolation, the little discvalved two-stroke is pleasant enough.

It runs far better than post-speedrestriction mopeds, or the two-stroke learner 125s of the 1980s and 90s. On something like a 12bhp restricted Aprilia RS125 two-stroke, any semblance of a natural power curve is artificially strangled and cut off. Not here though; the engine feels nice enough, revving out smoothly and cleanly, but it’s just very, very slow.

We start off pottering around the suburban roads of Ashford and Twickenham, and things are just about manageable. But at one point, John the snapper (mounted on my Fazer 600) leads us off down a sliproad in Sunbury and on to a dualcarriageway – which just happens to be the A316 right at the end of the M3 motorway. The massive three-lane trunk road feels like one of those 10-lane American freeways, and I’m frantically stretching the throttle

cable, while the Yamaha’s speedo needle leisurely arcs its way past 30mph, and a last-minute lifesaver reveals the grille of a giant HGV about three feet off my back tyre…

We all survive, (even John who I wanted to strangle as he disappeared up the A316 on the 20-times-morepowerful Fazer), and steer clear of even moderately big roads for the rest of the day. The lesson is clear though: modern traffic levels, London driving standards, plus the speed of cars, trucks and even buses all mean life can be quite intimidating on a moped, even a ‘full power’ one.

We park up for some static pics, and I grab the AP50 off Dave when we saddle up again. On the face of it, the Suzuki is practically the same as the Yamaha – a small disc-valved aircooled two-stroke motor hanging off a pressed steel backbone frame with skinny suspension and wheels, drum brakes and minimal equipment. This one doesn’t even have any mirrors fitted, which is obviously super-cool,

Yamaha FS1-E – Stuart Penny Stuart is a builder based in Middlesex, and aged 62, he’s right in the sweet spot for 1970s moped fan-dom. His first bike was, of course, a Yamaha FS1-E, in ‘Popsicle Purple’, identical to the immaculate machine he lent us for this test.

It’s not his original bike though – he ended up owning three of those, in turn, after crashing and writing off two of them during his first year of riding in 1974.

After the Fizzy, he progressed to a Kawasaki S1C 250 and a Yamaha DT175 for a bit of off-roading, before moving up to a 1976 Z1B (which he smashed up in crashes three times too, needing the frame replaced twice). Stuart bought

this current FS1-E six years ago after someone offered it to him. “I basically fancied it – I wanted to do the Purple Haze day at the Ace Cafe, and bring back a few memories of the good old days! It’s in the same original condition as I bought it, though I reckon it was restored beforehand. It’s in real standard order, with the official Yamaha chromed accessory sports rack on the back, which is very rare now.”

The FS1-E doesn’t get a lot of use now though. “I’ve only really ridden it on the road a few times – it’s a bit intimidating nowadays, with modern traffic!

There’re a lot more cars about on the road, and they’re a lot quicker than in 1974!”

but makes riding it a little bit terrifying – I expect to be carrying an Uber driver inside his Prius as a pillion at any moment.

The AP50 makes up for that a bit by having far better brakes though.

Nothing to rival anything from the modern era mind, but they give much, much more confidence than the FS1’s stoppers, especially up front. It’s also a lot faster than the Yamaha, thanks to the sweet chromed expansion chamber bolted on the side and, as I discover later, some cheeky engine porting and carb jetting. It’s got a

crisp, sharp exhaust note, and sounds just like a little race bike.

Head-to-head, there’s no contest, with the little red Suzuki easily pulling away from the Fizzy. These are small margins in the big scheme of things – on one long run down a clear road, I see 50mph easily on the tweaked Suzuki, where the standard Yamaha only just manages to creep past 40mph, with much more sedate acceleration. But in the 49cc game, an extra bhp or two, and a 10mph speed boost make a massive difference in cool and street-cred…

is the place to go if you’re interested in modern classic Japanese and European bikes of the last 50 or more years.

We stick to the Vintage Japanese Motorcycle Club’s rule of 15 years or older, which opens up a wide array of amazing machines dating back to when Japanese bikes were almost looked at as a curiosity. But it’s not just the Japanese. We also look at any European machines as well as the post-1990 Hinckley Triumphs.

Every issue has two sections: one which is ‘inspirational’, being full of road tests of modern classics and identifying the classics of the future, and the other which is ‘practical’, with ‘how to’ articles and project bikes aplenty.

With expert contributors from across the globe including top, former racers such as Niall Mackenzie and Steve Parrish, as well as hosting one of the biggest classic motorcycle shows in Europe every year, CMM has everything you need for your modern classic fix!

SPORTS MOPEDS 25

So, while they’re a bit light on power, these wee beasties will kill it in the curves, right? Super-light, skinny, svelte slayers of bends? Erm, no. Okay, I’m being very careful with these precious little pieces of history, as this test was done in November and it was a bit chilly. Meanwhile the skinny, tubed, cross-ply tyres feel like hard Bakelite, the suspension bounces over the merest hint of over-banding, and I feel in no mood to push either bike in terms of lean angles.

Even cheating on a big roundabout, where you can almost always warm up one side of a tyre, neither of the ’peds feel at home leant over today. I worry that I’m being old and rubbish, but Dave was in the same boat. If

TECH SPEC YAMAHA FS1-E

Engine type: Air-cooled, two-stroke, single, 49cc Bore and Stroke: 40.0 x 39.7mm Claimed Horsepower: 4.8bhp @ 7000rpm Maximum Torque: 3.6ft-lb @ 6500rpm Transmission type: 4 speed, wet clutch chain final drive Compression ratio: 7:1 Carburetion: 1x 16mm Mikuni VM16SC Tyres: 2.25-17 (F), 2.50-17 (R) Fuel Capacity: 1.32 gallons (6 litres) Dry Weight: 70kg (154lb) Wheelbase: 1160mm (45.24in)

you had one of these and had a mad urge for sharper handling, I’m sure you could improve matters with some suspension fettling and fresh, premium rubber fitted. But we’re not going to be dragging any elbows today, perhaps unsurprisingly. If you’re tutting and remembering your 16-year-old self, grinding pegs and pulling wheelies on one of these, I salute your indefatigability, and the foolishness of youth… I, too, recall mine well!

A change of scenery is needed I feel, so we head into Ashford town centre and park up outside the Wimpy burger joint, as a sort of performance art homage to the 70s moped lifestyle.

The one thing that’s guaranteed with these bikes is that whenever you park up, someone will come and have a chat about them – from older gents on their daily exercise walk to middleaged geezers in white vans picking up

a burger, and even ladies of a certain age, out lunching. They all know what a Fizzy is, and are keen to tell their tales and hear about what we’re up to today. You get the impression that if we’d turned up here with a pair of hotpoop 2021 machines and parked up outside the Wimpy, we’d get a traffic warden set on us instead of a cheery socially-distanced chat about 55mph SS50s and FS1-Es. This is more like the experience I was hoping for…

I’m on a diet, so there are no Wimpy gut-buster lunches today, and we saddle up again. I’m back on the sedate standard FS1-E, and wondering what would make you buy one of these machines. The first thing to say is that they’re a lot more fun than a spoiled modern rider used to 200bhp and more computers than PC World might think. Part of this is the riding experience. Like any basic, lowpowered machine, you have to work

Suzuki AP50 – Mark Griffiths The Suzuki AP50 we borrowed is an absolute cracker of a little bike. And with a sweet Mick Abbey expansion chamber, plus some cheeky jetting and porting work inside the motor, was much faster than the Yamaha on the day. It’s no surprise really, since Mark Griffiths, the owner, also runs his own two-stroke engine rebuilding company, Raccoon Racing (http://www. raccoon2strokerebuilds.co.uk), that specialises in all two-stroke bike engines, from AP50s to RG500s. Amazingly, he reckons he’s rebuilt around 500 Fizzy engines over the years – including a mental 14bhp FS1-E you can see on YouTube…

Mark, 55, started riding bikes at the age of 13, and was into the moped scene from the start.

“My brother taught me on his FS1-E. I remember the first time he told me to throttle up and release the clutch, and I ended up wheelying it into the fence as I snapped out the clutch with way too many revs! He took it very well, on the whole…” That didn’t put him off though and he soon bought a Mobylette moped (for seven quid), which he used as a pit bike. Then, at 14, he started out trials riding.

“I was lucky to get a Montessa 250 Cota from Comerfords at Thames Ditton, as I was hooked on trials. I had that for years trailing over the pits.”

By the time he hit 15 though, he was thinking about a road bike. “It was either a Fizzy or a

Suzuki AP50 as they were the sports mopeds of the day. My school mate told me of an AP50 for sale and we went to check it out. It was great: drop bars, a Lafranconi expansion chamber and in red (the fastest colour).

The only problem was the motor had seized, but I didn’t care, it was what I wanted, and for £50 it was a bargain in my eyes. My dad and uncle helped me with the engine rebuild. The discvalve gear had shattered and a new one was impossible to find back then, with no internet, just lots of ringing about.

“My dad worked as a gear cutter at Sykes, so he made a replacement gear at work and soon it was all back together and running. I had great fun on the AP before moving on to a Suzuki GP100. The AP got shoved to the back of the garage and used for spares; eventually most of it had gone, and it got totally forgotten as I moved on to 350LCs, RG500s, etc. Then, about six years ago I decided to drag what was left of the AP out of the garage and restore it to what it is now.

I managed to track down the frame and a few other bits that I really needed to get back and after lots of forum postings a guy came back and though he had the parts I was looking for, It turned out he had a mate who had bought parts from me back in the day, so I restored the bike with what I had and bought whatever I didn’t.”

26 SPORTS MOPEDS TECH SPEC SUZUKI AP50

Engine type: Air-cooled, two-stroke, single, 49cc Bore and Stroke: 41 x 37.9mm Claimed Horsepower: 4.9bhp @ 8500rpm Maximum Torque: 3.11ft-lb @ 7900rpm Transmission type: 5 speed, wet clutch chain final drive Compression ratio: 6.7:1 Carburetion: 1x 16mm Mikuni VM16SC Tyres: 2.25-17 (F), 2.25-17 (R) Fuel Capacity: 1.65 gallons (7.5 litres) Dry Weight: 75kg (165lb) Wheelbase: 1200mm (47.24in)

really hard at everything. Maintaining speed with 3bhp, managing the grip from the tiny tyres, late braking with soggy cable-operated drum brakes, changing gear within the precise 100rpm envelope needed for optimal acceleration – it’s a constant engagement for the mental and motor processes in your brain. And while that would be a weary way to ride to work each day, or to embark upon a tour (remember those?) for a few hours on a sunny day, it is great fun.

Another huge part of the appeal is that nostalgia and time-travelling aspect. Both these bikes are owned by guys who rode them on the road when they were 16, and both admit that there was a yearning for the good old days in their choices. I can see that, just, with these bikes, but I’d get even more of a buzz from something from my learner era – a Kawasaki AR125 maybe or a Yamaha TZR125. Conversely, when an older mate waxes lyrical about a 1960s BSA Bantam, a little bit of sick comes up just thinking about riding something

so old and stone age in its tech.

These things are very personal, and the details have to be spot on for ultimate satisfaction.

Finally, though, the huge appeal of these bikes is where we came in – the variety of something different. Riding a bike like the Fizzy, which doesn’t have a one-down-five-up gearbox, that needs two-stroke oil pre-mixed, which has brakes that barely work, and a headlight that fades to a dim yellow glow when you stop at the lights, it’s a real tonic (I might be going a bit far with the brakes mind).

Sure, you won’t want to ride one every day, but if you’re lucky enough to have a garage with a ‘normal’ bike

to use for mundane travel and highspeed antics, then I can definitely see the appeal.

If you do fancy it, then you’d better be quick. Prices for these bikes have been on the up for a while, and I needed a second look at the insurance form for this test – both bikes were valued at over £7500. Sure, you can find less perfect examples for much less than these beauties, and that’s probably the best plan.

Pottering about on a mint 4bhp moped from the 1970s that you leisurely restored between Netflix sessions during lockdowns five-10?

I can’t think of a more interesting way to spend the time…

SPORTS MOPEDS 27

Dave’s dilemma Yamaha FS1-E

I remember well how much Yamaha’s RD250 and 400 oozed street cred in the 1970s, and their reputation for being light, fast and stylish trickled down to the FS1-E. It was the moped every snotty, spotty schoolboy hankered for back then. I’m pretty sure that the ‘speed blocks’ on some paint schemes were worth an extra 5mph alone.

I wasn’t alone. The Fizzy is still the most popular sports moped of all time, with over 200,000 apparently sold to the excited yoof of the day, just in the UK. With the AP having a saucy expansion chamber bolted on (essentially cheating), it was never going to be a straight fight. And it’s fair to say that the Fizzy got its ass handed to it on a plate. A missed gear, or any hesitation with the throttle are utterly punished, and it takes what feels like an age to catch up. Any illusions you might have of being Kenny Roberts, even with the upside-down (like what the racers have, innit) gear shift, chin on tank and throttle pinned, soon disappear.

It might sound like I’m giving the Fizzy a hard time.

I’m not. Having ridden bikes for a fair few decades, technology has moved on. Thankfully, skinny crossply tyres, drum brakes, and suspension which feels like someone forgot to put any damper mechanism in are pretty much a thing of the past. But riding these again after a break of too many decades to think about reminded me of how much they can teach about keeping up momentum, smoothness and forward planning. On these bikes, these are essential skills to avoid getting yourself in a situation which you haven’t got the power to get yourself out of. I’ll have a red and white one: with an expansion chamber.

Suzuki AP50

If the FS1-E had super-cool big brothers with a reputation for being reckless hooligans, the AP had comparatively fat, fag-smoking uncles with a bit of a booze habit, in the GT camp.

It’s fair to say that the relationship with my own AP as a spotty teenager wasn’t the best. The poor thing had already gone through a few too many owners who had the mechanical nous of a dropped kebab.

My last ride consisted of a broken clutch cable, the piston ‘nipping up’, and the front mudguard stay coming loose and pinging itself into the spokes at 35mph.

If mine was half as well set up and looked after as this beauty, it might have been a different story, and probably wouldn’t have been sold for £50.

While the Fizzy clearly had the edge in the street-cred stakes, the AP was more of a quality (and expensive) build, immediately obvious from the posh cast aluminium top yoke, versus a stamped steel version on the FS1-E. It was also faster, both on the road and, thanks to the two-stroke auto-lube system, at fuel stops, too.

The kids back then didn’t really care about all that though. Neither did the young ladies who came out of the Wimpy during this test with an unprompted ‘The purple one’, followed by a ‘thumbs up!’.

Thanks to a sweet-sounding (not too loud, not too quiet) expansion chamber and crisp throttle response, the AP, although losing a little on style points, is a clear winner from point A to point B, and being faster is cooler: obviously.

YAMAHA FS1-E

Few machines have had such an impact on a generation of fledgling motorcyclists as the humble, yet mighty, Yamaha FS1-E.

F

or many the moped was as big a part of the 1970s as flares, glam rock, daft hair, power cuts and Pan’s People. The moped gave a whole generation of kids a new-found freedom; a way of not only getting from A to B, but a means of expression and access to a whole, new social life. Many of us would never forget our first moped and the king of them all was the Yamaha FS1-E. Today the Fizzy is more than just a mini-motorcycle, it’s become a symbol of a carefree, more funloving time.

So what was the Fizzy’s secret? Its beauty was probably its simplicity: a humble pressed-steel frame, a basic 49cc disc-valve motor producing just under 5bhp at 7000rpm. The bike’s 17in wheels gave it an assured ride and the motor was pokey enough for a 16-year-old. Okay, so eventually another bit of legislation saw the sports moped’s wings clipped. From August 1, 1977, any moped sold was restricted to 30mph (give or take 5mph), which led to many canny dealers pre-registering the older, derestricted models before the August deadline.

FROM THE ARCHIVE

30 VJMC

Well who would have thought it? The Vintage Japanese Motorcycle Club (VJMC) is celebrating its 40th anniversary in 2022.

Words: Steve Cooper Images: Mortons Archive, VJMC When founded back in 1982 by Mike Ridley the nascent club was almost a spin-off of the American VJMC found some five years previously.

Membership was initially in the tens then moved into the hundreds before finally passing the one thousand mark a few years later. Today VJMC UK has in excess of 5,700 members and continues to grow as lads and lasses of the 60s, 70s and 80s relive their youth.

Truth be told the VJMC recognises any Japanese motorcycle over 15 years old, which has always widened its appeal. With every model of machine effectively designed and constructed with supposed ‘built-in obsolescence’ it’s always been our aim to ensure as many are not only rescued and preserved, but also actively used.

The early days of the VJMC in Britain saw a dedicated hard core of enthusiasts beavering away, pooling knowledge, expertise, experience and know-how. The importers and manufacturers had little, if any, interest in their old machines and even sourcing spares often proved challenging. Those Bridgestones, Hondas, Kawasakis, Suzukis and Yamahas that arrived here in the early 1960s were often imported by enterprising individual dealers rather than corporate entities, which led to many machines being laid up for want of basic service items. As the situation improved, appointed dealers would hold regional stock, acting as ‘official agents’, as the importer/concessionaire structure was gradually finalised. Knowing where to get a disc valve for a

Kawasaki Avenger or a set of points for a Yamaha YDS3 was, back then, of immense value.

As the market for Japanese bikes grew at the back end of the 1960s, then literally took off in the 1970s, there was a never-ending trend for year-on-year revisions and updates, leaving many dealers struggling to keep up. By the 1980s things had steadied a bit but few motorcycle enthusiasts saw any worth or value in what were, arguably, anachronistic old two-wheelers. Unless, of course, you’d grown up with them, in which case you were probably already obsessed but didn’t know where to get support.

The club has prided itself on supporting its members whether it’s parts availability, machine set up, common problems or full-on restorations, and that continues today. The VJMC has some 40 local sections around the UK where members regularly meet up to help each other, chew the fat and go on ride-outs etc. For those who don’t partake of local happenings, the club has a raft of model/make/marque experts who are happy to advise and help with even the most obscure of enquiries. There are currently some 30 volunteers who can lend a hand with anything from Hondas to Hodakas and beyond.

Of course, running old vehicles of any type will regularly throw up issues that will need specialist input that’s not automatically out there in the public domain. We have dedicated members who restore period shock absorbers, offer replica rubber parts, supply long-deleted crucial plastic panels, repair locks, supply

reproduction handle bar grips, and much, much, more. With a little dedication it’s fair to say that, with a modicum of patience, pretty much any Japanese motorcycle can be put back on the road where it belongs.

The VJMC’s rolling 15-year cut-off may have raised more than a few eyebrows within the classic scene but this open-minded approach has been roundly supported by the club’s insurance partners.

These companies are, with one or two exceptions, happy to insure any Japanese machine 15 years or older. Better still, multi-bike policies are very much the norm and cater amazingly well for the members who are often serial motorcycle collectors.

VJMC 31

The same 15-year cut-off also ensures there’s an ever-abundant variety of machines to display at the numerous events the VJMC attends. The premier event is always the October Stafford Classic Motorcycle Show and it has remained one of the primary ‘shop windows’ for the club for many years.

This event offers the opportunity to see early 1960s Japanese machines with their strange and sometimes gawky styling sharing floor space with the super-sleek superbikes of the 2000s. Some might argue that the restored Oriental machinery on display is presented in a format that is arguably better than original.

However, as any ardent vehicle restorer will know, it’s almost impossible getting artisan painters, platers and chromers to refinish parts to the parlous levels of the period!

It would be easy to suggest that many of the machines within the club fall into the ‘hidden, not ridden’ category, but the vast majority of the members are active users and probably have a couple of showquality machines, as well as regular and/or daily riders.

There’s a growing trend amongst the club’s serial restorers that sees older restorations being used more frequently before they are once again stripped and refurbished again, having been ridden for decades following their initial rebirth back in the 1980s. Conversely, there’s also a raft of unrestored machinery within the ranks of the club where many appreciate an authentic machine that proudly displays its patina. As the saying goes … ‘These machines are only original the once.’

As might be expected, Hondas remain the most prevalent marque within the club and quite possibly because ‘The Big Aitch’ was the first Japanese manufacturer to really get a fully functional distribution network up and running. Yamahas probably come in second, followed closely by Suzuki and Kawasaki. The Bridgestone marque was never especially well established or supported here in the UK. And yet, some 50 years after the firm stopped making motorcycles, there’s probably as many, if not more, ‘imported’ Bridgestones from America as there are genuine British examples. Adding to the variety, the VJMC has a few fans of the much rarer Hodaka marque which was never officially sold in the UK. Essentially a cooperative arrangement between an American importer and a small

Japanese factory, Hodakas focused on sub-250cc two-stroke singles marketed with some truly amazing model names. Combat Wombat, Road Toad and Dirt Squirt are just a few of the names chosen to get potential buyers’ attention back in the day.

As general interest in older Japanese motorcycles continues to gain momentum, so the demand for them increases – along with prices, unfortunately. What was once a £300 wrecker is now often a £1200 restoration project.

As these bikes are rescued from oblivion there’s a requirement to get them registered for the road and the VJMC has become one of the primary ‘go-to’ organisations for Japanese two-wheelers.

We are officially recognised by the DVLA and, perhaps a little perplexingly, are sometimes recommended by the Swansea organisation to individuals who have had their original manufacturer’s dating letters previously refused!

The club is active both on the road and on the race track, and actively supports the CRMC (Classic Racing Motorcycle Club), attending races and track days around the country.

Such is the interest that, prior to the pandemic, we were working with specialist organisations to establish more track-based events at key circuits. Judging by the popularity of the Castle Coombe event in 2019, it was a definite goer and hopefully we will have more track days and events planned for the 2022 season.

A primary point of contact has always been the club’s bi-monthly

magazine known as Tansha. Why is it called that? It’s Japanese for bike – pure and simple. This publication carries everything the club’s members get up to: riding, touring, restoration, repairs, technical upgrades, engine rebuilds, model histories, events and much more. It also features reports from local sections which are a key focal point for many. Written entirely

by club members, it’s a perfect shop window for what the VJMC does best – ‘On the Road and In the Shed’.

From a stapled 16 pages newsletter produced in someone’s front room and hand-stuffed into stamped envelopes by volunteers, Tansha has now grown to become a 112-page, perfect-bound, commercially printed publication which is distributed

as far afield as Australia and America!

With the majority of members sitting within the 50-plus years age group the future looks healthy as people look to relive their two-wheeled youth.

If you have an interest in old Japanese motorcycles you’ll find us at www.vjmc.com and watch out for 40th anniversary plans in the press and online.

32 KNOWLEDGE

AN INTROD

UCTION

Cost-effective Classics WORDS: Steve Cooper

There is no escaping the fact that the demographic of motorcycling is getting older. Some of this is due in no small part to the reborns, the returnees, and those rose-tinted visor riders.

Over the last two decades a lot of former riders have come back to the fold, which has skewed the age range somewhat. Most have fallen for the unquestionable charms of modern machines and so they should – it’s genuinely quite difficult to buy a ‘bad’ new bike these days. And yet amongst these prodigal sons and daughters there’re a fair few who simply want to relive their youth alongside the bikes they rode as lads and lasses. Fortunately, there’s always been a rather healthy interest in older motorcycles in the UK and numerous clubs and organisations have

been championing the cause for several decades. The people who have been immersed in the classic motorcycle world are either generally very knowledgeable (or sad depending upon your perspective), but regardless of how you perceived them they know their stuff – guaranteed.

For anyone wanting to get on board a classic two-wheeler there’s a frankly bewildering number of options. Over the ensuing months we’ll be looking at a potential Cost-effective Classic discussing options and choices, pros and cons, costs and the like.

However, before we get too enmeshed in particular models perhaps it would make sense to lay down some ground rules, home truths and lob in the occasional reality check from the sidelines? Some of the following might seem obvious, but not necessarily to everyone.

KNOWLEDGE 33 Things to know before parting with your money Visual appearance

Shiny doesn’t necessarily mean fit for purpose; be wary of old bikes that are very obviously blinged up. Most dealers and private sellers are honest folk but there’re always the rogues out there. It’s cheap enough to chrome an exhaust and paint some panels, so always look beyond the obvious.

Signs of use

In general terms a bike that’s been ridden and used is likely to be a better entry into the world of classics than a box-fresh restoration. There’s generally still a fair amount of work to do post restoration.

And you really don’t want your first experience of an old bike to be sorting out someone else’s problems. A slightly scruffy runner is generally a better starting point than a sterile museum piece.

Myth Busting Old bikes are old

Yes, that might seem selfevident but you’d be surprised just how many who sample a classic and then come away shaking their heads in disbelief.

Everything about an older bike will feel variously drawnout, less honed, sloppier and, potentially, downright dangerous, but fear not. This, in the classic world, is covered by the catchall description ‘character’. If your benchmark for handling suspension and braking is absolutely anything from the last 20 years then you are going to feel at least worried by how a 30 or 40-year-old bike behaves.

Then again, go back 50 or 60 years to the 60s and 70s after riding even something like a Yamaha MT-07 or similar and you’ll be positively terrified. Bikes have, and will always improve incrementally as they develop so dropping back several decades is going to be a culture shock.

This is again ‘character’, but once you get past the confusion/ uncertainty and readjust you’ll hopefully find that old bikes start to make sense.

Old bikes are slow

Again, yes they are, but only in comparison to modern stuff. If you’d ridden a 60s Japanese stroker and then jumped on to, say, an 80s two-stroke with ECUs, exhaust power valves, fairings and the like, you would have probably needed counselling! Very few, if any, classic motorcycle fans ride to go especially fast.

Just like most were told as learners you always ride within your own limitations; when it comes to classic bikes you’ll need to expand that approach by riding within the machine’s limitations.

Old bikes are unreliable

A potentially valid point if you’ve tried the older stuff and had a bad experience but it’s actually not the norm. Most older bikes that come from loving, previous owners are genuinely often going to be better cared for than many 15-year-old machines. Classic enthusiasts tend to look after their bikes and

A bike in boxes

A sure way to put you off classics if ever there was one. Even if it looks to be all there, the chances are key components won’t be. And if the seller tells you it will be a simple, straightforward and easy job, ponder on this. Why hasn’t the seller built the bike up if it’s apparently so easy to do? After all, who gives away free money or profit on a sale?

Second opinions

Getting a sanity check by someone that knows old bikes is a winner every single time. Even if you’re good with modern machinery it still pays to take someone ‘in the know’ along with you. Most of us can spot a damaged wheel or an engine with serious damage, but only those into classics will be able to tell you that Suzuki speedo won’t work on the Honda you’re looking at. take a real pride in them. Once the bug bites you’re likely to find yourself actually enjoying classic bike maintenance and it’s really not a chore once you begin to understand what’s needed.

I’ll need at least a 750

You might very well say that before you get involved but you are also quite likely to be disappointed. The enjoyment of older machines does genuinely take some recalibration of the old grey matter and possibly a little subjugation of ego as well.

In the UK especially there’s been a long-held belief that ‘bigger is better’, which was exemplified by the 1990s rush for large-capacity race replicas, swiftly followed by the noughties obsession with adventure tourers. The classic world, however, marches to the beat of a different drum where lower speeds and reduced engine capacities are often favoured over brute power and physical appearance.

I’m already a competent mechanic

If you’re good with the tools then perhaps a non-runner, a project or even a bike in bits is a viable option. Buy the best you can find and afford, ensuring all the panels, seat, light units, guards and controls are there. It’s so much easier to repair something that’s in your hands rather than looking for the missing bits! Simply put… buy the best you can afford.

Where do I go for help

There’re numerous classic bike clubs around; some cover multiple makes while others are for one model or type. Do your homework before looking at potential purchases and gather some background knowledge.

Many clubs run forums and these can be excellent places to get the inside line on particular models of classic.

Purchasing options

Quite possibly the most expensive way to acquire a classic is from a specialist dealer but you should, at least, be able to hear and see the bike running; you’ll also have some legal redress if the bike has issues. Joining a club and purchasing from a club member generally confers some degree of reassurance; club members tend to look after their own, etc. With ‘small ads’ you pay your money and you take your chances.

Staying legal and not getting conned All bikes used on the road need insurance but your current provider may not offer discounts on classics or even want to cover them. Look online or in the bike press for companies that specialise in classic motorcycle insurance – and, please, shop around!

Bikes over 40 years of age generally don’t require an MOT or road tax, but neither is automatic until the bike in question is formally recognised as an historic vehicle by the DVLA. If the tax class in the V5c isn’t marked as ‘historic’ you’ll need to apply to the people in Swansea.

Classics under 40 years of age will require an annual MOT test but it really pays dividends to find out which local test stations have an understanding of older bikes.

Many are ‘classic friendly’ but a few will try to apply 21st century Ts & Cs to 20th century bikes so these are best avoided.

If a classic bike seller doesn’t have the V5C (aka log book) just walk away. If they tell you it’s a simple task to apply for it from the DVLA then ask yourself this…’If it’s so simple why haven’t they done it?’ If there’s a supposedly justified reason for the V5C’s absence then let someone else sort it

out. On the subject of V5C documentation, you are well within your rights to check that the frame and chassis number match the official records. If they don’t then alarm bells should be ringing.

Many classics are imports from overseas and there’s really no need to worry about this. In many cases bikes from overseas are likely to be in better condition than period UK bikes that have seen road salt and harsh winters. That said, if the bike doesn’t have UK papers then it must have been logged on the NOVA system with HMRC; this means the importer has paid any taxes, duties and fees. You really do not want to be saddling yourself here with someone else’s problems that involve the tax man so find another classic to buy.

And if that sounds like an awful lot to take on board then don’t panic. Take time out to decide what you want/need, look at the classic bike press, surf the net, join clubs and/or forums, or even just go to a local classic bike meet – you’ll soon begin to get a feel for it. Perhaps the best thing about the classic bike scene is that it’s an inclusive one. Just looking at someone’s older motorcycle will generally spark a conversation and from there you’ll soon find your way around.

34 WATT BIKE

Welcome to Watt Bike. It’s a standalone section that’s dedicated to all things electric. We’ll be bringing you news, products, guidance, tips, tricks and, most importantly, reviews of the latest and greatest electric bikes, scooters and pedelecs to come to market every single month.

THE KEY FACTS

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

HOW TO CHARGE

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

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

WATT BIKE NEWS 35

NIU reveals its FIRST electric bike The Chinese factory presented a number of new models at the EICMA in Milan, including an electric motorcycle called the RQi.

NIU’s been very busy and the fruits of its labour are an impressive six new models for 2022: the RQi electric motorbike, the MQi GT Evo and NQI GTS electric scooters, the KQi2 kick electric scooter, and the BQi e-bike. Two of the three scooters (MQi GT Evo and NQI GTS) will be launched in March, while the electric motorbike and e-bike will follow in the middle of the year.

The big news is the reveal of the RQi electric motorbike. We’d seen a preview of it at the CES back in 2020, but now we’ve got all the information about the growing brand’s latest electric commuter.

It gets a 5kW motor and two removable 36Ah (72-volt) batteries, and NIU claims it’ll have a top speed of 68mph and be able to charge from flat in just under four hours. It has front and rear cameras and a new ‘Launch Mode’ which helps offer a short boost to the battery.

Like the rest of the range, it’ll also be equipped with a prepaid SIM card from Vodafone that allows 24/7 connection to the NIU smartphone app. It’s a clever bit of kit which offers riders real-time information

about their ride, including GPS, anti-theft and remote tracking, and it’ll even allow you to update the bike with the latest software wirelessly. Expect it to cost just shy of £6000 when it makes it over to the UK in the coming months.

That’s not all. NIU’s also revealed a concept version of a hybrid motorbike which is called the YQi. It combines a liquid-cooled 150cc petrol engine with a centrallylocated 2400W electric motor. It’s said that the bike offers “‘top speeds and acceleration times otherwise only found on motorbikes over 250 cc’. Pretty cool. We’ll have to wait for it though, with the release of the YQi expected for the first half of 2023.

It’s clear that NIU is a serious contender in the growing electric market, with its rich range of models that are perfect for commuters and city slickers alike. We’ve spent time on a range of its scooters over the last few years and have been continually impressed with the level of finish, ample performance and value for money. The news that there’re some bikes on the way is very welcome indeed.

Electric Kawasakis? There’re THREE coming in 2022 The Japanese factory has confirmed it’s going to be revealing three electric motorcycles in the next year.

The electric motorcycle and scooter market is growing and growing, but aside from Harley-Davidson’s LiveWire (and Ducati’s MotoE machine) we’re yet to see any big electric bikes from any of the bigname manufacturers. That’s about to change, with Kawasaki announcing its bold plans to release three electric bikes in 2022 (and there was even news about several hybrid models that are in the works).

The announcement was made by the president of Kawasaki Motors, Hiroshi Ito, at the EICMA show in Milan a few weeks ago, following the presentation of the new Versys 650, Ninja H2 SX SE and the special edition KLX 230.

Of course, we’ve known for a while that Kawasaki’s been working away on an electric bike or two. A couple of years ago it showed the world its EV Endeavor concept, which was the product of 10 years of development.

Although it later confirmed the bike wouldn’t be going into production, there’s little doubt it’s going to take full advantage of all the hard work that went into its development.

At this stage that’s about all we know.

There’s been no specific information about what we’ve got to look forward

RED: Vespa’s updated Elettrica

Vespa has given its Elettrica electric scooter a refresh, kitting it out with some new bodywork and a new red colour scheme.

The scooter’s the result of a partnership between the Piaggio Group and (RED), the non-profit organisation which was founded by Bono and Bobby Shriver in 2006 to fight the AIDS pandemic.

The Vespa Elettrica is available in two versions. The first one is a cityfriendly variant with a top speed of 28mph, while the second variant can hit speeds of up to 43mph.

NAWA’s batterypowered concept bike

NAWA has just revealed that its latest project is an all-electric, hybrid battery concept bike.

It combines nano-based ultracapacitors with conventional lithiumion cells to create a hybrid battery system, which allows the bike to store energy in start-stop riding conditions (and return a claimed 300 miles from a single charge).

It’s an interesting idea and if it comes to fruition, could be the solution to the limited range offered by the current crop of electric motorcycles and scooters.

Battery swapping

to… but with Ito confirming Kawasaki’s commitment to an electric future and confirmation that the bikes will be shown next year, we’re not going to have to wait long for the teasers to start.

That’s not all. Hiroshi Ito also confirmed that Kawasaki will be continuing to work on developing

hybrid motorcycles, with a focus on hydrogen. He said: “The Kawasaki Group as a whole is assuming a key role in this area, committing to lead the production, transportation, storage and use of hydrogen.”

The news of Kawasaki’s ‘green’ future shouldn’t come as too much of a surprise. A couple of months

ago the factory announced its plans to gradually move away from petrol power, with plans to present a total of 10 electric or hybrid motorcycles by 2025. It’s a bold claim and there’s surely a lot of work still to do over the next four years, but we wouldn’t bet against Kawasaki coming up with the goods.

Kymco has just revealed its range of iOnex electric scooters, including the Agility Carry EV, iOne, iOneX, Super 6, Super 7 and Super 9.

Offering a range of sizes and different levels of performance, there’s one thing that links them all together: a removable lithium battery which can be recharged at home or at a selection of dedicated charging stations (which are already in place in various cities around the world).

It’s a very clever idea (and a selection of the bigger name manufacturers are working on their own versions behind the scenes), but at this stage there’s been no official news about the rollout of a charging network in the UK.

36 FIRST RIDE: ZERO S

LEAN AND

MEAN (AND GREEN)

No longer a novelty for technology-obsessed bikers with a penchant for the unusual, electric motorcycles are here to stay. With the introduction of Harley-Davidson’s LiveWire and the news that some of the biggest names in the game are joining forces to start doing some serious thinking about the future of motorcycling, things are really starting to hot up in the electric motorcycle market. Not that Zero has much to worry about just yet. It’s been around since 2006 and has cemented itself as the brand to beat when it comes to electric motorcycling, setting benchmarks for performance and range with each new model. But there’s one bike that continues to be the biggest success for the Californian factory: the S. WORDS: Ross Mowbray PHOTOGRAPHY: Paul Bryant Since its inception back in 2006, Zero has made a name for itself with its eclectic mix of electric bikes which combine minimalist design with ‘proper’ petrol-bike comparable specification.

There’s a whole host of models to choose from, including the high-spec SR models, the lightweight, off-road FX, supermoto-style FXE and trailie-inspired DSs, alongside the bike we’ve been testing here, the mid-range S. Zero’s S is the streetfighter model in its range, a naked sportbike bike that’s been stripped back to the bare essentials. The overall look is clean and stylish, if not a little sparse, and at first glance the basic aluminium twin spar frame, rear monoshock, inverted forks and single disc brakes might make you question its twelve-and-a-half grand price tag. But it’s not quite that simple. If it was kitted out with the latest and greatest parts, it’d be considerably more expensive – but and that’s not what Zero’s going for.

With an 807mm seat height, the S is deceptively dinky when you get up close. Thankfully, there’re some low-set footpegs and wide-ish bars helping to offer plenty of room for my 6ft 1in frame… but I’m not so sure that someone a little bit taller would be quite so content. The riding position’s upright, with just enough forward lean to make it feel like you’re on something sporty. There’s no fairing and no screen, so don’t expect any kind of protection from the elements, but being honest you’re rarely going to have an issue unless you’re planning on covering some miles on dual-carriageways and motorways. You’d be much better off using the S in it’s natural habitats, e.g. in town and on some twisty roads (and then you’ll be less likely to run the battery flat, too).

The S is powered by Zero’s air-cooled Z-Force 75-5 electric motor which kicks out 59bhp, 80lb-ft of torque

and has a top speed of 86mph. It’s a direct belt drive job and there’re no gears to mess around with, which means it really couldn’t be easier to ride. It’s perfect for learners. And strangely enough, despite its punchy power output, it can actually be ridden on an A1 licence because of strange quirk in the way power is measured for electric vehicles (thankfully, it’s fairly unlikely you’ll find too many 17-year-olds with a spare 12 grand).

In the full power Sport mode it feels rapid off the line, probably because all that torque is available at once and there’s no need to waste time shifting through the gears. In reality, it delivers smooth, linear power all the way up to its restricted top speed. I did have a couple of sketchy moments when winding open the throttle on the exit of particularly wet corners, losing a little bit of traction at the rear wheel, but thankfully the tyres soon found grip and I was on my way safely. There is an Eco mode if you fancy cooling things down a little, but with a 30mph restriction, it’s only use is for when you’re pottering through town (or crawling back home because you’ve been a little over-zealous with the throttle). There’s a Custom mode too, which can be customised using the Zero Motorcycles smartphone app, and allows you to adjust the power delivery curve, monitor drivetrain parameters and dial-in max torque and regenerative braking levels. Clever stuff, right?

The bike’s battery is a 12.6kWh lithium-ion number which helps to offer a maximum of 150 miles from a single charge if you’re riding around town. That drops down to between 90 and 100 miles if you do a mix of town and country riding, and down again to between 70 to 75 miles if you’re exclusively bombing around at higher speeds. If you were really pushing on with the throttle pinned at every opportunity, I think you’d

FIRST RIDE: ZERO S 37

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38 FIRST RIDE: ZERO S

probably be more likely to manage about 60 miles from a single charge. That’s still respectable enough, particularly when you consider how easy it is to recharge.

Just plug one end of the three-pin lead into the side of the bike and the other into a regular household socket. Admittedly, it’s pretty steady to top up thanks to the small (in size and capacity) 1.3kW onboard charger, so you’ll need a full ten-and-a-half hours spare to get it back to 100 per cent.

There are a couple of aftermarket options to help speed things up, but you’ll have to fork out even more cash for the privilege (a whopping £2300 to be precise).

The good news is that Zero offers a five-year, unlimited-mile warranty on the battery pack (and it reckons you’ll be able to cover 100,000 miles – or over 240,000 miles in town – before the capacity drops to 80 per cent). In short, it’s designed to last the life of the bike.

Stopping is looked after by a single 320mm disc up front which is grabbed by a J.Juan sliding two-piston calliper and a single 240mm disc is grabbed by a J.Juan single-piston calliper at the rear. It’s a bomb basic set up (even with the braided

lines and ABS), but there’s plenty of bite to pull you up in a hurry, even from speed.

Suspension comes in the form of a set of fully-adjustable 41mm Showa inverted forks up front and a fully-adjustable Showa monoshock at the rear. While the adjustment is a nice touch it seems largely unnecessary, and I can’t help but feel that the money might have been better spent in other areas. That said, it’s a nice set up, offering excellent performance without compromising comfort. The bike I rode was stiffly sprung, which I found played to the S’s advantage, allowing me to make the most of the nimble handling and press hard on some of the seriously twisty roads that lead to Market Harborough.

In summary, the Zero S is a relaxed roadster which is easy to ride and costs pennies to run. It might not be the biggest or the best electric bike available on the market, but it doesn’t have to be. With a range and recharge time that’s best suited to the daily commute (or for quick blasts), Zero knows full well that this bike isn’t going to appeal to many of you, but if you rarely do more than 70 miles in a single sitting and can park a bike next to a plug

“It’s a direct belt drive job and there’re no gears to mess around with, which means it really couldn’t be easier to ride. It’s perfect for learners.”

TECH SPEC ZERO S

Price: £12690 (with government grant) Engine: Air-cooled electric motor Battery: Z-Force® Li-ion intelligent integrated 14.4 kWh Peak torque: 80ft-lb (109Nm) Peak power: 59hp (44kW) @ 5.800rpm Frame: Aluminium twin-spar Suspension: (F) 41mm usd forks, adjustable preload, rebound and compression (R) monoshock, adjustable preload, rebound and compression Brakes: (F) 320mm disc with two-piston calliper. ABS (R) 240mm disc with singlepiston calliper. ABS Tyres: (F) 110/70-17 (R) 140/70-17 Seat height: 807mm Weight: 190kg Warranty: Two years

socket to charge overnight, then you’d be foolish not to consider going for the S. Running costs are low (a couple of quid to charge it from flat), servicing costs are minimal (the belt’s expected to last 24,000 miles), and you get five years’ warranty on the battery. Sound good, don’t you think?

It’s just a shame Zero’s not throwing in the faster charging kit for free.

39

40 FIRST RIDE: SYM JET X 125cc

T I G N I P E KE E L P M Y S ctory Taiwanese fae? g in w ro g rom the eve in the gam ter scooter fre of the biggest names u m m o c t s Is the late challenger for som apman PHY: Gary Ch PHOTOGRA ay a serious br ow M : Ross WORDS

FIRST RIDE: SYM JET X 125cc 41

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T

he eagle-eyed among you will have probably seen a SYM scooter or two bombing around your town centre.

You might have even owned one. But what do you actually know about the Taiwanese brand? Well, SYM’s been building stuff with two wheels for over 65 years.

Founded in Taipei way back in 1954, Sanyang Motor Co. made a name for itself before joining forces with Honda in 1962 and began to assemble the Japanese factory’s bikes for its home market.

Over the years it’s gone from strength to strength and annually it produces a total of 600,000 bikes and scooters (with a massive 16 million units produced since its inception), but it wasn’t until more recently, in 2005, that SYM first made its way over to Europe. Since then the Asian firm has built up a solid reputation among discerning commuters with an eye for a bargain.

That’s why we decided to get our hands on the latest version of one of SYM’s best-selling scoots: the Jet X 125. Brand new for 2021, the flagship commuter scooter from the Taiwanese firm is the latest update of the much-loved Jet 125 which was first released a whole decade ago (and has enjoyed plenty of success in the UK and beyond ever since).

The Jet X is a decent-looking thing, with more than a shade of Honda’s Forza about it. And considering the Forza’s just about the cream of the crop when it comes to ‘premium’ commuter scooters, that’s quite the compliment for the SYM (particularly because it’s significantly cheaper, too). There’s a good level equipment as standard including LED lighting all round (LED headlight, LED position light, LED tail light, and LED indicators); an auto dimming LCD dash (which shows speed, revs, fuel, mileage, battery voltage and the time in a clear and easy-to-read way); a keyless ignition system (which is actually remarkably similar to the Forza’s); a built-in alarm system; both a side and centre-stand; a glovebox with a USB charger; and ample space for a full-face lid under the seat. Not bad, right?

The Jet X is powered by a water-cooled four-stroke single cylinder 125cc engine which kicks out 13bhp at 8000rpm and 11Nm of torque at 6000rpm. With an automatic CVT gearbox and a belt final drive, it’s a smooth but punchy little number that has enough lowdown oomph to get the jump on any four-wheeled traffic off the line, while offering plenty of power to make swift progress in and around town.

It’s a bit less comfortable when things open up and you’ll have to work it very, very hard to see 60mph on the clocks and keep up with faster

moving traffic on bigger roads. It’s swift enough up to around 45mph, but after that you’ll be fighting to maintain momentum and not lose any of those hard-earned miles per hour (which is surprisingly rewarding in its own unique way).

That said, while it’s not exactly designed to be covering big miles on fast roads and is much happier being confined to clogged-up city streets, if you can find a quiet enough stretch of tarmac with some tasty twisties, you’ll probably be surprised with just how well this scooter handles.

SYM claims you’ll be able to get 90mpg from the Jet X, which is fairly respectable and means you’ll be able to get around 150 miles from the 7.5-litre fuel tank before you need to take a trip to the petrol station.

It's light, agile and assured in the bends and is perfectly happy being

hustled while making full use of the 14inch wheels which are shod with a CST 100/90 tyre at the front and a 110/80 at the rear. In town it’s even more manoeuvrable, with even the tightest of turns proving no problem at all. The brakes help.

The 260mm disc gripped by a 2-piston calliper at the front and 220mm disc gripped by a 1-piston calliper at the rear offer plenty of feel at slower speeds, and when the pace picks back up again they’ll have no problem hauling you to a stop providing you give them a (very) firm squeeze.

There’s ABS fitted as standard, but I felt no interference or activation, even when braking hard in the wet, which is surely a testament to the assured nature of the scoot.

The suspension’s decent, too. It’s a simple set up in the form of some standard USD forks upfront and some twin shocks at the rear (with pre-load

42 FIRST RIDE: SYM JET X 125cc

“The flagship commuter scooter from the Taiwanese firm is the latest update of the much-loved Jet 125 which was first released a whole decade ago.” adjustment, should you be carrying a load of luggage or a pillion). They offer nice balance between comfort and performance.

Don’t get me wrong, it’s no sportbike… it’s soft and there’s a bit of bouncing about if you hit any lumps and bumps at speed, but for the most part, it proved itself stable enough to whip around with no worries.

The soft suspension actually helps to make the scooter a very comfortable place to be. The upright riding position is relaxed and user-friendly with the well-padded seat gently tapering down towards the front end to achieve a shorter-rider friendly 770mm seat height. Equally, I’m 6ft and a bit and although it wasn’t exactly the roomiest of rides, I found plenty of space to get my lanky limbs in position behind the front fairing.

If it’s not already abundantly clear, I’m pretty impressed with the Jet X. I spent close to a month in its company and found it well-mannered, nicely put together, easy-to-ride and surprisingly comfortable.

Admittedly, it’s up against some stiff competition in the ever-crowded commuter scooter market. There’s swathes of less expensive and less sophisticated options out there if you’re looking to pinch pennies, and if you’re more concerned with quality then the big boys have all got their own premium offerings that do everything the X does (and maybe even a bit more)… but they’re all more expensive.

I reckon SYM’s Jet X offers a pretty perfect middle-ground between the two. Go and try one, I don’t think you’ll be disappointed.

TECH SPEC SYM JET X 125cc

Price: £3299 + OTR Engine: 125cc water-cooled four-stroke single cylinder Power: 13bhp @ 8000rpm Torque: 11Nm @ 6000rpm Suspension: (F) USD forks (R) Twin shocks Brakes: (F) 260mm disc brake (R) 220mm disc brake Wheels/Tyres: (F) 14-inch/100/90/14 (R) 14inch/110/80/14 Fuel tank: 7.5 litres Seat height: 770mm

43

44 TIPS AND TRICKS

Service your brakes

Brakes are a particularly important component on every bike so it makes sense to sort them out. In the first of our step-by-step tutorials, we take a look at the best ways of stripping, cleaning and bleeding your brakes. So grab a brew, pick a comfy seat and soak in this essential wisdom…

WORDS: Bruce Wilson PHOTOGRAPHY: Gary Chapman

Tooling up

Before you start servicing your brakes you should kick things off by trying to identify any problems, so get your bike on a paddock stand and give the wheel a good spin, making sure there’s nothing untoward or any horrible noises. Ideally the wheel should spin relatively freely and be accompanied by a consistent noise as the pads brush lightly on the discs.

Having done this, it pays to look your bike’s braking system over and identify what tools you’ll need for the removal of the callipers and other parts so you’re ready to get cracking with the service.

Calliper removal

Most bikes’ brakes are different but your practice for servicing them is best started by cracking off any pad holding pins, assuming they’re not the ‘R-clip’ type. This will make life easier once you’ve unbolted the calliper, as stiff pins can prove a nightmare to uncrack on a loose calliper. At this point you can go the whole hog and remove the pad pins fully, along with the pads and any spring plates while the calliper is still bolted to the fork

leg. Alternatively, unbolt the calliper and remove the above items. As tempting as it is, once the calliper’s removed, don’t leave it to swing on the brake line as this might cause damage to the line or your bike; use a bungie to hang it to the bike when it’s not in your hand.

Get scrubbing

Depending on how long it’s been since they were last serviced, chances are the callipers and their components will be in need of a good clean. There are lots of brake cleaning products on the market, so you shouldn’t struggle there. The same goes for the good old toothbrush, which is the perfect tool for scrubbing off dirt and grime. Never, ever, use anything like a wire brush, as you’ll risk the performance of the dust seals.

Spray generous amounts of cleaner, use lots of elbow grease and have a clean cloth to hand to wipe away the dirt you’re scrubbing off. Principally, it’s the internals of the calliper that you should be most concerned about gleaming up, especially the pistons, but there’s no harm in tidying the outside while you’re at it.

As used by your dentist...

Pumping pistons

You can buy a pair of piston pliers online. They allow you to turn the pistons in the callipers without harming them, so you can access their hidden side. It’s important to give the pistons a good clean, so I’d recommend you get a pair. Using normal pliers or anything else will compromise the outer surface finish of the pistons, so don’t even think about it. There are two seals per piston in a typical calliper; a dust seal (nearest the surface), and an oil seal behind it. Both need to be in top condition to create a thorough seal against the piston, so don’t risk compromising them.

Unleash your inner scrubber.

TIPS AND TRICKS 45

OUT NOW

Take a picture of your callipers to remember where bolts came from.

You’ll want to clean as much of the pistons as possible, but if you try to pump them out you’ll risk the pistons popping out. It’s best to get a piece of soft wood slightly thinner than the thickness of the pads so you can squeeze the brake lever and pump the pistons out a bit further.

Take your time and look to see which pistons move freest and which are most stuck; the hope is that all pistons operate equally. With the pistons further exposed, give them a bit more of a clean and inspect the state of the dust seals. If they’re furry or look like they are bulging out from their recess, you’ve got a problem as it suggests there is corrosion behind the seal that will need cleaning out. To do so you’ll need to drain out all of the fluid in the system so you can remove the piston and extract the corrosion from the recess. You’ll also need to fit a new seal.

If you like your bikes fast and your knee sliders mullered, you’ll probably want to get your hands on a copy of Fast Bikes. Each month we go farther, faster and fuller with our in-depth, honest and insightful new and used bike tests. As well as regular trackday advice, tested kit and all the latest goss from the world of two wheels, you can also expect to find monthly buyers’ guides, new product overviews and money-can’t-buy interviews from some of the greatest names in motorcycle racing.

Whether you’re a naked bike lover, a pure-sports addict or someone that simply wants to discover great rides at home or away, we’ve got you covered… fast! So head to your local news outlet today, or www.fastbikesmag.com to check out what offers we’ve got in store for you.

Piston pliers allow you to turn and remove pistons without damaging their external surface.

Top Tip Because brake fluid is hygroscopic and draws in water, it’s good practice to squeeze as much air as possible out of a brake fluid bottle once you’ve finished topping up your bike’s reservoir. This will limit the amount of air coming into contact with your fluid and will help maintain its purity. Make sure there are no leaks, that the wheel spins freely and that the lever feels firm.

Greasing up

Assuming the seals are okay, now’s your chance to give the dust seals a bit of a lube so the pistons can move freely. Make sure you use a rubberfriendly grease, such as Silkolene’s Red Rubber Grease (never use copper slip). The aim is to try and work the grease into the dust seal, so get your fingers stuck in and manipulate the matter as much as possible into the area. It’s not an easy job, but the gains are well worth the effort. The next part of the process is to push all the pistons back into the calliper so the grease is carried with them. You might be able to use your fingers to do this, but there are specific tools on the market that push all pistons back in sync and save you the hard work. If you are pushing them back in manually, be mindful that as one piston goes in, another might be forced out; don’t let that happen. Lastly, you’ll want to wipe away any excess grease from the moving of the pistons. If you’ve got lube all over the calliper, it’s a good idea to wash the item again with brake cleaner for good measure.

Pads and pins

With the calliper cleaned and the seals lubed, your attention then turns to the pads, pins and plates you removed from it. The pins need to be super-smooth so the pads can slide effortlessly on them, so they need to be debris free. Scotch pad is a great product for cleaning the pins up which you can scrub with your hands, or an easier option is to hold the pin in the jaws of a drill and then power it round against the Scotch pad. Once clean, give the pins a good inspection, making sure they’re not pitted or bent, as both will compromise the performance of your braking. If needed, replace them altogether. Use brake cleaner and a toothbrush to clean the spring plate, and the same for the backs of the pads. Now’s a

Work the grease into the dust seals.

Energy saving guaranteed.

Meet your mechanics...

good time to inspect the face of the pads and make sure that they’ve been wearing evenly (top, bottom and sides), have plenty of meat left on them (by referring to the inset wear markers) and are not glazed. If the surface of the pad material is glazed you can use a course sand paper to burr them up.

Dynamic duos don’t come much more proficient or knowledgeable than Black & White Bikes’ owner Paul and mechanic Stuart. It’s their expertise that has put this feature together and there’re loads more great how-to features coming your way.

Specialising in everything from road bike servicing to race bike

Back together

Now you’ve got everything shiny and functioning properly, it’s time for reassembly. Because you’ve pushed the pistons all the way back, it will prove easy to get the pads in place. Because most bikes’ brakes are different, it’s best to refer to your owner’s manual if you can’t remember how the pins and spring plates locate. Some spring plates, like the one on this CBR600, double up as a retaining spring so it’s essential they locate perfectly. Don’t be overly focused on screwing the pins in to the specified torque setting, as it’s easiest to do this once the callipers are mounted back on the bike, the job you’ll do next. Make sure the pads are flush to the relevant internal walls of the calliper so the disc can slot effortlessly between the face of them.

Righty-tighty

It’s now time to tighten the calliper back to the fork leg, torqueing it up to the manufacturer’s specification. If you’re unlikely to remove the calliper before its next service, it’s advisable to use some Loctite so there’s no risk of the bolts dropping out over time.

Ready to refit...

Race and trackday bikes are less likely to go down this route as the callipers are fitted and removed far too regularly. What’s most important, regardless of how often the callipers are fitted or removed, is the mounting bolts are correctly secured. You can then torque up the caliper pins to the necessary specification, before pumping the front brake lever to push the pads out to meet the disc(s).

Time to flush

Now that the callipers have been serviced you’ll want to change the brake fluid, too. A lot of brake fluid is hygroscopic, which means it absorbs water from the air.

building, Black & White Bikes is your one-stop comprehensive motorcycle shop, complete with dyno services, a suspension upgrade centre and diagnostic facilities. To make the most of their decades worth of two-wheeled know-how and expertise, get in touch on 01507 588149 or via www. blackandwhitebikes.co.uk

46 TIPS AND TRICKS

Health Warning!

Unless you are 100% sure of what you are doing, do NOT try this at home. Brakes are essential to your riding safety and if you don’t feel confident and competent to carry out the advice in this feature, do not attempt it. Seek further advice from a specialist or take your bike to an accredited garage to get the work carried out professionally. It’s better to be safe than sorry.

Torque all bolts to the manufacturer’s specs.

Make sure the rubber diaphragm isn’t damaged.

“Make sure there are no leaks, that the wheel spins freely and that the lever feels firm.”

That’s not a good thing because water boils easier than oil and can mean you end up with a spongy brake. Air in the system, through weak joints, is another issue you’ll want to avoid.

A good way of ensuring you’ve got neither in your system is to flush through fresh brake fluid. Another sign of oil fatigue is its colour, which is usually caused by contamination of brake dust getting past the seals and into the system – you don’t want that. Start by preparing the correct tools you’ll need for the job, including a simple catch bottle to contain the waste fluid.

Out with the old

Most modern bikes use a round, plastic container to house their oil, but on this CBR the oil’s located inside an aluminium housing, secured by two screws (that are easy to round off ). Carefully undo the screws and remove the cap of the reservoir to expose the plastic guide and rubber diaphragm within. You’ll now have access to the fluid, which you’ll need to extract from the system to make room for fresh fluid. You can do this by pumping it out through the callipers’ bleed nipples, or by using a syringe to extract it quickly and easily directly from the reservoir.

Lock the bleed nipple before releasing the brake lever.

How to tell if your discs are okay

Never let the reservoir run completely dry.

Fresh and flowing

Once you’ve made some room for fresh fluid in the reservoir, start to pour in the new fluid. You’ll then be in a position to start pumping the fresh fluid through the system, for which you’ll need a clear rubber hose to fit over the bleed nipple on the caliper, with the opposite end aimed into a receptacle. Unlock the bleed nipple by a quarter turn and pump the brake lever to make the fluid flow. Do this one pump at a time, making sure you’ve closed the bleed nipple again before releasing the brake lever, so no air or fluid can be drawn back up the line. This is a pretty time -consuming process, but it’s important to take your time and do it properly, one calliper at a time. Make sure to keep an eye on the level of fluid in the reservoir, as this will drop down with every pump; never let it run dry or you’ll suck air into the system. It’ll typically take three full reservoirs of fluid to flush a calliper through with new fluid. Once you’ve completed the procedure on one side, do the same on the next, before going back to the first side and pumping through another fill for good measure.

If you’ve done it right, your brakes should be firm and leak free.

Job done

The closing stage is to clean the diaphragm and carefully replace it along with the reservoir lid and any of its internals, making sure the fluid level is sat at the correct level on the unit’s guides. At this point you’d be wise to inspect the lines and make sure there are no leaks, that the

wheel spins freely, and that the lever feels firm and consistent with every squeeze. If you’ve spilled any brake fluid on your callipers, make sure to wash it off with brake cleaner. It never harms to double check all your bolts again either, so get stuck in and do the rounds before patting yourself on the back and admiring your handiwork.

If your discs are knackered your braking’s going to be compromised. There are a few different ways to check their health with the most obvious test being a good look round them. You can tell if a disc has had a hard life because it will be worn and scored. If you run your finger over a disc and it feels like a Braille version of God Save the Queen, chances are it’s pretty mullered. Just to be sure, get a micrometer on the case. Unlike a vernier gauge, a micrometer will allow you to measure the inner area of a disc, as opposed to the lip which is always proud as its unaffected by a brake pad.

If it measures less than the minimum thickness stamped on your disc (or stated in an owner’s manual), it’s time to fit some new ones.

You should also check that the disc isn’t warped, which is visually recognisable. Get your bike on a paddock stand and give the front wheel a spin (easier when the callipers have been removed). If it looks wobbly, chances are something’s not right. Double -check by holding a screwdriver up against the fork so it barely touches the disc and as the wheel spins any warping will become obvious if the tip of the screwdriver touches one

part of the disc only. It might be something as simple as dirt or paint on the mounting face where the disc attaches to the wheel, preventing it from mounting flush, so give that a check. If that’s not the case, remove the disc and put it on a flat plate. Wonky discs aren’t good because they push your pads back on a high point, meaning it takes more pressure to get your pads in contact on the low point of a disc. You can sometimes see if a disc has a high point because it’s often discoloured through heat exposure, and you’ll be sure to hear it when you spin a wheel.

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Caron Gardner bringing some glamour to the BSA stand at Earl’s Court in 1964. That year Ms Gardner played one of Pussy Galore’s Flying Circus Pilots in the James Bond film Goldfinger. Her role as a Bond girl was sadly uncredited, as were many of her subsequent appearances in TV series such as The Saint, George & Mildred and early East End soap opera, Honey Lane. • To find this and thousands more images visit: Mortons Archive www.mortonsarchive.com

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48 PRODUCTS

SPECIALIST SPOTLIGHT: Craven Equipment If you’re after some handmade bespoke luggage for your classic bike or scooter, there’s one company that should be right at the top of your list.

Words: Bob Pickett

and set about re-establishing the brand. Passing through many hands Ken Craven was a journalist who rode had taken it’s toll. The moulds were in decent condition but the equipment a motorcycle to get to his stories. had suffered and despite detailed He went where it hurt. During the instruction sheets still existing, the Spanish Civil War in 1937 Ken and his 1931 Dunelt (look them up, they’re parts numbers didn’t tie up!

Draganfly persisted, working over gorgeous) came under fire; apparently a pilot spotted the nickel plating on the next few years to bring things up the petrol tank! to date and find a partner company to produce Craven’s fibreglass luggage.

Marriage changed the nature of reporting, writing that we would now This proved a difficult task, eventually call travelogs of their adventures resulting in Draganfly moving the entire process in-house. across Europe on Hetty, their The original moulds are used so Matchless. (Wife Mollie: “I have had many, many long walks alongside that designs are the same as always. machine!”) These adventures led to The glass fibre shells are coloured using gel, giving a truer, deeper something we now take for granted: the guided tour. Ken and Mollie colour, allowing polishing to a organised ‘Parti-Tours’ to high shine without wearing away the colour, and should France and Spain… finding a new problem. There a piece be scratched was precious little in the during use, the colour Craven Equipment exposed will be the way of purpose-built is based in Bungay, same as the surface so luggage for motorcycles.

Suffolk. Opening your luggage will look Thankfully, Ken’s hours Mondaybroad skill set included better for longer.

Friday 9am-5pm The designs are engineering, and in 1946 he created his the same, but modern first set of luggage. Made fixtures have been applied.

Non-ferrous fittings are used from compressed fibre board, reinforced with metal strapping where possible;drill-proof locks, Torx or banding (a feature that survives security screws and stainless Nyloc nuts are employed. Sets of luggage today), the quality and resilience of bought at the same time will use the Ken’s design was such that there are same key. still a number of those early panniers in existence today.

The racks, panniers and top boxes are all made in-house, with the In 1952 Craven Equipment was formed, and run under Ken’s careful bespoke components in the fitting guidance for the next 30 years. kits also designed and cut in the workshop. Sundry items that cannot Ken retired, selling Craven to a helmet maker, in turn selling on to be made in-house are sourced from another company specialising in the UK whenever possible.

A coating is applied to the inside of garage forecourts (and fibreglass each shell to prevent damage to any dog boxes for the Police!), then to a contents; fastenings and strapping sidecar specialist.

The year 2007 saw a welcome upturn are hand riveted on with precision.

The finishing touch is a hand-applied in the company’s fortunes, when Draganfly Motorcycles bought Craven glossy Craven badge.

Where?

What’s the cost?

The Craven system comprises a rack, fastening kit and support arms, plus choice of luggage. Some bikes cannot support a rack so may only have panniers;some riders may choose just to mount a rack.

The most simple rack, the D rack, is £50, the most commonly used L rack is £79.

Fitting kits start from around £21 for the most simple arrangement, usually just to hold a rack to the bike. The more complex ones, holding panniers and rack (capable of holding a top box), can go up to £130. The Vincent rack and kit (still undergoing testing) is approaching £300.

Luggage starts at £130 for a small Dolomite pannier and £155 for a small Snowdon top box. The new design for Lambrettas, the Monte Stella topbox, is also £155 for a standard colourway of black

or white. Panniers for ‘new’ classics, such as the Royal Enfield Interceptor, are available from £179 per pannier.

Custom colours are available at £30 per piece, £45 two-tone, and £60 for metallics.

All prices are plus VAT.

Get in touch

■ Phone: 01986 891096 ■ Email: contact@craven-equipment.co.uk ■ Web: https://www.craven-equipment.co.uk/

Silver Arrow Panniers

(£140.70 ex VAT per pannier) and W rack (£69.99 ex VAT) AT)

TESTED

Words and photography: ANDREW WEGG Craven Equipment luggage with their characteristic metal strip fittings would be familiar to motorcyclists for about 30 years from the 1950s. Most police forces used Craven kit on their motorcycle fleets and no self-respecting despatch rider was without a set. As the classic bike sector has developed, demand for good-quality, classicstyled luggage is a given.

Craven offers a range of pannier types. We tested a set of Silver Arrow panniers mounted on a ’W’ rack on our 1952 BSA B33. These are based on Craven’s first product and so very much in period for the BSA. Initial impressions were very positive. The panniers are made of thick fibreglass rather than the original fibreboard, and are finished to a high gloss with that iconic strip work in stainless steel taking care of the hinge points and carrying handle. The build quality is to a very high standard, with fittings appearing to be sturdy.

The fibreglass is coloured throughout so that any in-use scratches should not show up too badly. As standard the panniers come in black, but custom colours can be ordered.

Fitting the solidly=made rack to the bike was relatively straightforward with the help of the comprehensive instructions, but is slightly more complicated than more modern integrated fitting systems. The panniers are not pre-drilled for the fitting kit so that they can be positioned on the bike to suit the user, although drilling the holes in the panniers will require care not to crack or chip the gel coat. The pannier fittings are two ‘L’ pins at the top fitting to the rack and a security plate at the pannier base which give a solid mount to the bike’s frame.

The Silver Arrows are relatively narrow but are plenty spacious to carry enough kit for a weekend, and a matching top box can be fitted for more bulky items. The pannier lids do not have a double lip but fit tightly with a substantial flexible seal which should limit water ingress. In use, the overall width of the Silver Arrows are no wider than the bike and rider, and with careful positioning make no difference to the bike’s handling.

We were very impressed with the Craven kit which is classic both in looks and quality, and will enhance any bike. There is a range of styles and fitting kits for a wide range of classic bikes.

50 QUICK SPIN

Triumph Street Scrambler Words and pictures: Bob Pickett The Street Scrambler was launched back in 2017. Based on the successful Street Twin, the Scrambler shares the same 900cc parallel twin engine. 2019 saw the model receive uprated brakes and suspension. A Special Edition (called the ‘Sandstorm’) was released in 2021, featuring a high-level mudguard, aluminium bash plate, rubber knee pads, headlight grille and tail tidy.

Give me some spec

A 900cc, 270-degree crank parallel twin engine is housed in a twin cradle tubular steel chassis. Maximum power is 65PS/64.1bhp (47.8 kW) @ 7250rpm with maximum torque 80Nm @

3250rpm. Seat height is 790mm (31 inches), wet weight is 223kg.

This sits atop front suspension of 41mm forks with cartridge damping and 120mm of travel, and rear twin shocks with adjustable preload and 120mm rear travel. Bringing it all to a halt is a single 310mm floating disc with Brembo 4-piston fixed axial calliper front and 255mm disc with Nissin 2-piston floating calliper rear.

Service interval every 10,000 miles.

Estimated fuel consumption is just shy of 300km/185 miles to a tank.

Any updates from last year?

For 2021, the engine is Euro5 compliant, there's some new paint schemes… and that’s it.

So what is it like to ride?

It’s small and despite the seat height both my feet (29-inch legs) were flat on the floor due to the narrow waist. Riding position (on the very comfortable saddle) is upright with tallish bars and centrally located pegs for a relaxing ride.

It’s nicely balanced – I had fun staying upright at single-digit speeds at the lights – with those long forks soaking up almost all bumps. Great on back roads (those tyres suggest it’ll handle some light off-roading), urban potholes and neglect.

The handling is great in both these environments as well. Long legs and soft suspension don’t make for pinpoint accuracy, but the Scrambler feels light and agile. In town it’ll turn on a sixpence, handy for targeting gaps in traffic.

The engine is geared for these

environments as well, with maximum torque coming in early – great for getaways at the lights, punching past on overtakes and driving out of bends.

Once up to speed it’s relaxed with great throttle response.

This, however, is not a motorway machine; it’ll hold the speed, but tall, light and naked it’s no fun.

The brakes have all the power you will ever need. A steady squeeze brings you to a controlled halt, but if you need to haul up quickly, they’ll stop hard, no problem.

The clutch is light, the box positive, the single digital/analogue clock gives tons of feedback (toggle button on the left bar), the small mirrors give a great view.

Niggles? The same I have with all scramblers: my shortish legs get hot against the raised exhaust (longerlegged riders will have no issue).

If you want an agile commuter that’s fun in the back roads and will handle some light off-tarmac activity, the Street Scrambler is well worth a look.

How much does it cost?

From £9,500 OTR, depending on paint job and extras.

Want to try one?

Triumph East London 249 London Road Romford Essex RM7 9NB Tel: 01708 752 111 www.lind.co.uk/triumph/ east-london

THE INSIDE LINE TO CLASSIC JAPANESE IRON – VJMC 51

‘Steady Eddie’ Lawson takes the reins at Honda Words: Steve Cooper Photo: Mortons Media Archive

1987 would be the wake-up year for Honda’s arch rivals. Having started off just a few years before with its first big bore two-stroke and, on paper at least, rank outsiders, Honda had really shaken things up. Wayne Gardner and the NSR500 proved to be an almost magical combination. From the second leg of the 500GP title race in Jerez, Spain, it was self-evident that the Aussie was in the groove and on a charge. Gardner and the V4 Honda took seven of the 15 rounds with comparative ease with Eddie Lawson riding for Marlboro Yamaha Team Agostini taking five wins and Randy Mamola on board the Team Lucky Strike Roberts bagging three.

At the end of the season Gardner led Lawson by a full 20 points and, tellingly, out of the top 25 riders that season more than half were on Hondas, with Suzuki having a spectacularly bad season. British stalwart Ron Haslam even managed to come fourth on the radical ELF4

NSR500 Honda. And the lower ranks were littered with the three-cylinder clubmans’ Hondas that were sold or leased as RS500s, making it a seriously good year for ‘The Big Aitch’. Both Yamaha and Suzuki had been left in no doubt whatsoever that they were no longer running the show.

In the closed season in the run-up to the 1988 series the two rival factories were burning a lot of midnight oil in an attempt to wrest the forthcoming race series away from Honda. What had been a two-horse race for so long was now something much more demanding. With the Japanese factories having well and truly bought into the old adage…. Win on Sunday, sell on Monday’, there was a lot sales and kudos up for grabs and not just the title. With their rivals going for broke, Honda also knew it had to up the ante and therefore decided to totally redesign the big NSR. Front man Gardner found himself on a machine that proved to be significantly more difficult to ride than his championship-wining bike. A stiffer frame with revised geometries made the 1988 NSR500 harder to tip into corners and the revised and

upgraded power characteristics meant the motor had become much more rev focused and dependant. On the faster circuits such as Spa, Assen, Paul Ricard and Suzuka the bike was a viable entity, but on the slower circuits with a variety of bends and gradients both Yamaha’s YZR500 and Suzuki’s RGV500 often had the edge.

The opener had been won by a young Kevin Schwantz, but then the first half of the 1988 season became a Yamaha fest with Eddie Lawson taking four wins before Honda-mounted Gardner could get in the swing of things with three wins back-to-back at Assen, Spa and Rijeka (Yugoslavia).

American Lawson took seven rounds to Gardner’s four and in the end Lawson would become champion with 252 points to Gardner’s 299.

The following season would see the 500 paddock turned on its head when, against all expectations, the title holder Lawson walked away from Yamaha and signed for Honda. Issues with contracts, pay, potential teammates and much more had convinced the American that Honda’s offer was a better long-term prospect. Even when Yamaha’s backer,

Marlborough, offered to double the pay packet, ‘Steady Eddie’ opted to run with the Honda that was under the watchful eye of tuning expert Erv Kanemoto in what was to be a one rider, factory, supported team.

Wayne Gardner was still RothmansHonda HRC’s top rider, but was now joined by fellow Aussie Mick Doohan. With the factory bikes now delivering some 165bhp at 12,000rpm Honda was once again back on a roll. Gardner would only win one race that season at his home GP on Philip Island and, having broken a leg at Laguna Seca, USA, he would only amass 67 points over the entire season. New to Honda Eddie Lawson, backed by Kanemoto’s expertise, would take the championship for

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Honda from Yamaha’s Rainey by 17.5 points. Frenchman Christian Sarron would be third on his Yamaha with tough riding Texan Kevin Schwantz fourth. Despite three DNFs and missing out three races, new boy Doohan still managed a creditable ninth place in the world rankings.

The following season was going to be a foretaste of how premiere bike racing would map out for almost the entire decade.

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)

52 WHITE DALTON Th he MB legal co olumn is co ompiled by m managing pa artner Andrew ‘Chef’ Prendergast and P his bike-riding barristers and ssolicitors at W White Dalton M Motorcycle S Solicitors.

The firm deals w with personal injury claims a and its sister company company, Motor Defenc Defence Solicitors, deals with all the motoring offences.

White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice.

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

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

Need advice

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

Q&A

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

Q

Twelve months ago, I was filtering between lanes two and three on the M25. A van just pulled out from lane three into two and took me out. I went down like a fat kid on a seesaw.

Thankfully, I bounced pretty well and after six months my broken wrist has healed. Liability has now finally been agreed. However, the van driver’s insurer is kicking off about a credit hire bike I got via a company my insurance broker put me in contact with. The van driver’s insurer reckons I didn’t need a hire bike, at least for the first two months, as my arm was in a cast. To be fair, I didn’t really need it as I couldn’t ride, but the credit bike hire company said I wouldn’t be liable for anything, so I took the bike. However, it is now right royally kicking off with the hire company. Apparently they claim I signed some paperwork saying I am liable for the hire which now totals just shy of £10k! My solicitor (who, to be fair, warned me not to get a hire bike) said this may end up court. She has asked me if I have any other vehicles and for copies of my bank statements. I have told her it’s no one else’s business what I’ve got, but between me, you and the gatepost I have a car and two other motorbikes and £50,000 in savings. Does this make any difference? Help. The accident wasn’t my fault. Why should I pay?

A

I get the accident wasn’t your fault, but that does not automatically mean the van’s insurer will pick up the tab for a £10k hire bike that you yourself admit you didn’t need.

Without doubt, there is a time and a place for a hire bike. For example, if a person was in lowpaid work with no savings and no other access to transport, you can follow why it would be ‘reasonable’ for them to need a credit hire bike.

However, in your case, you couldn’t ride the hire bike for two months, and when you could have ridden again, you had other bikes, not to

mention a car. You can follow the argument as to why the van driver’s insurer shouldn’t pay £10k in these circumstances because its ‘unreasonable’. You also have the problem of ‘impecuniosity’. It’s become a hot topic in the legal world in the last few years. In simple terms, to be ‘impecunious’ means you did not have access to the finances available for you to source a replacement vehicle upfront following your road traffic accident, hence entering into a credit hire agreement. However, as you have £50,000 in savings, you cannot claim to be ‘impecunious’. In summary, I advise you go with ‘clean hands’ to your solicitor and get her to provide you with full advice and lay out your options moving forward, but be prepared for the van’s insurer to maintain their position.

If they do that, you may have to consider battling the hire bike company who said you would not have to pay anything. The problem I suspect you may have in doing this is if you have signed an agreement. You need to dig out/obtain a copy of that ASAP to see what it says.

Q

I was out with some buddies riding our scooters one evening. I was in lane two and my mate was in lane 1. We were racing each other around town filming with headcams for our YouTube channel. I was looking at him filming when I rear-ended a car in front because in all honesty I wasn’t looking where I was going.

The Police turned up and I’m getting done for careless driving. I’m thinking I might defend it by telling the Court the car in front suddenly braked and didn’t have his lights on at night. He was a foreign chap, so I am hedging my bets he won’t turn up to Court anyway. My insurance premium will be massive if I get done again. My mate is willing to back me up. What do you think?

A

Firstly, is the village missing its idiot? I am all up for some fun, but your Defence plan is far from a good one. You are lucky not to be getting done for racing and/or dangerous driving. You were ‘careless’ at the very least as you were filming and not looking where you were going.

On that note, the likely punishment for careless driving would be a penalty points endorsement of between three and nine points and a fine, in addition to Court costs. If you do decide to lie to the Court and they find out (which seems likely as you don’t appear to have been a contender on Mastermind) you could be locked up for perverting the course of justice. Prison may be fun you if you like small spaces but ex-prisoners I’ve met don’t recommend it. My advice is plead guilty to careless driving and take your punishment.

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For Sale

BENELLI 125cc motorbike bought it about 3 years ago, done nearly 500 miles, then been stored inside for nearly three years, bottles gone and don’t want it so just been left inside, swap for WHY? £1600 Tel. 07789 658573.

BMW R100RT with sidecar, 1981, on Sorn, £5000 Tel. 07776 084489. Scotland.

DUCATI 750SS Sport, 1991, an up and coming classic and a cracking riders bike, 35,000 miles and counting, fully serviced, with a new Yuasa battery fitted and timing belts changed, MoT until June 2022, this is a well used, well maintained, riders machine, not a potential concours winner but neat and tidy, £3495 Tel. 07493 818341.

DUCATI ST4 A16 engine SV, 2002 begin to convert to street bike, very good engine, shortened exhausts, red, not used since last month, plus original parts less belly pan fairing V5C, very little to finish or put back to standard, much too good to break, make superb street bike, rides perfect, £1200 ono Tel. 01785 248392; 07957 112297. Stafford.

Miscellaneous

HARLEY-DAVIDSON Road King combination, 2004, 1450cc, two owners, excellent colour matched LAK Dutch sidecar, includes reverse gear, handbrake, sidecar yokes etc, can deliver, £12,995 Tel. 07798 866071. Email. peterpaulmoore@hotmail.co.uk Middx.

HONDA CB175 1974, 23,600 miles, excellent condition that has been fully restored, due to being a historic vehicle MoT exempt, £3000 Tel. 01538 304312. Derbyshire.

HONDA CB550F2 1979, blue, only 3700 dry miles from new, one owner, always garaged, runs well, spare unused silencer and headlamp included, historic registered, offers above £5000 Tel. 07909 687095; 07514 936555. Hampshire.

HONDA VFR400 R NC30, 11,000 miles, garaged and off road for few years, maintained to a very high standard, recent full service inc new plugs, battery filters etc, comes with paddock stand and manual, £4495 Tel. 07767 702928.

HYOSUNG GT650 2018, good condition, new tyres, chain and sprockets, MoT was due Sept, but bought new bike, 24,500 miles will put MoT on if price met, started regularly and used everyday till September, never had any issues and if you know SV650 this bike will suit you, £1600 Tel. 07949 239336.

KAWASAKI GTR1400 2008, 57,600 miles, vgc, MoT, bought new, full service history, new this year, front & rear suspension, tyres, battery, front discs & nonslip seat, many extras, has been a brilliant bike, never let me down, £3200 Tel. 07495 683554.

KAWASAKI Z1000 Bobber, 1978, historic V5, 998cc J type engine, GSX1100 front and rear suspension, loud pipes, professional build and paint, ring for details, £3000 ono Tel. 01535 646006. West Yorks.

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

KAWASAKI ZXR250 a first UK registered 1996, in classic Kawasaki colours, I’ve reassembled it and it was MoT’d in August this year (three advisories), mileage 32,748, V5 is in my name, £3250 sensible offers considered Tel. 07864 615911.

KAWASAKI KZ650B1 1978, t&t exempt, new coils, Avon tyres, inner tubes, speedo cable, rear brake shoes, ignition barrel, battery air filter plugs, powder coated frame, oil + filter, original good chrome, got smart alloy rims + s/s spokes, can send pictures, needs tank repainting, carbs cleaning, starter clutch looking at, £1750. Tel. 07704 343331. Stockport.

MASH ROADSTAR 2017, 400cc, 1900 miles, screen, 9 months MoT, £2200 ono Tel. 01670 521432. Northumberland.

MOTO GUZZI 2017, V9 Roamer/ Squire ST2 combination, 9300 miles, (may go up as still being used) immobiliser, screen, rack, topbox, handguards, recent tyres, ABS, TC, USB socket, Squire ST2, locking boot, 12” alloy wheel with spare, towbar, very economical, full MoT Nov 2022, vgc, £8800 Tel. 07913 032864. Yorkshire Email. moorend4@hotmail.com

ROYAL ENFIELD 500S Watsonian Squire Clubman Bullet 2001, MoT, new tyres used as a show bike and the odd Sunday morning run, covered 2300 kilometers under 1500 miles from new, great condition, not many left a good investment, £3300 Tel. Dave 01588 660891. Email. coled050@gmail.com

YAMAHA 600 DIVERSION 1993, 4000 miles, MoT till 31/03/2022, carbs professionally rebuilt, original exhaust, £1550 Tel. 07882 768183.

Parts For Sale

YAMAHA SR250 1993, MoT till August 2022, black, 38,893km, has always been garaged since 2010 Tel. 07796 182997. Notts.

SUNBEAM S8 1954, runs, drives well, 54,000 miles, 1984, restoration, oily rag condition, not concours, paint work good, original number, five owners, £4500 Tel. 07932 652136.

Suffolk.

SYM JOYMAX 2013, 300cc, Maxi scooter, new rear Dunlop, 13,000 miles, nice condition, in white, no winter use, long MoT, new scooter forces sale, 100mpg, garaged serviced, £1599. Tel. 07784 499299.

Yorkshire.

GRAFFITI ‘D’ LOCK 365mm long with two keys, £25. Front and rear paddock stands. Hooks and pads for rear, £30 Tel. 01295 700464.

YAMAHA MT09 TRACER 2015/2017 power bronze touring screen, 500mm high, 430mm wide, clear finish, hardly used, in very good condition, £40. Tel. 07496 566163. North Yorkshire.

Wanted YAMAHA V MAX Gen 1 full power, ground up restoration, R1 front brakes, new tyres, alt & reg, full stainless exhaust, all original parts retained, £5000 ono Tel. 01535 646006. West Yorks.

YAMAHA V50 rare 50cc bike, red, 1984 plate with less than 7800 miles, as original, MoT until May 2022, new tyres, £1000 ovno Tel. 07769 355504.

TRIUMPH DAYTONA 955I model T595, 1998, 53,000 miles, MoT, new battery, starts runs rides well, usual marks for bike this age generally in good condition all round, one previous careful owner bought from well maintained comes with some history and accessories, £1800 Tel. 07767 412880.

YAMAHA XV535 1998, lovely condition in black, 12,000 miles with loads of extras, screen, topbox, totebag, extra day lights, MoT 2022, consider small bike p/x £1550 Tel. 01743 860362.

Shropshire.

YAMAHA VIRAGO DX 535cc, red, 1998, MoT Sept, crash bars, spot lights, saddle bags, screen, new front tyre, £1500 Tel. 01623 406787 or 07950 476628. Notts.

GREEVES HAWKSTONE PARTS wanted for completing the restoration of a 1958 Greeves SAS, Greeves tank badges, side stand, foot rests and 21” front wheel, reasonable condition and price please, contact with details Tel. David 07436 002647. Email. thehubbards1954@hotmail.com SOMERSET HOBBYIST WANTS pre-1990 undesirable terrible condition bikes, 50-1200cc, nothing restorers want, my pleasure is working on fixing, breaking, price, distance, dictates, clear out junk Tel. 07474 128407. East Somerset.

WANTED BANTAM C90 MZ Tiger Cub Villiers or any other classic bike any condition, excellent price paid Tel. 01514 470147. Wirral.

WANTED WORKSHOP MANUAL for 1984 Moto Guzzi Spada 1000cc, plus set of tank transfers and anything else relevant for bike, long term project Tel. 01743 860362. Shropshire.

WANTED CLASSIC MOTORCYCLE for my recently bored retired father, any make, model or condition, excellent prices paid Tel. 07799 529325.

ABBA SUPERBIKE STAND as new, complete with adapter for Honda CB1000R, 2008 onwards, will fit some other Honda bikes, £80. Tank bag to fit Suzuki V Strom 1000, 2014 onwards, complete with fittings and cover, £30. Triumph 1050 Sprint ST, 2009 new seat and screen, unused, £75 Tel. 07836 626706.

Warwickshire.

AVONAIRE FAIRING as featured in MCM page 41 October 6th 2021 offers, fits BSA, Triumph, Nortons of 1960s Tel. 01384 831042.

BOOTS ladies Alpinestars, red/ white, size 6, good condition, £30. Tel. 07787 978413.

Wrexham.

CLASSIC BIKE MAG 1996-2020, 26 copies missing from various years, all good condition, buyer collects accept notation to air ambulance Tel. 07974 807251.

Derby.

DUCATI Singles Restorations, Ducati Twins Restorations, Walker, Jap The Vintage Years, Jap End of an Era, Clew, all £25 each. Halcyon goggles leather with chrome fittings, new boxed, £25 plus p&p. Tel. 01543 425795. Staffs.

JOE ROCKET full leather suit, blue/white, good condition, size chest 44”, waist 38”, £130.

Bulldog black leather jacket, good condition, size chest 46”, £50. Pair black leather trousers, good condition, waist 36”, £25 Tel. 07512 951908. Norfolk.

LEATHER ALPINE STAR motorcycle jacket size 42” in red, black and white, good condition, £35 +p&p. Richa leather jeans 36” yellow, black, nice condition, £35 +p&p Tel. 01743 860362.

Shropshire.

NITRO TT100 1907-2007 centenary helmets, black two, L-XA as new £150 each plus postage Tel. 01452 410622.

Glos.