On Two Wheels
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DANCING IN THE DIRT The best textile kit money can buy?
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T T 2022 BLUFFERS’ biggest road racing event is BACK. GUIDE The Here’s what YOU need to know.
We ride Yamaha’s WR250F
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TRIED AND TESTED
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■ Harley-Davidson Pan America ■ BMW R1250GS ■ KTM Super Adventure S 1290 ■ Ducati Multistrada V4
NEWS 3
A nod from the Editor What we’ve been up to this month...
Ross Mowbray
Top Tarmac
I
’ve covered some miles this month. A couple of weeks ago I was up in the Yorkshire Dales for a few days, and this week I've been up to the Cairngorms. All in all I’ve probably done just shy of 2000 miles in three weeks. It’s been bloody brilliant. The sun’s been shining (apart from very wet slogs to and from Scotland) and I've been lucky enough to ride some of the very best roads going (including the Buttertubs in the Dales and the Snow Road in the Cairngorms). I’m constantly surprised by the quality of riding in places I’d never been before, and while blasting along the A823 from Gleneagles to Dunfermline on the way home, I found myself thinking about how many fantastic roads there are across the UK, and how after 10 years on the road I’ve barely scratched the surface, and how on a dry day you’d be hard pressed to find better riding anywhere else in the world. What about you? I'd love to hear where your favourite places are to ride – and if I've not been, I’ll add it to my ever-growing Editor list of places to visit.
BECOME AN ELITE RIDER
The Motor Cycle Industry Association has announced a new Elite Rider training scheme, in an effort to increase the amount of riders who undertake post-test advanced training. Only one per cent of all road miles covered are by motorcyclists, but shockingly we account for 20% of all people killed or seriously injured on the roads in Britain. The MCIA wants to do something about it. That’s why it’s decided to launch a new Elite Rider Programme in partnership with ‘road safety and training experts, government departments and respected, associated organisations’ to try and ‘increase the number of riders undertaking post-test rider training, and to motivate riders to ride considerately toward other road users and the environment’. When it’s put like that it sounds quite grand, but it's basically a hub full of all the information you need to be as safe as possible. But the scheme is not just focused on making motorcyclists safer – it’s also about making them more socially aware (and more considerate), in an effort to
Lincolnshire Police’s appeal for dashcam footage Operation Snap encourages road users to send in footage of ‘dangerous or careless’ riding on the county’s roads
Government clarifies anti-tampering laws The Government has confirmed that the proposed antitampering laws for vehicles won’t be retrospective, which means that classic and heritage vehicles will be protected from the potential new rules and regulations, while customisation will also still be allowed. There was a bit of panic among bikers (and petrolheads in general) when the news broke that the Government was considering banning the modification of motorcycles. The original proposals written as part of ‘The Future of Transport Regulatory Review – Modernising Vehicle Standards’ in 2021, suggested that all types of modifications of motorcycles would be outlawed, while suggesting that it would also outlaw the marketing, promotion and sale of ‘tampering services or products’. Thankfully, a Parliamentary debate triggered by a petition titled ‘Do not implement proposed new offences for vehicle “tampering’’’ (which attracted over 115,000
oreBikes, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray
mitigate any ill feeling from the nonbike riding public. More specifically, the MCIA states: ‘As vehicles on the road move to electric, we are also seeing increasing pressure on noise, not just from motorcycles but also high-performance cars. It is for these reasons industry and the wider sector have come together to make every effort to improve rider safety and to encourage riders to be more socially aware.’ All the good stuff can be accessed on the MCIA’s Elite Rider Hub. It states the platform will be a ‘onestop shop’ where riders will be able to find a wealth of information and support to improve their skills, in addition to offering a whole host of information on post-test training programmes that are available across the UK, with links to allow riders to easily book themselves in for further training. We reckon it’s a nice idea. Encouraging riders to be as safe as possible on the road is always a worthwhile endeavour in our books, and pulling together all that information into one easy-to-access place seems like a great place to start.
signatures) has clarified that the rules are aimed primarily at safety and emissions systems, and those which govern vehicles’ autonomous driving and control functions – with Transport Minister Trudy Harrison MP confirming that not only would any new measures not be retrospective, but should also protect the aftermarket sector, motorsport and heritage machines. While many of us will be breathing a sigh of relief, Ms Harrison confirmed that the Government would announce further plans during the summer, and that it was still considering its approach to any new laws, so we’re not out of the woods just yet. There will definitely be some changes to come, but what they’ll be exactly remains to be seen. Either way, we’ll be keeping a close eye on further announcements from the Department for Transport to keep abreast of the situation, and in the meantime we’ll be customising our bikes to our hearts’ content.
E ditorial design Fran Lovely Publishing Director Dan Savage Publisher Tim Hartley Email editorial@morebikes.co.uk Production Editor Mike Cowton
Lincolnshire Police has just appealed to the public as part of Operation Snap, asking them to send in dashcam footage of bikers that are dangerous, careless or out of control. In the name of improving safety and reducing the number of deaths and serious injuries on Lincolnshire’s roads, the Force first launched Operation Snap in 2021. The online initiative’s original aim was to encourage road users to send in footage which highlighted examples of inconsiderate driving, failures to wear a seat belt, crossing solid white lines, and more. At the time, Chief Superintendent Nikki Mayo, Head of Central Operations at Lincolnshire Police, said: “In Lincolnshire in 2019 there were 535 people killed or seriously injured in road traffic collisions.
A further 52 people lost their lives last year. “A system to effectively process evidence of road traffic offences and poor driving will assist greatly in dealing with poor driver behaviour that can and does lead to collisions, serious injury and death on the roads of Lincolnshire.” Sounds like a good idea, doesn’t it? But in a recent appeal the Police have specifically targeted bikers as one to watch. While we’ve all seen our fair share of questionable riding out on the road, it seems a little unfair to specifically target motorcyclists. That said, there’s nothing wrong with holding people to account if they’re riding (or driving) in an unsafe manner, but you better make sure you're on your best behaviour if you're the one doing the recording, as any
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poor roadcraft could potentially result in your own conviction. For those caught on camera breaking the law, punishments range widely in severity from warning letters, training courses, fixed penalty notices, through to prosecution. Police have admitted that footage of alleged speeding cannot be used due to issues with calibration, but that doesn’t mean you shouldn’t keep things sensible on Lincolnshire’s roads. Police and Crime Commissioner for Lincolnshire, Marc Jones, said: “I believe the key to community safety lies in the Police and public working together and this project embodies that approach in the mission to reduce death and injury on the roads.” For more information, visit: www.lincs.police.uk
MB recommends bikesafe.co.uk
Independently proven pick up: 67,717 copies
4 NEWS
BIGGER IS BETTER Yamaha Ténéré 900 coming soon?
Rumours are circulating that the Japanese factory could be gearing up to reveal a bigger brother to its much-loved Ténéré 700. The Ténéré 700 has been a massive success for Yamaha since it was released after much anticipation back in 2019. That’s why it should come as no great surprise that the factory is reported to be working on a slight bigger and more powerful version. The Ténéré, in its various iterations, was a success for Yamaha long before the T7 came into being. Named after the Ténéré desert in the Sahara which formed part of the original Paris-Dakar route, it’s actually been a part of Yamaha’s off-road range since the early 90s. But the current generation Tenere 700 is arguably the best yet, cementing its place as one of the go-to bikes for adventure motorcyclists looking for a versatile bike that’s capable of going just about anywhere. Interestingly, the T7 marked a notable shift in the adventure bike market. With other manufacturers seeming to be following the philosophy that ‘bigger is better’, Yamaha carved its own path by choosing to create a true middleweight machine in contrast to the gigantic plus-1000cc monsters being churned out
Could a ‘baby’ Harley-Davidson Pan America be on the way? We've heard rumours that Harley-Davidson’s planning to reveal a smaller version of its Pan America – but we can’t help wondering why…? Harley-Davidson’s Pan America was one of the biggest surprises of last year. A cracking bike and a solid first effort from a manufacturer that’s made its name building cruisers, bobbers and baggers, not adventure motorcycles. It’s selling well, too, with Harley-Davidson finding a substantial following for its Pan America, with claims from the factory that it’s currently the best-selling adventure bike in its native USA. That’s why it might not come as a complete surprise that the iconic American firm is rumoured to be working on a slightly smaller version of its all-new adventurer. There’s been no official word, but it seems that in the chaos of the new bike season, someone at H-D has dropped the ball and given eagle-eyed punters something to speculate on. Attentive Harley-Davidson customers have spotted an accessory listing for RA975. That might sound innocuous at first, but when you consider that the ‘RA’ name is assigned to the big Pan America, it’s hard not to make the leap that there’s a smaller 975cc version on the way from the Milwaukee-based brand. It’s all the more convincing when you consider that the 975cc V-twin Revolution Max motor already exists. It’s basically an adapted version of the 1250cc motor that powers the Pan America which received its debut on the Bronx streetfighter project (which is no longer), before make its official production debut on the recently released Nightster. That said, it’s unlikely that H-D would simply stick a 975cc engine into the chassis of the current Pan America, so it’ll be very interesting to see if the 975 is a slightly different proposition. Will it be a slightly smaller, slightly less technologically advanced, slightly more costeffective version of the same bike? Will it be more capable off-road? At this stage we’re just guessing, but hopefully we won't have to wait too much longer to find out.
by the competition. But now, it seems as though Yamaha’s decided to up the ante and create its own ‘big’ (or at least bigger) adventure bike. Rumoured to be making clever use of Yamaha’s existing 890cc CP3 engine which powers the Tracer 9, MT-09 and XSR900, the Ténéré 900 would be well placed to give Triumph’s Tiger 900, BMW’s R850GS, Ducati’s DesertX and MV Agusta’s upcoming Lucky Explorer 9.5 a run for their money. Details and specifics are still to be revealed, but it’s expected that the Ténéré 900 will come with 19-inch spoked rims, Yamaha’s flexible riding modes, and a steel tube frame. At this stage it’s merely speculation, but with the suggestion that the bike is already in development and could be unveiled in the coming weeks, chances are we won’t have to wait too much longer to find out more. We can have a good guess at the price, though. Considering that the T7 costs £9,900 (which is a couple of grand more than the Tracer 7), we reckon the T9 should be a couple of grand more than the Tracer 9 at around £14,500. Not cheap, but definitely worth it.
6 NEWS
KTM REVEALS ITS 2023 ENDURO LINE-UP The Austrian factory has just launched its 2023 range for two- and four-stroke off-roaders – and there’re some big changes to shout about.
That’s right. It’s that time of the year already, with the biggest names in off-road motorcycling beginning to reveal their latest batch of bikes for 2023. The latest: KTM. All in, the Austrian factory has five new two-stroke
enduro bikes for 2023: the 150 EXC, 250 EXC, 300 EXC, 250 EXC Six Days and 300 EXC Six Days – in addition to eight new four-strokes, including the 250 EXC-F, 350 EXC-F, 450 EXC-F, 500 EXC-F, 250 EXC-F Six Days, 350 EXC-F Six Days, 450 EXC-F Six Days and 500 EXC-F Six Days. That’s an awful lot of bikes. We won't go into the specifics for every single new model, but the headline news is that the Austrian factory’s EXCs and EXC-Fs will be getting new Chromoly steel frames and the latest WP XPLOR suspension at the front and rear (which comes with the clever Progressive Damping System). That’s not all. There's also a new purple colour scheme for good measure, with paint that was ‘specifically chosen by the designers to pay homage to the early ’90s enduro models’. KTM’s 2023 two-stroke enduro bikes will continue to use its Transfer Port Injection (TPI) technology, which works to help lower emissions and fuel consumption while offering smooth and strong power delivery right through the rev range (well, that’s what the manufacturer reckons, anyway). Tipped to arrive in dealerships about now (May 2022), if you want to find out more about the whole host of bikes that KTM’s bringing to the table for 2023, the best thing to do is check out the KTM website (or better yet, take a trip to your closest KTM specialist).
Norton receives £100m investment from owner TVS Motors Indian automotive giant TVS Motors has just invested £100 million in Norton Motorcycles. TVS bought the Norton brand back in April 2020, following its collapse at the hands of previous owner Stuart Garner. And things have been looking up since, with Norton opening a brand spanking new, stateof-the-art manufacturing facility in Solihull, which shows just how serious the new ownership is about restoring the Norton name. The new factory is where the bulk of the investment is heading, with the suggestion that it’ll help to create between 250 and 300 new jobs. TVS has said it’ll be ‘using traditional handcrafted techniques with modern-day machinery for consistently high quality’ to produce a selection of bikes at the new facility, including the newly redesigned V4 SV, and the 961 Commando. Speaking about the investment, Sudarshan Venu, Joint Managing Director of TVS Motor Company, said: “A world-class team led by Robert Hentschel is working to bring Norton back to its rightful place. This investment will be towards electrification, cutting-edge technology, world-
class vehicles, manufacturing, sustainability and the future of mobility. This is expected to create 250-300 direct jobs over the next three years and another 500-800 indirect jobs across the supply chain. The investments, spread over the next few years, will result in an exciting range of products for the global market.” You read that right. New products… At this stage there’s been no official word about what they’ll be, but we have heard whispers that the previous administration’s Nomad and Ranger 650s could be on the way at some point. That said, TVS made a point of saying that its ‘global design and R&D hub will form a key part of Norton’s strategic growth plan on its journey to becoming a leading player in luxury and high-performance motorcycles’ – so maybe it’s going to stick with big, expensive bikes for the foreseeable future. Whatever happens, it’s a very positive step for Norton as it continues to rebuild its reputation and regain the trust of the bike-buying masses – and the investment from TVS sends a clear message that it’s serious about the future of the iconic British motorcycle brand.
GASGAS HITS THE ROAD
The new GASGAS ES 700 and GASGAS SM 700 are a bit of a departure from the Spanish firm’s usual fare... they’re designed for the road. We all know of GasGas. The iconic Spanish firm has made its name making competition-ready Supermoto, Enduro and Trail motorcycles since the mid-80s. But we’re starting to see some changes after its takeover by Pierer Mobility (who also own KTM and Husqvarna). For the first time in its 37-year history, GasGas is going to be making bikes for the road. Okay, so in typical Pierer Mobility fashion, they're spin-offs of KTM’s 690 SMC R (and by extension Husqvarna’s 701), but that doesn't mean that the ES 700 and SM 700 aren't worth getting exited about. With their ‘fire engine’ red livery and white logo emblazoned on the side, the ES and SM certainly look the part – and with KTM’s much-loved, tried and tested bigbore single-cylinder 692cc engine taking centre stage, they should go almost as well as they look. Kicking out a respectable 74bhp, the GasGas ES 700 and SM 700 both come kitted out with a lightweight chromiummolybdenum steel trellis frame; a die-cast aluminium swingarm; ‘state-of-the-art’ electronics;a six-speed gearbox (with a quickshifter); a 13.5-litre fuel tank; and
Bosch ABS and a slipper clutch. Not bad, right? They've also got nice long service intervals, meaning you can cover 10,000km without needing to give it a really good onceover. Oh, and they can also be tweaked to make them suitable for A2 licence holders. The main difference between the two is that the SM 700 gets slightly more road-biased 48mm WP suspension with a fully-adjustable rear shock, while the ES 700 comes fitted with WP’s XPLOR forks and rear shock unit. While naysayers might argue that you’d be better off going out and buying the KTM or the Husky, as they’re much the same bike, there's nothing wrong with wanting something that looks a bit different (but that has all the good stuff going for it as its two main rivals). It’s an interesting move for GasGas and we’re very excited to see what comes next, but it's clear that Pierer Mobility won't be resting on its laurels and will continue to try and evolve the brand. Leaked documents show a big range of bikes are on the way, and there’s even been talk that we could see a GasGas team in the MotoGP paddock in the not-too-distant future. Wouldn’t that be something?
NEWS 7
RETRO COOL Yamaha’s new XSR125 Legacy The Japanese factory has revealed a special version of its XSR125 with a swanky new paint job.
The XSR125 was launched last year after much anticipation from learner riders looking for a stylish bike from a ‘big name’ manufacturer – and now, Yamaha’s decided it’s time to release a funky new version. Powered by the same 125cc liquid-cooled singlecylinder engine as the MT125 and R125, which produces 14.8 horsepower at 10,000rpm and 11.5Nm of torque at 8,000rpm, and equipped with the same Deltabox-style beam frame and 37mm upside down forks as the MT, the big changes for the new XSR125 Legacy are all on the style front. It gets wire wheels, gold rims, distinctive paint work and a new two-piece aluminium muffler which Yamaha reckons ‘is sure to attract those looking to stand out from the crowd, but who still look for the reliability and build quality that comes with every new Yamaha’. The Legacy also comes fitted with a set of Metzeler’s Karoo tyres as standard, while a whole host of Yamaha’s Genuine Accessories are available to help punters create their own unique steed, including an Akrapovic exhaust, a tank pad, screens and more. Yamaha has confirmed that the XSR125 Legacy will be available in UK dealers from June, at a price of £4,950. It's not cheap, but with some top-quality equipment as standard and Yamaha’s well-regarded build quality shining through, new riders can buy with confidence that’s it’s going to look after them for years to come.
AVAILABLE FROM JUNE
8 TRIED & TESTED
Rukka Kingsley Textile Suit RRP: £2499 / www.bikerheadz.co.uk / Tested by: Ross Mowbray
Rukka kit is expensive… seriously bloody expensive. But it turns out that it’s for a very good reason – because it’s really bloody good. I’ve covered a couple of thousand miles in the few months since I first laid my hands on the Kingsley jacket and trousers and I’ve been blown away by them. Despite being founded back in the 50s, Rukka didn’t start making kit for bikers until the late 80s, but since then it’s built up an envied reputation for making some of the very best kit available on the market. The Kingsley is the new top-of-the-range suit from the Finnish brand that was created primarily to meet the needs of the British Police. The Force needed some riding kit that was accredited to meet the new CE AA standard, and rather than Rukka resubmitting its Nivala suit for approval (which it was confident it would meet), Rukka decided to create a new one for 2021. I’ve worn my fair share of textile jackets and trousers over the past few years. I’ve had some expensive kit from some of the biggest names in the game. They’ve done the job, keeping me warm and dry (most of the time), but the Rukka Kingsley suit is a serious step up. Made from a three-layer laminated Gore-Tex shell with stretch panels on the chest, shoulders, elbows, hips and knees (to mitigate some of stiffness of laminate construction), the Kingsley is the most waterproof kit I’ve ever worn. No leaks. Not one. And I’ve ridden in some truly terrible weather this past year. The Neoprene lining on the neck helps, as do the GTX cuffs, creating a double seal around the ends of the sleeves to successfully stop any water from sneaking in where it shouldn’t. It also comes with some waterproof pockets, which are marked with a small logo so you know which one is and which one isn’t waterproof. There’s bags of protection, too, should the worst happen and you end up trading blows with the Tarmac. Thankfully, I haven’t had to put it to the test yet, but I have every confidence that the tear- and abrasion-resistant Keprotec panels on the shoulders, elbows, hips and knees (which are laid over an area of Armacor) would hold up and look after me. There’re Level 2 D3O Air XTR protectors in those same spots, a back protector and a Level 1 chest protector, too. It’s all there. For warmth, the Kingsley comes with thick, padded Down-X thermal jacket and trouser liners which can be removed and worn separately. They’re very comfortable and very warm, and kept me as toasty as I’ve ever been on a bike. For when the weather’s a bit
I’ve worn my fair share of textile jackets and trousers and they’ve done the job, keeping me warm and dry (most of the time), but the Rukka Kingsley suit is a serious step up
warmer, there’re a load of vents you can make use of. There are vents on the sleeves, on the side of the body, on the chest, across the back and on the front and back of the thighs. It’s a great system and you can get a nice bit of air flowing through to help keep things cool. There are bags of pockets to stash your stuff (including three on the outside and one on the inside of the jacket); loads of adjustments to make it easy to get the perfect fit; and a set of braces on the trousers, too. There’s also an AirCushion system to make them more comfortable, and some leather patches which run up the inside of the legs to stop riders sliding around on the bike. One particularly nice touch are the long zips from the bottom of the trouser legs running up, which make it comparatively easy to get pretty much any size boot on underneath. That’s not always the case and I can’t tell you how many times I’ve fought with a pair of trousers trying to get a big pair of boots tucked away. While the impressive quality of the materials and level of finish on the jacket and trousers shine through, it’s all the little detail that help make the Kingsley suit from Rukka the best biking kit I’ve ever worn. And it gets better. You’ll also get a six-year warranty included as part of the price (which is activated once you register your kit with Bikerheadz). Plus, if you’re kit needs to go in for a service or a repair, Rukka will loan you a jacket so you don’t have to go without. That’s how you look after customers. We can’t ignore the price. Twoand-a-half grand is probably out of reach of the average motorcyclist, particularly when you consider you can get your hands on a decent enough set of textiles for less than £500. But it’s best to think of it as an investment, because there’s little doubt the Rukka kit will last for years and years if you look after it properly.
READERS’ RIDE 9
In partnership with EBC Brakes
We love to see what you lot are riding – and we know the rest of you like it, too. It’s just like pottering around a bike night and checking out what’s been brought out for a ride. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.
Alan Mearns’ CFMOTO 650MT at the Belfast Titanic memorial
LEAN AND MEAN! Stevie McTaggart’s Triumph Street Triple RS
Virginija Arlauskaite’s Honda CBR at the Peterborough Graffiti Tunnel. What a place for photos!
‘Racey’ Tracey Rich-Pitman’s trick Suzuki GSX-R
Danny Graham’s gleaming Suzuki Bandit S
TANGERINE DREAM: Bruno Mille’s KTM 1290 Superduke GT. “Came back to bikes last June after years of not riding, love my Gixer K2. Absolutely love the freedom it gives you and the people you meet.”
Paul Wilson’s BMW R1200RS. Comfort, style and speed all in one package. What more could you need? “Been around bikes all of my life, wouldn’t be without one. They keep me young. In my late 50s now and still feel like a teenager when I’m out on a ride.”
PHOWAR! Giles Denning’s tidy Suzuki Katana
10 EVENTS
DATES FOR THE DIARY The biker season is now in full swing, and to help you get the most out of your time on two wheels, we’ve handpicked a few events that are well worth a visit.
MAY
26-29/05/2022 Wales Mini MACH Festival
28/05/2022
If you're into bikes, you’ll have definitely heard of biker institution Squires Café. Best known for its hearty grub and biker-packed car park, there’s also a monthly autojumble that's well worth a visit. Pitches are £5 each for sellers and punters get in for nowt.
This is a cool event from the mind of adventure legend Nick Sanders. It's basically a motorbike and music festival set in the heart of Wales. What more could you want? www.machfestival.co.uk 27-29/05/2022 Bike Shed Show As popular with hipsters as it is with others, this has fast become one of our favourite events on the calendar. It’s officially Europe's biggest independent annual motorcycle show – and we reckon it’s probably one of the best, too. Cool bikes, good food, nice people and a brilliant venue… it’s a great day out. www.tobaccodocklondon.com/ events/bike-shed
Squires Café Autojumble
www.squires-cafe.co.uk
JUNE
3-6/06/2022
Ireland Bikefest Killarney It’s nearly time for the 14th Ireland BikeFest Killarney, and organisers reckon this year it’s going to be bigger and better than ever. Head on down for three days of motorcycles and music, and best of all, it’s free. www.irelandbikefest.com
4/06/2022
Rufforth Autojumble Taking place on the first Saturday of the month all-year round at Rufforth Park in Yorkshire, there’s always a good selection of bikes, parts and more. www.rufforthautojumble.com
5/06/2022
Normous Newark Autojumble That’s right – another jumble! This is our local one and we’ve spent many a day rummaging for bargains amongst the selection of stalls. If you’re a petrolhead of any kind, chances are you’ll find something to tickle your fancy. www.newarkautojumble.co.uk
17-19/06/2022 The Farmyard Party This is a proper old school biker rally, run by the good folk at MAG. We’ve been a couple of times and had a cracking time soaking up the atmosphere, checking out the custom bike competition, enjoying the live music, and spending plenty of time in the real ale marquee. www.mapevents.co.uk
The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors. The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice. For road traffic offences, call the Motor Defence solicitors on 0800 280 0912. For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191.
Need advice If you need advice on a biking-related legal question or query, email mail@whitedalton.co.uk. The best Q&A will be published in MB, in confidence, of course.
Q&A
WHITE DALTON 11 Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles
Q
About three months ago I overtook what I thought was a parked lorry. As I pulled back in again I realised he was, in fact, stationary because a bus had stopped in front of him at… shock horror… a bus stop. Long story short, I exercised my sphincter somewhat, locked up because it was wet, and skidded into the back of the bus. I accept it was entirely my fault and I was an utter plonker. Thankfully, I only broke a wrist, winded myself and damaged my pride. However, the front end of my old Hayabusa was totalled. By pure luck, an ambulance was passing and then a policeman turned up. The policeman arranged for my bike to be picked up as I was being carted off to hospital for an operation. So far, so good, all things considered. At the time I thanked them all as I was a bit the worse for wear. However, I now wonder if the policeman has a side hustle on the go to make some extra cash for himself. I say this as when I turned up at the recovery yard a week later, I was told I had to pay a recovery and storage charge. I couldn’t believe it but as I wanted my bike back, I paid it. Is that right? Or should I go after the Police and try to get my money back?
A
The Policeman has not got a ‘side hustle’ on the go so you cannot go after him for your money. If you look at this a different way, you had left a mess on the road that needed clearing up. That is not the Police’s fault. Nonetheless, he arranged to clear the road of your trashed bike, so it was safe for other people to use. Basically, under the law the Police have the power to get vehicles causing an obstruction removed. The law also means that you as the owner have to pay a charge. Details of these can be found at The Removal, Storage and Disposal of Vehicles (Prescribed Sums and Charges) Regulations 2008. You have done the right thing in getting
the bill paid and the bike out of storage as soon as possible. I always advise my clients to do this as there is a daily fee, so the longer it's there, the higher the bill.
Q
My mate lives in Manchester and had a scooter gang come after him to try and nick his Honda VFR1200F. Thankfully, he managed to get away, so he didn’t have to get into a full-on street fight. If they tried to rob me of my KTM 1290 Super Duke GT, I would be going all out swinging if need be. I work hard for my money, and I am not letting some little toerag steal it off me. I have done some boxing in my younger days so my question is, can I give someone a proper hiding if need be? Morally, my mate is with me, but legally he thinks I would get locked up if I seriously hurt someone. What say you?
A
You just made me chuckle with the phrase ‘toerag’ as it’s a favourite of my Grandma. As for getting successfully prosecuted for giving someone a ‘proper hiding’, it will depend on whether you used ‘reasonable force’ to stop yourself being robbed or not. The CPS guidance is useful and states, ‘A person may use such force as is reasonable in the circumstances for the purposes of: self-defence; or defence of another; or defence of property; or prevention of crime; or lawful arrest.’ In assessing the ‘reasonableness of the force used’ a prosecutor should ask two questions: 1. Was the use of force necessary in the circumstances, i.e. Was there a need for any force at all? and 2. Was the force used reasonable in the circumstances?" Therefore, if you manage to knock out a toerag by chinning him with a couple of punches then it is likely to be viewed as ‘reasonable force’.
However, knocking him out and then repeatedly putting the boot in whilst he is on the floor giving him a brain injury is likely to be viewed as ‘unreasonable force’, resulting in a stay in a cell with a bunk.
For more info, go to:
SOLICITORS
www.whitedalton.co.uk
12 COMPETITION
✪ BAG SOME BIKER GEAR FOR FREE ✪
NAME THE BIKE WIN this Weise Jacket
To be in with a chance of winning this jacket from Weise, all you’ve got to do is identify the blacked-out bike in the image and send us your answer and your details either online or in the post. We’ll then pick the winner from an upturned helmet crammed with correct answers, and that person will be sent a brand-new jacket that’ll help look after them out on the open road. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!
Worth £139.9 9
Weise Jacket
We’ve teamed up with the good people at The Key Collection to offer you the chance to win a super stylish armoured hoodie from Weise. It’s a quality bit of kit which combines comfort, practicality and safety, and features a heavy-duty cotton outer; tough aramid lining; removable CE-armour on the shoulders, elbows and back; a couple of external (and zippable) pockets; and a connection zip so you can attach it to a pair of compatible Weise jeans. Oh, and the hood is also removable. ■ For even more information visit: www.thekeycollection.co.uk or www.weiseclothing.com
■ YOU can also ENTER online! Just check out the MoreBikes social media channels for more information.
COMPETITION 13
Last Month: Did you get it?
Last month’s bike was the iconic Ducati Monster 821
Here’s the legal bit that you need to know
To be in with a chance of winning, fill in your details on the form or enter online and return to: MoreBikes, Weise Jacket, 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: June 10, 2022 Answer:............................................................................................................................................................................................................................. Mr / Mrs / Miss / Ms (please circle) First name:...................................................................................... Surname:.......................................................................................................................... Address:................................................................................................................................................................................................................................... Town/City:........................................................................ County:....................................................... Postcode:.................................................................... Email:......................................................................................................... Telephone:............................................................................................................ There are no cash alternatives available. The winner(s) of the Weise Jacket will be the first name(s) drawn at random from the upturned MB helmet. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of MB) please visit www.mortons.co.uk/privacy
14 KNOWLEDGE
LOW EMISSIONS ZONES Low emissions zones are springing up across the country, hitting bikers with hefty charges for riding their older bikes in towns and cities. Does that need to be the case? We took a trip to the National Emissions Centre to find out. WORDS: Bob Pickett PHOTOGRAPHY: Department for Transport and Bob Pickett
MB: Neil, what made you take up the issue of motorcycles and how they would be impacted by ULEZ? NF: After accepting that it was really going to happen, I, like everyone else, had very real fears of not being able to afford a compliant motorcycle as, of course, the price for ULEZ exempt motorcycles would have been pushed up. About three months before it came into effect I had it confirmed to me that TFL only required the Oxides of Nitrogen value of the emissions to be Euro 3 compliant, not all the Hydro Carbons or Carbon Dioxide. That seemed like a very fair position to take, as it opened a whole extra group of bikes that would be exempted. The issue was that, for the most part (Honda being a notable exception) the vast majority of new motorcycle importers in the UK hadn’t had Certificates of Conformity tests done for models imported before 2007, as it wasn’t a legal requirement till then. Meaning, there would be a group of bikes that would comply with the Euro 3 level of Nox, and it began there really. MB: How helpful was Transport for London (TfL) during this process? Without your intervention, do you think there would have been a block
WALTHAM FOREST
NORTH CIRCULAR ROAD
Vehicles are not charged for driving on the North Circular Road (A406)
BARNET HARINGEY
BRENT
CAMDEN
LONDON UL EZ AL R T N CE
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application of ULEZ to all pre-07 bikes? NF: I would describe TFL’s position in the early days as ‘encouraging’, while at the same time very strict on the test standards. I don’t think for a second they would have blanket banned pre-2007 bikes; the ‘line in the sand’ isn’t age, its emission levels for Nox, so it’s up to the consumer to prove their Nox emissions if the manufacturer can’t supply a CoC. MB: The target is less than 0.15g/km. Obviously, bikes manufactured after 2007 pass this (as they will have a catalytic converter fitted as standard). Can all pre-2007 bikes potentially pass? NF: Most certainly. Because its only Nox they require the data for, quite literally any petrol motorcycle ever made can be made to comply. MB: My wife’s bike passed the test. If she had a friend with the same bike (make/model) is their bike now also exempt? NF: That’s a good question. The easy answer is, ‘Certainly not’! Hondas in general test very well, as it does appear Honda made moves early on to keep emissions low (based on the data we’ve recorded). But, of course, every bike has had a different life , and it’s unreasonable to expect every bike to test the same based purely on this. However, its very reasonable to say a 1998 Honda Shadow 600 in the same condition (and used regularly) would test very similarly to hers. But each bike needs testing individually. MB: Before bringing your bike in to be tested, is there anything you should do first to improve its chances of passing? NF: Use the bike for the week, fill it up with premium fuel. My rule is, if it’s running correctly, idles nicely, and doesn’t splutter or hesitate (basically runs as it should), it stands the best chance. MB: One of the many misconceptions out there is, should your bike fail the
TOWER HAMLETS
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SOUTHWARK
GREENWICH
LEWISHAM
GREENWICH
BEXLEY
BEXLEY
WANDSWORTH
SOUTH CIRCULAR ROAD Contains Ordnance Survey data © Crown copyright 2021
BARKING & DAGENHAM
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CITY OF WESTMINSTER
NEWHAM
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HAVERING
HACKNEY
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BRENT
REDBRIDGE
WALTHAM FOREST
BARNET
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So what are the regulations, how are they applied, and what happens if your bike fails the test? Neil Freeman, the man behind the creation of the test software and the driving force behind a test scheme for motorcycles being implemented (until then, as per usual bikes had been largely overlooked), sat down with me to clear up a bewildering range of misconceptions and ‘bloke down the pub said so’ stories doing the rounds.
ENFIELD
D AN
we would be miles inside of the expanded ULEZ in every direction; every time Laura took her bike on the road, it would be subject to a £12.50 charge. Using her bike almost every day, this would mount up. Fortunately, the National Emissions Test Centre (aka Riverbank Motorcycles) is just a few miles away in Bow, East London (ironically within the expanded ULEZ). It costs £175 for your bike to be tested. Not cheap, but that’s the equivalent of a fortnight’s ULEZ charges, so to find out more we took the Shadow along to see if it’s as harmful to the environment as the DfT suggests. The Shadow was attached to a specially modified Dynojet running a bespoke computer analysis program that identified the NOx emission level at three specific speeds. The test involves idling, acceleration and deceleration, from which an average is taken. The pass mark is the one set by Euro 3: 0.15g/km. Thankfully, the Shadow passed with flying colours, reporting a NOx emission of 0.09g/km. The team at the NETC/Riverbank submit the results on your behalf, meaning the Shadow was okay to be used within the ULEZ after a couple of days.
ON GT A IN SE NS EL ITH KE CH & SM ER AM MM LH HA & FU
In 2019 Mayor of London Sadiq Khan introduced the Ultra Low Emissions Zone (ULEZ). Originally proposed by previous Mayor Boris Johnson, initially it covered the same area as the Congestion Charge (i.e. the very centre of London), but in October 2021 was massively expanded to the entire area surrounded by the North and South Circular roads (A406/ A205), making it by far the widest reaching zone of its type in Europe. We live just 1.5 miles outside the A406 in East London. My 2015 Kawasaki Vulcan 650S was unaffected (and to be honest my 1983 Moto Morini Sport was rarely going to head inwards), but my wife Laura’s bike is a 1999 Honda VT600 Shadow. Checking the Transport for London website showed it was subject to ULEZ. This prevented her from going to a number of businesses in the zone, plus one of the gyms in her membership scheme also lies within. Annoying, but not the end of the world. But an announcement by Mayor Khan changed all that. His proposal (which is still going through the various stages of approval) was to extend ULEZ to cover the entire area bordered by the M25. Suddenly,
Vehicles are not charged for driving
LEWISHAM
MERTON on the South Circular Road (A205)
test, it has to be scrapped. Can you please put this one to bed? NF: That does surprise me. Nothing could be further from the truth. MB: Thankfully, the bike I brought in passed with flying colours. If it had failed, could it have been made to pass the test with appropriate tuning? NF: It would depend on the results I recorded from the test. That lovely condition 600 Shadow was as ‘stock’ as they come. Some bikes can be brought into the Euro 3 Nox levels with carburation changes (or often rectification in the case of aftermarket non OEM modifications), whereas some require the addition of a suitable catalytic converter. MB: The converters you use, have they been specially manufactured for your purpose? I’m guessing there isn’t a ‘one fits all’ device? NF: That was a big task indeed. The biggest hurdle there was pricing, also I do much time testing different matrix designs and constructions to get consistent results we could work with, but we got there quite quickly when I think about it. Initially, we had six different sizes and matrix designs, and it wasn’t long before we had three types that, once we have the data from the test we can guarantee what result we will get from fitting a particular cat to a particular situation. MB: So, the bike needs a CAT. It wasn’t set up to have one fitted in the first place. How and where would it go? As we have the Shadow here, let’s use that as an example. NF: Where we fit them is dictated by the bike. There is a position that we learned the cat is most efficient. However, that isn’t always possible due to the constraints of exhaust (and bodywork) design, so often we compromise outright efficiency for the reality of where it is as unobtrusive as possible, but still will work within the range we need to effect a pass.
BROMLEY
MB: Obviously there is a cost involved. Can you give a ballpark figure and, thinking in ULEZ terms, how long before you’re ‘quids in’ not paying the charge? NF: Thinking about it in terms of ULEZ daily charges, most bikes are less than a month of daily charges and a big job is often less than two months of daily charges. MB: Right now, only the London LEZ applies to motorcycles. As other local schemes become more sophisticated, in time it is a fair bet that bikes will get included. I believe you are accredited to TfL only. That said, your test gives the accurate NOx reading, anyone else will need to approach their local authorities for a future exemption. If you are in an area where an LEZ has been or is being introduced, would you say it is worth getting your bike tested? NF: Well, I guess it would be considered a wise move. That said, it seems other authorities exempt bikes. London has a large number of motorcycles and a massive population (compared to say Birmingham), I just wonder how many pre2007 (post-1982) bikes are actually riding round other centres.
KNOWLEDGE 15
‘But I don’t ride in London, why should I be bothered?’ As time goes on, what London has done is going to be adopted by others. All major cities are under huge pressure from the Government to reduce their carbon footprints. There are already 15 cities either running or in the process of setting up Low Emission Zones (LEZ).
■ Newcastle. Due Summer 2022. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs, LGVs A city-centre scheme targeting older commercial vehicles, non-compliant PSVs, HGVs will be charged £50 with vans and taxis charged £12.50. Private vehicles are currently exempt.
■ Bath. Introduced. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs and LGVs Covering the city centre, for the moment only commercial vehicles are being targeted
■ Portsmouth. Introduced. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs Private cars, motorcycles and vans are not being charged, though older polluting HGVs, buses and coaches have to pay £50 per day to travel through the zone (non-compliant taxis and private hire vehicles pay a much smaller charge)
■ Bradford. Due Spring 2022. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs and LGVs Only charging commercial vehicles, Bradford’s scheme is another city-centre one, looking to charge £50 per vehicle. There is also a planned ‘no idling’ campaign. ■ Birmingham. Introduced. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs, LGVs and car drivers The border of Birmingham’s scheme is the Ring Road. All non-compliant vehicles (Euro 4 petrol, Euro 6 Diesel) will face a daily charge. ■ Bristol. Due Summer 2022. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs, LGVs and car drivers This is one of THE big ones, and shows what can be done. Once again covering the city centre, Bristol’s scheme, like that of London, charges 24 hours a day, every day. No vehicles are banned, but ALL vehicles (motorbikes currently not part of the list) will face a £9 daily charge. Low earners and hospital visitors will be exempt. ■ Liverpool. Consultation stage only. No firm details yet, but it is reported as ‘likely’ to be an inner-city scheme, with petrol vehicles failing to meet Euro 4 and diesel failing Euro 6 to be charged. ■ London. Introduced. Vehicles charged: Buses, coaches, taxis (registered black cabs exempt), private hire vehicles (PHVs), heavy goods vehicles (HGVs), light goods vehicles (LGVs), cars and motorcycles. THE big one. Currently the most punitive scheme, running 24 hours a day. For vehicles that are not exempt there is a £12.50 daily charge. It is also the widest ranging. Currently using the North/ South Circular roads as the border, proposals are in the pipeline to expand this to cover the entire area within the M25. ■ Manchester. Due May 2022. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs, LGVs This covers a large area. A joint charging clean air zone has been proposed to cover all or parts of Bolton, Bury, Oldham, Rochdale, Stockport, Tameside, Trafford, Wigan and the cities of Manchester and Salford to cover most of the whole of Greater Manchester. Initially not targeting private vehicles.
■ SCOTLAND: Aberdeen, Dundee, Edinburgh and Glasgow. Coming VERY soon. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs, LGVs and car drivers We’ve lumped the four Scottish cities together as their plans are broadly similar and the Scottish Parliament has been giving guidance on the steps to introduce the zones. As of March, Edinburgh has been given the green light to bring in their LEZ. To be introduced in 2022, but not enforced until 2024. City centres are the likely starting point, potentially expanding in time. Initial charge is said to be £60 for non-compliant vehicles. ■ Sheffield. Due late 2022. Vehicles charged: Buses, coaches, taxis, PHVs, HGVs, LGVs This will be an inner-city zone, again targeting commercial vehicles, covering the city’s inner ring-road. Private vehicles have been left out, as according to the council they create less than 50 per cent of pollution despite being 80 per cent of traffic.
AND THEN THERE IS…
■ Oxford: Introduced as a pilot scheme. Vehicles affected: Everything with a combustion engine We have deliberately left the best (worst) until last. Oxford’s scheme – whilst initially covering just eight streets in the centre from 7am to 7pm – is the world’s first ZEZ (ZERO Emission Zone). ANY vehicle with a combustion engine is charged, including hybrids. Only 100 per cent electric vehicles are exempt. The pilot scheme will charge between £2 to £10 per day, depending on how polluting the vehicle. If the scheme is successful, plans are to expand to the entire inner-city. Oxford has long been known for its policy of reducing as far as possible use of motorised vehicles in its city centre, with a range of park and drive schemes in force for some years. There are other schemes in force, but charging public service vehicles only. At the moment, London (and Oxford) are the only two cities to specifically include motorcycles in their schemes. But, as London has shown, it is possible to include bikes in the scheme. As Government targets tighten, how long will it be before London and Oxford’s lead is adopted and bikes are added to the list of chargeable vehicles?
How do I know if my bike is exempt? Post 2007, all new motorcycles had to be built to meet Euro 3 guidelines (for motorcycles, Euro 3 is the benchmark emissions standard). If your bike is older, sadly there is no central database on which to check. Your options come down to: ■ Look at the V5. If you are lucky, the V5 will contain the NOx figures ■ Approach the manufacturer for a Certificate of Conformity. This is another minefield. How far back the manufacturer’s records go will be a stumbling block, and they may not have the figure you require. Also, it is fair to say some
are more helpful than others; some charge whilst others are happy to supply the information. ■ Bite the bullet, call the NETC/ Riverbank Motorcycles and book a test (you can also book online at https://www. nationalemissionstestcentre.com/
What is NOx and why is it so harmful? Nitrogen Oxides (NOx) are poisonous gases derived from nitrogen and oxygen combustion under high pressure and temperatures. Composed of Nitric Oxide (NO), and a smaller percentage of more poisonous Nitrogen Dioxide (NO2), fossil-fuel burning is by far the main manmade source. Direct effects of NOx on human health include breathing problems, headaches, chronically reduced lung function, eye irritation, loss of appetite and corroded teeth. Indirect effects are damage to ecosystems, which in turn affect food supply, and climate (and we have all seen the effects of that in recent years). In Britain alone, known NO2 emissions have been estimated to kill 23,500 people every year, according to the University of Essex.
Thanks
Huge thanks to Neil Freeman and the National Emissions Test Centre/Riverbank Motorcycles for their assistance with this piece and their work with TfL. Unit 3, Riverbank Business Park, Dye House Lane, London, E3 2TB 020 8983 4896 www.nationalemissionstestcentre. com/
16 NEW PRODUCTS
✪ OUR TOP PICKS ✪ OUR TOP PICKS ✪ There’s probably more choice of biking kit than ever before, but to help you get the most from your hard-earned cash, we’ve handpicked a few of our favourites that we’ve seen in the last month for your consideration.
Sealey Chargers
£83.94 - £317.94 / www.sealey.co.uk
HJC RPHA 70 Carbon Helmet £379.99 / www.oxfordproducts.com
This is a sports-touring helmet fully ECE approved, which is exceptionally compact and lightweight. It features great venting; a quick-release, flat visor with tear-off posts (available separately); an integral drop-down, anti-fog sunshield; and an anti-bacterial lined, removable/washable interior. Oh, and for us speccy wearers, ‘glasses grooves’ are also included… She’s also got a five-year warranty! Comes in the usual sizes…
Winter hits motorcycle batteries very hard. In general, they only tend to last around five years, but with some checks they can last longer. With that in mind, the Sealey BT2101 provides a fast and accurate assessment of battery condition, even with the battery partially discharged. The new range of SPBC fully automatic battery chargers offers the latest in technology and is backed up by a five-year guarantee. The three seven-stage models offer an output charge between 8 and 16A, depending on the model, and are designed for charging and maintaining a variety of EFB & AGM (stop/start), GEL, lead acid and calcium batteries with auto chemistry selection. The zero-volt battery charging feature enables recovery and charging of a completely discharged battery, whilst reverse polarity, short circuit, and over temperature and overcharging
Simota Filters
Kamsa Torx Spanner Set
£33.65 / www.wemoto.com
£29.09 / www.kamasa.co.uk
Simota has been a big name in air-filter technology for the last 30 years. Formed in 1991, Simota has been a leading supplier of replacement air-filters in the car world and they’ve also been doing it for bikes. Simota offers a wide variety of filters via UK importer Wemoto and that means various prices, too. This one fits a number of Triumph’s modernish retros, such as the Bonneville, Thruxton and Scrambler.
Torx/star bolts and setscrews are increasingly used on cars and bikes, so this Torx spanner set is useful. The set – part number 56143 – fits the bill perfectly. It’s a set of six double-ended spanners manufactured from durable chrome vanadium steel with a mirror-
polished finish. The sizes are: E6 x E8, E7 x E11, E10 x E12, E14 x E18, E16 x E22 and E20 x E24. They come supplied in a very smart and useful EVA foam tray that keeps the spanners secure and clean, and is designed to fit neatly in the toolbox drawer.
Wemoto Charity T-Shirt
Hood K7 Jeans
£12 / www.wemoto.com
Wemoto ‘Riding for the Free World’ Charity T-Shirt is supporting the vital work of the Red Cross, who are on the ground in war zones across the world, working in dangerous conditions to help people in distress by providing essential requirements such as food, water, first aid, medicines, clothes and shelter. If you would like to show your support and make a contribution, T-shirts are just £12 each, designed in-house by the Wemoto team, and all profits will go directly to the charity to aid its essential humanitarian work.
£169.99 / www.hoodjeans.co.uk The K7/AAA (S) jean is made from heavy stretch denim with large amounts of the K-tech ‘Infinity’ para-aramid lining and a full Airflow mesh, which allows for coolness, comfort and improved protection. The jean is sewn in heavy ‘D-core’ thread, and has strengthened doublestitched seams. It is also CE and UKCA certified to EN 17092-2:2020 for Class AAA garments. Hood offers free worldwide delivery, free leglength alteration, free optional ankle restraint stirrups, and free UK exchange service.
protection provides a high level of safety. The intuitive LED screen displays illuminated charging stages, volts and amps output and battery capacity. Additionally, the SPBC30 (£287.94) and SPBC40 (£317.94) have the capability to charge lithium batteries and a 13.5V DC power supply, providing support for the battery during prolonged electronic diagnostic checks. A number of the cheaper models feature a useful hook for storage and use above the bike.
Simpson Venom Tanto Helmet £329.99 / www.oxfordproducts.com
Keis Heated Puffer Jacket £260 / www.keisapparel.com We swear by heated kit for all-year-round riding on our classics and this, Keis claims, is the ultimate in winter luxury. Its new J801 Heated Leisure Puffer Jacket insulates and heats for full-on comfort wherever you are – on your motorcycle, hiking in the hills, cycling or even just walking the dog. Designed to be worn under a motorcycle jacket as a midlayer, or as an outer garment for the great outdoors,
it’s versatile and uses a lightweight 3M Thinsulate featherless insulation, which traps body heat and allows moisture to escape. Heating comes from the latest Micro Carbon Fibre Technology which provides instant warmth across the chest and back at the touch of a button. Three levels of warmth are available. The supplied battery gives up to six hours of warmth. Sizes are S-L (36-44 inch chest sizes).
Ahhhh… Simpson helmets: interwoven in the fabric of certain types of the coolest biking ever… Well, the Simpson Venom Tanto is prepared to handle just about any type of riding, not just being cool. The shell has been aerodynamically maximised for motorcycle riding and is fully ventilated for maximum airflow. Integrated pockets make it easy to install your communication device of choice and a drop-down sun-visor makes riding through any light conditions a breeze. Comes in all the normal sizes!
TEST RIDE – ROYAL ENFIELD CLASSIC 350 17
Start your
ENGINES Built like a gun? Maybe, and from £4275 the new Classic 350 may have hit the target Words: Maria Hull Photography: Moto Classic
I get it – the popularity of modern classics. They give you the notion of wind in your hair, riding for no particular reason, and give you the ‘cool’ feel that a classic bike has. It’s about the journey, as a lazy marketing man would say. Then, once off the bike outside your local haunt, you can enjoy approving nods as you turn up dressed in a leather jacket and jeans (perhaps even a white silk scarf, for full effect). Hell, hide your helmet, and no one would know how you turned up. Modern classics are so much easier to live with than a true classic. An old bike involves a lot more than just riding; you have to learn it inside out, how it works. I normally ride a 650 Tribsa; a BSA A10 frame and gearbox from the 50s, fitted with a 650cc Triumph Thunderbird engine, a common marriage back in the day. I love it, lust after riding it and am happy to put up with the shortfalls, of which there are many:
lights are not fit for purpose; the stand acts like a renegade union worker, when it wants to. And then there is starting. Jump on, having got completely dressed first (because you’ll be balancing the throttle once it has started); fuel taps on (two of them); choke if cold; tickle the carb (ask your father); ignition on (a modern touch); find just after top dead centre (ask your dad again); and jump on the kickstarter, while all the time balancing on this moving lever who’s mission in life is to fire the bike, but who’s hobby is bruising shins. The crescendo is at the bottom of the stroke (there can be many), hoping you hear the gorgeous blat from the open exhaust. On a modern retro bike? Jump on, turn key, hit button.
Old bikes are a lifestyle choice. You choose to spend hours working on your bike; hours cleaning muck from under your fingernails; hours waiting to fix a problem at the side of the road; or looking in the hedge for parts that have tried to make a run for it. So, I completely get walking into a bike shop, having a haggle, the trickiest part being picking the colour. You then get all the looks of an old bike, the feel of riding something really cool, and then parking up, safe in the knowledge it will start again.
18 TEST RIDE – ROYAL ENFIELD CLASSIC 350 RE has done a good job giving the bike some presence
TECH SPEC Royal Enfield Classic 350
Engine: 350cc single cylinder, air-oil cooled Power: 20bhp (15kW) Torque: 20lb-ft (27Nm) Transmission: 5-speed, chain final drive Fuel tank: Steel, 13 litres Fuel consumption: Approx. 70-80mpg Seat height: 805mm (optional seat shown 10mm higher) Wet weight: 197kg Warranty: Three years Service intervals: 3000 miles. Example cost: Minor £170, Major £220 Tyres: CEAT tyres, (F) 100/90 19, (R) 120/80 18 Contact: www.royalenfield.com/uk
What is it?
The clocks look the part
Royal Enfield has been around since old bikes were new. They, more than most manufacturers, are legitimate in bringing us the easy-to-live-with classic look. The Interceptor and Continental 650 twins have been so successful they’ve caused a real headache for other makes, with their price being unheard of. A Royal Enfield twin for less than six grand, a Triumph for eight-and-a-half, or a Moto Guzzi for even more? Then last year the Meteor 350 appeared. A 20bhp, 350cc in an unthreatening package that looked a little like a Harley-Davidson Sportster if you looked at it through a jam jar. It, too, has been a success, so here is the Classic incarnation. The Classic 350 uses the Meteor engine, frame, suspension and most of its parts, wrapped up in an oldeworlde look, mimicking the infamous Bullet model, made from before the
I rode it, too! The Classic 350 reminded me a lot of my 1954 BSA 350 B31. It is frugal, well made, unthreatening and around a similar speed. However, the brakes are also similar – not cool, Enfield. There must be some better pads available. And while moaning, sort the badly-designed pedals and lose a little weight. Still, the Enfield has to be among the most comfortable bikes I’ve tested in more than 15 years (optional touring seat fitted, but only a £75 option)! The comfort and perfectly balanced handling is the greatest part of the Classic 350. Find the right roads and the 350 sings along, swinging from left to right to left, with precision, with fun and without
pockmarked roads leaving their mark on your posterior. The fantastic steering lock (much better than the Meteor) allows for tight U-turns in traffic and confidence in control. And with 80mpg this fun can go on for miles. The performance is fine, as long as you know what you have. If this bike is for city commuting or weekend country lanes, then revel in that comfort, those great looks (everyone says how nice it looks) and the excellent price. Enfield’s quality has never been higher, service costs are cheap, and it has that big-bike feel. Just plan your route – main roads will spoil your fun. Matt Hull, Editor, Classic Bike Guide
dawn of time until just a few years ago, when the aging long-stroke unit motor couldn’t get through regs any longer. Differences seem minor but change the ride completely. The rear wheel is enlarged to 18in, with the front staying at 19in. The satnav and modern speedo have gone, making way for the traditional Enfield nacelle holding a classic-looking speedo, which hides two useful trip meters, a service and amusing ‘ECO’ sign, which comes up when you’re not hard on the throttle (oh wow, thanks for that, I wasn’t sure how much I’d twisted the throttle). Mudguards are larger, deeper and therefore more classic in look, but also do a damn fine job of keep you and the bike clean. The side panels have been changed; still do the same job hiding electrics and holding a decent tool kit, but on the Classic they mimic the triangular ones of days past. Oh, and the exhaust is slightly different. The large changes are the lower handlebars, the higher, two-piece seat and the footrests further back, giving a more traditional riding position. At 805mm, the seat is low enough for most, and boy, is it comfortable. Triumph, take note how to make a comfortable seat.
Riding impressions
On first impressions this is a smartlooking bike, the matte black with red stripes over the tank automatically giving that retro feel (there are two other versions with different amounts of chrome). There is a big, comfy-looking, classic-style seat for both rider and pillion (websites show the single seat foreign version – UK
bikes have pillion seat, though back rest is optional). It’s a bike you’re proud walking back to. At 5’4” I was slightly more than tiptoes on the floor, so height may be an issue for those who are shorter – the Meteor is lower. It’s a bit of a heave to get it off the side stand; you can feel the weight, but you don’t notice once you are on the way. At 350cc I was concerned it wouldn’t be able to keep up with the 1200cc, 650cc and 500cc bikes I ride with, but I needn’t have worried. The 350 Classic is no sportsbike, but is more than capable of keeping up with the B-road traffic and other bikes on a ride. You do have to think twice about overtakes but it is fun to wind up to speed – when did you last hold a bike on full throttle for long? It has a lovely exhaust note, that long-stroke engine sounding beefy, but not obnoxious. No offending here, unlike my Tribsa! The comfort of the Classic 350 is outstanding; no sore hands from too narrow grips and no numb bum after 20 miles. It really is a very comfortable bike to ride. The bar-end mirrors are the best I have ever seen on a bike. They don’t wobble or vibrate at all, you can see everything and are perfectly positioned. She is very happy to smoothly dive predictably into a corner, stays where you put her and comes out where you expect. Royal Enfield has done a cracking job at making a small bike feel like a big bike; I didn’t feel intimidated by other road users and the Classic 350 has plenty of road presence so you won’t be bullied due to it being small.
TEST RIDE – ROYAL ENFIELD CLASSIC 350 19 20bhp means you need to choose your route wisely
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Rear brake lever needs adjusting
“She is very happy to smoothly dive predictably into a corner, stays where you put her and comes out where you expect. Royal Enfield has done a cracking job at making a small bike feel like a big bike...” Acceleration is as you would expect from a 350cc: you need to use all the revs before changing up, but it does so with ease and comfort (and a nice burble from the exhaust). Manoeuvring is very easy, possibly due to the tight turning circle and light controls it has. I managed U-turns with no problem and no hint of needing to put a foot down. I found the back brake and gear pedals, er, interesting. The version I have has optional wide foot pegs and they are wide and flat. This means the rear brake is right underneath your foot and sticks out quite far. I only have small feet, so I don’t think I was pressing the brake unless I meant to, but I’m not sure. Was my light on? Those with bigger feet and these foot pegs may find they are riding with the back brake on. The gear lever has a similar issue with more tricky consequences. It is so close to the foot peg that you can’t easily get your toes underneath it to change gear. I tried four pairs of boots before having to opt for my smallest summer shorty Alpinestars boots to be able to ride comfortably. The issue is that the gear lever is too short, and the brake lever sticks out too far. However, when I spoke to a friend a couple of days later after he had ridden it, he said he hadn’t even noticed that, and he had great big steel toe-caps on – but he rides a lot of different bikes all the time, compared to me. Once you have got the hang of where the rear brake and gear lever are, it shouldn’t affect the riding and if it does, your dealer could loosen the footrests, put the gear lever up a spline and put it all back together.
Classic Bike Guide magazine is your first step into the incredible world of old bikes. In a world of nonsense, we break through to bring you what you need to know when choosing an old bike, looking to buy one, or just increasing your knowledge of a world gone by. The buying guides help you to understand a model, what it’s like to ride, to live with, and how easy it is to work on. Our workshop pieces at the back may show you how to perform a job, or may just show you how something is done by the professionals! Recently we’ve looked at how to build wheels and how to fit your own tyres. Old bikes bring so much enjoyment, from working on them to riding them. Even if you’ve been riding modern bikes for years, the friendliness of the old bike world and the fun of riding a bike built in the 50s or 80s gives you just that little bit more fun. Try it – you may just love it!
20 TEST RIDE – ROYAL ENFIELD CLASSIC 350
Side panel hides electrics and holding a decent tool kit Braking is less forgiving. With my Tribsa I am used to mediocre braking at best, and the Enfield wasn’t a lot better. The front brake feels like it has slightly better wooden pads in, maybe teak, than the back, but not a lot. ABS or not, I wouldn’t like to have to do an emergency stop. The fact that after riding a 65-year-old bike I didn’t notice the brakes on the Enfield says a lot, when other modern bikes usually end up with me braking too hard and feeling like I’m lifting the back wheel. The instrument cluster is simple and easy. Royal Enfield has integrated the start button into the kill switch which I think is a nice touch. Also, the switches are all-round toggle-type switches and all feel substantial. Nothing feels flimsy or cheap on the 350, it feels very well made and well-thought-out. I have heard it is built in a new factory erected for the forthcoming electric bikes, which may explain the better finish than even the 650s. The headlight looks fab with its enclosed surround (nacelle) and it’s a nice view out.
Would I buy one?
An unfair question, as it isn’t designed to do what I want from a bike. It gave
It sounds good for a small bike me fun, but not excitement. There’re better small bikes and better retro bikes, but not better small retro bikes, especially for £4359 (this model). And cheap running costs. And if you don’t use it for a month, you shouldn’t feel guilty. It’s a great, good-looking, well-
made way to get around, to enjoy back lanes and to enter into the world of retro bikes if you don’t have the need for speed or are surrounded by busy main roads. Or if you are looking for a reasonably-priced second bike, perhaps.
TEST RIDE – ROYAL ENFIELD CLASSIC 350 21 Seat
Many photos you see show a single seat – UK versions have a double seat, and this one is fitted with optional Touring seat – for £75 buy it, though it is around one-inch higher. Back rest is superb for young or inexperienced pillions, though single seat is good for those who struggle to lift their leg too high.
Foot controls
Tank
Fuel tank is steel, so great for a tankbag. Fuel economy, considering throttle usage needed, is still more than 70mpg.
Gear lever is too short and rear brake lever sticks out too far, meaning gear changes can be uncomfortable for some, and right foot needs to be moved to prevent resting on the brake. Easily changed.
Stands
Side stand goes over slightly too far, but centre stand is solid and well balanced to use.
Engine
Feels unburstable, though no real powerband. Sounds good. Clutch is light. Fifth gear is overgeared, giving good cruising, but needs fourth to keep speed up against wind or up a hill.
Brakes and tyres
Rear as expected, but front is rubbish. Bybre callipers used by many and are good, so hopefully it’s just cheap pads. CEAT tyres feel fine.
22
LAUNCH RIDE: YAMAHA WR250F 23
Having hung up his leathers for the winter, Bruce got stuck in on Yamaha’s latest enduro bike.
24 LAUNCH RIDE: YAMAHA WR250F
Words: Bruce Photography: Too Fast Media It might be finally starting to warm up, but there’s actually a lot to like about winter. For starters, the grass doesn’t need cutting. But the biggest appeal for me is the chance to get down and dirty with some off-road antics… assuming you have a bike to play on. In my case, I don’t, and for some reason my brother’s stopped lending me his... so you can imagine how delighted I was when an invite arrived from Yamaha, asking if I wanted to try out the new WR250F. I waited a whole three seconds before saying yes – and left it another hour before breaking the news to my wife and kids that I was leaving them again. Dorset was the destination of choice, which meant I had plenty of time on the six-hour drive to Rogers Hill Raceway to think up excuses for my riding incompetence and get my head around the spec of the bike. Unlike my aforementioned brother, Farmer Brod, who’s a double regional enduro champ, I’m pretty average offroad, and my knowledge of enduro machinery is equally insignificant... so much so that I didn’t know what to make of the WR’s spec sheet purporting to show an evolution over the previous version – the main gain being to the motor, that sees a new cylinder head (nabbed from the YZ250F) with a bigger intake port and more aggressive exhaust camshaft for improved mid- to topend performance. The frame also got fettled to improve flex in all the right areas, while the front brake was made lighter and more powerful.
These changes, plus a whole host of other refinements such as a revised exhaust system, were enough to get my hard-core off-road peers excited on arrival at the circuit, where a fleet of WRs were parked and looking pretty. As for me, I was just pleased to know I could swing a leg high enough to clamber on to the Yamaha’s towering seat. Even at a standstill, I could tell the WR felt light and the suspension was supple, but didn’t crumple under my mass. The electric start was another heart-warmer, and the dual-map power modes, governed by a button on the left switchgear (and completely programmable via a tuning app), reassured me that I could build myself into the Yamaha’s potency. Playing follow the leader along a warren of trails, our joyride eventually got underway. First impressions count; despite having the mapping in the lower of the two power options, I could tell straight away that the WR’s motor was nothing short of naughty. In much the same way as the stock R1’s throttle pick-up is wholehearted, the enduro bike wasn’t shy about coming forward. It had me bucking around all over the place until I got my head around the engine’s urgency,
electing to run a gear higher than my natural choice to lessen the feisty delivery. One thing was for sure – this was like no other 250 enduro bike I’d ever ridden, feeling more familiar to a motocross bike’s output than a supposedly subtler enduro sibling. As much as it scared me, it excited me, and after a half-hour in the saddle going here, there and everywhere, the motor, and its gearbox, were beginning to make much more sense. Basically, first gear was there to roost anyone following you and second was the go-to selection for everything else, right down to a walking pace. The single-cylinder was really torquey and I was surprised at how long the gears were, too, which wasn’t just good for wheelies, but also for tackling the event’s tight and technical wooded section, where there wasn’t time to go tap dancing on the gear selector. The light-action clutch also came into its own, being a doddle to operate without provoking horrendous armpump, and proving super smooth and pliable when it was being slipped. A clutch is my comfort blanket when riding in the dirt, being the quickest way to cull the power and regain some composure when things get a bit squirrelly… so trust me when I say
LAUNCH RIDE: YAMAHA WR250F 25
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that my machine’s plates got a good seeing to. In the woods and on the trails the WR was an absolute blast, proving agile and easy to place wherever I asked it to go. We rode a few different enduro loops, too, where the Yamaha breezed over an assortment of features, like tyres, logs and other suchlike items that were carefully placed to try and make you fall off your bike so everyone could laugh at you. The bike, not my skill, got me cleanly through such sections and showed me the brilliance of the WR at a reduced pace, where control mattered more than speed. This bike could go anywhere, and our next challenge highlighted the versatility of the machine. I’d survived the morning’s antics, but Yamaha was not finished with me yet. It had arranged for us to take on the circuit’s motocross track, along with its countless jumps, berms and heavy braking zones. The lap record was never under any threat but my pace improved with every lap, along with my confidence, jumping further and twisting the throttle harder on every corner exit. The Yamaha’s chassis was so talkative, to the extent that it never felt daunting when the front and rear wheels were well out of line – especially thanks to the connectivity of the motor, with its linear spread of power that meant rear wheel sliding wasn’t just fun, it was actually a doddle and easy to control… even for the likes of me. The brakes also showed their worth,
26 LAUNCH RIDE: YAMAHA WR250F TECH SPEC Yamaha WR250F
Engine Type: 250cc, liquid-cooled, single-cylinder Bore x Stroke: 77.0mm X 53.6mm Compression: 13,8:1 Fuelling: EFI Electronics Riding Modes: Yes (2) Traction Control: No ABS: No Quickshifter/Autoblipper: No Wheelie Control: No Launch Control: No Pit Limiter: No Cruise Control: Yes Chassis Frame: Aluminum beam
F Suspension: 43mm KYB, fully-adjustable R Suspension: KYB, 317mm travel, monoshock Front Brake: Twin 270mm disc, twin-piston callipers Rear Brake: Single 245mm disc, single piston calliper Dimensions Wheelbase: 1480mm Seat Height: 955mm Dry Weight: 115kg Fuel Capacity: 7.9 litres Info Price: £7799 From: www.yamaha-motor.eu
the rear offering good levels of feel before it locked up, while the front was an absolute treat to use. I couldn’t believe the stopping power on tap without provoking the front to wash. Of course, no bike is perfect and I did find the soft suspension was being tested to its max on track, often bottoming out after a jump (I should cut down on the pies). On a few occasions my vertebrae got a right kicking; any rational person would have pulled over and made the most of the adjustability of the stock fitment KYB units, but I didn’t want to upset the brilliant feel on offer everywhere else. If I owned this bike, maybe I would take it on the odd MX track, but hitting enduro parks and green lanes is where this bike excels. Over the course of the day I learned to respect and admire the WR on equal levels, asking myself: What more I would want from such a machine? It really did tick all my boxes. And as for my early concerns
with the throttle pick-up, they’d long vanished and I was pleased to have toyed with the full power mode, especially when gassing it around a turn track that had been cut into a stubble field. The WR proved to be a right weapon, loads of fun but manageable too, and the true potential it harnessed was showcased throughout the day by Yamaha’s young gun (and multipletime British enduro champ) Charlie Chater, who was not holding back. The things he could do with that bike were ludicrous. Alas, all good things come to an end and after a few minutes contemplating how I could sneak a WR away, secured to my roof bars with a few cable ties, I accepted my day on the Yammy was well and truly over. From the point of view of an amateur enthusiast, it well and truly whetted my appetite, and I daresay it would yours, too, whatever your competence.
Mike Hailwood bumps his 500cc MV Agusta to life at start of the 1962 Senior TT
30 GROUP TEST
HEAVYWEIGHTS GOING DOWN (to Devon and Somerset) Big adventure bikes are still as popular as ever. And for good reason. They combine performance and comfort in an enviable way. We take out four main competitors to see what they are made of.
GROUP TEST 31 BWM R1250 GS, Harley-Davidson Pan America, Ducati Multistrada V4 S, KTM 1290 Super Adventure S Words: Mikko, Dave, Gary & Ross Photography: Gary Chapman
A
lthough adventure heavyweights sell well, they also divide opinion. Do you need all that bulk, power and tech? And will you really use your bike for ‘adventure’ riding? Both are valid questions. However, at the end of the day, even if you only ride on blacktop, and if you are happy with the equipment, you’re probably having too much fun to worry about what anyone else thinks about it. They are questions that matter to whoever asks the question, not to the one they are trying to get the answer from.
Whatever the case, we thought it would be a good idea to see how the top bikes in this category go. So, we took them down to Dartmoor and Exmoor for a good long run on Tarmac, and a little off-road detour, too. Here’s what we thought about the bikes…
Watch the video
While on the road we did a video about riding in Exmoor and Dartmoor. The roads are ace, so if you are considering a trip, scan the QR code or go to https://youtu. be/8w9T16zrj2U to see the video.
Watch the video While on the road we did a video about riding in Exmoor and Dartmoor. The roads are ace, so if you are considering a trip down south, scan the QR code or go to https://youtu.be/8w9T16zrj2U to see the video.
32 GROUP TEST
KTM 1290 Super Adventure S Cruise missile in adventure clothes Words: Dave Manning With adventure bikes seemingly becoming very alike when it comes to styling, the KTM Super Adventure S stands out with that insectoid ‘face’ looking even more aggressive with the addition of the centrally -mounted Bosch radar for the adaptive cruise control. Those racy good looks were enhanced even more when we slid on a pair of Bridgestone AX41 hoops, adding an aggressive off-road edge to a bike that already looked ready to take on the world. Essentially, the 2021 model has just had a few tweaks to the outgoing Super Adventure S, although those tweaks are actually rather encompassing. In fact, we might as well just say that it’s a brand-new bike that retains the essence of the previous version. The engine is lighter, the frame is shorter with a steering head moved back by 15mm (and the swinging arm is longer, while the wheelbase actually remains the same), but the big addition is the all-encompassing electronics suite, including the Active Cruise Control, of which more on that later. With the AX41 rear, the traction control was kicking in, even on dry Tarmac if the throttle was rammed wide open, although this was more obvious when the tyres were new. Refreshing for a modern bike, it was really easy to fit soft luggage, especially with the rack, as there’s plenty of tie-down points (including the rear indicators), although the pillion grab handles are a little flexible, which wouldn’t be an issue with luggage, but it may be a little disconcerting for a nervous passenger.
The devil is in…
The Super Adventure has some neat little details, such as the chain holder on the chain guard for when the wheel is removed, and the electric seat lock, which can be pressed if you’re not careful when strapping luggage on and a strap runs over the
switch… ask me how I know. There’s also the two-position rider seat to allow a 20mm lower or higher seat height (and there are a number of factory options available, including a heated version). The seat was perfectly comfortable for me, even on the long motorway haul from Lincolnshire to Devon, although we did have CoolCovers fitted to the seats, and I’ve heard of several riders reporting that the standard seat isn’t quite comfy enough to empty a fuel tank in one hit. On the road it feels like it’d be the perfect off-roader, and it is very good for an off-road novice like myself. On the Tarmac the Katoom excels in every aspect, with only the bonkers Ducati being more of a licenceshredding hooligan.
bike when riding over rough terrain (or even just dropping off a kerb edge), and after some discussion and searching we worked out that it wasn’t the tool kit, nor the centre stand, but it seems that the chain was hitting the underside of the swinging arm, which is fitted with a plastic slider for that very reason, but a bit disconcerting nonetheless.
All the tech
The Adaptive Cruise Control is fitted as standard. It slows you down in traffic, then accelerates when the road ahead is clear, and it allows gear changes while using the system.
Is it fast?
Yes, it’s fast – as anyone who’s ridden any of the big vee twin KTMs will know. Although when hard on the gas at the sort of speeds that really shouldn’t be mentioned in print the bars do start to wag, and not just a mere weave and gentle bar oscillation, but a feeling that is close to a tank slapper. It could be the dirt-focused tyres, and is something of a non-problem given the speeds at which it occurs, but it is worth bearing in mind if you plan to take a 1290 Super Adventure with knobblies on the autobahn… The big fuel tank actually has three compartments, two of which are slung either side of the bike, and offer up a decent level of wind protection, while the easily adjustable screen seems efficient if, like every adventure bike screen I’ve experienced, a little noisy. There’s now one cooling radiator per cylinder, both having cooling air channelled through them by the bodywork, although on the hot and sunny day we rode back from Devon the venting wasn’t throwing too much heat out. There was a disconcerting clunking coming from somewhere on the
This was the first bike I’d ridden with the Bosch system. It works really well most of the time, but can slow you down a little too much at times when you’re just about to change lanes, and works at its best when the traffic isn’t too heavy, so you can plan lane changes well in advance rather than having to wait for a faster vehicle to come past. It’s a rider aid that helps to improve rider comfort and reduce fatigue, but my worry is that people will start to use it as a default setting and reduce the effort in concentrating on riding…
There’s also cornering ABS with an off-road mode so it (like the traction control) can be turned off, rider modes and heated grips. The large and easily legible 7-inch TFT screen has Bluetooth connectivity to allow satnav (or music, or telephone calls) to be magically beamed from your smartphone to the screen (you say technology, I say magic). And, pleasingly, the TFT screen can be tilted to avoid glare in some conditions. The big Austrian has keyless ignition, and although I’m not a fan of those systems, at least the Katoom has a neat little pocket at the front of the tank in which to stash your ‘key’.
TECH SPEC KTM 1290 Super Adventure S Price: £14,999 Engine: 1301cc, water-cooled 75° vee twin, DOHC, 8 valves Power: 160bhp (121kW) Torque: 102lb-ft (138Nm) Transmission: 6 speed, chain final drive Frame: Steel trellis Brakes: Brembo radial 4 piston callipers, 320mm discs (F) Brembo 2 piston calliper, 267mm disc (R), combined ABS Suspension: WP semi-active 48mm forks, WP semi-active rear shock, 200mm travel front and rear Wheels: Cast aluminium (F) 19in (R) 17in Tyres: Bridgestone AX41 fitted for test Seat height: 849/869mm (33.4/34.2in) Fuel capacity: 23 litres (5.1 gallons) MPG: Claimed 49.6mpg (17.6km/l). Tested 55mpg (19.5km/l) Weight: 220kg (dry) Warranty: 24 months (36 months if bought via KTM finance) Service intervals: 9000 miles or annually Contact: www.ktm.com
GROUP TEST 33
Harley-Davidson Pan America Special
TECH SPEC Harley-Davidson Pan America Special
Price: £15,500 Engine: 1252cc Revolution Max 60° V-twin Power: 150bhp (111kW) Torque: 94ft-lb (127Nm) Suspension: (F) 47mm USD fork electronically adjustable semi-active damping control (R) Showa shock with automatic electronic preload and semi-active damping Brakes: (F) 320mm twin discs, radial 4-piston callipers with Cornering ABS (R) 280mm disc, single piston calliper and C-ABS Tyres: (F) 120/70R19 (R) 170/60R17 Frame: Tubular steel Fuel tank: 21.2 litres (4.6 gallons) Seat height: 895mm (35.2 inches) Bike weight: 258kg Fuel consumption: 43mpg (6.5 l/100km) Warranty: Two years
Making America great again…?
Words: Ross Mowbray
Harley-Davidson’s made a name for itself over the past hundred-odd years by producing bikes that are big and brutish with plenty of power. While they could be said to be slightly agricultural in manner, Harleys do have a certain level of prestige – as the price of its used bikes prove. Times, however, are changing and H-D can no longer rely on its plethora of cruisers and tourers to bring home the bacon. Over the last few years it’s been diversifying its range, developing electric bikes, going flattrack racing, and now it’s released an adventure bike. That’s right. Harley-Davidson has built an adventure bike – and believe it or not, it’s actually bloody good. You might say the American factory’s a little bit late to the party, but better late than never.
Looking good
The looks of the Pan America caused quite a stir when the bike was first revealed to the world a couple of years ago. Plenty of potential punters were dismissive of the funny-looking front end, but in person it’s refreshingly unusual in a rugged, still-anadventure-bike kind of way. The 258kg Special weighs in a little more than its standard counterpart, partly as a result of the additional engine guards; centre stand; electronically adjustable Showa suspension; Daymaker Signature headlight with cornering lights; steering damper; and tyre pressure monitoring system. You can add Harley’s own Adaptive Ride Height System (for an extra £600), which lowers the seat height to just under 800 millimetres when the bike comes to a stop. The system is only available for the 1250 Special, because the lowering kit relies on its more advanced electronics package. It also comes equipped with Brembo
brakes; heated grips; cruise control; a 6.8-inch TFT dash with Bluetooth connectivity (which is refreshingly simple to navigate); an adjustable screen; keyless ignition; riding modes; cornering ABS; and traction control. As the V-twin rumbles into life, it’s still got a distinctly Harley vibe to it, but also feels different from anything Harley has released before. The new Pan Am is all about its 30 degrees of crank pin offset (which is why it doesn’t sound so typically Harley), magnesium covers, variable valve timing and sodium in the exhaust valves for optimum cooling – to name just a few of the innovations. It’s saturated with state-of-theart features that mean this newly developed 60° V-twin powerplant is immediately competitive within the big adventure bike market, and with 150bhp on tap at 9000rpm and 94lb-ft torque at 6750rpm, Harley is most definitely playing with the big boys. The ultra-modern Revolution Max engine wants to be revved, and thanks to the well-honed ride-bywire system, it feels really sporty to ride. But the Pan America engine also works well at low revs, where it’s impressively smooth. And the different riding modes, which can be selected at the touch of a button on the right handlebar, do actually make significant changes to the engine’s characteristics. The step up from Road mode to Sport alters the throttle response to instantly feel more aggressive. The step back to Rain mode is another dramatic change in character, which will prove useful for less experienced riders.
Yes, it handles
While the Pan can hardly be described as a handling miracle, Harley’s engineers have managed to achieve a centre of gravity that makes it easy to muscle around. The Special’s
electronically adjustable (and rather impressive) suspension comes from Showa, while the brakes come from Italian manufacturer Brembo. But, despite 320mm double discs at the front with radially mounted fourpiston monobloc callipers, they lack bite and you need a lot of lever effort to stop quickly. Through tight bends the Harley feels long and requires more effort to turn, while at speed it feels a bit sat down at the rear, taking the edge off its agility. Which is where the modes come in... Swapping to ‘Sport’ mode from ‘Road’ alters the Showa semiactive suspension’s response and with firmer settings takes this feel away, resulting in a pleasingly sporty ride. The angle-sensitive ABS and TC systems are excellent and should you venture off-road there is an off-road mode (there are actually several...) that softens the suspension as well as deactivating the rear’s ABS if you require. It works well in the dirt. The standing position, the handling, the off-road ABS and the off-road traction control all work together extremely well, while the ‘Off-road’ mode also offers smooth power and torque delivery. It’s far better than I thought it would be.
Is it worth it?
Coming in at £15,500 (or £15,750 depending on your choice of colour), the range-topping Harley-Davidon Pan America is a serious proposition in the saturated adventure motorcycle market, more than holding its own with some of the more established competition. It’s the bike that surprised me most in 2021 – and is a fantastic first effort from H-D. There are a few small niggles. The windscreen isn’t particularly stable and rattles about more than I’d like
it to. I didn’t get on so well with the self-cancelling indicators either – the switch is a bit flimsy and on more than one occasion they cancelled in the middle of a turn. Oh, and there’s no quick-shifter available either. There’s little doubt that HarleyDavidson is on to a winner with its Pan America. It’s different enough in styling, seriously well-equipped and excellent value for money for its specification. If you’ve never considered a H-D before, now’s the time.
34 GROUP TEST
Ducati Multistrada V4 S Mikko brings a cannon to a knife fight
Words: Mikko Nieminen The Ducati Multistrada V4 S stands out from most line-ups, but on our trip down south it was definitely the odd one out. Mainly because of the engine. It’s not just that it was the only four-cylinder bike among twins in this test, but it’s a very special engine: the 1158cc V4 powerplant was lifted from the officially mad Panigale V4. Sure, it has been retuned to suit the Multistrada, but still – it has 168bhp, for goodness sake. When I first swung a leg over it, I wasn’t sure if I had drawn the long or short straw. I soon found out…
Smooth start
As I rolled the first tentative miles on the Ducati, I was surprised how civilised and easy to ride it felt. It may have the muscles of a heavyweight, but the handling is, if not quite that of a lightweight, maybe something along the lines of a welterweight. It certainly doesn’t feel like the 243kg lump that it is. The seat is not particularly low at 840/860mm, but crucially the bike is very slim in the middle, so you can easily place your feet on the floor. In fact, after jumping on any other bike after the Ducati, you felt like they
were trying to stretch your legs apart as they were noticeably wider. With the high tank and wide handlebars, you feel like you sit in the bike rather than on it. It feels very relaxed and comfortable, although after a long day in the saddle I was wondering how much a comfort seat would cost. I was surprised how quickly and eagerly the bike steered. You can lean it over for a corner with minimum effort, whether you’re riding fast or slow. Once you’re cornering, the chassis keeps everything super-stable, and you feel instantly comfortable to corner hard.
Fast and slow
The Ducati is not the smoothest at very low revs, but anything else is effortless, and the power builds in a nice linear fashion. Slow riding in town is no problem, and it’s easy to keep your balance while crawling in traffic. Accelerating on the Multistrada is almost too easy. You have to keep an eye on the dash to make sure you’re not doubling the speed limit before you have even changed gear. The bike is so rapid, and so stable and planted that going fast is not a problem in the slightest.
Electronic suspension adds a level of sophistication to the ride, and it’s easy to change the suspension settings on the go. I spent most of the time in the ‘Auto’ mode, which seemed to provide good roadholding and reduce the effects of potholes at the same time. A big bike needs big brakes, and the Multi has the impressive Brembo Stylema callipers at the front, giving plenty of bite to help slow things down. The ABS is also very good. I managed to activate it a couple of times, but it comes on so smoothly that you hardly notice it. The Multistrada’s front end didn’t have the glued-to-the-ground feel that I remember being impressed by when riding the Streetfigher V4, but even though the front felt lighter, there was no feeling of losing grip at any point. Part of that light feeling may have been due to the blocky Bridgestone AX41 tyres that we fitted on the bike to allow us to do a bit of off-roading on our route. On sport-touring tyres the handling would surely be even more assured on Tarmac, but we wanted our fun on trails, so we had to compromise.
Massive toy box
This has been the year of radars on bikes, and Ducati was one of the first to jump on the bandwagon. The front radar on the Multistrada is used to control the adaptive cruise control – which, by the way, is something that sounds like a useless gimmick, but once you try it and see how useful it is on big, busy roads, you miss it when you only have standard cruise control, or none at all. The rear radar is for the blind spot alert system that switches on a light on your mirror when there’s a vehicle either in the blind spot or near you. Most of us are perfectly capable of keeping an eye on what’s going on behind us by checking the mirrors regularly, but there were a couple of times that the light flashed before I had noticed an approaching vehicle. I would imagine that it’s a bit of a Marmite technology, and Ducati seems to think so, too, as it can be switched off. You get multiple ride modes on the Ducati, and naturally there is a host of rider aids from leansensitive ABS and traction control to the aforementioned electronic suspension and adaptive cruise
control. Ride modes change the power, ABS, traction and suspension settings in a flash, so all you have to do to get the ride as you want it is to select Sport, Touring, Urban or Enduro mode. I stayed in Touring mode most of the time, apart from short spells in Sport mode as we pushed a bit harder, and a while on Urban when I was nursing the bike to a petrol station (she’s a thirsty girl, and even with the 22-litre tank, the Ducati was always out of juice well before the other bikes in the test).
Final thoughts
Italians know how to build a goodlooking bike, and I very much like what they have done with the Multi. And the bike rides well, too – it’s comfortable and enjoyable, and it can really get a move on when needed. If I had to criticise it for something, I could moan about the amount of power it has – nobody needs that much on an adventure bike. But it is nice to have. And the Multi was the first bike of the bunch to need refuelling. But if you can live with that, there’s not much else to grumble about. It’s a helluva bike.
TECH SPEC Ducati Multistrada V4 S
Price: £18,995 Engine: 1158cc, V4 90-degree, water-cooled 16-valves, counter-rotating crank Power: 168bhp (125kW) @ 10,500rpm Torque: 92lb-ft (125Nm) @ 8750rpm Transmission: 6-speed, chain drive Frame: Aluminium monocoque frame Brakes: (F) 2 x 320mm semi-floating discs, radially mounted Brembo monobloc 4-piston callipers. (R) 265mm disc, Brembo 2-piston floating calliper, Cornering ABS Suspension: (F) 50mm fully adjustable USD fork, electronic adjustment. (R) Fully adjustable monoshock, electronic adjustment, aluminium double-sided swingarm Wheels: Light alloy cast, (F) 3” x 19” (R) 4.5” x 17” Tyres: Bridgestone AX41 fitted for test Seat height: 840/860mm (33.1-33.9in) Fuel capacity: 22 litres (4.8 gallons) Fuel consumption: Claimed 43.5mpg (15.4km/l). Tested 39mpg (13.8km/l) Weight: 218kg dry/243kg kerb Warranty: 24 months, unlimited mileage Service intervals: 9000 miles, 36,000 miles (valve) Contact: Ducati.com
GROUP TEST 35
BWM R1250 GS Gary checks if the GS still leads the pack
Words: Gary Hartshorne
TECH SPEC BMW R 1250 GS
The instigator of all things adventure in the motorcycle world continues to evolve since its launch over 40 years ago. The GS’ engine has grown in capacity, the mechanical features have advanced, and rider aids have become plentiful, but is it still the King? My own personal motorcycle is a 2015 GS Adventure. I’ve ridden all other versions up to the 1250, so I was super-keen to throw some miles on the latest incarnation to see how much better it was than my own, and the versions in-between, as in my opinion the 2015 model, before all the Euro restrictions started to kick in, is the best GS money can buy.
Flexible start
The journey started from the MSL HQ in Horncastle and from there we headed south on the A153. Being last in the pack I was left to try and keep up with the bunch and this provided a great opportunity to test the overtaking and torque of the ShiftCam Boxer engine. The response through the throttle to the rear Bridgestone AX41 knobbly was instant, but supersmooth and more flexible than an Olympic gymnast. The gear you use simply depends on how fast you want to overtake; the amount of torque this thing produces will allow you to sneak by the traffic without changing gear. Just twist the noise tube and meander on by. The ShiftCam technology does make a considerable difference, far more so than any model in-between itself and my 2015 version.
Off-roading
With us having the Bridgestone AX41 knobblies fitted, we did take in some off-road riding. Yes, the GS is very capable in talented hands
but a bit cumbersome with the not so talented. The route we took was pretty muddy and in parts the only way to get through was to sit down and paddle. This, for me, is where the GS is flawed as the gigantic pots sticking out either side get in the way of your shins and it really hinders your leg movement. I did the same route on the Harley and it was so much easier to paddle that through. I guess it depends on the type of offroad one does but if it’s deepish mud, I wouldn’t use a GS.
small, (even though it’s far from it) and therefore easier to manage in tight parking areas. With the weight difference between the GS and the A you’d need to question why you would bother with the A version as the fuel range is only as good as the least economical bike in the group – you have to stop anyway when one of your mates needs fuel! If you ride mostly on your own with some off-road, then the A would be the preferred choice.
Weighty matters
Having ridden all the bikes back-toback on this trip, the GS still feels the best; it still feels the most refined and I guess with 40 years of development, you can see why. The other bikes on the test are extremely good bikes and let’s face it, they’re closing in on the BMW at a rapid rate. It’s all down to personal preference and brand loyalty, but the GS is the Range Rover of the bike world and in my opinion remains at the top of the list, but only just, and BMW is going to have to work hard to fend off the competition.
The handling itself is typical GS. It simply defies its weight and overall size, and once up and rolling you really do have to keep looking down to check you’ve not jumped on a more nimble bike. Fast, sweeping roads are where this bike excels and it potters along with so much ease. The TFT screen is super-easy to read and navigate whilst on the move and for my 6ft 2in, 19-stone frame, the ergonomics were good from the off. Being the GS and not the Adventure, the bike did seem
Is the King still the King?
The question remains: Would I upgrade my 2015 1200 for a new 1250? In short, no, I wouldn’t. Yes, the 1250 engine is a decent leap forward, but the rest of the bike isn’t. BMW got it right so many years ago that it’s difficult to improve on, and would therefore be difficult to justify the £10k or so it would cost to change.
Price: From £13,625 Engine: 1245cc, flat twin boxer, air/watercooled 8-valves Power: 136hp (100kW) @7750rpm Torque: 105.5lb-ft (143Nm) @ 8750rpm Transmission: 6-speed, shaft final drive Brakes: Front 2 x 305mm semi-floating discs, radially mounted 4-piston. Rear 276 mm disc, 2-piston floating calliper, Cornering ABS Suspension: Telelever central spring strut. Rear Paralever Wheels: Alloy cast, 3” x 19” 120/70 ZR 19. alloy cast, 4.5” x 17” 170/60 ZR 17 Tyres: Bridgestone AX41 fitted for test Seat height: 850/870mm (33.5/34.3in) Fuel capacity: 20 litres (4.4 gallons) Fuel consumption: Tested 49-54mpg (17.319.1km/l) Weight: 249kg (kerb) Warranty: 3 years, unlimited mileage Service intervals: 6000 miles or annually Contact: bmw-motorrad.co.uk
36 GROUP TEST Riding in Dartmoor and Exmoor
OUT NOW
We did our road test in Dartmoor and Exmoor, where we discovered some superb roads and lovely lanes. If you want to know more about riding there, we have a 32-page Dartmoor and Exmoor riding guide as a free supplement with the October issue of MSL. You can buy a copy online at https://www. classicmagazines.co.uk/issue/ MSL
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 find a newsagent, just click and enjoy. Cheers!
Conclusion
Did we all agree which bike was the best? No, we didn’t. Did we come to a conclusion about how big adventure bikes should be ridden for maximum enjoyment? No, that didn’t happen either. For all their similarities, these bikes are so different in so many ways that to declare one of them universally better than the others would need the parameters of the test to be pretty specific. All we wanted to do was to ride bikes and have a good time, and all of these bikes were
brilliant at bringing a big smile to our faces. Regardless of weight or power, shaft or chain drive, or the type of tech on board, these bikes all covered the miles, tackled different riding environments and thoroughly entertained us. That’s motorcycling at its best. The BMW is still the top bike for many in this category, and with the tried and tested reliability it offers, you can see why. The H-D has produced an impressive first stab at adventure biking with the Pan America that has the ability to fight for
its place at the top table, but still has a different feel to it with its big V-twin. The KTM flexes its muscles in the usual KTM way and tempts you to the sporty side of adventure riding, while the Ducati’s V4 is an engine which is something that many would not have expected to see in an adventure bike – it’s hilarious! All excellent motorcycles. All different. All with their fervent supporters and critics. To see which one fits best for you there’s only one way to find out… Enjoy the ride!
37
38 COST-EFFECTIVE CLASSICS
MORINI V TWINS A classic Italian V twin that won’t break the bank! In the classic world the vast majority of Italian hardware is out of reach for our £5k budget. You’ll not be buying any older, running Ducati for that money; Guzzis at that price are likely to be scabby and Laverda’s Alipno 500 is a rare bird …but there is an alternative. Moto Morini first offered up the delicious 350 V twins at the start of the 1970s, but they didn’t reach the UK until a few years later. Offered in both Sport and Strada options, the bikes were expensive but just oh, so good to ride. Despite being ‘only’ a 350, the V twin punched well above its weight and truly epitomised the classic description... ‘Handled like it was on rails’. There was nothing like it at the time and, arguably, no one has come close since. The higher end of the model range might be outside our budget, but there’s still some joy to be had for our five big ones. The early bikes have a style and class that transcends time – they are still elegant today some 50 years on. And, atypically for a period Italian machine, they are almost as reliable as a comparably Japanese offering.
The prime reason for this is both in the quality of the engineering and the metallurgy that backs it up. Despite being a push-rod motor (no overhead cams here, etc.), they thrive on being revved and are pretty much unburstable. Servicing is basic and simple, and there’s precious little to worry about; the various owners club’s around the world can tell you what to look for and what to do in terms of preventative maintence. The bike’s biggest draw has to be its handling and the frankly almost unbelievable way the bike goes around bends. Whether you opt for the dinky little 250, choose the ubiquitous 350 or go for the later 500 version, they all offer almost leechlike levels of grip on what looks like infeasibly narrow tyres. The very fact that you can embarrass larger, faster and/or more modern machinery around the twisties only adds to the fun factor. The bikes love rolling into bends almost via the rider’s thoughts and perception of the Tarmac, yet they remain stable, predictable and flattering to pilot. As is always the case, the earliest
models are the most desirable with their twin pull drum brakes and wirespoked alloy rims – they’re also the most expensive. A later Strada won’t break the bank and is arguably easier and more comfortable to ride. The later restyled K2 versions are possibly a little less aesthetically pleasing yet still offer the same level of intensive, Latin, two-wheeled, therapy the right side of five-digit price tickets. For longer distance runs the 500s make an awful lot of sense and even if they’re not appreciably faster than the 350s they are noticeably longer legged and therefore easier to ride all-day long. If the bikes were created in the 1970s the following decade saw the factory broaden its horizons as it fought to maintain and even increase its market share. This led to the creation of trail versions of the bikes, thereby meeting the Japanese firms head on. Although not an obvious choice for an off-road power unit, the V twin motors were equally happy in their new rolls with the 350 being marketed as the Kanguro and the 500 as the Camel. Perhaps a little surprisingly, both models found eager acceptance and
COST-EFFECTIVE CLASSICS 39
STATOR
Windings can die with age due to moisture pick up. A rewound stator should address numerous transient electric issues.
SUSPENSION
Not rock-hard Italian racing hardware but don’t expect Japanese levels of comfort. On the plus side these bikes really do handle.
SWINGING ARM BUSHES
Rarely ever greased because no one has had a grease gun that fits Italian grease nipples. New bushes and UK fittings are recommended.
EXHAUSTS
These bikes run best on OEM systems; some cheaper fitments can cause running issues. Check downpipe collar threads at the head joints.
did better in terms of sales than many had expected. If the trail Morinis were an unexpected addition to the range there was yet more to come. When the firm was acquired by the Cagiva brand the 350 motor was cunningly shoehorned into the all-alloy chassis of a 125cc Freccia (aka Arrow). Clothed in acres of late 1980s plastic, the bike combined the modern looks of the Arrow with the grunt of the 350 V twin. Sadly, the resultant union, sold as the Morini dart, cost
as much a Honda CBR600, which meant very poor sales levels. Perhaps the unhappiest use of the legendary middleweight motors was the rather ill-conceived attempt at rolling out factory custom versions intended to wow American buyers. The 350 and 500 Excalibur models were genuinely a step too far and if their designers had somehow thought would-be Harley riders might buy one they were very cruelly disappointed. It was a sad end to a fine range of lithe Italian machines.
BRAKES
Some reports suggest braking in the wet is iffy. Check calliper condition and pad type before making any rash upgrades.
INLETS
Early OEM alloy inlet systems can fracture; replacement rubber versions are the way to go.
40 COST-EFFECTIVE CLASSICS
BODYWORK
It all needs to be present and in usable condition as spares are not particularly common.
Lineage and Legacy
With the sale of the firm to Cagiva by owner Gabriella Morini in 1987 the marque lost its true identity and by the start of the new millennium was in fresh hands with totally new designs that bore no relation to the earlier air-cooled motors. The brand is back on sale again but doesn’t offer smaller capacity machines; the lowest capacity now is a 649cc liquid-cooled parallel twin with no familial links to the classic V twins.
Why you might want one now
There’s a real period charm to the earlier road versions of the V twin and they come with a strong pedigree of good engineering. Both these and the later dual-purpose versions offer an authentic Italian motorcycle experience without a premium price penalty or a preponderance for hissy, divalike fits. If previous road tests and reviews might have put you off a period Latin bike, a quality Morini is definitely the machine to change your viewpoint.
Typical Prices
You’re genuinely unlikely to find a Dart for sub 5k but a viable 500 with patina can be snapped up for just under £4000. The slightly quirky K2s start around £2500 and the later alloy-wheeled 350 Sports is anywhere between £2500 to £4000 for something that’s good but not mint. Barn finds are out there and we spotted a 1975 wire-spoked wheel one on offer for just under £3000 in need of some TLC. A restored and apparently immaculate Camel was recently sold for £5000, and 350 Kanguros can be snapped up in Italy for less than a grand, which has to be worth considering.
Summary
Italian classics don’t have to be either highly stressed money pits or mega expensive – the Morini V twins prove just that day in, day out. Buying a tidy runner from a private seller rather than an aesthetically pimped-up, over-restored example from a dealer is the way to go. Morini enthusiasts tend to be loving owners so you’ll be getting a decently maintained bike for half-sensible money, but be warned – Morin V twins are highly addictive!
ENGINE
Unless it’s been stored in a damp building it should be fine. Known to exceed 100,000 miles without issue.
SERVICING RECORD & OWNERS
Try to buy from a knowledgeable owner. A service record will give you a good idea of the bike’s history.
CAM BELTS
Always replace one of unknown age. When they break the engine won’t go bang but you will be stranded!
42 WATT BIKE
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 peddles to come to market every single month.
HOW TO CHARGE
There are a few different ways to charge up your motorcycle or scooter, but it all depends on the adaptors that come with your ride of choice. Most of the (cheaper) lowerpowered machines can only be charged using your standard three-pin plug socket that you’d find in any home in the UK, and generally it’s only the bigger and more expensive machines that can make full use of the network of fast chargers. Speaking of which, the public charging network is growing fast and at the time of printing there are over 45,000 connectors in the UK (according to www.zap-map. com).
✶
Continuous power is defined as the amount of power the motor is capable of sustaining (continuously) for 30 minutes.
THE KEY FACTS
If you’re 14 or over, you can ride an ‘electrically assisted pedal cycle’ without the need for registration, tax or insurance. It must have pedals, and its motor should not propel the bike once it hits speeds of 15.5mph. If it’s not an EAPC and is propelled without pedalling (or exceeds the 15.5mph speed limit), it will be classified as a motorcycle or moped. As a result you’ll need a driving licence to ride one, and it’ll also need to be registered, taxed and insured. Oh, and you’ll need to wear a crash helmet, too. Simple. There is a bit of confusion about what sort of size of electric bike you can legally ride as you progress through the various licence categories. But it’s not as complicated as it may first appear. Instead of paying attention to peak power like you would on a conventional petrol-powered motorcycle or scooter, UK regulations for electric machines focus on the amount of continuous power* available. That means you could buy an 11kW (15bhp) electric motorcycle or scooter, which is actually capable of delivering around 45kW (60bhp) of peak power. But because it doesn’t make that power ‘continuously’, you’d still be able to ride it with your CBT certificate.
WATT BIKE NEWS 43
NEED FOR
SPEED Horwin’s fast-charging bike is coming for 2024
Electric bike firm Horwin has just signed a deal with niobium supplier CBMM to bring ultra-fast charging batteries to its range of bikes. Never heard of niobium before? Well, it’s a metal mainly sourced in Brazil which is most commonly used as an additive to create high-grade steel alloys, in addition to being used to create superconductors for MRI scanners. But it also has some big benefits for batteries. Promising improvements to widelyused lithium-ion batteries, including increased capacity, better stability and much, much faster recharging rates, niobium could help to silence naysayers who believe that electric bikes are impractical as a result of limited range. Horwin’s not the only manfacturer working with niobium. Recently, electric bike firm Lightning announced its own deal with CBMM to use niobium to reduce the weight of some components. However, Horwin’s doing things slightly differently, using batteries developed by CBMM and Toshiba that use
niobium titanium oxide (NTO) for their anodes. That’s right. Toshiba is in on the action, too. The Japanese technology giant is developing the next generation of its ‘SCiB’ fast-charging lithium-ion batteries, but instead of using lithium titanium oxide, it’s using niobium titanium oxide. According to Toshiba, NTO offers around three times the capacity of popular LTO (in theory at least), and it expects that it’ll be able to increase its SCiB battery’s energy density by oneand-a-half times. But what does all this mean? Well, the suggestion is that electric riders could soon be able to plug their bike into a high-speed charger and ‘refuel’ their bike in a mere 10 minutes. That’s impressive. Although official facts and figures are a little scarce at the minute, we do know that the NTO batteries will first appear on a prototype based on Horwin’s existing CR6, which currently as standard has a 6.2kW motor and offers up to 150km from a single charge.
IT’S A FOLD-UP Vello presents new folding electric bike
TOURHave DE FORCE a go on a ZERO Zero has just kicked off its fifth Experience Electric UK tour. Running since 2018, Experience Electric was created to allow people to get a taste of electric motorcycling for the first time. Speaking about the event, a spokesperson for Zero says: “The free experience days are part of the global Experience Electric Tour, which is taking place in the US and other European countries. They are designed to give motorcyclists an opportunity to try out a fully-electric motorcycle in a ‘no-obligation’ environment, offering a short guided demo ride and a chance to speak with Zero’s experts and discuss all aspects of electric motorcycling.” Offering the chance to get on the full range of Zero bikes, including the new-for-2022 Zero SR, a few dates have already passed, but here’s a list of when and where you can have a go on a brandnew Zero. ■ ■ ■ ■ ■
Folding bike manufacturer Vello has presented its new folding electric bike – and it weighs under 10kg! Expected to be available in the UK soon, Vello’s new electric bike comes kitted out with four built-in sensors and KERS technology (Kinetic Energy Recovery System), which allows the battery to partially recharge while braking or going downhill. That should mean you’ll be able to stretch the range to beyond the claimed 50km at maximum engine power, if you're clever about using the regeneration system in the bike’s full recuperation mode. Speaking about its latest creation, Valentin Vodev, industrial designer and Vello company founder, said: “With its patented lightweight 1.9kg full-titanium Vello frame and eight-second folding mechanism, we have managed to push the boundaries for lightweight folding electric bikes. It weighs 9.9kg whilst using off-the-shelf standard component parts. This sets a huge milestone in the bike industry.” We think it looks great, and there’s no doubt the Vello could be a seriously enticing proposition for city commuters looking for a lightweight and efficient way of getting about.
May 25 Oakley Motorcycles, Maidstone May 26 Urban eBikes, London May 27 Spark Motos, Addlestone May 28 Ace Café, London May 29 Wheels Motorcycles, Peterborough
■ June 18 Gateshead Harley-Davidson, Gateshead ■ June 19 Otterburn Mill, Otterburn ■ June 24 Adventure Bike Rider Festival, Warwickshire ■ June 25 Adventure Bike Rider Festival, Warwickshire ■ June 26 Adventure Bike Rider Festival, Warwickshire ■ July 3 Motolegends, Guildford ■ July 21 Malle Mile, Bourne ■ July 22 Malle Mile, Bourne† ■ July 23 Malle Mile, Bourne† ■ July 24 Malle Mile, Bourne† ■ July 26 J&M Electrobikes, Swindon ■ July 27 Fowlers, Bristol ■ July 28 Streetbike, Halesowen ■ September 17Loomies Cafe, Petersfield ■ September 18 Loomies Cafe, Petersfield ■ September 19 On The Wheel, Portslade ■ September 20 J&S Accessories, Farnborough ■ September 21 Pidcocks, Nottingham ■ September 22 J&S Accessories, Doncaster ■ September 23 NYA Bikes, Ossett ■ September 24 Whateverwheels, Blackburn
44 TEST RIDE: NIU MQi GT Evo
NIU MQi GT Evo
● £4,099 inc OLEV grant ● 5kw/7bhp ● 128kg
TEST RIDE: NIU MQi GT Evo 45
URBAN SHOCKER Electric motorcycles are here, and here for good, especially in the segment in which the power delivery and battery range are most suited – that of commuting through the daily grind of the urban battlefield. WORDS: Dave Manning PHOTOGRAPHY: Too Fast Media While it’s true that it is possible to commute on any form of motorcycle, and that any type of bike is better in the morning/evening hack to work and back than doing it in a car, some powered two-wheelers are better than others. The perfect sort of vehicle is one that is cheap to run; can keep up with (or ahead of) other traffic; is comfortable and has the best chances to keep you warm and dry; and is nimble-footed enough to squeeze through the smallest gaps and past the biggest obstacles. And, maybe most important of all, is fun. In short, an electric scooter should be perfect, but for some reason the majority of people who’ve already ridden bikes seem to think that anything that is either a scooter or electric will be missing the ‘fun’ element.
New, not ne-eye-oo
Founded eight years ago, Niu now have a number of electric vehicles in production, the fastest of which is this, the MQi GT Evo, which although based on the basic MQi GT that was launched last year, has an electric motor providing enough shunt to peak at over 60mph, thanks to the 6500W delivered, which is a good 20mph faster than the previous model. Essentially, this is about the same as a 125cc internal combustionpowered scoot. And, somewhat unsurprisingly, parking your posterior on the perch feels exactly the same as it would on a petrol scooter. Right up until you start it. The GT has a smart key system, which is actually far better than many fitted to larger bikes, in that the scooter bleeps at you when you walk out of range and has
46 TEST RIDE: NIU MQi GT Evo TECH SPEC NIU MQi GT Evo
Price: £4,099 (£4,599 less £500 OLEV grant) Engine: NIU electric hub ‘V’ motor, 72v, 26aH (x2) battery system with dual 18650 lithium-ion batteries Power: 5kW (7bhp) Frame: Tubular steel Wheelbase: 1380mm Brakes: 220mm disc (F), 180mm disc (R) Transmission: Single gear, direct drive. Suspension: Unadjustable telescopic forks (F), unadjustable twin shocks (R) Wheels/tyres: 14” wheels, 90/90x14” CST tyre (F), 110/80x14 CST tyre (R) Seat height: 816mm Weight: 128kg (inc batteries) Warranty: 2 year / 10,000km Contact: www.niu.com/en
an auto shutdown when you’re not using it. There’s also a very intuitive arrangement with the scooter’s matching app on your smartphone, with which you can check on routes ridden, battery condition, scooter location (a great anti-theft measure, in addition to the automatic electronic ‘smart’ steering lock) with real time data, and more, and also allows you to chance various things, such as the appearance of the TFT screen, or how the keyless ignition works. The app will also tell you when updates are due to the scooter’s operating system, or when they’ve automatically happened, which is possible due to the scooter’s built-in internet connectivity (it has its own SIM card!) So, with a long press on the ‘starter’ button, followed by a short press to activate the throttle, you’re away! It is slightly soft from first application of throttle, but once rolling it picks up speed with quite some verve, and that tiny bit of softness is subsequently only noticeable when at very slow, sub-walking speeds when you’d be feathering the clutch on a ‘normal’ bike. Otherwise, it picks up speed at a rate that will easily keep up with average traffic - if not ahead – right up to its top speed. That terminal velocity will depend on which mode you have it set, as there are three: Eco, giving a 30mph top speed; Dynamic, with a limit at 50mph; and Sport, which is everything it’s got! The important
thing to remember is that it is only the top speed that is limited, and not the power up to that point, so each mode gives the same acceleration. Clearly, the slower modes don’t drain the twin batteries quite as quickly, but the fact that this is an electric scooter that can hold its own in faster traffic makes it all the more practical. 50mph dual carriageways are a breeze, and even national speed limits don’t feel as vulnerable given that I saw a maximum of 71mph on the clocks. There’s also a cruise control button, making life at a constant speed a little easier, and the two slower modes are perfect for curbing your enthusiasm in 30 and 50mph limits.
Electrical enthusiasm
And you can be quite enthusiastic with this little toy as well. The handling is fairly stable for a small wheeler (they’re 14” rims front and back), and the brakes, while a little wooden, are linked, with the rear brake also operating a single piston at the front. The only issue with the handling was that the centre stand touched down quite early, on both sides, although this is only likely to become a problem if your commute happens to be on a twisty route or includes lots of roundabouts. Niu states that the GT has an estimated range of 46 miles, and that a full charge of the two 11kg batteries will take five hours,
although after a morning spent in a wide variety of riding conditions from heavy in-town traffic to open dual carriageway via twisting country lanes, I reckon that the range estimation is perhaps a little on the low side, given the distance we covered and the amount of charge remaining at the end. The TFT dash shows the level of charge remaining, as a percentage, as well as showing modes, speed, time,
‘live’ power consumption and so on, and the easy way in which you can change mode on the fly is super easy to get used to. The twin batteries unclip from under the seat in seconds, so those with a longer commute could easily recharge while in the office/workplace, and they’re easily carried inside so there’s no roadside charging required. It can be run on a single battery if required, although that
would limit it to the Eco mode only. While the price may seem a little on the high side for a commuter scooter, it’s actually rather more affordable than other electric equivalents, and those neat digital applications bring it up to a standard appropriate to a modern electric appliance. It just so happens to be an appliance that is more fun, and practical, than a smart TV, ‘Hive’ heating or a video doorbell…
PHOTOGRAPHY: iomttraces.com
48 KNOWLEDGE
THE ISLE OF MAN T T –
A BLUFFERS’ GUIDE The ultimate test of man and machine, the Isle of Man TT sits high on bikers’ bucket lists the world over - and with 200bhp race bikes flying down public roads at speeds in excess of 200mph, it’s not difficult to see why. But if you don’t know much about one of the greatest and most historic races on the planet, don’t worry. Ahead of the action kicking off on the Isle of Man in a few weeks’ time, we’ve rustled up this beginner’s guide to make sure you can hold your own when your mates are talking about whether Hicky or Deano will win the Senior, if the new classifications are a good idea, and where’s the best spot on the course to watch the action.
HOW DOES IT WORK?
The TT is a time trial with riders competing against the clock. They set off from the start line in Douglas at 10-second intervals and race to the finish over one, four or six laps depending on the class.
THE RACES
There’re two types of racing at the Isle of Man TT event – solos (motorcycles with one person on them, the rider), and sidecars (one rider, one passenger who sits on the side of the three-
wheeled outfit). Within the solo class there are a variety of different races for motorcycles, with different sizes of engines and different methods of propulsion. The biggest motorcycles compete in the Superbike and Senior races over six laps (although, just to confuse you a bit the Senior is also open to Supersport and Superstock bikes, too). There are two pit-stops during these six-lappers (one at the end of lap two and another after lap four) where the riders come to the pit lane in the Grandstand in Douglas for tyres before roaring off again down Bray Hill. The Superstock race is a four-lapper (with one pit-stop at the end of lap two) for big cc motorcycles that look and sound very similar to the bikes you’ll see in the Senior race, but are largely kitted with race parts that you can buy over the counter. The Supersport TT race is another four-lap race with one pit-stop at the end of lap two, but this time it’s for 600cc solos. The Supersports get to head out for two loads of racing fun in Supersport 1 and Supersport 2. Both races are held on different days with each counting as a separate race. Replacing the Lightweight TT is the new Supertwin
class which will feature tweaked and tuned twin-cylinder 700cc road bikes competing over four laps (with a pitstop in the middle). There’re also two Sidecar TT races during Race Week with each standing alone as a result in their own right. And for this year, there’s going to be no electric Zero TT. It might make a return at some point in the future, but for now we’ll have to do without.
THE RIDERS
Road racers are a different breed to their short circuit cousins. Hurtling down public roads at speeds in excess of 200mph, with trees, walls and houses lining the streets, it takes a special kind of person to race at the TT. The top riders are true gladiators of the 21st Century, risking their lives for the glory of being the fastest around the TT course – and you don't have to be a bike racing fan to appreciate the skill and bravery involved. Learning every inch of the challenging 37.73-mile Mountain Course isn’t an easy task, though. It can take racers years to get up to speed and feeling confident – watching hours and hours of onboard footage, lapping the course in
cars, before eventually getting the chance to compete. As a result, the average age of a successful TT racer tends to be higher than those in MotoGP or WSB – although that isn’t always the case, with a particularly talented band of younger riders now making their way up the ranks. Solo riders to watch out for include last year’s overall winner (and Superbike and Superstock race and lap record holder), Peter Hickman,
Dean Harrison, Michael Dunlop, Conor Cummins, John McGuinness, Ian Hutchinson, James Hillier, Gary Johnson, Michael Rutter and David Johnson. For the sidecars, keep an eye out for lap record holders Ben and Tom Birchall, John Holden and Lee Cain, Tim Reeves and Mark Wilkes – and, of course, 17-times TT winner Dave Molyneux and his teammate Harry Payne.
KNOWLEDGE 49
10 TOP SPOTS ON THE MOUNTAIN COURSE
There’s something truly special about the Isle of Man TT – and a big part of it is the iconic Mountain Course. The ‘track’ cuts through the Isle of Man’s rugged landscape, with a single 37.73-mile lap of the Mountain Course taking in long, bumpy straights, winding country roads, tricky, twisty village sections, jumps, hairpin bends and fast-flowing corners; the TT’s got it all. Here’s our pick of some of the most exciting spots on the course.
17. BALLAUGH
20. GINGER HALL
30.VERANDAH FOUR
Truly this is one of the most famous spots of the TT course and jumping the humpbacked bridge is a TT classic all on its own. Speed: 50mph Gear: Second
Fast and bumpy it might be, but the switching cambers can really catch a rider out. On a sunny day the overhanging branches from the trees can plunge a rider into the dark once they’ve passed the pub on the outside of the corner. Speed: 100mph Gear: Third
A blistering, four-part series of right-hand corners right on the edge of the Mountain. Fast racers actually count their way round Verandah so they know when they’re coming out of the corner. Speed: 160mph Gear: Sixth
16. RHENCULLEN The toughest section of the course and a place where you can see the riders wheelie, dive into a blind right/left set of corners and then hit a hump in the road that lofts the front wheel at 140mph. This is a classic TT spot. Speed: 140mph Gear: Fourth
13. BARREGARROW Riders roll off the throttle from flatout and aim for the inside kerb at the bottom of a severe dip. Bike suspension bottoms out, and it’s not unheard of to see rider’s feet come off the footrests and bikes tankslap up the hill. Speed: 140mph Gear: Fifth
11. CRONK-Y-VODDY A long straight where the fast riders get up to some serious speed before pitching into a right-hander where the road drops away. Bikes wheelie here on their way down to the 11th Milestone. Speed: 155mph Gear: Sixth
10. SARAH’S COTTAGE One of the top spots to see who is on a properly-fast lap. The really fast guys hold the gear all the way through here and drive hard on to Creg Willy’s Hill. The fast guys all say that this is a vital part of a fast time around The Island. Speed: 80mph Gear: Third
8. DORAN’S BEND Very scary and very fast lefthander that the riders go into fully committed. Riders have, in the past, scraped the tops of their lids on the wall on the exit. Speed: 120mph Gear: Fifth
5. GREEBA CASTLE Stone walls on the outside of the S-bend mean that the riders have to be absolutely inch perfect around Greeba, but it’s still amazingly fast and well worth seeing. Speed: 100mph Gear: Third
4. HALFWAY HOTEL Next to a crest of a rise where the big bikes wheelie at almost full chat. It offers a great view of the bikes coming down the hill as they squirm under power before being gunned into Greeba. Speed: 170mph Gear: Sixth
Island Racer Island Racer 2022 is the ultimate guide to this year’s Isle of Man TT races. The 148-page bookazine is packed with in-depth features, exclusive interviews with the sport’s biggest names, explosive stories from behind the scenes, and some of the world’s greatest photos telling the true story of one of the toughest motorcycle races in the world. Essentially, it’s your one-stop shop for everything TT. And in addition to all the great stuff going on in Island Racer, you’ll also get a FREE copy of the ‘John McGuinness Breaking the Barrier’ DVD, which tells the action-packed story of how the TT great became the first man in the event’s history to break the 130mph lap average for the 37.73-mile Mountain Course. For more information on getting your hands on a copy, visit: www.classicmagazines.co.uk
50 PROFILE Beryl Swain and her Itom 50cc at Governor’s Bridge during the 1962 IOM TT.
TT ICONS: We live in an age where we’ve had a female World Champion in the form of Ana Curasco, but just 60 years ago the authorities, alarmed to find a woman wanted to take part in the Isle of Man TT, did all they could to stop her. WORDS: Bob Pickett PHOTOGRAPHY: Mortons Archive / Bob Pickett Beryl Swain was born on January 22, 1936 in Marlowe Road, Walthamstow. She was working as a Personal Assistant to a retired Admiral at the P&O Line shipping company when in 1952 she met Eddie Swain, the owner of a motorcycle dealership and garage. Eddie and Beryl married in 1958, moving into the ground floor flat at 18 Grosvenor Park Road, Walthamstow, and in 1959 Eddie gave Beryl her first motorcycle. Beryl soon took to the track in the ultralight 50cc class, racing in domestic series at circuits such as Brands Hatch and Snetterton. At just eight stone, Beryl’s weight gave her a useful advantage in the class and she won a number of prizes. But it wasn’t long before prejudice reared it’s ugly head. In a meeting at Brands Hatch she should have been near the front of the grid but was consigned to the back. Beryl was dignified about this injustice, saying: “I presume that because I am a woman, I must be lucky that I am allowed to race at all.” The year 1962 saw the FIM grant the 50cc class an international standing, with the Isle of Man TT introducing a two-lap race in the new class. Beryl’s racing experience meant she was able
to submit her entry form. A woman taking part in the TT gathered a lot of attention, but the press of the day took the angle of her being a housewife when, in fact, she worked fulltime, paying her own race fees and insurance premiums. The authorities were not happy at the idea of a woman taking part, and in April 1962 introduced a minimum weight of 9.5 stone (this was the only class to which the limit was applied), invoked for ‘safety reasons’. Beryl bulked up, but still had to gain permission to wear a lead-lined diver’s belt to make up the weight! This put her at an immediate disadvantage, as did riding a privateer Itom against a number of works machinery. Her Itom also lost top gear (leaving her stuck in 2nd) for the whole of the second lap. Despite this, Beryl finished 22nd out of 25 finishers from a 33-strong field with an average speed of 48.3mph. Beryl’s feat – the only woman at that time to have taken part as a solo rider in the TT (Pat Wise was the first female competitor, riding sidecar in Eric Oliver’s outfit) – gathered more media attention, and she was a guest at that year’s Motorcycle Show. =She declared she intended to contest the next year’s TT, possibly on a 500!
Allegedly Honda was taking an interest when the authorities shut down her hopes. The FIM – terrified of the negative response should a woman be killed on the notoriously perilous TT circuit – announced that solo women riders were banned from international racing. Beryl put her case to the press. ‘I have never been guilty of bad or dangerous driving – the usual reason for withdrawing an international licence,’ she wrote. ‘It’s a matter of female prejudice under a thin veneer of safety first.’ The press response was sexist as ever, one national newspaper making a sneering reference to ‘This wordy wife’.
Beryl petitioned the Lieutenant Governor of the Isle of Man and the Queen to no avail, and it would be another 16 years before a solo woman would be allowed to compete, Hilary Musson taking part in the 250cc class in the 1978 TT. Beryl continued to race at domestic level for a couple more seasons, but with options running out, rode her last road race in October 1963. She briefly tried Speedway but did not get along with the style and was unable to compete with male riders on an equal footing. Sadly, around this time Beryl and Eddie’s marriage foundered. She went on to become a Personnel Manager
for Sainsbury’s, rarely speaking about her racing career (in later life she shunned the subject). On retirement she volunteered to deliver Meals on Wheels. Beryl passed away on May 15, 2007, two years after Maria Costello took 3rd place in the Ultra Lightweight class at the Manx GP. It seemed her exploits were forgotten, but in 2019 local historian Kirsten Sibley mounted an exhibition ‘Beryl Swain – Need for Speed’, and in June that year a mural by noted local artist Helen Bur was painted in Wood Street, near where Beryl was born. A Waltham Forest Heritage plaque was placed at 18 Grosvenor Road.
‘The home of the Japanese classic’ – VJMC 51
Honda’s V-Twin Alternative Words: Steve Cooper Photograph: Mortons Media Archive
It’s late 1995 and the premier class of Grand Prix motorcycle racing is beginning to look just a little stale and stilted. The series has become a three-horse race between Honda, Suzuki and Yamaha, all with running variations on the theme of four-cylinder two-strokes. Every single machine on the track that stands even a vague chance of winning or getting a podium slot is a derivation, contraction or version of the ubiquitous V4. Both Honda and Aprilia had independently arrived at similar conclusions based on analysis of the 250cc class – the twin-cylinder quarter-litre strokers seemed to make less of a meal of corners than the four-pot half-litre premier machines. The lithe 250s didn’t carry as much mass, were easier to brake and stabilise into turns, and only lost out when it came to absolute power on the straights and super-fast corners. It was one of those lightbulb moments that seemed to offer something for almost nothing… if you could run a big-bore V-twin engine in a smaller, lighter and less bulky frame then surely it should have real potential? Honda jumped straight in following approval by the governing body and had the NSR500R ready for the start of the 1996 season; it also had a clever financial trick up its sleeve. Whereas the V4s were leased to various outside teams, the V-twins were there to be sold and thereby generate a significant revenue for HRC. The all-new motor ran a single crankcase with a pair of 250cc cylinders mounted at an included angle of 100 degrees. Fuel and air entered the crankcases via closely-fitted reed valves – something Yamaha had pioneered on its motocross machines almost two decades earlier. Weighing in at just 103 kilos, the V-twin was some 30 kilos lighter than the V4s and even if it was some 50bhp down on power, the maths very strongly indicated that there were advantages to be had from the novel arrangement. Initial trials and evaluations suggested the concept was viable and factory test riders reported the bikes were significantly easier to ride and handled better than the V4 due to the dramatic loss in weight. In the heat of competition, similar, favourable, effects were seen, whereby the V-twins were lapping as fast the V4s and, given a clear track, the new bikes were equally as effective. Japanese factory rider Tadayuki Okada took his NSR500V on to pole position for its first race in Malaysia but unfortunately had to retire during the race. With six top-five places and a second place in Australia, both rider and machine more than verified the concept of a big stroker twin. Where the V4 required revs to deliver horsepower, the V-twins offered phenomenal levels of easily accessed torque, making them incredibly quick without the need for frantic gear changes. And because they were so much lighter, the V-twins could be ridden harder into corners, aiding a faster exit and very much in the 250 style of riding. The V-twins were GP favourites with the fans because they were something new and fresh, offering a different and exciting perspective to 500cc GP racing and sounded so very different to the V4s. Honda sold 22 NSR500Vs before starting to distance themselves from two strokes with the advent of the later, one-litre four strokes. The big bore V-twins had proved to be an entertaining and novel idea, but just like Aprilia with its similar RSW2-500, it’d seen the flaw in the supposition that less might genuinely mean more. The big V-twins were truly viable when they were on a run, at the head of the pack or not surrounded by the V4s, but as soon as the 500 twins got caught in a melee of machines, the multi-cylinder bikes just had that competitive edge. Just two NSR500Vs were built for the 2001 series to be ridden by the Shell Advance Team; after that the race tracks were arguably the poorer for the lack of what were really big bore 250 twins with a whole bucketful of attitude!
The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo.co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am-4pm (please leave a message)
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52
Biker Friendly Guide
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ou’ve been in the motorcycle equivalent of double hibernation... not just the usual winter inactivity, but also the Covid-enforced closures of so many favourite places. So now you want to be out and about, riding those roads, feeling your bike run beautifully and the bugs splat on your visor. On your own or as part of a group, it’s what we live for. We’re sure you will have your favourite route, but if you are looking for a few ideas on where else to go, what to do, where to chat to like-minded folk and perhaps just have a great brew at a place which guarantees a warm welcome, then these are the pages for you. You can always find some interesting roads to and from any of these great venues, and it’s also worth bearing in mind that when you get there, chances are you’ll find some fellow bikers keen to chat about your machine, your route... and share their own experiences too. As you can see from the map, there are cafes, bars and venues all around the UK which are perfect for a visit. So go on, support these venues which love their bikers... get out there and pay them a visit, you will not be disappointed!
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APRILIA RX125 2021 showroom condition, 200 miles, great little trail bike, white, genuine reason for sale, £2995 Tel. 07772 797112. ARIEL RED HUNTER 350cc, 1954, maroon, all complete, ideal restoration project, dry stored, £2850. Tel. 01299 266565. Worcs. ARIEL RED HUNTER 350cc, 1954, maroon, all complete, ideal restoration project, dry stored in garage, £2850. Tel. 01299 266565. Worcs.
BSA BANTAM D14/4, well restored, no expense spared, rides 95% perfect, clutch/gear box requires a little attention, looks/sounds 100% fantastic, used very regular but can be fickle to start (ain’t they all) 1969 so t&t exempt, £3250 will only increase in value Tel. Rob 07860 218828. Shropshire.
DUCATI ST3 2005, Aftermarket silencers, major service done including belts, valves, fluids, pads, rear tyre and chain, 41,000 miles, will MoT for buyer, in very good condition, more pics available on request, £2750 Tel. 07912 357859. HONDA CL160 1966, will make good restoration Nova US title, £1300 ono Tel. 07807 504202.
HARLEY-DAVIDSON FLHTCUSE3 Screaming Eagle Ultra Classic 1800cc, Vance and Hines Stage 1, 15,500 genuine miles, 2006 model, excellent condition, Led headlight and fog light conversion, TomTom rider sat nav, excellent condition, back luggage rack, amp and top box comes with bike but will need to be fitted, I took it off as didn’t need it, all fittings are there and all wires are plug and play, £9500 Email. billyjdburgess@ hotmail.com HARLEY-DAVIDSON Road King, 2000, 1460cc, full MoT, owned 17 years, no longer used, blue, silver, full touring pack, Whitewalls, beautiful, 34,000 miles, offers Tel. 07950 398760.
KAWASAKI Z1000SX 2 owners from new ultra capable sports tourer with very low miles, Puig tinted screen, black racing levers, Puig handle bar grips, Votech bar ends, R&G radiator guards, R&G rear bobbins, power bronze front bobbins, power bronze crash bungs, R&G frame protectors, Lexteh cans and stainless pipes, R&G tail tidy, Motogfx tank pad & petrol pad, heal tech gear change indicator, data tagged, immobiliser, gold link chain, Ermax chain guard and rear hugger same colour as bike, £6300 Tel. 07579 026273. HONDA DEAUVILLE 650 1980, 50,600 miles, very good condition, service history, h/ grips, full Honda luggage, new MoT + service, Bridgestone Battlax tyres, must be seen, garaged, currently on Sorn, £975. Tel. 01255 428033. Essex.
HONDA SHADOW 1984, 500cc, V Twin repair or spares, also includes spares of exhaust, half engine, photos on request, £350 no offers only serious buyers Tel. 07736 714096. West Midlands. HONDA VARADERO 125 complete, non runner, no keys, no documents, rack, topbox, been covered six years Tel. 07950 051835; 02036 380586. London.
KAWASAKI Z650 project 1979, Z650 engine runs but been striped by previous owner ready for a part restoration that never happened, complete bike but will need new wiring loom, for photo put together loosely, starter clutch will need the mod but starts easy on kick starter, carbs been striped and ultrasonic cleaned, £1500 Tel. 07961 248341.
KAWASAKI ZX-6RJI 2000 Ninja, immaculate, 21,000 miles, two keys, Owners Manual, Haynes Manual, fitted gear indicator, new radiator and hoses, always garaged, Pilot Road 3 tyres, tool kit, datatagged, MoT June 2022, £1950 Tel. 01516 069983. Wirral. KAWASAKI GPX250 Ninja, 1998 project bike, starts on choke, not running Raptor stainless exhaust, plastics in very good condition, changed oil and flushed coolant, good compression, easy project, rare, £700 ono Tel. 07801 547884. Suffolk. KTM 1290GT 2020, orange, 1200 miles, as new condition, many extras, full Akrapovic, Ergo heated seats, many more, priced to sell only, £13250 ovno Tel. 07969 181499. Cheshire.
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MOTO GUZZI California, 1996, 1100i cc, new tyres, battery, rear leather seat and air forks, well maintained, 28,000 miles, £5000 ono Tel. 01205 760322. Lincs.
MOTO GUZZI V50 MKII, 1979, historic reg, 44,100 miles, new headlight heated grips, good tyres, recent engine rebuild, new rings etc, carrier topbox, workshop manual, regular visitor Moto Piston and Columbus Spain, various spares Tel. 07905 796557. Northants.
ROYAL ENFIELD EFI Bullet, 2011, 4500 miles, very clean, well looked after, Goldie exhaust, crashbars and back rest fitted, £2500 firm Tel. 01604 847920. Northants.
SMC YB150 2017, stored for approx 5 years in a car dealers showroom, never ridden U/D forks, fully adjustable suspension, electric start, unregistered, £1200 Tel. 01322 556013; 07761 687469. Kent. SUZUKI VS750 Intruder, 1988, 15,000 miles, good condition, runs well, on Sorn not used, £1750. Tel. 01243 948518.
SUZUKI TU250 2000, 31,000 miles, beautiful condition, rides super, complete with topbox, need something bigger, £1500 consider swap part change, text only Tel. 07790 512582. Shropshire. SUZUKI BURGMAN 2015, 400cc, 13,900 miles, vgc, some extras, two keys, one owner, new MoT, stealth black, garaged, no winter use, new scooter forces sale, ex auto maxi scooter £2899. Tel. 07784 499299. South Yorkshire. SUZUKI BURGMAN 650 2011, only 17,050 miles with 8 service stamps, last serviced at 17006 miles using genuine, including brake pads and new rear tyre, 12 month MoT, 2 keys, good condition, engine and transmission are excellent, viewing highly recommended, £3750. Tel. Ron 07702 446488. SUZUKI GSXR750W 1993, original condition, 18,000 miles, toolkit books and keys, new tyres, long MoT, £2150. Tel. 01684 563997. Worcs. SYM JOYMAX 2013, new MoT, 13,000 miles, 300cc, Maxi Scooter Auto, excellent condition, 2 keys, pearl white, big luggage space under seat, fsh, bargain at £1499 Tel. 07784 499299. Yorkshire. TRIUMPH T100 Bonneville, 2017, 9000 miles, mint condition, main centre stand, chrome rear carrier and Triumph topbox, £5850. Tel. 01285 861462. Wiltshire.
TRIUMPH TROPHY 1970, 250cc, t&t exempt, excellent condition all round, recent rebuild, lovely machine, new tyres, indicators fitted, £2900 ono Tel. 07934 291765. North Yorkshire.
TRIUMPH Street Triple, 2008, 675cc, in green, excellent standard condition, 4 previous owners, the bike has only done a few hundred miles since last MoT & has had little use, owned for over 2 years, comes with an Owners Manual, spare key, service book & full dealer service history, added features such as a factory screen, handguards & a Givi rack, the tyres are in good condition & has recently had a new chain & sprockets & all the fluids changed plus new fork seals fitted by dealer, lovely bike which rides & runs very smoothly, £2850 Email. nigelpitt1@hotmail.com
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YAMAHA XJ6S DIVERSION 2009, 31,600 miles, 11 months MoT, Powerbronze grips, Pyramid hugger, Scottoiler chain lubrication system, oil change and cooling topbox, all round good condition, always garaged, £2500 Tel. 01214 536830; 07714 378253. West Midlands.
Wanted CLASSIC BIKE wanted anything considered in any condition by enthusiast top price paid Tel. 01514 470147. YAMAHA XJR400 1993, very rare, real head turner, dry stored and very well looked after 1993, 43,000 kilometers, new rear tyre fitted, MoT till mid August 2022, great running bike, £2250 Tel. Albert 07856 878018.
YAMAHA DIVERSION 2001, 600cc, green, stainless exhaust, top box, in use till MoT, £650 Tel. 07707 831401 mobile leave message 01767 691209. Bedfordshire.
YAMAHA TRX850 2000 UK model in really good order, original metallic green paintwork with added white vinyl stripes, just under 20,000 miles, service history, only 1000 miles since last service in 2018, MoT till October, R6 rear shock and YSS, Emulators fitted for a better ride, £3250 ono Tel. 07503 038787. Email. rogerjhicks@gmail.com Worcs. YAMAHA TRACER MT09, 2018, immaculate, low mileage, one owner, £5995. Tel. 07742 103066. Gloucestershire.
KAWASAKI Z200 CLOCKS right hand side panel, also Z250T GPZ305 clutch basket with clutch kit, steel plates, new and Suzuki RF600 fuel tap complete Tel. 07425 716876. West Yorkshire. TRIUMPH THUNDERBIRD 900, chrome headlight shell bucket, also fits Legend Adventurer Sport, excellent, £90 + £5 p&p. Also clock covers for same bikes, black plastic, excellent, £80 + £5 p&p. Also master cylinder plate, £40 Tel. 07434 513161. Lancashire.
YAMAHA X-MAX YP250, 2008, immaculate condition, no scuffs, scrapes, chips, starts on the button and runs very well, good BT45 tyres, MoT, 21,500 miles, looking for a project to replace it in the garage – something like a Honda CB250RSA, £1675 or close offer Email. ian@iansoady. org.uk
Parts For Sale BSA BANTAM side stand (prop stand) new old stock fits any Bantam model attaches to front engine mounting, £50. Tel. 01268 735135. Essex. DUNLOP K82 300x18 tyre, never been used bought to fit onto 18” rim for Bantam but never used would fit similar sized bikes with 18” rims, £50. Tel. 01268 735135. Essex.
Miscellaneous BOX TRAILER ideal for motorcycle jumbler, 5’x3’ opening tailgate, cover lights spare wheel can carry two mopeds or Bantam size bikes, could be altered for other uses, bargain, £95. Tel. 01268 735135. Essex. HARLEY-DAVIDSON Die-cast model state police Polistil make, fully loaded, boxed as new, also two Harley T-shirts, size XL superb condition, worn about twice, £50 the lot Tel. 07504 327299. LEATHER JACKET fair condition, medium, £20. Motorcycle textile jacket, good condition, £20 Tel. 01933 430063; 07892 487505. Northants. LEATHER JACKET Brown, size 41, with lining, very good condition, £50. Tel. 01425 837296. Hampshire. MANUALS Suzuki 650, 99 to 08 SV new BMW Riders Manual R1100RT, new Honda VFR800 97-01 new Yamaha FZ6 Fazer 04, 08, new Tel. 01432 265726. MOLTON STANDARD BICYCLE 1960’s, maroon, 16” wheels, 3 speed Sturmy Archer gears, all complete rideable or restoration, £95 Tel. 01299 266565. Worcs.