MoreBikes December 2022 issue

Feeling the winter blues?

If you’re into riding bikes, this time of year can feel a bit grim. e days are shorter, the nights seem darker, and more often than not there’s rain falling from the sky. All that’s not exactly conducive to a good day’s riding, is it?

But maybe it doesn’t have to matter. We spend plenty of time on the bike over the winter period, and although it’s not got quite the same appeal as a sunny summer day spent exploring on bone dry roads, there is something special about getting out there when everyone else is nestled on the sofa dreaming of better weather.

It can be hard work, and it can be a bit of a slog if it’s hammering it down, but when you’re treated to 20 minutes of sunshine, or a dry stretch of road, or a glorious view, or even a pint at the end of the ride, it all seems worth it.

at’s part of the reason we’ve joined forces with our pals at Motorcycle Sport and Leisure magazine (and the good people at Keis) to come up with some cracking winter rides that we hope will inspire you to get out on the bike over the next few months. is rst one’s in the Scottish Borders. It’s a cracker of a route in an often unexplored part of the UK that’s a haven for bikers (little tra c, good surfaces and plenty of quality places to eat, drink and stay). It’s just the rst in a series of four we’re working on, which aims to show you that with a bit of preparation, some decent kit and a bit of hardiness, there’s tons of cool places to ride right across the UK, even in the deepest darkest depths of winter. What do you reckon... could you be tempted? Or maybe you don’t need to be. Maybe you're already out there exploring…? If you are, what’s your go-to ride at this time of the year? We’d love to know.

MORE TECH for Yamaha’s MT-07

From its learner legal MT-125 through to its raucous MT-10 SP, Yamaha’s extensive range of MTs are a big deal.

Since its rst MT was introduced, the Japanese factory has sold an eye-watering 420,000 units across the board – and right at the top of the sales charts is its ery middleweight, the MT-07.

It’s by no means perfect, but its combination of torque-rich engine and compact and agile chassis is a real winner, and as such, Yamaha’s not messed around with that formula too much since it was rst introduced back in 2014. In recent years it has made important tweaks, upgrading the brakes and suspension (and kitting it out with a Euro 5 friendly engine), gradually evolving the bike rather than making any dramatic changes.

And that’s exactly what has been done for 2023, kitting out the latest generation MT-07 with a whole host of new technology to bring it bang up to date.

It might not be the most exciting range of updates, but it’s an important bike so we thought you needed to know all the details.

e big news is the addition of a new 5in colour TFT dash. It’s a clever bit of kit which o ers a couple of displays to choose from (namely a Street eme with a tachometer at the top and digital speedo and gear selection information, and a Touring eme with a more conventional circular tachometer on the right

and a digital speedo on the left). It’s also compatible with Yamaha’s free MyRide app, which allows riders to link to their smartphone and use the newly tted communication control unit to easily access incoming call, email and message noti cations. It’ll also notify riders of any technical issues, and is capable of sending email noti cations to your local dealer (or a chosen contact) to let them know your bike needs a

once-over. Clever stu . e MyRide app also allows you to check out what you’ve been up to, because it’s able to monitor acceleration, top speed, lean angle and more.

ere’s more good news if you’re partial to a quickshifter. Although the new MT-07 won’t have one as standard (you’ll have to lay out extra for one), Yamaha’s made it even easier to t one by making sure every bike is prewired with all the necessary

electronics. And aside from a newly painted front mudguard, that’s about it.

If you want to check out the new technology in the flesh, Yamaha’s going to be out in force at Motorcycle Live – but don’t expect to get any more information on pricing or availability, because the factory’s told us we’ll have to sit tight until December to get the full lowdown.

Suzuki guarantees first-class care

Good news if you own a Suzuki, or you’re thinking about buying one… the Japanese rm has just launched a brilliant new aftercare programme to make it easier for owners to repair their damaged bike with genuine parts.

If you’ve had a bike nicked and it’s been recovered in a state, or you’ve binned one and you’re trying to get it xed, you’ll know how di cult it can be to deal with insurers and organise proper repairs using proper parts.

e Suzuki First scheme aims to x all that. Suzuki will deal directly with your insurer and organise repairs using genuine Suzuki parts. Sounds great, right? It gets better though. It’s absolutely free with no sign-up required.

Speaking about the new scheme, Jacob Lewis, Suzuki GB’s customer retention manager said: “Having your bike stolen is obviously a nightmare situation for owners. It’s stressful, and even though it’s insured, that doesn’t take away from the pain, distress, and hassle of dealing with either

getting your insurance pay-out for it, recovering it or, if you do get it back, putting right any damage caused in the theft.

“We’ll deal with your insurance company from start to nish, and in cases where the bike is recovered and needs repairs carrying out, we’ll handle that too. We’ll liaise with the insurance provider and ensure that the bike is repaired at one of our authorised dealerships, using genuine parts.

“ at’s why we’ve introduced this programme, and that’s why we’ve introduced it for free, with no sign-up required. Suzuki owners just need to call us in the event of a theft or accident, and we’ll take it from there. It’s our way of continuing to look after our customers after they’ve left the showroom.”

What a great idea right? And it sounds easy enough to use too. If your stolen bike gets recovered or you have a prang, all you’ve got to do is call 0330 880 5411 and the guys at Suzuki will guide you through the process.

Editor

New scheme to help riders who’ve had their bikes damaged by thieves (or in an accident).

SPY SHOTS ROYAL ENFIELD CONTINENTAL GT 650-R CAFE RACER ON THE WAY?

A bikini-faired version of Royal Enfield’s much loved Continental GT 650 has been spotted testing out on the roads. Here’s what we know so far...

It’s all go at En eld. In the last 12 months or so we’ve seen the Meteor 350, the Classic 350 and the Hunter 350, and we’re expecting to see a Bullet 350 added to the roster soon. We’ve also seen the arrival of the Himalayan-derived Scram 411, in addition to con rmation that the 650 twin motor – used to power its much-loved and hugely successful Continental GT and Interceptor –will be used in its Super Meteor 650 cruiser and Shotgun 650 bobber. Oh, and we’ve also had o cial word from the factory that it’s ramping up its research and development e orts on electric bikes (with bikes already undergoing early testing). And that’s without mentioning the long-awaited ‘big’ Himalayan that we’ve been talking about for years.

But it actually looks as though

there’s another bike that could be making it to market even sooner, as it’s just been spotted out on the road.

Tipped to be called the GT 650-R (or maybe the GT-R 650), the new bike takes the Continental GT’s café racer styling one step further with a funky bikini fairing that wouldn’t look out of place on a Sixties racer.

It’s actually not a massive surprise that Royal En eld’s going down this route. It’d already done a lot of the hard work, as a similarly styled model already exists and has been taking part in the one-make Royal En eld Continental GT Cup (which runs in India and is expected to make it to Europe and the USA in the not too distant future). Factor in that the current Continental GT (and Interceptor) are getting a bit long in the tooth, and we think it’d certainly

make sense that Royal En eld would want to come up with a funky new bike to remind everyone what a cracking range of 650 twins it has in its roster.

Details are of course still vague at this stage, but the image does reveal that we can expect its bikini fairing to be complemented by some clip-on handlebars and a slightly sportier riding position, in addition to some adjustable rear shock absorbers. We’re probably going to have to sit tight for just a little bit longer to nd out the full story, but with the EICMA show happening as we speak, there’s a chance all could be revealed soon.

If not, it’s likely we’ll have to wait until the start of 2023 when the big bike reveals happen in India and Japan. If the rst look is anything to go by, it’ll be worth it.

RUMOUR: NAMES SAVED, DOES YAMAHA PLAN SPORTY BIKE?

e Japanese factory’s registered a load of brand names for its sportiest bikes – and there’s talk that we’re going to see one of them very soon.

In February 2021, Yamaha registered a whole load of names for its sporty YZF-R range. ere’s YZF-R1, YZF-R2, YZF-R3, YZF-R4, YZF-R5, YZF-R6, YZF-R7, YZF-R8, YZF-R9, YZF-R15, YZF-R20 and YZF-R25. It even registered the shortened versions; R1, R2, R3, R4, R5, R6, R7, R8, R9, R15, R20 and R25.

HARLEY-DAVIDSON’S PAN AMERICA CLUES

A few months we told you that there was speculation that Harley-Davidson could be preparing to unveil a new, smaller version of its recently released adventure bike – and new information reveals that it could be closer than we rst thought.

It's not a surprise that H-D’s decided to create a smaller adventure machine. While the Pan America 1250 goes up against the likes of BMW’s R1250GS and KTM’s 1290 Super Adventure (and many more), it’s missing a bit of a trick by not having a bike that’s able to compete with the increasingly popular selection of ‘middleweight’ adventure bikes currently being rolled out thick and fast by all of the biggest names in the game.

The biggest clue we’ve had that it’s coming is a series of documents led at the US National Highway Traf c Safety Administration. Some serious sleuthing has revealed that under the installation instructions for its 66 Collection Round Mirrors there’s a model called ‘RA975’. Ok, so it doesn’t exactly say Pan America – or even PA – but it turns out that RA is actually the internal model code Harley-Davidson uses for the Pan America.

And with RA975 listed across several further documents across several countries in Europe, everything comes together to suggest that there’s a Pan America 975 coming very soon. Here’s hoping it’ll be ready to ride for 2023, because we can hardly wait.

Of course, there’s no guarantee that Yamaha’s actually going to build any of these bikes. It could simply be protecting the names to make sure no one else can use them. But that’s not what the rumour mill in Japan seems to suggest.

In fact, our pals over there reckon a new R9 based around the existing MT09 could be on the way for 2023. And

that’s partly because in October 2022 Yamaha also had the YZF-R9 name protected by the European and Indian patent o ces too.

Although that’s not exactly the most compelling evidence, it’s not such a leap to imagine Yamaha coming up with the goods, particularly when you consider the recent introduction of the MT-07 derived R7 which o ers a more accessible and more a ordable option for sporty riders not wanting the full fat R1 racer. And that’s likely what the R9 would do too… just with a bit more punch.

e MT-09 makes a perfect base. e fun, funky and ery naked has won fans thanks to its agile handling and 890cc triple-cylinder engine which kicks out 119hp at 10,000 rpm and 68.6lb-ft (93Nm) of torque at 7000 rpm. If Yamaha wraps that up in a full fairing, t some clip-on bars, some higher footpegs and sharper up the rear end, it’ll surely be onto a winner.

“The new bike takes the Continental GT’s café racer styling one step further with a funky bikini fairing that wouldn’t look out of place on a Sixties racer.”

NORTON’S BACK

Norton is bringing the Commando 961 back to the UK market... and there’s two variants to choose from.

Iconic British rm Norton looks to be nding its feet after a turbulent few years.

New owner TVS has splashed the cash, and with a new factory and the launch of a heavily revised V4SV riders can once again start to get excited about what may be on o er.

While there are no new models to get excited about yet, that doesn’t mean there aren’t going to be new bikes. What does that mean? Well, the current owners are going through the existing range of models with a netooth comb, making tweaks, changes and improvements before rolling them out to the market.

at’s exactly what’s been done with the old V4S (creating the V4SV), and now the Commando’s had the same treatment.

Importantly, Norton’s worked hard to ful l 29 outstanding orders for the previous generation Commando 961.

But they’ve not just built them and red them out to punters, they’ve put the Commando 961 Classics through an ‘extensive quality improvement programme’ to make sure they were up to scratch. And that has helped with the development of not one, but two, newly released Commando 961s; the SP and the CR. e SP’s a more conventionally-styled classic roadster, while the CR gets a set of sportier clip-on bars.

At rst glance, very little’s di erent about the new Commando 961s for 2023. ey’ll be powered by a very similar hefty twin motor that kick out 77hp at 7250rpm and 59lb-ft (80Nm) of torque at 6300rpm. ere’s plenty of quality kit as standard though, including 43mm Öhlins USD forks at the front (which are adjustable for preload, compression and rebound damping), while at the rear there’s a fully adjustable Öhlins twin shock. For

braking there’s a set of Brembos, with radial mounted calipers at the front. Add to that a hand-crafted tubular steel frame and exhaust system – and Norton could be onto a winner.

Available in either matrix black or Manx platinum (with a couple of rim colours to choose from too), the £16,499 SP and £16,999 CR are already available for pre-order.

But if you want to nd out even more about the two new Nortons, we’ve got you covered with a full road test coming very soon.

The Italian rm has just revealed the latest version of its street-legal but race-ready Panigale V4 R – and it’s just as bonkers as you’d expect.

The headline news is that it’s 998cc V4 engine develops a whopping 207hp at 13,500rpm. But that’s just in standard tune. If you drop the homologated exhaust and swap it for the race-ready Akrapovic, you’ll see power increase to 237hp... and there’s more. Ducati’s actually joined forces with Shell to develop an engine oil speci cally for this bike. They claim it’ll reduce mechanical friction by 10% and increases horsepower by 3.5bhp. That means that if you swap the exhaust and top up with some special oil, you’ll have just over 240 horsepower to play with. Jesus.

To manage that, there’s some seriously clever Moto GP-derived engineering going on beneath the Panigale V4R’s gorgeous exterior. It’s got some ‘gundrilled’ titanium connecting rods (which are drilled longitudinally to create an oil passage) and pistons with a diamond-like carbon (DLC) surface treatment which work together to reduce friction between the pistons and the cylinders. There’s also a more aggressive intake cam pro le and a lighter dry clutch. Oh, and the gear ratios have been changed to match the bikes competing in WSB, with rst, second and sixth gears lengthened.

There’s plenty of other good stuff away from the engine, including a set of adjustable Öhlins NPX25/30 pressurised forks up front and a fully adjustable Öhlins TTX36 shock at the rear. There’s also an option to replace the bike’s standard forged rims with a set of lighter weight magnesium ones. There’s a bigger fuel tank for 2023 too, with 17 litres now on offer – which has also been redesigned to help support the rider more under hard braking. The seat’s also atter than before, to help riders feel more stable – and some new, more compact winglets have been tted too. As you’d expect, there’s plenty of technology to play with as well. It’s all accessible using the V4R’s fullcolour 5in TFT display. In basic terms, riders have four engine tunes to choose from (Full, High, Mid and Low).

The Low setting caps the V4’s output at 160hp and tones down the throttle response for more sure-footed riding on low-grip surfaces, while Full offers every one of the 240 horses to play with.

Ducati’s also added the engine brake control EVO 2 engine brake management system with three selectable levels and a quick-shift function for the six-speed transmission. Oh, and there’s also a new track evo display, which allows riders to create speci c electronic con gurations for different circuits (dependant on personal preference).

All that good stuff doesn’t come cheap though, with the Ducati Panigale V4 R starting from £38,995. That’s right. Starting from.

Add the Akrapovic exhaust system for £6156. How about the magnesium wheels for £4579? If you go the whole hog and spec it up to the hilt you’ll be looking at a grand total of £58,000. For the deep pocketed who are still interested, you can pre-order yours now ahead of bikes starting to roll out the factory in the spring.

Introducing the next generation 240bhp Ducati Panigale V4 R

Moto Guzzi’s V100 Mandello is HERE

The all-new funky sport tourer from Italy has landed on British shores. Here’s what you need to know.

Naughty 90s Hall

and, well, it’s time for Stafford. This brandwill showcase the very classics from the 1990s clubs from the era bikes that you simply

90s Classic ride-in

TO KNOW MORE?

TheV100 Mandello is a big deal for Moto Guzzi. The new sport tourer-cum-comfy naked is an innovative bit of kit which brings the iconic rm crashing into the modern day thanks to some properly clever features, a load of electronics and a completely new engine.

There’s actually three models to choose from. There’s the standard V100 – which comes with plenty of good stuff including adaptive aero and cornering ABS. There’s a special edition Aviazione Navale model, which plays on Guzzi’s links to the Italian Navy – there will only be 1913 units of the special liveried machine. It gets a few extras too.

But the V100 Mandello S is the big one. It’s got a quickshifter, heated grips, semi active suspension and comes fully-loaded with Moto Guzzi’s multimedia system.

Of course, the bike’s 1042cc liquid-cooled 90° transverse V-twin is the really big news. It’s still a hulking lump of V-twin motor, but it’s unlike anything that Guzzi’s done before. Making 115hp at 8700rpm and 77.5lb-ft (105Nm) at 6750rpm (which is nearly all available at around 3000rpm), rest assured there will be plenty of punch to play with.

Elsewhere it comes fully-loaded with a whole host of trick goodies (including Brembo brakes, Ohlins semi-active suspension and adaptive aerodynamics for the agship S model) – and there’s a load of technology as standard too. There’s four riding modes to choose from (Sport, Road, Tour and Wet) which each alter the level of engine braking, power output, traction control, suspension settings (on the S), and also the active aerodynamics (which is essentially a pair of fairings which extend from the side depending on which mode you’re in and the speed you’re travelling at).

All in all, it looks as though Guzzi’s done a cracking job with its newest machine. If you’re into covering big miles but you want something stylish and compact with plenty of character, it could be the bike for you. All that technology doesn’t come cheap though. You’ll have to lay down £13,500 for the standard V100 Mandello and £15,750 for the S model – although, if you’re buying on nance, Guzzi’s just announced a new, introductory 8.4% APR PCP nance plan which means you can get your hands on the standard for £169 (with a deposit of £2394.20) and the S for £199 a month (with a deposit of £3688.20).

You’ll have to act fast though, as that offer’s only available until the end of November.

BAVARIAN BULLET

It might not look like a whole lot has been changed for the latest generation M1000RR – but actually, BMW’s made a load of small but signi cant adjustments to both chassis and the engine, with the primary aim of reducing weight and increasing power over the ‘standard’ S1000RR. And that’s exactly what it’s done.

Of course, the M1000RR builds on the solid foundations laid by the already very capable S1000RR – but takes things even further. e engine’s lighter, the frame’s lighter, the wheels are lighter – even the Akrapovic titanium exhaust is lighter.

Not a bad start. Like the S, its 209.2bhp four-cylinder engine gets BMW’s Shiftcam variable valve timing – but also adds lightweight connecting rods, low friction pistons, a higher compression ratio, and a whole host of even lighter parts.

Technically it doesn’t have any more power or torque than the S1000RR, but all the modi cations do make it easier to be race tuned (and subsequently o er higher performance on track). And that’s what this machine is all about, right? ere’s more good stu going on with the chassis. Its engine is now a stressed

member (which adds sti ness and reduces weight in one hit), the rake of the front fork has been extended, the wheelbase is slightly longer and weight distribution has been altered too. Elsewhere there’s suspension from Marzocchi and brakes from Nissin (though they’re branded as BMW’s own).

As you’d expect, there’s also a seriously sophisticated suite of electronics to get to grips with. Engine power, engine braking, traction control, ABS, and wheelie control are all con gurable using the TFT dash and switchgear. ere’s even launch control and a pit

lane speed limiter too. It also gets a bi-directional quick-shifter, and rather unusually also comes with hill hold control, cruise control and some heated grips. I guess it is a road bike after all, even if its wings are pulled straight from World Superbikes and are capable of adding 30lb of downforce at the front and 6lb of downforce at the rear at 186mph.

No news yet on price, but with the previous model coming in at just over £30,000 for the base model, you’ll need plenty of cash in the bank if you fancy getting your hands on one.

e Austrian factory’s Moto2-inspired track bike is back for 2023, with another 200 models going into production.

Revealed last year, the rst generation RC 8C (which was inspired by KTM’s now defunct Moto2 chassis project) sold out in just a matter of minutes, and so it shouldn’t come as much of a surprise that KTM’s decided to go again for 2023 with a more powerful, even better equipped machine.

Developed in partnership with Kramer Motorcycles, it’s still powered by KTM’s much-loved LC8c inline twin engine – but for 2023 the RC 8C gets an additional 7bhp to play with, upping its peak power to a healthy 135hp (while torque’s an equally respectable 72lb-ft (98Nm) at 8250rpm). And when you take into account it tips the scales at just 142kg, the RC 8C actually has one of best power-to-weight ratios of any track-only sportbike around. No wonder it’s so popular.

KTM’s also made adjustments to the throttle response, engine braking, traction control, launch control and anti-wheelie control – in addition to fitting a new titanium Akrapovic exhaust system. It also gets a set of funky wings, which are clearly inspired by the firm’s race-winning RC16 concept bike.

With only 200 models available and a price tag of £34,999, KTM’s also o ering some very exclusive goodies to sweeten the deal for the rst 30 customers of the latest generation RC 8C. ey’ll get the chance to ride the bike at the Circuito Ricardo Tormo in Valencia, get some track tuition from former Grand Prix riders, make use of a full KTM and WP Suspension technical crew, and get all their accommodation, food, and bike transportation taken care of.

BMW’s flagship sportbike get the latest technology ready for the 2023 race season

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.

In partnership with Forcefield Body Armour

Andy Uglow’s Ducati 1198 S. The last of the trellis-framed models. 170hp at the rear wheel. Yes please

Another tidy Yamaha R6. This one’s Keith Watson’s – and it looks great

Dan Poxon’s BMW R1250GS looks ready for adventure Rob Cuffling’s immaculate 99 Kawasaki ZZR1100 with under 11k on the clock

Chris Maximus’ Honda Fireblade looking resplendent in HRC trim

Kenneth Rattledge’s green, mean, and not so lean Kawasaki ZZR1400

David Smith’s pride and joy RD350LC. Full rolling restoration over the past seven years and only using genuine parts. Standard apart from the period-ook Allspeeds and Micron fork brace

Scott Newitt’s KTM Duke 200. We bet this is a lot of fun

Chris Sylvester’s gorgeous Yamaha R6 soaks up the views

Keith Henderson’s fully-loaded F850GS exploring around Annecy in France. Looks like the perfect trip to us

Stephen Crook’s gorgeous Ducati 748. We’d love one of these in our garage.

HEAD TO TOE

WORDS:

Ross Mowbray

Money is tight for a lot of us at the minute. Rising living costs are causing plenty of people to have to scrimp and save and cut their spending where possible.

But if you’re riding bikes and scooters, you’re going to have to spend a bit of cash to make sure you’re well protected should the worst happen and you end up trading blows with the Tarmac.

at’s why we’ve been working hard to nd out if it’s possible to kit out a biker from head to foot without breaking the bank.

e gear would need to meet the proper PPE legislation – so there’s no bargain basement knocko s here – but it would also need to be a ordable enough for most people after a few months of saving. at’s tricky, but not impossible. We reckon £500 seems a sensible budget, which many could muster with a bit of saving. So here’s one way you could spend it (with plenty of change to spare).

Furygan Apalaches

Textile Jacket

£134.99

We’ve got a soft spot for Furygan gear, so when we saw you could get your hands on a Apalaches textile jacket for less than £150, we knew we had to tell you about it.

It’s a properly capable winter jacket, which comes equipped with a waterproof and breathable membrane, a thermal removable liner, an AFS ventilation system, D3O elbow and shoulder armour and an impressive nine pockets (six external and three internal, including one that’s waterproof). There’s also a connecting zip, should you opt to go for some matching Furygan trousers.

Weise Memphis Outlast Motorcycle Textile Trousers

£99.99

Here’s a set of textile trousers from another rm that’s never let us down. Weise. These are its Memphis touring/adventure trousers, which come kitted out with an Outlast liner. That means they’re going to well up to the job of keeping you warm when the weather takes a turn for the worse.

Constructed from a tear-resistant ripstop outer layer, and featuring a waterproof, windproof and breathable drop lining (in addition to that aforementioned 140 gram thermal quilted lining from Outlast), these are sure to be a properly capable pair of winter riding trousers. They’ve also got CE-approved armour on the knees, a reinforcing panel on the seat area, two vents with waterproof zippers, stretch panels above the knees and around the waist (to help exibility), a raised back (to offer additional weather protection), a couple of pockets... and some re ective detailing to help you be seen more clearly.

Oxford Hunter Touring Boots

£59.99

Oxford’s one of those go-to rms if you’re a biker on a budget who wants to get some quality kit without breaking the bank – and we’d be fools for not featuring at least one bit of kit from there. We’ve chosen its thoroughly practical (though maybe not particularly sexy) Hunter touring boots. Featuring a proper leather upper and a waterproof internal membrane, they’ll happily handle some long, wet miles without any trouble. Elsewhere, they come equipped with a exible padded instep and heel, some reinforced ankle protectors and a heavy duty non-slip tread. There’s also a full length zip with hook and loop storm ap, and some stretch panels in the calves for comfort. For less than £60, you can’t really fault them.

Airoh Valor Helmet

£74.99

There’s little doubt that a good quality helmet is the most important bit of biking kit. But that doesn’t mean you have to lay out hundreds of pounds for a seriously sophisticated lid from one of the biggest brands. There’s some great stuff out there for only a fraction of the price. We’ve actually done a lot of miles in the Valor helmet (and we’ve even crashed in one). It really is a cracking bit of kit for the money, with its high resistant thermoplastic shell, eight-zone integrated ventilation system, extra wide visor (it offers a properly impressive eld of vision), pinlock-ready lens and stop wind tech.

ARMR Hirama WP845

Gloves

£ 35

What can you actually get for £35?

Well, how about a set of ARMR Moto’s Hirama WP845 motorcycle gloves?

They’re made from a mix of goatskin leather and softshell fabric and feature a quality Hipora waterproof and breathable membrane which should do a good job of keeping the worst of the winter weather at bay. For added protection, they come kitted out with rubber moulded knuckles – and there’s even anti-slip palms for improved grip and re ective piping to help you be better seen. All good stuff.

SCHUBERTH E2 HELMET

Here’s what you need to know about the new flip front adventure lid from the German firm.

We love a Schuberth helmet here at MoreBikes. We’ve done thousands of miles in its top-speci cation ip fronts and have always been impressed by their quality, comfort and quietness. That’s why were excited to hear that there’s an all-new adventure helmet on the way for 2023. Introducing the E2.

comfort and quietness. That’s why were excited to hear

Building on the success of the relatively recent E1 adventure helmet, the German rm (which has been making lids for bikers since 1954) has created a new, fullyloaded, dual-homologated ip-front that meets the latest and strictest 22.06 safety standard.

It’s packed with cool features, including all the usual good stuff you’d expect from a Schuberth. That means it’s constructed from a glass bre shell which has been made using the factory’s own patented Direct Fibre processing (DFP) technique – and has been developed and tested using its own in-house wind tunnel. There’s Class 1 Optics; an integrated two-position drop-down sun visor; a load of ventilation; an adjustable (winter or summer) head pad; cheek pads that have been designed for glasses wearers; and an Italian-made Oeko-Tex 100 washable and removable lining.

That’s not all. There’s a clever Anti-Roll-OffSystem (A.R.O.S.), which works to ensure the helmet is kept in place in case of an accident and, of course, it comes pre-installed with speakers, a cable harness and a radio antenna to make it super-easy to install Schuberth’s own plugand-play communication system.

make it super-easy to install Schuberth’s own plugtop

The E2 gets even more good stuff on top of all that. There’sa three-position adjustable (and removable) peak; a pre-installed Pinlock 120 anti-fog lens; improved eld of vision (thanks to a new ‘City Position’ mechanism); a twodensity EPS liner which the factory claims offers improved shock absorption; a Velcro lining (which makes maintenance even easier); and a new, lighter and more usable chin lock mechanism. And to help you get the perfect t, there’s even a custom t option which allows you to make use of a wide selection of pads.

All that makes for one seriously sophisticated helmet. Add to that a ve-year warranty (when you register your lid online), and it’s easy to see why Schuberths are so popular among big-mile bikers – and command such a premium price. You get what you pay for, right?

If you want to go the whole hog and make full use of the built-in technology, then you’ll want to know more about Schuberth’s plug-and-play Sena-supported communication system. It’ll cost you another £291 if you buy it with the lid (or £349.99 if you buy it separately). It’s not cheap, but for the money you’ll get the latest Sena 50s software which allows you to make use of Mesh Intercom and Bluetooth 5.0, and features 2 BT Antennas, Multi-Way Intercom and voice

microphone and an easily detachable

command and Digital assistant (Siri or Google) compatibility, to make it easy to operate your smartphone or sat-nav quickly, easily and safely while you’re on the move. You’ll also get a wireless control unit, a boom microphone and an easily detachable cable harness (if you need it).

With a claimed 14-hour battery life, there’s going to be plenty of life in it for even the longest days in the saddle. It’s also worth mentioning that it’s fully compatible with the rest of Sena’s range of comms units. But the best thing about it, is probably the fact it should only take about 20 seconds to t, because Schuberth’s already done all the hard work by pre-installing the hardware and ensuring your helmet’s good to go. We can’t wait to get our hands on (and head in) one.

also worth mentioning that it’s fully compatible unit), but that’s what it costs to get your hands on (and

Priced at £569.99 for a plain colour and £649.99 for a graphic, there’s no denying it’s a lot of cash for a helmet (and even more when you include the comms unit), but that’s what it costs to get your hands on (and head in) one of what’s sure to be one of the best lids in the game.

THE WIN!

QUIZ MOREBIKES

We love a bit of trivia here at MoreBikes. No matter whether we’re at a pub quiz with a beer in one hand and a pencil in the other or being questioned by our mates when we’re stood around nattering at a bike night, there’s something about knowing the answer to an unexpected question that gives us a nice, fuzzy feeling inside. That’s why we’ve decided to introduce a new regular quiz

section sponsored by our good pals at Key Collection (who’ll be supplying the prizes). We’ll be asking you all sorts of questions, pushing your memories to the limit and asking you to dig deep to try and remember all manner of trivia from right across the world of bikes. It’s a chance for you to show off your in nite two-wheeled wisdom, maybe even learn a few things, and be in with a chance of winning some cool prizes. Sounds good, right?

Yamaha’s now legendary TZ500 racer was first unveiled in 1972. But at which Grand Prix did it get its first win?

In which year did Moto Guzzi celebrate its 100-year anniversary?

Which automotive giant is the new owner of Norton Motorcycles?

How much horsepower does Ducati’s new Panigale V4 R make?

Which motorcycle shares its engine with Husqvarna’s Norden adventure bike?

To make things a bit easier this month, all the questions are related to the news, reviews and features in this very issue of MoreBikes. That means that if you read the paper cover to cover (and you've got a keen eye for detail), there’s a very good chance you’ll get all the answers right. Aren’t we good to you? Rest assured, next month won’t be so easy though, so it’s worth making the most of it.

How much does Kawasaki’s iconic ’ 90s ZX12-R weigh?

Where in the world can you find the hipster haven of Wheels and Waves?

What was the first motorcycle product made by R&G?

Which firm has launched a new scheme to repair bikes damaged by thieves?

Name the Indian

It’s amazing how often other road users don’t see bikers.

Worth £49.99

But if you want to be as visible as possible, there’s a bit of kit from Weise that’s only going to help. Its Vision waterproof jacket might not be the most stylish bit of kit in the world, but it offers an impressive 360 degrees of re ection. Yep. 360 degrees. Of re ection.

It’s made from water-resistant polyester (with taped and welded seams); gets a full polyester mesh lining; a collar with a brushed lining; a waterproof zip; an adjustable pull cord hem and elasticated cuffs; plus two external and two internal pockets.

HOW TO ENTER LAST MONTH

To be in with a chance of winning, all you’ve got to do is jot down the answers on the entry form below and send it in using the details provided. We’ll then pick the winner from an upturned helmet crammed with correct answers – and that person will be sent a brand-new jacket that’ll help them be seen out on the road. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!

Did you get it? The last of the blacked-out bikes to grace these pages was Kawasaki’s iconic triple, the H1 500 from the early 70s.

factory that works closely with Harris Performance?

It’s time to get your pens and pencils at the ready and put your biking knowledge to the test. Introducing the all-new MoreBikes quiz.

This is a hugely important bike for Husqvarna as the dirt-bike specialist enters the highly competitive adventure market for the first time with the all-new Norden 901.

OUT NOW

Motorcycle Sport & Leisure – get your copy for less than a pint!

If you like the look of the bikes on this page, you’ll love Motorcycle Sport & Leisure magazine! We cover all the latest bikes, from ton-up café racers to globe-shrinking adventure bikes, and everything in between!

There’re also pages full of travel to give you an idea for a destination for your ride next weekend, as well as inspiration for a tour of a lifetime.

Add to that the latest news and products, buying guides for kit and bikes, and plenty of long-term bike tests, and you will get a picture of what’s on offer. We ride all kinds of bikes, all over the place, so there’s bound to be something in the mag that takes your fancy.

And here’s the really good bit... you can get the magazine delivered to your door for less than you would spend on a pint of premium lager in a swanky bar.

Simply head over to www.classic magazines. co.uk/issue/MSL push a couple of buttons, and wait for the mag to arrive.

No need to head out to town to nd a newsagent, just click and enjoy.

Cheers!

As Husqvarna’s rst-ever road-going adventure bike, the Norden 901 is a hugely signi cant motorcycle for the dirt-bike specialists. But given that Husqvarna is owned by the KTM group, it will come as little surprise that, while the Norden 901 is new, it shares many similarities with KTM’s two highly-acclaimed 890 Adventure variants. In fact, the 890cc parallel-twin that powers the 901 is taken – lock, stock and two smoking barrels – directly from the Adventure and Adventure R. And why not? is lightweight jewel of an engine works as well on dirt as it does on asphalt, and is already proven not only in the Adventure, but also the 890 Duke and 890 Duke R, and KTM’s racing 8RC.

mud and sand to epic switchback mountain passes in the wet and dry.

Plenty of options

Managing the power are multiple riding modes: Street, Rain, O -Road and optional Explorer tted to our test bike. Each mode is set, changing the throttle response, traction control intervention level and peak power.

e specialist O -Road mode delivers full power but turns o the leansensitive rider aids (ABS and TC), allowing some rear wheel slip and e ortless wheelies, while signi cantly changing the bike’s behaviour. e optional Explorer mode allows you to personalise the settings.

comforting light is illuminated when TC is triggered. However, despite a high level of intervention, there isn’t any back ring or jolting, just smooth, uninterrupted drive.

e optional Explorer mode allows you to trim the electronics to match the conditions and the way you ride – you can also change the power output and throttle response – while in O -Road mode the power delivery is easy to live with and throttle response is crisp without being too sharp. Progressive torque output allows the rear Pirelli Scorpion Rally STR tyre to nd traction – and it’s just as easy to tickle the throttle to make a sharp turn as it is to spin the rear to tighten your exit.

Husqvarna has positioned the Norden 901 between KTM’s road-focused 890 Adventure and the more o -road purposed 890 Adventure R, and is clearly con dent in the on- and o -road capabilities of its new model as it launched the bike with two days of extensive testing on the stunning Azores islands. is was a true examination of its rst global adventure bike in every condition imaginable, from sticky, strength-sapping

the bike with two days

Street mode, as you’d assume, delivers a perfectly well-behaved motorcycle. Power is smooth, with a lovely uid drive from low down. For those riding in normal conditions this will be all most riders really need. However, we encountered some treacherous road sections featuring slimy, wet cobbles covered in moss which, with a closed throttle and via the KTM switchgear on the left bar, prompted a shift into Rain mode (which is clearly highlighted by the full-colour TFT dash).

rst global adventure bike imaginable, from sticky,

rottle response is noticeably softer in Rain mode with peak power capped at 82bhp, and I was grateful for the increased intervention of the rider aids in such slippery conditions, too. Both traction control (TC) and ABS are lean-sensitive, and a

WORDS: Adam Child PHOTOS: Husqvarna Europe

TECH SPEC

Husqvarna Norden 901

Price: £12,349 Engine: 889cc, two-cylinder, parallel twin Power: 105bhp (77kW) @ 8000rpm Torque: 73.8lb-ft (100Nm) @ 6500rpm Frame: Steel Wheelbase: 1513mm Brakes: (F) 2 X 320mm discs, four piston radial calliper. (R) Single 260mm disc, two piston calliper. Cornering ABS Transmission: 6-speed, chain final drive Suspension: (F) Fully adjustable WP Apex 43mm forks 220mm travel (R) Single fully adjustable rear WP APEX shock 215mm travel Wheels/tyres: (F) 21 x 2.5, (R) 18 x 4.5 / Pirelli Scorpion Rally STR(F) 90/90 21, (R) 150/70 18

Seat height: 854mm (33.6in)

Tank: 19 litres (4.2 gallons)

Fuel consumption: 62.7mpg (22.2km/l) claimed/ 55.4mpg (19.6km/l) tested Weight: 222kg wet Warranty: Two years Roadside assistance: Two years Service intervals: 15,000km (9320 miles) after the first one at 1000km (620 miles) Contact: www.husqvarna-motorcycles.com

Properly set up e up-and-down quickshifter comes as standard, and wearing o -road biased boots I never had a problem with changes, just occasionally nding neutral by mistake whilst riding o -road. However, there were a few complaints by some riders in heavy-looking o -road boots. e shift on the road is smooth and backed by a pleasing ‘bark’ from the optional Akrapovic exhaust tted to our bike.

Given that the Norden sits in between the two KTM 890 Adventure models, it follows that it has more suspension travel than the more roadfocused 890 Adventure, but less travel than the 890 Adventure R.

e Norden’s ride is controlled by 43mm WP APEX forks and a WP APEX

shock (both conventionally fully adjustable) and, as a useful nod to its role as a tourer, also comes equipped with a remote, easy-access preload adjuster.

Just as it is on KTM Adventures, the 901 suspension is excellent – and sits the bike lower than the Adventure R, too. You don’t have the on-tiptoes feeling that shorter riders experience on the R, which instils con dence in those less experienced as well as on the short side, and nudges the 901 closer to the road-biased standard KTM 890 in this respect.

is tough test threw every type of road imaginable at the 901, but at no point did I want the suspension settings altering. During fast, owing cornering the Norden was exceptionally stable for a bike with

long-travel suspension and a 21-inch front wheel. Aerodynamic bodywork has been designed to enhance stability while the o -road-looking Pirelli rubber was always reassuringly planted on asphalt.

ere is signi cant travel under heavy braking and acceleration, but the suspension movement is always controlled. at is the key, controlled, quality suspension.

e Norden is heavier than the KTM 890 Adventure R, but such is its comparative narrowness and compact feel (the fuel tank, for example, is slightly smaller) that extra weight isn’t noticeable, and only a back-to-back test with the KTM would reveal if there’s any tangible di erence.

On and off roads

O -road handling is eye-opening. In extreme situations the Norden 901 lacks the sophistication and brilliance of the KTM 890 Adventure R, but for this 45-year-old dad from Yorkshire who’s never ridden the Dakar and who simply enjoys weekend riding o -road, there’s little to fault. I’m sure if you ride hard and like big air, you’d want to tailor the suspension settings or even t bee er suspension units to suit. But for me and 90 per cent of the buying public the standard suspension on these Pirellis is both forgiving and reassuring.

I could feel what was happening: the bars were relaxed in my hands as the front 21-inch Pirelli found its way across the terrain and the rear just got on with the job of nding grip.

How close is it to the KTM range?

Husqvarna has pitched the Norden in between the two KTM 890 Adventure models. This means it has more suspension travel – 220mm front and 215mm rear – than the more road-focused 890 Adventure, but less travel than the 890 Adventure R. The R version also features bee er 48mm WP forks and as you’d expect comes equipped with more ground clearance for those serious off-road riders –263mm compared to 252mm. The Norden is on paper 8kg

heavier than both the KTM 890 and 890R (dry weight, remembering the fuel tank is one litre less), mainly down to the different styling, skid plate, rear rack and the incorporated fog lights, which come as standard.

As to seat heights, again it falls in between both the KTM’s 850mm for the standard, 854mm on the Norden and 880mm Adventure R. To put it simply, the Norden is closer to the standard KTM 890 than the heavily off-road-biased R.

Suspension

The Norden is controlled by 43mm WP APEX forks and a WP APEX shock (both fully adjustable) and, as a useful nod to its role as a tourer, the Norden also comes equipped with a remote, easy-access preload adjuster.

Engine

The lightweight engine is impressive, housed not only in the Adventure, but also the 890 Duke and KTM’s racing 8RC. Power and torque are identical to the KTM’s 77kw/105hp @ 8000rpm, and 100Nm/63.8lb-ft at 6500rpm.

Modes

Three modes as standard, Street, Rain, Off-Road, and the optional Explorer mode. Rain mode caps power to 82bhp. As for rider aids, there’s lean-sensitive ABS and TC, which has a speci c off-road setting. The up-anddown shift is standard, as is the cruise control.

IMU

Last year KTM uprated the Adventure’s IMU, which essentially measures the movement of the bike to a six-axis component, and the Norden bene ts from that technology, too.

Accessories

As you would expect for a bike ready to take on the world, there is a huge list of travel accessories, from luggage, crash protection and heated grips to the Akrapovic silencer.

e 901 is one of those adventure bikes that doesn’t intimidate the rider; it complements them instead. On surfaced roads it’s no Honda Gold Wing, and I didn’t test for pillion comfort, but compared to some 21-inch front wheel adventure bikes the Norden scores highly. e 854mm seat is comfortable and, as noted, narrows neatly towards the fuel tank, allowing shorties like me to get two feet on the ground. e nonadjustable screen (a trick missed in my opinion) is adequate; the standard hand guards do their best to keep hands dry in heavy rain; and cruise control comes as standard.

e brakes are more than adequate for o -road riding at my level, but on the road lack the sharpness you normally associate with KTM’s sporting siblings. ey felt wooden and lacked bite. Once or twice while braking heavily downhill into a slow dry corner I wanted more power and urgency, while more engine braking – not adjustable on this model –would have helped, too, and taken the

load o the front tyre. I had the same grumbles after riding the KTM sister bikes in Wales last year.

e Bosch lean-sensitive ABS is impressive, however, particularly in the Rain and O -Road modes. O -Road, the ABS is deactivated from the rear (the front can’t be switched o ), and ABS becomes non lean-sensitive. It’s hard to feel the ABS working – it’s that good – meaning it’s also startlingly easy to brake hard in low grip conditions and still feel secure. Excellent again for those who are not experts o -road.

e riding modes and rider aids are accessible via a quadrant of buttons on the left bar, which interact with the new 5-inch full-colour TFT dash. Like the KTM, the new clocks are informative with clear graphics and are relatively easy to navigate and, by the end of day one, it felt like second nature to quickly ick between Rain and O -Road settings.

e display layout changes with the di erent modes, which at times I found slightly confusing as sometimes the gear position was clearly shown

and sometimes it was the TC… but I’m picking at details only discovered after two intense days of riding.

Verdict

e Norden 901 sits between the KTM 890 Adventure and the more o -road-biased Adventure R model, and you could claim it’s the best of both worlds. Road handling, comfort, tech and rider aids are superb, and likewise it can cut it o -road. If you’re serious about your o -road riding – big air and riding wide open in 5th and 6th gears – then the KTM R version would be a healthier option. But, for most, the Norden does it all. e brakes are satisfactory on the road rather than spectacular, and personally I’d like more engine braking, while some might want the capability to turn o the front ABS. But other faults aren’t really faults, just personal and minor aches.

If I was to repeat this test, I’d almost certainly take the Husqvarna Norden 901 over either of the KTM 890 Adventures.

GREAT WINTER RIDE

Scottish Borders

Scotland is not the first place that comes to mind when you consider destinations for great winter rides. But if you know where to go, have the right kit and the right attitude, you could find some spectacular riding there. Here’s what you could do…

Not all roads lead to Mo at. But a motherlode of great biking roads are within a stone’s throw of there. You can pick and choose from fast and furious A-roads, twisty rollercoaster-like B-roads, and secret little single tracks seemingly in the middle of nowhere.

ere’s plenty to choose from around here, but this time we wanted a great ride for the cold season. Something that has a good chance to be rideable any time of the year.

To get the route right, we asked Dave Smith from the Buccleuch Arms hotel in Mo at to help us. Dave knows the area like the back of his hand, and regularly devises riding routes for his guests, so it took him no time at all to come up with this for our sister magazine (www.mslmagazine.co.uk), the MSL Great Winter Ride in the Scottish Borders.

Easy riding

e route is a circular one and can be ridden in either direction, but Dave, who also o ered to lead the ride, suggested we do it clockwise, and I feel doing this worked well as it saves my favourite bit until last – not that the rest of the route isn’t great, but it’s always good to know that something extraordinary is just round the corner.

Leaving Mo at, you start with a nice, easy, almost a warm-up ride down the A701 to Dumfries. is is a big, fast A-road, and if you want you can drop the hammer and go for it. However, I’d suggest easing yourself into the ride here – there are plenty of opportunities for fast riding along the route, and the beauty of it is legal speeds are enough to give you the thrills, so you can keep your licence clean.

From Dumfries we swing back up north on the A76, heading north towards ornhill, which is a nice little town, but it feels too early to stop for a brew. e road passes elds of cows and farms, and the riding is easy.

Soon after ornhill the main route takes a right turn to the A702. e turn is easy to miss, so be prepared. However, if you miss it, you are on course for the rst of the two extensions of the route. is one takes you up the B797 on the Mennock Pass through Wanlockhead, the highest village in Scotland, at an elevation of around 466.6m (1531ft). e road is small, and the village high, so we have included this as an extension as on colder days, you have a better chance to negotiate the A702 on the main route (after the turn that you mustn’t miss, remember).

After the big A-roads, the A702 is a bit smaller, a bit twistier, and a bit more remote. You start riding in the woods, then the landscape opens and you start to get glimpses of the hills ahead.

As we were riding on the A702 towards Elvanfoot, Dave pointed to the sky, where a golden eagle was gliding seemingly without moving a muscle. It’s a magni cent sight, and not such an uncommon one round here as recent conservation e orts have seen eagles return to the Borders.

Relatively civilised

After Elvanfoot, the route takes you within spitting distance of the M74, but fear not, motorway riding is not on the menu today. Just in time, the

route swings away from the big road and continues towards Libberton on the A73. From there, we take the B7016 to Biggar. is is a nice, bigger town, and great for a little co ee or lunch stop if you’re starting to feel like that. If not, there are plenty of options still to come. For instance, the route on the A72 takes us to Peebles – that’s a little bigger, with more going on. We are still not ready to stop, so we press on. It’s not quite winter yet, but it’s getting chilly, and as we pick up speed on the faster roads, I must admit it gets a bit parky. Luckily for me, these Great Winter Rides are sponsored by Keis, and they have provided me with heated kit from neck down... I’m ready for winter riding. A press of a heat controller button in my heated jacket, and I

feel the warmth starting to get to me instantly. With that sorted, I x my vision in the horizon, rmly twist the throttle, snick a higher gear in, and let the ride ow.

From Peebles the route continues towards Selkirk on the A72, following the River Tweed, where we spot a couple of anglers trying their luck.

Just before we reach Selkirk, the route takes a right towards Mo at on the A708. is is the point in the journey where we need to make the ‘big decision’ – do we stay on the A708 or take the second extension to the route on B-roads (mainly B709)?

The road less ridden e A708 is one of my favourite roads. It’s like a rollercoaster twisting left to right, up and down. And all the way

along it, the scenery is stunning. You ride in a valley between the hills, with St Mary’s Loch providing the perfect stopping place roughly halfway down the road to Mo at.

But I have done the A708 more times than I can count on my ngers, so (slightly begrudgingly) I agree that the best thing to do is to follow the B-roads of the extension. And it was the right thing to do.

After a co ee and cake at the Waterwheel café and salmon viewing centre, right at the start of the A708, we take the turn to the B-roads, and start winding our way towards Eskdalemuir on the B709. Before we reach it, there’s what appears to be a Buddhist temple at the side of the road. It appears like a Buddhist temple mainly because it is one,

WORDS: Mikko Nieminen PHOTOS: Mikko Nieminen & Gary Chapman

POWERED BY

namely the Samye Ling Buddhist monastery. Not what you’d expect around the Borders, but it’s beautiful and tranquil, and in a strange way it ts in. Don’t believe me? Go and have a look, it’s worth the detour.

e B709 is mostly a single lane B-road that at rst looks like it is only used for logging, but there are few little villages along it, and it is kept clear all winter, but in bad weather the main route on the A708 is the rst choice.

After Eskdalemuir we turn right to B723 towards Boreland, then right again for the last stretch to Mo at. Time for some grub, and a well-earnt drink.

Great ride?

ere are a number of reasons why the Scottish Borders make a great destination for winter riding: e scenery varies from pleasant to

WHAT TO WEAR?

breathtaking; e roads seem to be fairly quiet any time of the year, but when the mercury falls, there’s even less tra c; services are geared towards tourists, so you will nd petrol, food, drink and things to do o the bike; and wildlife is about in abundance, we spotted half a dozen eagles on our ride.

e only question mark is the weather. Snow and ice are not strangers to this area, but on a good clear day you can just add a layer of clothing, or switch on your heated kit, pick the well-maintained main roads, and have an absolute blast on two wheels.

Time it right, and this is one of the best places for great winter riding.

Description: Circular route with two optional extensions. The extensions are smaller roads, so in winter the weather may force you to stick to the main route. The roads on this route range from fast A-roads to thrilling and twisty B-roads, and even single tracks if you include the extensions to the route. Scenery is great all the way, but the sections where you have the option of sticking to the main route or taking the extension are particularly good, regardless of which one you pick.

Distance: 150 miles without the two optional extensions.

Time: can have plenty of stops for photos, coffees and lunch

Fuel: Plenty of service stations on the route (Moffat, Dumfries, Abington, Libberton, Biggar, Peebles, Selkirk).

Cafes: Lots of choice in bigger places like Peebles, but we like the Waterwheel on the A708 just outside Selkirk, and the Glenn at St Mary’s Loch, also on the A708.

Curiosities: The top trump in unexpected discoveries is the Samye Ling Buddist Monastery near Eskdalemuir on the B709 (that’s on the second optional extension to the route). You might spot some eagles too, but that’s a different story…

IT’S ALL ABOUT THE BASE

There are plenty of good places to stay in the Borders region, but our rst choice is always the Buccleuch Arms in Moffat.

The place gets busy with fellow motorcyclists because the Smiths who run the place are bikers themselves, and provide garages for bikes, routes of the area, and all manner of bike-related services you might need on your trip.

The rooms, food and drink are good, too, but the best thing about the Buccleuch is the world-class service from the whole team. For further information, visit www.buccleucharmshotel.com

Keis kindly provided heated kit for the Great Winter Rides, and one of the key items in ghting the cold is the Keis Heated jacket. We had the Premium Extreme J505RP jacket (£225,

www.keisapparel.com), which heats up quickly, and keeps you comfortable. All you need to do is to connect it to your bike’s battery, and winter riding is suddenly much more pleasant.

REBEL with a CAUSE

A trip to the funky Wheels and Waves festival proved the perfect opportunity to ride Honda’s two value-for-money cruisers back-to-back. First, the bikes...

WORDS: Ross Mowbray PHOTOS: Honda Europe

THE BIG ONE Honda Rebel CMX1100

A few eyebrows were raised when Honda rst announced it was going to be building a bigger version of its little Rebel, powered by the same engine as the Africa Twin. It wasn’t exactly a typical Honda move. But actually, the more you think about it, the more it starts to make sense.

Honda hadn’t had a big cruiser for sale in the UK and Europe for years – and although there wasn’t any great demand from hardcore custom fans, there was always going to be an appetite among certain types of riders who want something a little bit di erent to the usual. And so, buoyed by the surprising success of its CMX 500 Rebel, and with an engine platform ready to roll, Honda got to work creating its CMX 1100 Rebel. Early reports were extremely positive, with plenty of people praising its performance, handling, comfort and practicality – and that’s without taking into account that it costs less than 10 grand for the standard model (while the DCT comes in at a still respectable £10,499). Whatever way you look at it, that’s a lot of bike for your money. at’s a big part of why I couldn’t wait to ride one.

e headline news is its CRF1100L derived engine, which has been detuned to kick out a slightly lazier 86bhp at 7000rpm and 72lb-ft at

4750rpm. ose gures are actually a little lower than the Africa Twin, but arguably just as important is the fact that the CMX can get in the swing of things a bit sooner, with peak torque achieved a full 1500rpm lower in the rev range. But what does that actually mean on the road?

Well, the CMX 1100 is actually surprisingly punchy. Its 1084cc engine feels free-revving and enthusiastic from low down in the rev range, with all the usual smoothness you’d expect from a Honda. It was a pleasure to ride the torque and ick between second and third on the increasingly tight and twisty roads above Biarritz and into the Pyrenees.

I was having a whale of a time and I was even starting to get to grips with the DCT system tted to the bike. It’s something I’d often found cumbersome and unintuitive on the Africa Twin but in this setting, on this bike, everything kind of fell into place.

I admit, I was still much happier using the up and down paddle shifts in the style of a manual gearbox – but I was de nitely thankful for its ease of use (and ability to crawl along at slow speeds) as we navigated the congested tra c around town to get back to Wheels and Waves.

In all environments, it handles like a dream. As soon as you get rolling, you’d have no idea you’re sat atop a

TECH SPEC

Honda Rebel CMX1100

Engine: 1048cc SOHC liquid-cooled four-stroke eight-valve parallel twin with 270° crank and Uni-cam Power: 86hp @ 7000rpm

Torque: 72lb-ft @ 4750rpm

Clutch Type: (DCT) Wet multiplate hydraulic two-clutch

Transmission: (DCT) six-speed dual clutch transmission

Final Drive: Chain

Frame: Diamond Brakes: (F) Radial mounted monoblock fourpiston brake caliper, 330mm floating single disc (R) Single piston caliper, 256mm single disc Suspension: (F) Preload adjustable 43mm cartridge style (R) Preload adjustable twin piggyback rear shock

Wheels/Tyres: (F) MT3.50 (R) MT5.00 / (F) 130/70B18 M/C (R) 180/65B16 M/C

Seat Height: 700mm Weight: (DCT) 233kg

Fuel Tank: 13.6 litres

Fuel Consumption: (DCT) 5.3L/100km Price: (DCT) £10,499

chunky 233kg machine. It requires the lightest of inputs to turn and it feels just as planted and stable when the pace gets hot, as it does easygoing and agile when picking through tra c. at’s the thing that surprised me most about riding it. I’d go so far as to say it handles better than any cruiser bike I’ve ridden. at’s quite some coup for Honda, I reckon.

It stops well too. e radiallymounted Nissin caliper and 330mm disc do a good job of scrubbing o speed quickly and safely with little diving from the front end and plenty of grip from the Dunlop OE rubber. e suspension’s spot on, with just enough give from the twin-shocks at the rear to soak up the sketchier road surfaces with no trouble – but it’s not too soft that you’re bouncing around all over the place struggling to get settled in a corner. It really is very well set up.

e only real criticism I have of the bike is that it’s not all that comfortable

for long stints. Don’t get me wrong, the riding position’s nice and natural for a cruiser with a near perfect combination of seat, bars and pegs –but I just couldn’t get on with the seat. I reckon it’s probably at just the wrong angle, which meant I had a numb bum within an hour (and I know other riders who’ve had similar issues). I’m sure it could be easily remedied, but it’s a bit disappointing for a bike that should be all about the comfort. I can forgive it, but others might not.

e CMX 1100 Rebel might not be the most exciting cruiser on the market, and its looks probably aren’t going to set many hearts racing, but it’s a thoroughly capable motorcycle that’s every bit a Honda; reliable, comfortable, practical and poised with enough about it to put a smile on the face of even the most hardened of leather-clad, tattooed bikers. I don’t really like cruisers and I’d have one –that’s how good it is.

TECH SPEC

Honda Rebel CMX500

Engine: 471cc liquid-cooled, dohc

Power: 45bhp @ 8500rpm

Torque: 32lb-ft @ 6000rpm

Clutch Type: Wet multiplate

Transmission: six-speed

Final Drive: Chain

Frame: Steel diamond

Suspension: (F) 41mm Telescopic forks (R) Showa twin shock

Brakes: (F) two-piston caliper with a 296mm single disc (R) one-piston caliper with a 240mm single disc

Wheels/Tyres: (F) 16M/C x MT3.00 (R) 16M/C x MT3.50 / (F) 130/90-16M/C 67H (R) 150/8016M/C 71H

Seat Height: 690mm Weight: 191kg

Fuel Tank: 11.2 litres

Fuel consumption: 27km/litre Price: £6299

I’ve actually spent a fair bit of time on Honda’s A2 licence-friendly cruiser since it was introduced back in 2017. Back then I was a relatively new rider, nding my feet on the road having spent my formative years tearing around in the mud – and the rst time I rode it I wasn’t blown away. I don’t know what I was expecting, but I remember feeling ungainly and oversized while riding – although it could just be that I have vivid memories of being blown around and battered by the rain on my way to get some photos of it in action.

I then rode it again in 2020. at was a di erent experience altogether. I had two weeks of glorious sunshine and I was out at every opportunity throwing the plucky little learnerlegal ride around the best roads Lincolnshire has to o er while doing my very best to grind the footpegs around every corner. I’m not a hooligan really… honest.

at’s why I was looking forward to getting a third crack at the bike and jumped at the chance to have half a day exploring the hills above Biarritz.

Realistically, the CMX 500 Rebel is never going to be a bike where I feel at my most comfortable. I’m 6ft 1in with long legs and big feet, so a compact bike that’s been designed with learner riders in mind which has a seat height of just 690mm is always going to feel a little cramped with me aboard.

at said, I was perfectly comfortable for an entire morning – thanks to the neutral riding position, narrow, slightly swept back handlebars and mid-mounted footpegs. I suspect shorter riders would have more fun –but I was doing alright.

ings got better when we got moving, with the beating 471cc liquid-

cooled parallel-twin heart of the CMX 500 putting a smile on my face almost immediately. It’s a genuinely lovely motor, o ering a nice predictable torque curve and a healthy amount of punch that both new and returning riders can feel safe with, without being either overwhelmed or quickly bored. at’s probably why Honda’s used it across a whole host of its middleweight bikes (including its CB500R, CB500X and CB500F). It likes to be worked too though – and on the twisties it had no trouble keeping up with its CMX1100 big brother – and only when the road opened up did its sibling start to gently pull away. It’ll sit at 65mph all day long and still have enough in its back pocket for overtakes. I reckon that’s about all you could ask for performance-wise of an A2 friendly machine. Don’t you?

e six-speed gearbox is slick, and there’s also a slipper clutch to keep things in check should you be inclined to shift down the gears too quickly. Stopping is looked after by a single 296mm disc and two-piston oating Nissin caliper handle braking duties up front, with a single 240mm disc and single-piston Nissin caliper taking on the job at the rear. ere’s plenty of power available – but it’s nice and progressive with a noticeable lack of

aggressive initial bite (perfect for less experienced riders). e suspension’s good too. With sti er springs and a higher oil level in the non-adjustable forks, there’s very little suspension dive under hard braking – meaning that you’ll be able to brake hard into corners and bound over bumps in the road without worrying about things getting out of shape.

e CMX 500 is without a doubt an excellent motorcycle. It’s probably not for me, but then it was never intended to be. It’s light and nimble on its feet, drops into corners with the lightest of touches and remains stable and secure even when the conditions are less than favourable. It inspires con dence and for new and returning riders (or those stepping down from bigger bikes), that’s about all you can ask for. A morning pushing it to its limits on some great roads only helped to rea rm my appreciation for the plucky little bike that punches way about its weight. If you haven’t ridden one, you should.

We dropped by one of the coolest events on the biking calendar to check it out first hand. Here’s the key information so you can see what it’s all about.

Never heard of Wheels and Waves before? e annual summer spectacular takes place in and around the super cool town of Biarritz on the Basque coast of south-western France.

Featuring ve action-packed days of motorcycling, sur ng, skating, live music and wild partying, I’ve been angling to get down there for a few years to soak up the sun, sea and synthetic oil, so an invite from Honda to take its Rebels for a spin and have a nosey round the show seemed like to good an opportunity to pass up.

I didn’t really know what to expect before arriving – I was kind of thinking it’d be an Instagram-friendly combination of Bike Shed’s Festival, Malle Mile’s annual summer bash with a bit of sur ng and skating thrown in for good measure. In truth, I was pretty much bang on. But it has

its own unique French avour that makes it unlike any other ‘bike’ event I’ve been to. Very cool.

It was actually rst launched back in 2008 and has been steadily growing in size ever since. For ve days in the summer, tens of thousands of downto-earth bikers, custom builders, surfers, skaters and musicians take over the town to watch concerts, check out exhibitions (including custom bike displays from some of the biggest names in the game), compete in surf competitions, hill-climbing races and rounds of at track. ere’s a central village, which acts as the hub for everything else going on at Wheels and Waves too. Sounds amazing, right? It is.

And that’s without taking into account some of the bloody phenomenal roads you’ve got right on your doorstep. To help you check out some of the cracking riding on

o er and see some of the best of the Basque country, Wheels and Waves actually releases a series of recommended routes at each festival.

ere’s three to choose from each time; a 100km one, a 200km one and 300km. Nice touch, don’t you think?

ere’s plenty of places to stay in Biarittz, from swanky hotels through to back to basics campsites right in the heart of the action – and with tickets for the full festival starting from €65 up to €101. ere’s also options to get your hands on a three-day pass, a day pass, and a one-experience pass. And anyone under the age of 16 can get in free with a paying adult.

e next one’s already been con rmed for 2023 and will be taking place from June 21-25.

If you want to nd out more information about the show, visit: www.wheels-and-waves.com

Triumph Street Scrambler, Lincolnshire Wolds by Gary Chapman

KNOW YOUR… BIKE SERVICING

What is the point in servicing a road bike?

Well, you’ve got to keep it running sweet! e point of a service is to keep the bike going, especially as a lot of riders I encounter don’t like doing any of their own maintenance – or very little at that. Mind you, even if you do, it’s always good to get someone else to check over it, as it will keep your bike at its optimum, and can stop any issues becoming bigger. ink about preventative maintenance, and replacing worn-out items before they are fully worn out – you won’t know what worn-out oil does until the engine goes pop, for example!

Are there different levels of servicing?

Yeah, there are, depending on what you want. Alongside manufacturers, we o er di erent levels that can go from just an oil and lter, to a major service which includes valve clearances, spark plugs, air lters and even chassis components. We also o er an interim service in between the two, which does top-ups rather than full changes, but has a lot more checks than a minor one.

to change the clutch, but we don’t usually replace it until the customer knows that it’s worn out, or wants to check, as most people don’t want to pay the expense for it. We also check and adjust the chain and tension, alongside replacing the coolant. It’s funny actually, because although some manufacturer service manuals say di erent things, it’s always best to change the uids like that every couple of years – and without a service, people tend to forget.

What about the chassis and suspension?

Of course, we’ll check over the chassis and sub-frame, but the main work comes from greasing the bearings. We’ll do everything from the headstock bearings (even though it’s a pain in the ass!) to wheel bearings, swingarm bearings, and so on.

Suspension is a funny one, as there’re not many manufacturers that have a time limit on fork oil, even though it does go o . So although a regular service doesn’t include checking and changing fork oil, we do recommend having it done as a separate entity.

How about the brakes?

Sometimes it’s always good to have another pair of eyes check things over, and one of the best times to have it done is just before an MoT to make sure it doesn’t fail. It can save a lot of messing about!

What would be the usual process for the engine for a full service?

For a full service on the engine it would mean replacing the oil and lter; giving a new air lter; new spark plugs; and checking the valve clearances. Sometimes we have

Unlike at a lot of places, with every service at B&W we remove the callipers and pads, and clean them – even as part of just a small oil and lter service. ey take a lot of abuse, so it’s best to keep them properly clean and fully functioning. You should check them, but a lot of people don’t, and during the bigger services I’ll do the brake uid as well.

What about for a track bike?

Well, if you have a track bike, services should become much more regular! It will go through a lot more abuse than a road bike, so on a race bike preventive maintenance tends to be brought forward – you don’t want

your clutch, or even your brake pads, going halfway through a session. It’s not just about changing things earlier either, as you have to keep an extra eye on items that wear, such as your chain and sprockets. Although we check them on road bikes, it’s the race ones that really su er.

When should you service your bike?

Funnily enough, if you’re going for a big service I’d say to go at the end of the year. Bike shops are all quieter over winter, so get your bike serviced when things are slower – just before the summer is the worst time. For the average road bike which does about 5000 miles a year, rotate the small, interim and full services around, but make sure the bases are covered – especially if you’re one for riding hard. Oh, and I know the winter thing seems odd, but funnily enough I’d say one of the reasons is an old wife’s tale. It’s been suggested that some oil becomes slightly acidic after a while, and you don’t want that sitting in your engine – you want it all done over winter ready for the summer ahead!

How much does it cost?

Looking at your local independent bike shop, they’re going to be di erent where you are, and what you’re after. Here at Black & White, for a regular machine, we’d be looking at £120-£150 for a small service, about £200-£250 for an interim service, and then £350-£400 for the main job – but don’t forget, that will be much cheaper than going into a dealer. If you want your suspension serviced on top, that would be around £150 for forks, and the same again for shocks, but it all depends on what you’ve got. Just make sure wherever you’re taking your machine, the shop has the proper suspension kit!

What about if you take care of your bike anyway, do you still need it?

We all know that we need our bikes serviced, but do we really know what it takes, what to do and what to look out for? Well, Fast Bikes magazine asked Paul at Black&White Bikes for a few pointers…

ASK THE EXPERTS

The other Yamaha to bear the YZF-R7 name really should need no introduction, but while Fast Bikes editor Bruce was enjoying the sunshine and warm tarmac of southern Spain, it seemed entirely appropriate to pay homage to the first one – the OW-02 World Superbike homologation special.

In a recent article, Bruce argued that the R7 could probably be called the most important bike of a generation – and yet for all its iconic status, the old R7 only raced for a couple of seasons and, relative to the amount invested by Yamaha, will probably go down as a bit of a damp squib in terms of results.

e year 1999 yielded just one victory and a couple of podiums out of 52 race starts, if you consider that two bikes started each race, and while 2000 was much better, it still only produced four wins and eight podiums on the way to a distant third in the Constructors’ Championship – miles behind Ducati and Honda and their 1000cc V-twins. It was like taking a knife to a gun ght, and the plucky R7 won less than 5% of the races it started. ere’s no getting away from the fact that the regard in which the bike was – and still is – held isn’t because it was especially successful on track.

So, what did, and does, still keep the original R7 held in such high regard that the mere thought of another bike bearing its name can cause huge o ence to some people?

As with a lot of things, the answer isn’t just one thing, and while Yamaha’s chosen rider Noriyuki Haga’s all-action riding style on the R7 and its drop-dead gorgeous look went a long way to getting the R7 into the hearts and minds of race fans, its unobtanium factor can’t be ignored.

e long-in-tooth YZF750 was well past being competitive by 1999, and Yamaha wasn’t replacing it with another 750cc

sportsbike for the road. Yamaha had committed to 1000cc and 600cc engine options, deciding that there wasn’t any need for a third sportsbike option with a 750cc engine. It didn’t make commercial sense; the 750 fell between two stools and in the process, Yamaha was the rst to drop the capacity from its line-up. Soon after, Kawasaki, Honda and eventually Suzuki would also drop their 750s, never to be seen again. However, this presented a problem for Yamaha. It wanted to go racing but didn’t want to mass-produce a 750cc sportsbike, so it went down the full-blown homologation special road. Not a pumped-up, modi ed ‘special’ version of a mass-produced bike, no. e R7 was designed, built and made for one purpose only – to race.

Yamaha made the required 500 units for it to be eligible and not a single unit more, sold them all, and then went racing. Aside from the anomaly that is the Petronas FP1, as featured recently in Fast Bikes, the R7 is the very last purpose-built homologation special built to limited numbers. You could point to Honda’s SP-1 as a purposebuilt homologation special, and it was, in so much as Honda made it speci cally to go racing with. However, Honda produced way more than 500 and it stayed in production for six years. So, built for homologation? Yes. Special? Not even in the same postcode as a 1999 Yamaha R7.

Perversely, the fact that, as sold, the R7 was actually gutless and needed various levels of violently expensive race kits added to it seemed to increase the allure;

WORDS: John McAvoy PHOTOS: Stu Collins/Gary Chapman

106bhp as standard, to be exact, and the whole world can thank the Germans for that. Due to the tiny production run of just 500 for the whole world, it was easier to simply detune the R7 to satisfy the country with the strictest rules at the time.

Mercifully, the stage one race kit was a simple plug-in dongle of sorts that just activated the second rail of fuel injectors and nothing else to bring the R7 to a much more interesting 135bhp. e stage two kit was for people who wanted to race one and was a di erent story altogether, at another £10,000 to get the R7 up to 160bhp; which, for a 750cc engine designed 20 years ago, is amazing but still not enough to cope with the V-twins it was supposed to beat. e combination of initial purchase price and then the eye-watering sums of money that had to be thrown at the engine meant the R7 was a rare thing on the grid as well as on the road. It might have been overpriced and useless as a road bike, and overpriced and useless as a race bike, but the R7 was, and still is, a very, very trick bike by any measure. e geometry of the frame is almost the same as the YZR Grand Prix bikes of the time – Yamaha claims it is twice as sti as the R1 frame. Any thoughts that the R7 is just a pretty bike with a nice backstory are misguided. It was about as close to a full factory race bike as any production bike has ever been.

e engine is packed with titanium, the chassis is uncluttered, racy and sti , and the components of the very highest quality. It was just a couple of years too late to the WSB party. As luck would have it, the R7 I sourced has got the stage one

kit tted, so it has a healthy power output, and to say that it has been cherished and is in immaculate condition would be an understatement – it’s about as perfect an example as you’ll nd anywhere in the world.

I can’t deny that I was really looking forward to hearing from Bruce later that day on what his R7 was like, and I’m genuinely looking forward to trying one myself when they arrive here in the UK, but standing next to my R7 as it idles and warms up while putting my ear plugs in, about to take it for a ride, is a feeling I am certain Bruce won’t be having. ere’s a genuine sense of theatre, occasion and being in the presence of greatness that, with the greatest of respect, an £8000 midweight, mass-produced motorcycle will never be able to give.

e truth is this isn’t the rst time I’ve ridden this particular R7; I rode it a few years ago during my previous life. I could have easily recalled my riding impressions from back then for this feature and used library pictures. However, in the spirit of fairness for my previous client – and for the worst excuse ever to get a go on an original R7 again – here I am, swinging my leg over it.

Apart from the location of my feet somewhere close to my lungs, the riding position is right up my street.

It’s got a really tall seat that’s also wide, and the handlebars are wide and just the right distance from where I sit. e fuel tank is a fair size, too, and that makes gripping it with my knees really instinctive. Finally, the upper fairing is also tall and wide. It’s such a shame about the footpeg position being so extreme, but

that’s the beauty of thoroughbred homologation specials; they always have the ‘get out of jail’ card of being able to brush o the criticism by being a race bike for the road.

I accept I’m not an average-sized person at 6ft 4in tall, but I don’t think being a foot shorter would make any di erence to how the R7’s riding position can shut the blood supply o below the knee. It is torture unless I’m actually moving about on the bike, which means… corners.

At a moderate pace, the R7 is a really nice and easy bike to ride through corners. It feels way lighter than the scales say at 207kg, but what

“At a moderate pace, the R7 is a really nice and easy bike to ride through corners.”

TECH SPEC

1999 Yamaha YZF R7

ENGINE

Type: Liquid-cooled, dohc, 16v, inline-four

Capacity: 749cc

Bore x Stroke: 72.0mm x 46mm

Compression Ratio: 11.4:1

Ignition: CDI

Carburation: Fuel Injection, twin injectors per cylinder

TRANSMISISON

Primary/Final Drive: Gear/chain

Clutch: Wet, multiplate

Gearbox: Six-speed constant mesh

CHASSIS

Frame: Twin spar alloy frame

Front Suspension: 43mm Öhlins USD forks, pre-load, compression and rebound damping adjustable

Rear Suspension: Öhlins monoshock, pre-load, compression and rebound damping adjustable

Front Brake: Two four-piston callipers, two 320mm discs

Rear Brake: Single two-piston calliper, single 245mm disc Wheels: Alloy

Front Tyre: 120/70 17

Rear Tyre: 180/55 17

DIMENSIONS

Weight: 207.6kg (53% front); fully fuelled (457.67lb)

Wheelbase: 1400mm (55.11 inches)

Seat Height: 840mm (33.07 inches)

Fuel Capacity: 23 litres (5.05 gals)

PERFORMANCE

Top Speed: 163mph (claimed)

Power: 106bhp @ 11,000rpm (claimed –restricted)

Torque: 53.1lb-ft @ 9000rpm (claimed –restricted)

Price new: £22,000

INFO: Price: £35k(ish)

From: Anyone who’s jammy enough to own one

the scales also reveal is that it’s got nearly 54% of its weight on the front wheel, which is a huge amount of front bias. e upshot is that there isn’t any inbetween with the R7. Plod around slowly and it feels great in the corners, or ride it like you stole it and it’s also ne. However, it gets awkward at the sort of pace on the road you might describe as ‘spirited’ but your neighbour might call anti-social. Its sti ness and weight distribution just don’t click at that pace. e chassis is just starting to re information at me at a rate and purity that is almost overwhelming and more than my brain needs or wants, resulting in it becoming a distraction. ‘Is the road really that rippled or is the tyre skating?’ or ‘Is that rear tyre about to slip or not?’ ese are the most

common thoughts, and it’s hard to interpret some of the information and hard to predict what the tyres are doing. Taking a deep breath and rolling into a corner a few miles per hour quicker to bring about some more lean – and with it, more energy through the suspension and chassis – makes a massive di erence to how the R7 talks to me. A combination of being slightly outside my comfort zone in terms of the sheer amount of lean and speed through a corner on the road means that my brain has switched to a di erent set of priorities. Now I’m paying less attention to the detail of the information coming at me and more attention to just physically holding the bike on its line to avoid running wide on exit... and guess what? e R7 comes to life and

whips round the corner like the most normal thing in the world, which sums up its handling really well. It feels a lot like a modern 600, but only when it is being really loaded up with the sort of forces you just don’t need to introduce to a 600 to get the best from it.

It’s a similar story with the engine.

ough not as extreme as the handling, it does need a good amount of commitment to get the best from

OUT NOW

Enjoying this feature? We have plenty more just like it every month.

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 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 nd monthly buyers’ guides, new product overviews and moneycan’t-buy interviews from some of the best names in motorcycling. Whether you’re a naked bike lover, a puresports 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, or visit us online at www.fastbikesmag.com

it. In many ways it’s actually a really good set up for the road. Having the stage one kit tted means there is enough power to make things move past very quickly, but also not so much that you never visit the last 25% of the rev range. It’s engaging, quick and very loud. On more than one occasion I stopped to check that my ear plugs were in properly, such is the sheer volume of the intake. It is overwhelmingly the dominant sound, given the bike is still with the standard road exhaust. It is epic.

Typically for a homologation bike of the era, it also has a close ratio gearbox, which is great for keeping the engine spinning in the meaty part of the rev range and adds a nice bit of drama to the ride with fairly constant level work taking place on the gear lever – it’s always that bit more dramatic if you have to downshift two gears instead of one for a corner! It also means that rst gear is very tall, which makes simple tasks like pulling away from a junction a bit of a fraught a air, with juggling enough revs via the quick action throttle and just enough clutch slip to keep the volume down so as not to draw too much attention to what a passer-by could be forgiven for thinking is a novice about to stall or launch across the road and into the shop front... all while trying to fold each leg in half so feet can be placed on footpegs.

Pulling away on an R7 isn’t the most gracious of acts, but once rolling and up to a speed that brings the gear ratios into their happy place, riding the R7 is an event, something special and, for me, a genuine privilege.

I’m very happy to be called a nostalgic old fart, because despite all the things that make the R7 frankly useless for the road, I can’t criticise it. Given its purpose in life and reason for existence, expecting it to be anything other than too sti , too peaky and too uncomfortable for the road would be naïve at best, ignorant

at worst. What does make me a little bit sad is that once upon a time, I took this very same bike on track in Almeria, Spain, and also a Kawasaki ZX-6R tted with the same tyres for some laps on the same day – and the Kawasaki was faster.

How can it be that a humble massproduced, kitten-friendly 600cc sportsbike could be faster than a homologation special superbike, as well as better on the road? Well, it’s a fantastic example of just how good we have it these days compared to 20 years ago and how far we’ve come, but the lap time di erence is only half the story. e time gap was only less than a second on a 110-second lap, and I can sleep soundly at night knowing I gave my best on each bike. However, it was the R7 that left a much bigger impression on me and was by far the most memorable to ride which, in my

book, is much more important than lap times. Anyway, a quickshifter and blipper on the R7 would have made up the di erence.

At the end of a couple of days with the R7, I found myself once again feeling very lucky to have had the chance to ride it. I’ve been on a roll recently, getting to ride trick and special bikes, and while certainly in the company of the likes of the Ducati 996R, Petronas FP1 and Bimota Tesi H2, the R7 concept and layout is really quite ordinary.

But its appearance is deceptive. Don’t be fooled by the curvy lines of the bodywork and the teeny tiny projector headlights. Beneath the soft exterior is one of the most hardcore sportsbikes I’ve ever ridden.

Second opinion... Bruce in brief

Just a couple of days after riding the new R7, I found myself in the saddle of an original, blasting it around my favourite back roads and ticking an enormous box I thought would never get ticked.

The Yamaha’s been on my radar since I was a teen, witnessing via the telebox the masterclass Haga performed at tracks around the globe, de antly ying the ag for inline fours at a time when if you wanted to win, you needed a twin.

It is a bike with real pedigree and presence, and enough hype to ll Wembley Stadium a dozen times over… but what is it actually like to ride? Special, undoubtedly, but not from a performance point of view. I was hoping for reworks but the R7 proved more pleasant than potent, delivering an average level of pleasure for a very non-average priced bike. The best way to describe it is like a detuned rst-generation R1, lacking the zest and grunt of the larger capacity option, fuelling the adage that there truly is no replacement for displacement. The motor proved hard work at anything below 7000rpm, and was a real handful at pulling away from a standstill thanks to the tall ratio rst gear.

On the move, the raucous note of the Yamaha warmed my cockles, blending a decent bark from the end can with a tantalising induction sound. There’s a lot to like about the machine’s character, but not so much about the way it handles.

Whichever way you look at it, the R7’s a wholesome proposition, so it’s hard to ignore the weight of the thing. To add to that matter, the suspension on the bike seemed better suited to straight-lining than life at lean. It required quite a bit of effort to get it cranked over; the imperfections on the road, ampli ed by the bike’s stiff chassis, meant I was forever on eggshells, trying hard to interpret what the four-year-old track tyres would do if pushed a little harder. My bank balance isn’t substantially full enough to nd out so my joyride was curtailed to the more simplistic pleasures on offer. On some bikes you need that tangible performance to put a smile on your face, but the R7’s aura made me happy when just tootling about.

On a racetrack, I dare say the Yamaha would have had much more to give, but on the roads I just accepted the magic of the moment, riding a bike that was über rare and rewarding for that reason.

The all new XSR900 combines the ultimate riding experience with a classic look and cutting edge technology. Under its tank, roars the latest generation of 3-cylinder, 890cc, Crossplane engine with 6-axis IMU electronics for the highest level of controllability in any type of situation. The XSR900 holds its own on all routes, whether it’s on those demanding twisty roads or on the open straight, it feels at home doing both. And with its sporty Quick Shifter as well as the relaxed Cruise Control, you can go as you please with this race inspired muscle machine.

Yamaha XSR900. Faster Sons.

www.yamaha-motor.eu/uk

The XSR900 is an original Yamaha motorcycle which are sold by an official Yamaha dealership. Always wear a helmet, eye protection and protective clothing. Yamaha encourage you to ride safely and respect fellow riders and the environment. Specifications and appearance of Yamaha products as shown here are subject to change without notice and may vary according to requirements and conditions. For further details, please consult your Yamaha dealer.

is year’s Panigale, a Generation Whatever ’Busa, Yamaha’s R1M, a sixpot Beemer – they’re all remarkably easy ways of spending ve- gure sums of cash. You’ll get the latest do-dahs, kudos at the pub, adrenaline xes at the ick of a wrist and eyeballpopping acceleration and, possibly, points on you licence. You also get either a large hole in your savings or substantial monthly outgoings. Alternatively you could have all of the positives – and a potential ban – for an awful lot less money!

Last time out we covered Honda’s Blackbird which was made as a direct

response to Kawasaki’s ZZR-1100. is time we’re looking at Kawasaki’s comeback to the Blackbird in the guise of the ZX-12R. If you’re thinking it’s all a bit tit-for-tat stu then you’d be right – this is quite often how the Japanese bike industry works. Race replica 250 stinkwheels; liquid-cooled, 400cc, four-stroke fours with stratospheric red lines; big-capacity adventure bikes; and range-topping missiles. Each of e Big Four regularly tries to outdo its competitors.

e ZX-12R follows the stock pattern of a liquid-cooled, four-valve motor and, in essence, was/is nothing new. However, what you get is one of the most re ned sports fours to come o the drawing board at the end of the 1990s. With a huge maw of an intake pipe below its twin headlights the bike majored on forced air induction at higher speeds and, depending upon model, could deliver 165bhp at the crank.

Yes, okay, it was still a little lardy at 245kg but it hides its bulk well enough. Some might argue the 1999 Fireblade was a more svelte machine but that misses the point entirely – the ’Blade is a sports machine whereas the ZX is a sports tourer. And for many the Kawasaki o ers the best aspects of the Honda Blackbird or Suzuki Hayabusa with a large slice

e 1199cc motor was engineered for power and longevity – the high compression pistons and thin piston rings demanded an almost unheard of 2000-mile running-in period as the tolerances within the engine were so tight. at done and the bike serviced, the 12R was, and is, capable of massively high mileages. And servicing on the big ZX is important with valve clearances required at 8000-mile intervals. Getting to the top end of the motor isn’t easy so if a private seller is vague about what’s been done walk away and nd something better.

Build quality is good on the early bikes but arguably a little better 2002 and on. Equipment levels are excellent for the period with a fuel gauge, clock and some storage capability under the seat. e only glaring error is the marked dearth of pillion grab handles which you might genuinely need on a sports tourer capable of 180mph+!

With an absence of modern rider aids the ZX-12R might be looked on as one of the last ‘analogue’ largecapacity machines – fuel injection system accepted. is means, if you are new to older machinery, that the bike needs some respect and thought. e power delivery is fast and visceral and without modern gizmos the unwary might just be caught out… but that’s part of the appeal of these unsanitised missiles! It’s not a bike that tends to attract meddlers but some will insist on removing the emissions plumbing which creates more issues than the few horses that may be liberated.

WORDS: Steve Cooper PHOTOS: Mortons Media Archive

Although we’re looking at 20-yearold machines here the handling is better than you might expect. e immensely strong monocoque chassis keeps everything tight and the sharper steering head angle sees some very nimble changes of direction achieved without undue e ort. row in good brakes and a decent seat and there’re even more reasons to buy one.

Lineage and Legacy

e Kawasaki ZX-12R harks all the way back to the 1980s when the rm rewrote the rule book via the GPz900R. From there on the die was cast and the legends just kept on coming – ZX-6R, ZX-7R, ZX-9R, ZX10R, etc. Phasing out the 12R in 2006, Kawasaki decided not to reinvent the wheel, instead choosing to improve what was already there. e subsequent ZX-14R was essentially a 1352cc variation of the old 1200 with a 1441cc analogue for 2012… sometimes staying with a proven formula is a good plan!

Why you might want one now

e Kawasaki ZX-12R is beautifully pitched between the sports bike hedonism of the Honda Fireblade and mega stomp, mega tourer Hayabusa. It o ers a less frenetic ride than the Honda with a sporting edge over the Suzuki. Very much in the vein of the old Kawasaki slogan, the ZX really does ‘let the good times roll’. It’s a hugely capable machine with a characteristic Kawasaki edge to it with reliability in spades. Now factor in the price of even one of the later models and ask… ‘Do I really need to be spending more?’

Summary

This was Kawasaki’s flagship so expect it to be something special – we are talking market place equivalent to the Blackbird and Hayabusa! So if you normally swerve anything with a ‘K’ on the tank now might be a good time to reappraise your current brand loyalty. The ZX-12R is fast enough for riding gods and mere mortals and, better, still it remains ridiculously affordable.

Typical Prices

Re ned throughout its life, the later models are the ones favoured by the cognoscenti. at said, there’s nothing wrong with any of the models and the 2000 models are edging towards ‘collectable’ status with some breasting our £5000, selfset, limit. High-mileage examples with signs of use can start the right side of £1200 with good, tidy examples sitting between £2800 and £3995. Hop over the £4k barrier and the world is your oyster with virtually every model in good condition available below £5000.

“It’s a good, strong motor so high(er) mileages aren’t automatically bad news as long as there’s a strong service history to back everything up.”

TO THE MAX

Choosing the perfect scooter is no easy task. ere’s more choice than ever, with numerous models of various styles and sizes to suit every kind of rider with every kind of budget.

From compact 49cc learner legal rides right through to adventure-bike sized 750cc maxi scooters, it’s di cult to know where to even start.

Many punters tend to stick to tried-andtested rides from bigger names in the game, but it doesn’t have to be this way – there’s a huge raft of lesser known factories who are knocking out top quality bits of kit that are well worth a look.

e Zontes ZT310-M is the perfect

example. It looks good, comes with all the equipment you’d expect (plus a bit more), o ers comparable performance to its rivals, and even manages to undercut them on price. Why wouldn’t you consider it?

e ZT’s a nicely proportioned little scooter. It might weigh in at 158kg, but it feels light, agile and easy to manoeuvre –while still o ering enough room for my 6ft 1in frame to never feel cramped (even with a pillion on the back). e bodywork and windscreen help to o er plenty of protection from the elements – and having the ability to easily adjust the windscreen with a press of a button is a real boon for the scooter. I don’t know why all manufacturers

Can the young upstart from China challenge some of the biggest names in the game for the maxi-scooter crown?

don’t do it. While there’s not masses of underseat storage to play with, I found there was just enough room for my full face lid to slot in with a bit of shu ing to nd the perfect position to get the seat shut again. at said, the two front pockets make up for it by o ering a reasonable amount of storage while making it easy to stash (and charge) my phone while riding.

e ZT310-M comes with a surprising level of kit. It gets Bosch ABS, a pair of USB charging ports, an easy-to-read TFT dash, an electric windscreen, a tyre pressure monitoring system, LED lights and even a keyless ignition.

It all works well, with the only quirk being that when you turn o the scooter, the steering lock is automatically activated. at can mean that if you’re not careful, you could be caught out when you’re pushing it around as it’ll automatically lock the bars as soon as you get them in the right position. I had a couple of moments where I nearly dropped it in the rst couple of days, but actually, you quickly get used to ensuring you lock the bars in place every time you kill the engine.

e 309cc water-cooled singlecylinder engine kicks out a healthy 32.8bhp at 75000rpm and 23.6lb-ft of torque. It’s punchy enough o the line to get the jump on tra c, but overall, it o ers a relaxed ride with smooth acceleration and little vibration right up at the top of the rev range. It has no trouble holding its own out on the open road either and will happily sit a 60mph all day long. It begins to run out of steam around 70mph, which does means that overtakes on faster roads do need to be planned carefully – but if you nd a bit of room and hold onto your speed, you’ll be able to get

up to 80mph and beyond without too much fuss.

at’s good news for those of us who have to tackle a bit of dualcarriageway or motorway on a regular basis. It’s lovely to ride in town too.

e wide bars work together with the 14in rear wheels to o er light and agile handling, making nipping through tra c and turning in tight spots a doddle. e simple disc brakes (coupled with Bosch ABS) give plenty of feel for when you need to be precise, but also o er ample bite to pull it quickly and safely to a halt from speed with a rm grab of the levers.

Suspension is a fairly basic a air, but the conventional front forks and rear twin shock are more than up to the job of keeping the scooter in check no matter whether you’re carving up corners or barrelling through potholes. Of the two, it’s probably happier in the turns – in fact, I was surprised at just how much fun it was to ride hard.

All in all, the Zontes is a cracking little scooter. Although many will have trepidation about buying Chinese,

based on the poor quality of the previous generation of imports, I’d feel pretty con dent that the Zontes will stand the test of time. ere’s a quality level of nish that’s on a par with scooters from much bigger manufacturers – and with two years’ warranty you can rest assured you’re going to be looked after for the foreseeable.

e only very slight concern would be the electronics; it’s a slightly cumbersome system and with it controlling the seat, fuel ller cap and ignition, if something did go wrong, it could be a bit of a pain to get sorted. Admittedly, the Zontes hasn’t got an easy job on its hands. ere’s a whole load of competition if you’re in the market for a maxi-scooter. ere’s the Vespa GTS 300, which is kind of the benchmark of the entire sector because of its long history and stylish looks. But it’ll set you back £6000 (which is a massive £1400 more than the ZT310-M). If you want a big name scoot, there’s also the Yamaha X-Max 300 which costs £5950, the Honda Forza 350 which costs £5799, and at

the slightly less established end of the scale, there’s the Kymco DTX 360 – 320 which will set you back £5599 and the the Sym Joymax Z+ 300 which costs £5499. Realistically, that means the next best option is going to cost at least £800 more than the Zontes. at’s a big chunk of cash. But is it

worth spending the extra? Only you can decide.

But if you’ve still not made up your mind, I’d de nitely encourage you to go and check out the ZT310-M in person and take it for a spin. I was surprised with how well it’s been put together, so I reckon you will be too.

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

ENERGICA’S BIG PLANS

As many as five new models could be coming very soon from the Italian electric specialist. Here’s what we know.

Electric brand Energica has some properly big plans for the future, with ve new models based around the recently introduced Experia adventure bike pipped for production before the end of 2027.

Speaking at the Intermot show, Energica’s sales director Giacomo Leone said: “This is the rst bike of a range that we will develop based on the Experia.”

Although Leone wouldn’t go into serious detail, he did say that the four or ve machines would share a common motor and chassis. More speci cally, they’d be based around the same 101bhp permanent magnet motor, 22.5kWh battery capacity (which is capable of returning 120 miles) and trellis-frame as the Experia.

Speaking about the bike, he said: “We launched the bike at Mugello at the end of May. In four months, we’ve had hundreds of orders without even having bikes out there. We will start production and delivery in a few weeks. We feel that this is going to be the biggest sales success for Energica in terms of volume, for the next few years.”

That’s a pretty big commitment from the earlyadopting Italian rm – but if early reports on the new Experia are anything to go by, the future’s looking very bright indeed. At this stage there’s little point speculating what exactly they’ll be, but if there’s ve new models on the cards there’s a very good chance that Energica will have something to suit every type of rider.

MORE MOTOE

The MotoE calendar is expanding – offering even more chances to see Ducati’s all-new electric racer in action.

e MotoE World Cup has added a couple of extra rounds to the 2023 season, which means that there’s now going to be 16 races across eight rounds.

For its fth year, the ground-breaking all-electric motorcycle racing series is making some big changes to o er more chances to see the riders in action.

It’s going to be heading to some new circuits. Le Mans, Mugello, Assen, Red Bull Ring and Misano will all stay on the calendar, but the Sachsenring in Germany (which hosted the inaugural MotoE event back in 2019) and Catalonia in Spain are back in the mix, while Silverstone will get the chance to host its rst-ever MotoE event as part of the British MotoGP across the August 4-6.

It’s an exciting time. In addition to the extra rounds, we’re also going to be able to check out the newly introduced Ducati MotoE machine (which replaces the outgoing Energica). Details are still a bit hazy, with the Italian rm only o ering hints as to what the MotoE bike will look like while withholding speci c performance details.

ankfully, we shouldn’t have to wait too much longer, because Ducati’s gearing up to release its nal model, having been undergoing rigorous testing with development rider Michele Pirro for the last 12 months. Either way, it’s great to know when we’re get the chance to watch it in action – and even better that we’ll be able to check it out up close at Silverstone.

NEW NIU

The funky BQi-C3 Pro might have pedals rather than a throttle – but it looks like a cracking bit of kit

BATTERY-POWERED BULLET?

Royal Enfield’s already started testing early prototypes of its electric motorbikes

Royal En eld has ambitious plans to launch its rst electric bike by 2025 – and the company seems to be making good progress, as it’s already started testing prototypes.

It shouldn’t come as a great surprise that the Indian factory is making such swift progress. It’s thrown some serious money at the job and hired some top talent for its technology centres both at home and in the UK to help explore, investigate and test in an effort to offer range, performance, durability and value for money for future punters.

At this stage we have absolutely no idea what we should expect from En eld when it comes to electric. The wider consensus is that we’re probably not going to see any ‘proper’ bikes any time soon –

with the suggestion being that we’re much more likely to see smaller capacity, urban-oriented models rst.

That said, CEO B Govindarajan said: “Royal En eld is known for offering motorcycling experience, not just products alone. Our objective is to come out with differentiated product offerings in the EV space.”

Going off that statement alone, it's possible that we may even see something completely different. Maybe it’ll even be a funky little scooter? Or maybe they’re hoping to make some serious leaps and bounds and come up with a typically-En eld retro-styled bike.

Here’s hoping that someone catches one of the prototypes out testing so we can have a bit more of a clue about what to expect when 2025 rolls around.

We’ve got a lot of time for NIU here at MoreBikes. Best known for their eclectic range of electric mopeds, the massive Chinese rm has spent the last few years getting into e-bikes and e-scooters – and its all-new BQi-C3 Pro electric bike has caught our eye. In essence, it’s a class 3 e-bike which has a 750 watt peak-rated rear motor, which has two throttle-based riding modes and a pedal-assist function which’ll allow you to hit speeds of up to 28mph. And with a couple of 460Wh batteries built-in, NIU reckons you’ll be good for 62 miles of riding. Not bad right? Stopping is looked after by a pair of fairly basic 180mm discs, but they should have plenty of bite to haul up the 32kg bike without any trouble. Getting into weight, the BQi is capable of ferrying around a respectable 130kg, with the rear rack o ering 30kg of payload capacity.

It gets NIU’s signature halo headlight, a rear light and brake light mounted under the frame-integrated rear rack and a handlebar-mounted colour TFT dash (which o ers battery information, ride statistics, a riding mode indicator, a trip and more). It also gets a set of puncture-resistant 27.5 inch tyres which feature a 1.5mm Kevlar aramid bre lining.

At this stage there’s been no news on UK availability – but considering it’s currently available for pre-order in other countries, we shouldn’t have to wait too much longer to nd out more information.

The new super-stylish commuter scooter from Brighton-based Sinnis has caught our eye. Here’s a quick lowdown before we get the chance to take it for a spin.

1. LOOKS

There’s no arguing that the Hero-X is a proper looker. Available in either Matte Black or Gloss Grey, it’s as sharp and stylish as any of the scooters from the big names in the game, thanks to its compact dimensions, sporty bodywork and funky LED lights.

2. ENGINE

It’s powered by a fairly typical liquid-cooled 125cc four-stroke single engine, which kicks out a respectable enough 11.4bhp and 8lb-ft of torque. Sinnis reckons it’ll manage a top speed of ‘over 55mph’, but actually, early reports suggest the twistand-go motor will top out at around 65mph. While it’s likely to be much happier bombing about town, there should be plenty of punch for it to hold its own out on the open road.

3. CHASSIS

Simple suspension and basic combined brakes might not incite excitement, but Sinnis knows the score and the Hero-X promises to be perfectly well equipped for easy, con dence-inspiring handling in and around town. The 13-inch wheels and low-down weight should make it an absolute doddle to throw around and perform turns in all but the tightest of spots.

4. KIT

The Hero-X keeps things simple with an easy-toread digital dash (which displays a fuel gauge, trip, clock and more) and a charging point to keep your smartphone topped up while you’re on the move. There’s also a security cover on the ignition, which allows you to hide the ignition barrel using the end

of the key. It’s nothing new or innovative, but it’s nice to have. There’s a good amount of underseat storage, too – plenty of space for a full face lid – and there’s even an additional front compartment to stack some essentials. Oh, and let’s not forget the all-important bag hook for transporting your takeaway with ease.

5. FINISH

It’s a brand-new model for this year, so only time will tell how well the Hero-X holds up after a few years of tough commuting, although rst impressions appear good. That said, Sinnis has built up a solid reputation for its wallet-friendly, learner-legal machines, and with a healthy amount of dealers spread across the length and breadth of the country, you’ll no doubt be well looked after should something go wrong.

SPECIALIST SPOTLIGHT: R&G

Protecting your bike has never been so easy, thanks to R&G’s massive range of quality accessories. Here’s what you need to know about the British firm.

R&G was formed in the 1990s, initially making precision products for the Aerospace industry and Formula One, before moving into producing motorcycle crash protection in 1999 thanks to the formation of R&G Racing. e team at R&G now focuses solely on the design, manufacture and distribution of motorcycle accessories. e rst product from R&G was a crash protector for a Suzuki GSXR-750. Featuring a round shape formed from high-density polyethylene, it featured a grade of steel bolt designed to bend rather than snap or twist, thus absorbing impact. Since then, R&G has continued to lead the way in damage protection, introducing the ‘Aero’ style crash protector in 2007, and becoming the world’s rst insurance-approved motorcycle protection, in 2005. Nowadays, R&G manufactures and/or distributes more than 50,000 products, for hundreds of motorcycles. Alongside core crash protection products such as its Aero crash protectors, engine case covers and fork protectors,

RACING PARTNERSHIPS

R&G has a long and successful history in the world of racing, using the sport to further develop its array of products. For the past six seasons, R&G has been an of cial sponsor of the Bennetts British Superbike Championship, as well as support classes such as the Honda British Talent Cup and Ducati TriOptions Cup. Alongside supporting the series, R&G also works with a number of the leading teams across the paddock. R&G is also present in paddocks across the world, including the MotoAmerica series where it is an of cial sponsor.

Outside of racing, the Hampshire-based company is also a keen supporter of trackbased tuition, working with the California Superbike School in America and the UK for some 20 years, as well as the Yamaha Track Experience.

R&G also o ers riders an array of accessories such as tail tidies, lever guards and radiator guards. anks to strong relationships across the industry, R&G is able to get access to many of the latest machines as soon as they reach the market. is ensures that they are able to start measuring for the company’s extensive array of crash protection, allowing the team to quickly produce the essentials so riders are protected from the moment they ride o the forecourt.

R&G uses 3D scanning equipment to guarantee complete accuracy when measuring each machine – useful when working to tight deadlines. is is combined with using 3D printers for making items for test ts and marketing purposes.

R&G is also a distributor for a number of leading brands, including Barkbusters, CLICKnRIDE, Cataclean, Denali Electronics, KAOKO rottle Stabilizers, Scorpion Exhausts, and WD-40.

WHAT DOES IT COST?

is is normally the part where we take a product or products made by the company, then test and review. But just occasionally fate takes a hand. In this case, our local Triumph dealership has a second-hand 2018 Kawasaki Vulcan S in stock, that is a mobile advertisement for the quality and variety of R&G products!

It comes tted with: a sissy bar, engine protection bars, a Denali SoundBomb horn, an R&G radiator guard, a tail tidy and a pair of swingarm protectors!

As you can see from the photos, each item just slotted into place and looks ‘right’. And this is just a sample of the products available. All told, R&G stocks 130 di erent products for the Vulcan S alone.

WHERE?

R&G is based in Alton, Hampshire, but delivers worldwide from its newlyexpanded 35,000 square foot premises – and is represented globally in more than 60 countries through a network of importers and distributors.

The MIGHTY TZ500

Honda’s exit from the GPs arguably did Yamaha a huge favour - at Grand Prix level it really didn’t have too much to worry about other than MV Agusta. And at privateer level it was essentially free to mop up whenever and wherever at 125, 250 and 350 events. It was only the premier blueriband 500 level that Yamaha was lacking a creditable challenger… but plans were already afoot.

e year 1972 had seen the unveiling of a new road-going prototype – the GL750. A liquidcooled four with fuel injection, the

bike was aimed fair and square at Honda’s CB750/4 and Suzuki’s GT750/3… or was it? Many have suggested the GLs displayed were just mock up with many parts fabricated from wood and sprayed to look like aluminium. e very fact that Yamaha latterly rolled out the awesome TZ750 with a very similar engine design was hardly coincidence surely?

In reality the GL750 was partly a sabre-rattling exercise designed to wrong-foot the opposition. Yamaha had vowed to take on Honda in the sales rooms and the very notion of a four-cylinder two-stroke sold to the general public must have got e Big Aitch jiggy. And, of course, by adding fuel injection to a quartet of cylinders the Iwata factory was, in essence,

sticking two ngers up at both Suzuki and Kawasaki by saying… ‘Look what we can do better than you!’ Ultimately the GL750 never made it to production due in no small part to the oil crisis of the early 1970s but, as a design exercise, the investment wasn’t wasted. e GL donated its DNA to the big TZ750 and, suitably shrunken, facilitated Yamaha’s entry into the world of half-litre Grand Prix racing.

Yamaha, the ever logical thinker, had spent the very early 1970s looking long and hard at its TD250 and TR350 race bikes. Both had begun life around the start of the 1960s as sporting developments of the rm’s road bikes. However, as the decade began to draw to a close it

was apparent that performance gains were getting harder to attain. Even when fed the top racing oils of the day, seizures were still happening on occasion and the racing development team must have realised it had hit a glass ceiling. Knowing liquid cooling had been key to winning world titles with the breathtaking RA31A 125 and RD05A 250 V4s it was obvious where the future lay. Latterly limited by the FIM to just two cylinders at 125/250/350 levels, Yamaha took the TD and TR twins and gave them water jackets. Having already followed this approach with the 125cc racing twins campaigned so successfully by Kent Andersson, the new 250/350 duo was able to donate its cylinder and head architectures to both the TZ750 and

the all-new TZ500. e latter was essentially a pair of TZ250s buckled together but on a single crankcase and the bike simply ew – often eclipsing the chassis in the process.

Developed in secret over 1972, the TZ500 aka OW20 was unveiled at the French Grand Prix with 250 world champion Jarno Saarinen on board. Already hugely successful on Yamaha’s 250/350 twins, the Finn had been persuaded at the eleventh hour not to sign up to ride the Italian Benelli 500/4 and it proved to be the correct decision. Saarinen took rst place from Englishman Phil Read on an MV Augusta with Japanese teammate Hideo Kanaya third. Due notice had been served that Yamaha had arrived at the premier level!

WORDS: Steve Cooper

PHOTO: Mortons Media Archive

The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors. The rm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice. For road traffic offences, call the Motor Defence solicitors on 0800 280 0912. For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191.

barristers

Q&A

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

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

and

The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

with injury claims

The rm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice.

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

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

S O L C T O R S

QIt was the summer of all summers and my neighbour’s kids were understandably out in the garden 24/7 bouncing on their trampoline or jumping in their paddling pool.  I had no issue with that, why would I? However, now the weather has changed, the wind has picked up, and I’m ‘hopping mad’ (pun intended) because whilst getting my Kawasaki Ninja H2 SX out of the shed to go to work, the idiots videoed the trampoline and messaged me it!!! ey thought it was hilarious. For about 10 minutes they lmed the trampoline from their bedroom lifting and ying around their garden. Unfortunately, it then ew about 20 feet in the air before crashing over the fence on top of me and the bike.  ankfully I was okay, but the bike’s fairing and screen took a right kicking. I’ve been to speak to my neighbour about getting it xed but he just said was an ‘act of God’ and I should claim o my fully comprehensive insurance policy or x it myself whilst still laughing about the video. I was seething and am just working out whether I can actually claim o him or not (I may just suck it up to keep the peace). What do you reckon?

QI work at delicatessen in south London.

I’ve been there about a year or so and always park my Triumph Daytona 675 outside the shop window so I can keep an eye on it. You can’t be too careful nowadays.

AMy view is you could claim o your neighbour, if you want to. Legally, if he owns the trampoline, he should have secured it properly in case it was windy. (I bet if you found out the make and model, the instructions will have warned the user about this.)

Last week I rocked up to work at 8.30am as normal and regular as clockwork (it was a Monday). The delivery driver Geoff was there unloading a pallet of new stock on the pavement outside the shop. He always delivers on a Monday as Saturdays are super busy and we need to re-stock. I must admit I don’t particularly like Geoff as he’s from up north and proper grumpy.

In any event, as he has not secured it and then watched it get blown around whilst his kids videod it, he is a ‘class A ballbag’ and a Judge will nd him negligent in my opinion. Whatever you do, make sure you save a copy of the video as evidence in case you do want to claim o him. As for ‘keeping the peace’ I do get it, so you need to have a think. However, I would add that if you do not want him to pay for the damage personally, you could ask him if he has house insurance as they may well pay out for your claim.  I hope you ‘bounce back’ from this (I apologise unreservedly for the bad pun).

have su ered a loss, or will su er a loss. So with that in mind, of course Geo is not to blame you utter idiot. Are you on drugs? ere is no judge in the land who will nd Geo , the delivery driver, negligent for you hitting a pallet on your motorbike. As for why, you had seen it and then rode into it. To be blunt, you are an author of your own misfortune. Lastly, my advice is you apologise to Geo and tell his boss you are withdrawing your complaint. Take ownership for your own mistake, you clown.

delivery company driver decided to overtake the HGV behind me, on a pedestrian crossing, and also try and overtake me. It would be fair to say the only thing he delivered that day was a broken right leg to me, and a trashed bike.  If I could have got up, I would have punched him. However, I couldn’t and laid there on the oor like a sad sack of potatoes. e old bill rocked up and, armed with the dashcam from the HGV, the delivery driver got done for dangerous driving and banned.  erefore, as far as my case was concerned, I thought it would be easy. However, the delivery driver and his insurer were idiots so after a year my solicitor issued Court proceedings against both of them, and we should be heading to Trial next soon, I hope.  e fear I have now got is my solicitor has told me the delivery driver’s insurer has gone bankrupt. Does this mean I will not get paid? e insurer is Ge on.

owner. However, his claim has a ected my insurance record and I’m wondering what I can do, if anything i.e. because I wasn’t actually hit by my mate and I rear ended someone else. Do I just have to chalk this up as a bad experience and move on with my life?

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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 con dence, of course.

I mounted the pavement, as I always do, and attempted to get past the pallet. I reckon I was doing less than 5mph. However, either my foot or my footrest must have caught the edge of the pallet and despite putting my arm out to save myself I couldn’t, and the bike fell onto my foot crushing it. I shouted at Geoff to help, and he rushed over. He and my boss lifted my bike off enough to get my leg out. However, I quickly discovered that my ankle was seriously broken, and an ambulance turned up while I was laying some f***’s into Geoff.

Around two years, ago I was just minding my own business trundling along the high street on my Yamaha XJ600. I had just gone over a pedestrian crossing after letting a little old man walk over it.  Just after that, I indicated and then began to turn right into a side road as I needed to go to the post o ce.  It was at that point when a lunatic

Q

Two operations later, and I am sat here on the sofa wondering about the claim. My view is Geoff’s employer or insurer will have to pay out because he was negligent in leaving the pallet there in the first place. Do you agree? I have already made a complaint about Geoff to his employer, as I reckon he did it on purpose.

Need advice

AIn England and Wales, you as the Claimant have to prove on the “balance of probabilities” that: 1) e Defendant has been negligent; and 2) Because of that negligence, you

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 con dence, of course.

QOver the last couple of years my mates have all started heading away from sports bikes and down the green lane riding route. Lured by a fun day out, last year I bought a Husqvarna 701 and started kitting it out to make it even more awesome. at included tting a rekluse clutch. To blow out the cobwebs over the summer, our local bike group met for a ride to the coast using as many green lanes as possible. Spirits were high and as I sat in the line of tra c, one of my mates leant over from his KTM to muck about and rev my throttle as a joke (I had also seen him turn someone else’s kill switch o as a ‘joke’). However, what my hilarious mate had forgotten (and we had only spoken about it the month before) is that I was riding with a rekluse clutch. As you will be aware, this automatically engages and disengages the clutch based on engine rpm. In this case, I was sat with the bike in rst gear, so what happened next was about as fun as trapping your gentleman sausage in your ies. I shot o , crashing into the back of a brand new Mercedes. I went over the handlebars and fractured my neck. Not good. My insurer has paid out to the Mercedes

ANot exactly the ride out anyone wants. No, you do not ‘just have to chalk this up as a bad experience’. Your insurer paying out the Mercedes owner is a smart move as he was truly an innocent victim i.e. your bike hit the rear of him. Your insurer probably wanted to avoid an expensive hire and storage claim etc.

While your mate (I suspect it wasn’t malicious, but what a ball bag) didn’t hit you, your injuries arose from his negligence that occurred while he was riding his bike. erefore, I suspect your insurer will be looking to get their outlay back from your mate’s insurer. If they do that, your insurance record should get sorted.

As for your injuries, you can make a claim against your mate and his insurer. Whilst it’s a bit of a weird one, his insurer will have to pay out for his negligence.

AIt’s not clear if you are going to Trial to deal with who is to blame for the accident, or only to decide how much your claim is for. However, on the blame front, I would be highly surprised if you did not win this 100% on liability.  e delivery driver sounds like a right dipstick.  erefore, the following advice is on the basis the Trial is needed for the Judge to hear the evidence and then make an Order as to how much you get. As for actually getting the money after the judgment, you could seek it directly

from the van driver, or his insurer, Ge on.  e advantage of getting it directly from the van driver is you do not have to deal with the bankrupt insurer (read on) and you can leave it to the van driver to get the money back from his insurer, who is now bankrupt. After all, he paid a premium to cover this risk. However, whilst you could do that, practically, I suspect the van driver may not have several thousand pounds to pay the judgment against him.  erefore, if you were my Client, I would get the judgment for you (on the basis you win your claim) and then direct the claim to the Financial Services Compensation Scheme (FSCS) in the event the van driver/Ge on do not have solicitors representing them.  e FSCS’s website is very useful and states, ‘Ge on Insurance A/S (“Ge on”), a Denmark-based insurance company entered into insolvency proceedings on June 7, 2021. It is no longer paying claims.’ However, it continues by stating, ‘FSCS declared the rm failed (in default) on June 7, 2021 and is stepping in to protect the majority of policies Ge on sold to individuals and small businesses in the UK.’ In other words, practically insofar as you are concerned, the FSCS will e ectively pay out for any judgment that Ge on is liable to pay. erefore, you will get your money if you win at trial, but it may take some time to get paid afterwards whilst it works its way through the claims system.

For Sale

ARIEL RED HUNTER 350cc, 1954, maroon, all complete, with V5, ideal recommission or restoration, dry stored, £2200. Tel. 01299 266565. Worcs.

BMW R1200RS Sport SE, 2018, every extra, ready to tour, full BMW service history, standard seat & Heli bar risers, full 3 piece luggage, inc top box rack, BMW engine bars, Leo Vinci can & original Chrome pipe, BMW sat nav and relocation, Fenda Extenda, mud sling & BMW wide mudguard, bike has a current MoT, £8200 Tel. 07759 715595.

DUCATI HYPERMOTARD 821 2013, beautiful bike in superb condition with no marks or scratches, only 4200 miles, recent full service with new battery and rear tyre, whole years MoT, runs perfectly, always well maintained and only ridden in the dry, must sell so priced accordingly, £5950 Email.

john.botley@gmail.com

HONDA SHADOW 600cc, 1998, years MoT, V2 custom, 9800 miles, Cruiser, very good condition, £3000. Kawasaki 550 Zepher, new exhaust, private plate, painted Z1 colours, 28,000 miles, 1992, £2000 Tel. 07395 910839. Norfolk.

KAWASAKI ZRX1200R 2002, green & white, Akrapovic & K&N, fork brace, Hagon rear suspension, good tyres, owned for 8 years in my name, two keys, datataged, 23,000 miles, full MoT, £5950 Tel. 07508 346500.

KAWASAKI GPX750 1990, 21,500 miles, years MoT, new tyres, battery, carburettor jets, new calliper seals, fork oil seals, rides well, smokes on start up but clears quickly, can deliver within 30 miles for cost, £1350 Tel. 07974 095654.

KAWASAKI ZX900 2000, project bike, very much complete purchased recommission back to road use, £750. Tel. 07950 398750.

KYMCO XCITING 2021 (71) reg 400cc, maxi scooter in blue, genuine 4900 miles, fsh, showroom condition, no winter use, garaged warranty to November 2023, £4699 ono Tel. 07784 499299. South Yorkshire.

TRIUMPH AMERICA 2005, 10,300 miles, good condition, many upgrades, OEM spares, too heavy now, £3600 ono Tel. 07823 693477. Nottinghamshire.

YAMAHA XJ6S Diversion, 2009, 31,600 miles, 7 months MoT, power bronze high screen, heated grips, Scottoiler chain oiler system, pyramid hugger, topbox, all round good condition, always, garaged, £2300 ono Tel. 07714 378253. West Mids.

Parts For Sale

SUZUKI GSF600 Bandit, 1997 new parts: foot pegs pair, £12. New clutch switch, £2.50. New rear brake pads, £8. Gear lever, £20. Hendler Handlebars 3/4, new, £30. Harley disc rear PFM HD0024807 pair, £70. Zodiac front HDF 235473, Avon Venom tyre 15080-16 like new, £30. Honda CX/ CL 500 + 650 Haynes manual, £7. Can send pictures Tel. 07704 343331. Stockport.

TRIUMPH SPEEDMASTER rear section silencers, mint, removed from 1000 mile bike, original factory spec with brackets, £400 collection only. Also Thunderbird 900 chrome headlight bucket, recently rechromed, mint, £90, £5 postage Tel. 07434 513161. Lancs.

WANTED SMALL VAN 7.510cwt for odd jobs around the house, garden, rubbish etc, age not really important as long as MoT plus towbar if possible, contact with details Tel. 07790 512582. Shropshire.

LEATHER MOTORCYCLE JACKET, Rocker era, 1960s, any condition, good price paid. Waxed cotton jacket or coat, similar age also wanted. Tel. 01223 350289 evenings.

Cambridge

Miscellaneous

TRIUMPH TIGER CUB 1963, rebuilt, just over 1100 on clock; Honda XL70, 1973, been in Stafford Bike Show, rare little bike, 4400 miles, price for both £5850 Tel. 01253 736245.

BSA C11G 4 speed, 1955, full engine rebuild, new clutch, original good condition, free tax, MoT not required, sounds superb, reliable, starts easy, excellent runner, £3100 ono Tel. 07833 906774. Oxfordshire.

FANTIC K-R00 1990? 250cc, good condition, trials bike, blue, white in colour, £1120. Tel. 01225 743415. Wilts.

HONDA CBR600FY 2001, 32,000 miles, red and black, recent new tyres, c/sprockets, battery, new MoT, tidy reliable bike, motorcycle tech owned, bargain, two keys, all paperwork, service history, £1595. Tel. 07748 942271. West Yorkshire.

HONDA SH300I 2012, 1800 miles, two owners, MoT until November 2022, ABS, heated grips, new battery, front pads, front fork seals, rear shocks, drive belt and rollers replaced, some superficial body panel damage, top box included, good condition, £2200 ovno Tel. 07976 218061.

HONDA SHADOW VT750 in good working condition, will put 12 months MoT on for buyer, stainless steel spokes fitted, chrome radiator guard, riding boards & rack installed, original pegs and rear seat still with bike, new battery, this is a second bike & surplus to requirements, £3500 Tel. 07739 412143.

KAWASAKI GT750 P7, 1992, 34,000 miles, restored 4 years ago including full respray, new exhaust, all bearings brakes etc rebuilt with new lines, over £1000 spent on parts with all invoices and a list of works carried out to date, condition is very good, but does have the odd mark here and there, good tyres, fork seals replaced last year, MoT till end of March 2023, £2995 Tel. 07359 100681.

KAWASAKI ER5 2005, front forks serviced, new tyres front and back, new voltage control regulator chrome engine bars, rear carrier, front side lights on a bar, head gasket blown, £600. Tel. 07393 779702. Kent.

SUZUKI VAN VAN probably one of the cleanest around, 1880 miles from new, rare 200cc model was only brought into the UK for 2 years, ideal runabout or future classic, service history + books, £3950 Tel. 07946 484209.

SUZUKI BURGMAN AN 400X, 1999, 17,000 miles, MoT, decent condition, tinted Givi screen, new high performant battery, Motabatt, £1150. Tel. 01253 825655. Lancashire. TRIUMPH TRIDENT 2021, as new, still under warranty full dealer service history, heated grips, bar end mirrors, immaculate, £6400. Tel. 07850 408155. North Yorkshire.

HARLEY-DAVIDSON new parts: pair of new brake discs, rear PFM HD002-4807, pair £70. Zodiac front HDF 235473 Avon Venom rear tyres 150-80-16 like new, £30. Chrome belt guard, £20. Hendler handlebars 3/4 new, £30. Honda CX/GL 500 + 560 Haynes Manual, £7. Can send pics Tel. 07704 343331. Stockport.

HONDA MONKEY 2022 seat, excellent condition, as new since March 2022, changed because too wide for rider, seat colour black, white, Honda letters and piping, £60. Tel. 07484 675259. West Midlands. Email. george.a.horne@gmail.com

HONDA REBEL 2022, Puig screen, new boxed, cost, £100 accept £70 plus p&p Tel. 01539 725198. Cumbria. Email. roger. harris1@sky.com

TRIUMPH THUNDERBIRD rear section silencers, new in original box and packaging fits Legend, also ideal concours or museum rebuild 900cc, collection only, £1800 headlamp bucket, chrome mint, £90 Tel. 07434 513161. Lancs.

TRIUMPH THUNDERBIRD 900 chrome sprocket cover, new in original box and packaging, fits 1995 onwards. Also fits Legend and Sport, £375, £7 postage. Also rechromed cover, mint, £225, £7 postage Tel. 07434 513161. Lancashire.

UNUSED STARTER relay/solenoid to suit Honda CX500, £15. Tel. 07717 742550.

YAMAHA MT09 2013, original seat for sale, good condition, £50 Tel. 07597 754016. Lancs.

YAMAHA TRACER 700 2080 Nitron rear shock upgrade, 100 miles only, cost, £500 accept £250 Tel. 01539 725198. Cumbria.

ABBA BIKE STAND with fixing kits for Kawasaki ZXR750 and ZX-6R Ninja, fixing kits for other bikes available from ABBA, little used, £60 Tel. 01516 069983. Wirral.

ARIEL STORY, Hartley. Takin’ the Mick and Road Racing, both Mick Grant. Save the Triumph Bonneville, Redmond. The Racing Motor Cycle, Woolett. TT to Tokyo, Tommy Robb, £10 each plus p&p Tel. 07778 742954. Staffs.

KAWASAKI ‘TT LEATHERS’ Jacket in green and white to match bike, with Kawasaki ‘K’ on shoulders, size 42, not scuffed or been down shoulder and elbow armouring, £90 Tel. 01516 069983. Wirral.

LADIES MOTORCYCLE JACKET size 16, like new, £70. Magnetic tank bag, £20. AGV helmet, white/pink K-4 EVO, small, like new, £60 Tel. 01656 741428. South Wales. Email. terry. leyshon58@gmail.com

TRIUMPH TRIDENT 660 year 2021, as new, still under warranty, full dealer service history, heated grips, bar end mirrors, immaculate, £6400 Tel. 07850 408155.

YAMAHA FAZER 600 2000 W, 20,691 miles, dry stored since 2010, oil changed every 1000 miles, datatag new chain + sprockets, SS rad cover, Goodridge hoses, tool roll, Haynes Manual, plus many extras sold seperately for same model, £2400 ono Tel. 07759 790815. Tyne & Wear.

HONDA VFR800 F1 model Givi Monokey system wing rack 2, two side panniers, two keys, full instructions, £135. Tel. 07816 150149. Carmarthenshire.

KAWASAKI ZZR600D 1990-93 full body plastics and fuel tank, stainless 4 into 2 and aluminium silencers plus link pipes, 2 front discs, £175 the lot. Also standard exhaust for a FZ1 with exhaust valve and cable, £70 ono Tel. 07758 515696. Lincs.

Email. roger.harris1@sky.com

Wanted

CLASSIC MOTORCYCLE wanted will consider anything, British or Jap, any condition, good price paid Tel. 07398 052043. Cheshire.

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

MOLTON STANDARD BICYCLE 1960’s, maroon, 16” wheels, 3 speed Sturmey Archer gears, all complete rideable or refurbished, £85 Tel. 01299 266565. Worcs.

MOTORCYCLE GEAR for sale: boots size 10; Tex Speed, 2 piece suit XL with armour; Richa waterproof coat XL, never worn. Gloves, large, soft pannier rear carrier for Honda VFR1200 with fixings, all good condition, pricing from £5 Tel. 07742 103066 Gloucestershire.

Nigel Harniman Photography.