MoreBikes February 2022 issue

On Two Wheels

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POWER

HOW MUCH SECOND-HAND BIKE CAN YOU GET FOR YOUR MONEY?

SUPER SCOOTER Honda’s Forza 750

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NEWS 3

REVEALED

A nod from the Editor

Brough Superior’s NEW scrambler for 2022

What does the future hold...?

The resurgent British brand that’s synonymous with Lawrence of Arabia has just revealed a new limited-edition scrambler that’ll set you back £52,000.

Bought back in 2008 by Mark Upham and Thierry Henriette, Brough Superior has been back in business for a few years. The Toulouse-based firm released a modern interpretation of the iconic SS100 in 2016 and last year it launched the Lawrence, a 997cc V-twin tribute to Brough’s most famous customer, T.E. Lawrence. And now it’s just revealed a new model built from the bones of the same bike: the Lawrence Nefud.

The Nefud is powered by the same 997cc 88 ° V-twin engine

Ross Mowbray

Clean and green

I

'm no psychic. I like facts and I don't like making predictions. I have a hard enough time thinking about next week, never mind 10 years down the line, but a bit of New Year downtime coupled with the sheer amount of news about electric and 'alternative' technology (and all that stuff ) over the past few months has got me contemplating what the future holds for motorcycling.

I've heard plenty of bikers grumble about electric and make bold statements about giving up bikes before giving up their beloved internal combustion engines. And I get it; there's nothing quite like the roar of a bike as it bursts into life, or the scream of a two-stroke as you hit the sweet spot of revs, but I love riding bikes more. I'd ride anything with a motor and two wheels, and I'll have plenty of fun on an electric moped (providing I don't have to travel too far)... That's just me though. I'm just one man. What about you? What do you think?

which delivers a healthy 102hp and 87Nm of torque, but it gets a whole host of scrambler goodness, including a more upright riding position (thanks to some wider bars and lower pegs); a 19-inch front wheel (and 17-inch rear) with Michelin Anakee tyres; twin upswept exhausts; a bash plate; a fly screen; a headlight grille; and a special rust-red paint job.

Although it looks the part, don’t expect to see many Nefud’s thrashing about in the dirt as there’s only going to be 188 of them built.

Editor

LOUD PIPES GET FINES Noise-detecting cameras roll out in France France has become the first country to roll out cameras that will flash and fine motorists whose vehicles exceed specific noise levels. The Meduse cameras are equipped with a microphone and a camera, and if a passing vehicle exceeds a certain decibel, the camera is activated, and a €135 fine is issued.

The cameras have been trialled in various countries across Europe, but our French neighbours have become the first nation to implement them on a wider scale. The first noise camera will be deployed on Rue 46 in Saint-Lambert-des-Bois close to Paris, with Bron, Nice, Paris, Rueil-Malmaison, Saint-Forget, Toulouse and Villeneuve-le Roi following shortly after. The cameras won’t issue any fines for the moment as officials are still deciding where to cap the acceptable limit. But despite the brief grace period, it’s clear that noise cameras are here to stay, and with the French beginning to roll them out on a wider scale, chances are it won’t be long before we start seeing them further afield.

A HYDROGEN-POWERED FUTURE? KAWASAKI and YAMAHA join forces Two of the biggest names in motorcycling are joining forces to work on a hydrogen-powered engine. While electric motorcycles and scooters seem to be getting a lot of attention of late, there’s still work to be done to investigate the viability of hydrogen. That’s why Kawasaki and Yamaha are collaborating with Mazda, Subaru and Toyota to work on the development of an internal combustion engine that’s powered by the magic gas.

More specifically, the five key players have entered into an agreement which will see them work towards a goal of carbon neutrality. They will be focusing their efforts on expanding the options for fuel production, transportation and use, working across three key initiatives.

Kaswasaki’s actually been messing about with hydrogen for years. Back in 2010, Kawasaki Heavy Industries saw hydrogen as a next-generation energy source, and since then it has been developing the technology for the production, transportation and use of hydrogen across its supply chain.

In fact, the Japanese giant is in the middle of verification tests for the transportation of hydrogen, with plans in place to transport hydrogen using its world's first hydrogen carrier.

In contrast, Yamaha’s looking at developing hydrogen engine technology for use in its two-wheeled vehicles. At this stage we don’t know how they’re

Group Advertising Manager Sue Keily Advertising Simon Meyer 01507 529310 Advertising deadline for March issue February 3, 2022 ​ oreBikes, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray

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

getting on. It’s also worth noting that Honda and Suzuki are expected to join the project in the not-too-distant future. We’ll be keeping a close eye on how this develops as the automotive world (and beyond) looks to find a way of ending its reliance on fossil fuels.

Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole

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4 NEWS

THE FUTURE OF POLICING?

Northamptonshire Police is looking to the future with the help of White Motorcycle Concepts’ WMC300FR three-wheeler.

The WMC300FR from White Motorcycle Concepts is a hybrid electric scooter that’s been specially designed as a first-aid vehicle for rescue workers and the Police – and it claims to reduce CO2 emissions

by up to 50 per cent compared to comparable conventional motorcycles and scooters.

The three-wheel hybrid scooter concept being used by Northamptonshire Police has been built from

the bones of Yamaha’s innovative Tricity 300 (which can be ridden by car licence holders). It uses the same 292cc single-cylinder engine as the Tricity, but gets an additional 5kW electric motor which works as a booster at low speeds. The electric motor gets its energy from two removable 56V 12Ah lithium-ion batteries (which can be topped up using a quick charger if necessary).

But what’s seriously clever stuff is how it reduces aerodynamic drag. The WMC300FR relies on flow through, rather than around the body (in contrast to many other motorcycles and scooters). The clad front wheels guide the air into a Venturi duct through the centre of the vehicle to reduce drag and improve fuel efficiency, and the higher the speed the greater the effect. Interestingly, WMC uses a similar system for its electric world record concept motorcycle WMC250EV (which it

claims will deliver twice the mileage of a more conventional electric motorcycle from the same charge).

At this stage WMC hasn’t provided any further information about the

scooter, but with Northamptonshire Police trailing the concept, it’s not too much of a stretch to imagine a production version making its way to market in the future.

KAWASAKI celebrates 50 years of the ‘ZED’ The Japanese factory is celebrating 50 years of its now iconic ‘Z’ models, with the launch of a small range of special-edition versions of its muchloved Z900 and Z650.

It shouldn’t necessarily come as a big surprise.

Kawasaki’s been teasing its plans to celebrate the anniversary of its original ‘Z’ range, which was introduced to the world back in 1972 with the launch of the Z1 Super Four.

And why wouldn’t it? It’s an important bit of history for the factory, and its current line-up is a testament to that, with an eclectic mix of new ‘Z’ models to choose from, including the Z125, Z650, Z900 and Z H2. But for 2022, it’s the Z650 and Z900 that are being treated to a special makeover.

While the Z900 can trace its roots right back to the Z1 900 from 1972, Kawasaki’s actually chosen to honour

MORE METEORS

two of its most illustrious bikes from the 80s,the Z1100GP and GPZ900R, and as such the modernday Z900 and Z650 (in standard and RS form) will be available in Firecracker Red and Candy Diamond Brown for 2022.

In addition to a swanky new paint job they’ll get gold fork outer tubes

and a gloss black frame and gold details (namely the Z emblem and Kawasaki logo), while the Z900 and Z650 will also come with red wheels, silver pinstripes, a reupholstered seat, and a special Z 50th logo on the front mudguard.

Available from March, the Z900 in Firecracker Red will cost £9,799;

the Z650 in Firecracker Red will cost £7,349; the Z650RS in Candy Diamond Brown will cost £8,049; and the Z900RS in Candy Diamond Brown will cost £11,449.

If you want to check out the bikes in person or you want more information, the best thing to do would be to head to your closest Kawasaki dealer.

Royal Enfield’s released a video which subtly confirms that there’s a Meteor 650 in the works.

The film in question tells the story of two bikers riding Himalayans through Antarctica to the South Pole. One of them is Dean Coxson, Senior Product Development Engineer for Royal Enfield. While being introduced to Coxson, we’re given a glimpse of his garage – and inside is a bike which looks exactly like the Meteor 350, only it’s bigger.

Rumours have been circulating that we could see the Meteor 650 at some point in 2022, and now we've got some proof it's not far away...

SPY SHOTS: Royal Enfield SCRAM 411 spotted testing The more road-focused version of the Indian factory’s much-loved Himalayan has been caught out during final road tests ahead of its expected launch early this year.

The lads and lasses over at Royal Enfield are nothing if not busy. Hot on the heels of its new Classic 350 and Meteor 350, alongside rumours of the Meteor 650 (and the everevasive Himalayan 650), the Indian factory looks set to release its latest motorcycle that’s been built from the bones of a Himalayan – the interestingly-named Scram 411.

We’ve been talking about the bike for some time now. We’ve seen the clay model, we’ve seen previous test bikes going about their business,

and now we’ve got a glimpse of what looks to be a fully-formed machine undergoing final road tests in India.

Spy shot images from our pals at Motoroids show a pre-production Scram 411 – and at first glance you’d be forgiven for thinking it’s another slightly tweaked version of the current Himalayan. And in essence, it is.

It certainly appears to be powered by the same 411cc single as the Himalayan (which means we can expect power of around 24bhp and torque of around 32Nm). But when you look a little closer there’re a few key differences which help the Scram to stand out.

Most notably, the Scram gets a smaller 18-inch front wheel (in

contrast to the Himalayan’s 21-inch number), and at this stage it appears that it’ll still come with spoked rims, though there is still a chance it’ll get some road-focused cast alloy ones when it goes into production.

The other clear difference to the Himalayan is its front end. There’s a different headlight shroud which sits much lower down, and there’s no beak-style mudguard just underneath it (instead there’s one which sits much tighter to the front wheel). There’s also a rear grab rail rather than a luggage rack, and there’re no bars around the tank either.

Thankfully, rumours suggest we won’t have to wait too much longer for the full lowdown on the Scram

Alternative fuels for RACING

411, with the big reveal expected early in 2022. For now we’ll just have to sit tight and play the waiting game.

In an effort to influence change and encourage a more proactive approach to climate change, MotoGP organisers have confirmed plans to be emissions free by 2027 – and is also planning to shift to sustainable fuel solutions from 2024.

The synthetic or bio-fuels will be able to be used in a standard internal combustion engine and will either be laboratory-created or derived from municipal waste or non-food biomass.

6 NEWS

CHINESE ADVENTURE

CFMOTO confirms 800MT is COMING The new CFMOTO 800MT adventure bike which was shown at Motorcycle Live is expected to arrive in the UK this June.

Marzocchi’s new factory

Marzocchi has just announced that it’s joining forces with Zheijang Mazhuoke Machinery Manufacturing (the parent company of QJ Motors, which in turn is the parent company of Benelli).

The two firms will set up a new production plant just south of Shanghai in China with the intention of manufacturing forks and struts for the domestic market and for export, though it’s worth noting that R&D will remain at Marzocchi’s Bologna HQ.

The latest motorcycle from the Chinese firm looks to be a very exciting proposition, with its list of impressive specifications and innovative features.

There will be two models available: an entrylevel Sport model and a premium Touring model which will be fully loaded with extras, though both models will be fitted with dustproof, waterproof and lockable three-piece aluminium luggage as standard.

Powered by a DOHC liquid-cooled 799cc twin-cylinder engine that produces 95hp at 9000rpm and 77Nm at 7500rpm, the 800MT gets selectable riding modes, a slipper clutch, cornering ABS, cruise control, full LED lights and a built-in tyre pressure monitoring system. The Touring model will also come equipped with a bidirectional quickshifter.

The good stuff doesn’t end there. The 800MT also gets a set of fully adjustable KYB upside-

down telescopic front forks with 160mm of travel, which offer 20 clicks of preload, compression and rebound damping adjustment. For stopping there’s a set of J.Juan 320mm double-discs with 4-piston radial callipers at the front and a J.Juan 260mm single disc with double-piston calliper at the rear.

There’s a 19-litre fuel tank, protective bars as standard (which are integrated into the design to help look after the fuel tank, front end and mainframe), and some cross spoke rims, too.

Another nice touch is the 800MT’s 7-inch colour TFT display which comes with built-in GPS and bluetooth connectivity.

With the base model expected to be priced from £9,500 when it becomes available at UK dealers later in the year, the CFMOTO 800MT seems to be pitching itself as a serious contender in the crowded adventure motorcycle market, with a price-tag to match. It’ll be interesting to see if the

VR46 secures sponsor for MotoGP

ever-growing Chinese firm can convince punters to move away from bikes from the bigger names in the game, but with a four-year warranty and two-year 0% APR representative finance, there’s little doubt it’s doing everything it can to help encourage people to take the leap.

Valentino Rossi has secured a sponsor for his team’s first season of MotoGP action. Following an earlier deal falling through, the VR46 Racing Team has partnered up with Mooney Financial Services for the 2022 race season. The newest team in the paddock will bear the name of the Italian company on Luca Marini’s and Marco Bezzecchi’s leathers and Ducati race bikes.

LEARNER LEGAL – Sinnis launches GPX 125 Moto Guzzi teases new model

The Brighton-based importer has just launched its GPX 125, the ultimate small-capacity Supersport bike.

Brighton-based importer Sinnis has just launched its first-ever sports bike – and while it might only be a 125, there’s little doubt that the learner legal machine is a looker and will turn heads wherever it goes.

The Sinnis GPX features a lightweight 125cc liquid-cooled fourstroke engine that’s been designed to offer smooth, progressive power and torque. Developed over the last three years, the engine mapping has been fine-tuned to allow for ease of use at low speeds and a more dynamic throttle response when you get the chance to push the bike to its limits.

The Italian factory has recently teased a new model called the V850X – and although official information about the bike is non-existent, it’s not too much of a stretch to assume it’s going to be a tweaked (even more off-road ready) version of Moto Guzzi’s V85 TT ‘retro’ adventure bike. Thankfully we’re not going to have to wait too long to find out.

There’s no doubt the GPX looks the part, with its racing-inspired bodywork and focused riding position, but Sinnis claims its ‘golden triangle’ of handlebars, seat and footpegs have been optimised to suit riders of all heights, offering a riding position equally as comfortable as it is commanding. The tubular steel frame paired with upside-down front suspension and linkage-driven rear mono-shock should help to make the handling light and predictable while offering decent levels of comfort.

With its digital instrument panel, the GPX provides all the important

data on an illuminated screen in an easy-to-read manner, while the glove-friendly touch buttons should allow you to quickly make changes on the fly. The LED headlights have been tactically placed in the side pods of the fairing to declutter the front of the bike and give

an authentic race vibe; the LED running lights focus the front end; and the integrated tail-light looks tidy, too.

Available in dealers now at a price of £3299, if you want to find out more information about the GPX, check out the Sinnis website.

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NEWS 7

FIRST LOOK

Honda’s ADV 350 Honda has just released a smaller 350cc version of its X-ADV adventure scooter.

Back in 2016 Honda unveiled its X-ADV to the world. Part big-bore scooter, part adventure motorcycle, it was a unique proposition unlike anything else on the market… Yet it’s proved to be a big success, particularly in Europe. Which is why the Japanese factory has just launched a smaller version into its line-up: the ADV 350.

Powered by a 330cc enhanced Smart Power+ SOHC four-valve engine which kicks out peak power of 21.5kW at 7,500rpm and peak torque of 31.5Nm at 5,250rpm, the ADV is no rocket ship, but there should be plenty of poke to bomb around busy city streets and take the occasional detour on the dirt. And for when you do hit the trails, Honda’s

made sure it’s easy to turn off the Honda Selectable Torque Control using a button on the left-hand switchgear.

This is no normal scooter. It weighs in at 186kg, features a lightweight tubular steel frame, motorcycle-style 37mm USD forks (with 125mm stroke), and twin remote reservoir shocks (with 130mm travel).

The wheels aren’t your usual fare either.

Cast aluminium and finished in black, there’s a lightweight 15-inch front and 14inch rear which come shod with a 120/7015 and 140/70-14 block-pattern tubeless tyres respectively.

Stopping is looked after by a 256mm single disc up front and a 240mm single disc at the rear, which are coupled to a 2-channel ABS unit, and the ADV also

features Honda’s clever Emergency Stop Signal (ESS) system, which activates the indicators (and alerts other road users) during particularly heavy braking. There’s an 11.5-litre fuel tank

(capable of offering over 200 miles); a height-adjustable screen; a massive 48 litres of space under the seat (which Honda claims is enough for two full face lids); a USB Type-C socket in the lockable front left glove box; a Smart Key; and an LCD dash which features the Honda Smartphone Voice Control system (for linking your smartphone to the scooter).

Priced at £5599 and available in a choice of three colours, we reckon the rugged ADV 350 will be seriously popular when it arrives on UK shores in the coming months. We’re going to be riding it on the launch in the coming weeks, so if you want to find out more about the scooter-cum-motorcycle, be sure to keep an eye on MoreBikes.

8 NEWS

DIRT-READY

DUCATI The Italian factory has revealed all the information about its most off-road oriented motorcycle for years: the Desert X. Here’s what you need to know.

The DesertX’s beating heart is a tweaked version of Ducati’s infamous 937cc liquidcooled Testastretta 11° Desmodromic valvetrain engine, which offers a healthy 110hp at 9250rpm and 92Nm of torque at 6500rpm. It’s the same unit that powers the latest Monster and Multistrada V2 and has the same lighter 8-disc clutch and lower friction bearing-mounted geardrum as those two bikes, but it also gets different, shorter gear ratios. First and second are much shorter to allow for easier low-speed manoeuvres (which are typical off-road), while sixth gear is particularly long to better aid higher speed miles.

There’s also some state-of-the-art electronic systems as standard. More specifically, the DesertX features a grand total of six Riding Modes (which work in conjunction with four Power Modes – Full, High, Medium, Low). The big news is the fact that the Enduro mode works as a more easy-going off-road setting aimed at less experienced riders, while the newly introduced Rally mode offers full engine performance and reduced electronic interference and is aimed at the more capable off-road enthusiast. They join the Sport, Touring, Urban and Wet modes to offer a huge amount of choice no matter the terrain or the conditions. They each offer a different balance of Ducati’s electronic controls, including the Engine Brake Control (EBC); Ducati Traction Control (DTC); Ducati Wheelie Control (DWC); Ducati Quick Shift (DQS) Up & Down; and ABS Cornering (which can be set between three different levels or completely deactivated).

The chassis consists of a new steel trellis frame, which works in conjunction with some long travel suspension. At the front there’s a 46mm diameter upside-down Kayaba fork with 230mm travel and at the rear there’s a Kayaba monoshock with 220mm of travel. With 250mm of ground clearance and a 21-inch front and 18-inch rear wheel (which come fitted with a 90/90-21 Pirelli Scorpion Rally STR and a 150/70 R18 Pirelli Scorpion Rally STR respectively), the DesertX should be more

than capable of tackling the trickiest of terrains without too much trouble. It’s also worth mentioning that the DesertX will be homologated to fit both off- and on-road tyres.

Stopping is provided by some seriously capable Brembo M50 monobloc radial callipers with four 30mm diameter pistons, axial pump with adjustable levers and double 320 mm discs with aluminium flanges. At the rear there’s a single 265mm diameter disc which is gripped by a Brembo twin-piston floating calliper.

Ducati claims the ergonomics of the DesertX have been developed to prioritise the standing-up position. It’s primarily an off-road bike after all. But it also reckons

there’s still a decent level of comfort for riding sat down on the 875mm-tall seat.

That does sound tall, but actually the bike’s narrow profile and soft suspension should make it relatively easy for riders to get a foot down on the ground.

There’s an impressively large 21-litre fuel tank as standard (with the option to mount a second 8-litre tank to the rear, which is available as a factory accessory); it’s capable of carrying close to 120 litres of luggage; and there’s a high resolution 5-inch TFT colour display which is capable of working with the smartphonecompatible Ducati Multimedia System.

Expected to be available in UK dealerships from May 2022 at a starting price of £13,795, we cannot wait to get our

hands on the DesertX and put it through its paces.

With the much cheaper Yamaha Tenere and Husqvarna’s newly-introduced Norden in the same ballpark, it’s got a serious fight on its hands to prove its worth as a properly capable bit of bigmile off-road kit.

READERS’ RIDES 9

In partnership with EBC Brakes

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

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

David Paul and his Hayabusa at work. David left his job this day for a new one. It probably didn’t take him long to get there on the ‘Busa.

Ready for adventure. Steve Normington’s wife stands beside his GS on Barden Moor above Bolton Abbey in the Yorkshire Dales.

Ben Robson’s mint 1971 Suzuki TL500.

Dale Carter’s tidy Kawasaki Z1000.

Chris Webb’s special Suzuki RGV 250 GP race replica.

Lee Davey’s Skoal Bandit RG500 Suzuki.

Another snap taken at Peterborough’s infamous graffiti wall. This time it’s Virginija Arlauskaite on her Honda CBR1000RR.

Phil Treadgold’s Honda VTR. We’ve got a soft spot for the Firestorm at MoreBikes HQ.

Russell Perry’s Suzuki Hayabusa looks mean beside some graffiti in Peterborough.

Wayne Hincliffe’s Kawasaki GPX750R – “It’s 31 years old, done 12,000 miles, had two owners, is mint, and I love it!”

Neil Dowling has a spare XJR1200 engine knocking around the shed (as you do) and along with an ebay account and a liking of old flat trackers, he’s created this. It’s his take on a street tracker which uses an XJR 1300 frame and various parts from various different places and people. Top work.

Gary Pearce’s Kawasaki ZX9R. He’s about to pop a front light unit in, fix a 2004 zx6rr seat unit, give it a bit of fine tuning, and perhaps even give it a ‘little’ turbo action!

10 EVENTS

RACING CALENDAR It’s nearly time for the start of the 2022 race season and if you’re thinking about watching some of the biggest names in the game going around some of the best tracks in the world as fast as humanly possible, we’ve got you covered with a full list of dates.*

FEBRUARY

20/02/2022 MXGP Great Britain – Matterley Basin

MARCH

MAY

01/05/2022 MXGP Russia – Orlyonok 01/05/2022 MotoGP Jerez – Circuito de Jerez

06/03/2022 MXGP Argentina – TBA

02/05/2022 British Superbikes – Oulton Park

06/03/2022 MotoGP Qatar – Losail Circuit

15/05/2022 MXGP Italy (Sardinia) – Riola Sardo

20/03/2022 TBA – TBA 20/03/2022 MotoGP Indonesia – Mandalika Street Circuit 27/03/2022 MXGP Netherlands – Oss

APRIL

15/05/2022 MotoGP France – Circuit de Sarthe, Le Mans 20/05/2022 World Superbikes Portugal – Estoril 22/05/2022 British Superbikes – Donington Park National

03/04/2022 MotoGP Argentina – Termas de Río Hondo

28/05/2022 MXGP Spain – intu XanaduArroyomolinos

10/04/2022 MXGP Italy – Pietramurata

29/05/2022 MotoGP Mugello – Autodromo Internazionale del Mugello

08/04/2022 World Superbikes Spain – Aragon 17/04/2022 British Superbikes – Silverstone National 22/04/2022 World Superbikes Netherlands – Assen 24/04/2022 MXGP Latvia – Kegums 24/04/2022 MotoGP Portugal – Autodromo Internacional do Algarve, Portimao

JUNE

05/06/2022 MXGP France – Ernée 05/06/2022 MotoGP Catalunya – Circuit de Barcelona 10/06/2022 World Superbikes Italy – Misano 12/06/2022 MXGP Germany – Teutschenthal

19/06/2022 MotoGP Germany – Sachsenring

14/08/2022 MXGP Finland – Iitti-KymiRing

19/06/2022 British Superbikes – Knockhill

14/08/2022 British Superbikes – Thruxton

26/06/2022 MXGP Indonesia – Jakarta

21/08/2022 MXGP France – St. Jean d’Angely

26/06/2022 MotoGP Netherlands – Circuit van Drenthe, Assen

JULY

03/07/2022 MXGP Indonesia – Semerang 10/07/2022 MotoGP Finland – Kymiring 15/07/2022 World Superbikes United Kingdom – Donington Park 17/07/2022 MXGP Czech Republic – Loket 24/07/2022 MXGP Belgium – Lommel 24/07/2022 British Superbikes – Brands Hatch GP 29/07/2022 World Superbikes Czech Republic – Most

AUGUST

07/08/2022 MXGP Sweden – Uddevalla 07/08/2022 MotoGP Britain – Silverstone

21/08/2022 MotoGP Austria – Red Bull Ring

OCTOBER

02/10/2022 MotoGP Thailand – Chang International Circuit, Buriram 02/10/2022 British Superbikes – Donington Park GP

29/08/2022 British Superbikes – Cadwell Park

07/10/2022 World Superbikes Portugal – Portimao

SEPTEMBER

16/10/2022 MotoGP Australia –Phillip Island

04/09/2022 MXGP Turkey – Afyonkarahisar 04/09/2022 MotoGP Misano – Misano World Circuit Marco Simoncelli 09/09/2022 World Superbikes France – MagnyCours 11/09/2022 British Superbikes – Snetterton 300 18/09/2022 TBA – TBA 18/09/2022 MotoGP Aragon – MotorLand Aragon 23/09/2022 World Superbikes Spain – Barcelona 25/09/2022 MXoN 2022 – Red Bud, USA

16/10/2022 British Superbikes – Brands Hatch GP 21/10/2022 World Superbikes Argentina – Villicum 23/10/2022 MotoGP Malaysia – Sepang International Circuit

NOVEMBER

06/11/2022 MotoGP Valencia – Circuit Ricardo Tormo 11/11/2022 World Superbikes Indonesia – Mandalika TBA/2022

World Superbikes Australia – Phillip Island

TBA/2022

World Superbikes – TBA

25/09/2022 MotoGP Japan – Twin-Ring Motegi 25/09/2022 British Superbikes – Oulton Park

*We’ve omitted the road racing dates, because we’ll be doing something separate in the very near future

READERS’ RIDES 11

Biking is often seen as a bit of a bloke-y pastime, but we all know that’s not the case.

More women than ever before are getting on two wheels, but sometimes the pages of this paper are missing a bit more of a feminine touch. That’s why we’ve decided to introduce a new section that’s dedicated to showcasing some of the wonderful women who love motorcycles as much as anyone. We’ll be changing things up on a regular basis, but for this month we’re introducing you to some of our regular readers.

Shelia McQueen Age: 50 Job: Press Officer How long have you been riding? 25 years What bikes are in the garage? Triumph Adventurer 900, MZ ETZ250 and sidecar (Squire), Kawasaki W650 and sidecar (Velorex)

How did you get into bikes?

I grew up not knowing any bikers and didn’t actually sit on a bike until the morning of my CBT, but I always knew I wanted to ride. In 1985 I read a feature in a now-defunct magazine called Looks – a female courier had volunteered for a makeover. They glammed her up and put her in ski pants (well, it was the 80s…). Fifteenyear-old me read it and thought – that’s for me.

I, too, want to wear big boots, have spiky hair and sit on Chelsea Bridge next to a Very Large Kawasaki. I didn't actually take my test until 1996 after my husband had his car stolen. but that's a different story.

Who do you ride with? Where do you go?

Until June this year my favourite riding companion was the Wingman, my three-legged rescue dog who loved riding in the sidecar and going to MZ rallies where he could eat as many sausages as he could scrounge.

I ride all over the UK, doing a navigation game called the Round Britain Rally, and every county has something special. But I do really love the unique roads that run by the sea and through the

mountains in the very far north of Scotland. Well, I loved them before the NC500 filled them with shed-draggers! I tend to ride solo because I'm technically a bit rubbish and slow as a brick.

What’s on your biker bucket list?

I've fulfilled more than my fair share of biker dreams already – I've ridden at Cadwell, I’ve toured a bit of Australia, and I’ve been to the Simmer Dim – but there are a few things left. I haven’t been to the Hebrides yet; that was on my list for 2020, before lockdown hit. I’ve even studied a bit of Gaelic Duolingo to be sure I can order beer, whisky and a plateful of sgadan while I’m there! I've also still to go the the Isle of Man, and I want to ride the Wild Atlantic Way in Ireland.

What else makes you tick?

Erm... is there a life outside motorcycling?

Between riding and fettling there’s not much time left for other hobbies. And if there is a spare weekend then God clearly intended it for sticking a tent on the back of the bike and going to a rally! I used to play harmonica in a blues band; I keep muttering about getting back into that. And I have all the major womanly accomplishments like knitting, crochet and baking. But mainly I like taking bikes that don’t quite work and making them work better. Last year I learnt how to attach and set up sidecars; that was fun. Next year I want to become a competent welder.

Me and the Wingman arriving at the Coventry Riders Action Group ‘Down at the Shed’ rally

12 CROSSWORD

CROSSWORD 13

NAME THE BIKE

WIN these Weise Nomad Gloves

To be in with a chance of winning these winter gloves 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 pair of Weise Nomad gloves. It’s that simple. So, what are you waiting for?

Get cracking for the chance to win.

Good luck!

Worth £59.99

■ YOU can also ENTER online! Just check out the MoreBikes social media channels for more information.

Weise Nomad gloves A good pair of winter gloves can make all the difference when you’re riding in the colder months.

There are few things worse than your hands being freezing cold when you’re out and about on two wheels – but if you’re not wearing the right kit, it’s pretty much inevitable. Your hands are one of the most exposed bits of your body on a bike, and yet they’re what you

use to do most of the work when riding, so it makes sense to get your hands on (and in) a decent set of warm and waterproof gloves to help protect you from the worst the weather can throw at you. That’s where these Nomad gloves from Weise come in.

They’re constructed from full-grain leather and textile, and feature a Hipora waterproof, windproof and

breathable membrane which is coupled with a 120g Thinsulate internal lining. There’s also a twolayer storm cuff (to stop water seepage), knuckle armour, duallayered leather on the critical areas, and touch screen compatible fingers.

■ For more information visit: www.thekeycollection.co.uk

January 2022 – Issue #187

Last Month’s Answers: Across

Down

1 & 4 Telelever System, 8 Race, 10 Claudio, 11 Ryan, 12 Ariel, 14 Malaysia, 17 Matteo Ferrari, 18 McAms, 19 Esses, 21 Richa, 23 Cagiva Elefant, 25 European, 28 Spidi, 29 Zero, 30 Iridium, 31 Undo, 33 Emmett, 34 & 6 Down Pertamina Mandalika

1 & 18 Tarran Mackenzie, 2 Le, 3 Velocette, 4 Shoulder, 5 Spray, 7 Adam, 9 Cliffhanger, 13 Lomas, 15 Seat Cushion, 16 Webster, 20 Shaun Muir, 21 Rates, 22 Facelift, 24 Bimota, 26 Ozone, 27 Nail, 32 LA

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, February 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: February 11, 2022 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 Nomad gloves 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 BUYERS’ GUIDE

LIGHT MY FIRE With a range of quality kit available to keep you warm and well protected when you’re out on two wheels, there’s no reason why you should stop riding when the weather takes a turn for the worse.

?

E S E H T T U O B A T WHA Heated gloves are the most obvious choice if you’re going to be riding through the colder months. They take a battering from the wind and rain, are one of the most exposed parts of your body, and are essential for operating the bike. There’s a range of kit out there though, and if you’re regularly riding in the cold, it’s also worth looking at the range of heated jackets, vests, trousers, socks and insoles from a selection of seriously big names.

Keis G701 Heated Gloves

RRP: £195.99 / Sizes: 3XS-3XL / www.keisapparel.co.uk If you’re looking for a slimmed-down winter glove to protect you from the cold this winter, look no further than these G701s from Keis.

Constructed from ballistic textile, synthetic leather and a Hipora waterproof layer, the gloves offer exceptional feel and flexibility in spite of their thickness. The warmth comes primarily from the micro carbon fibre heating panel across the back of the hands and over the top of the fingers, but there’s also a thick layer of 3M Thinsulate.

And to help keep your hands safe, they come with knuckle protection and scaphoid sliders.

The G701 gloves can be powered either using a 12V vehicle battery or one of Keis’ optional Battery Packs (available in two sizes), or a specially designed Glove Battery which fits into the cuff pocket of each glove.

Gerbing Heated MicroWirePRO Vest

£179.99 / S-XL / www.gerbing.co.uk Although Gerbing now offers a choice of two full-length heated jacket liners for bikers looking to stay warm throughout the winter, we’re big fans of its MicroWirePRO vest.

Made to be worn underneath your existing motorcycle jacket, the lightweight, snug-fitting vest is constructed from a soft, windresistant nylon shell (with stretch panels along the sides), and features Gerbing’s patented heating wire.

The 25 metres of wire is distributed evenly throughout the front, back and collar to provide consistent heat which the wearer can regulate easily.

Powered by a 10Ah battery, the vest’s input connection is situated inside a front pocket which allows users to choose from four progressive settings when using the supplied heat controller.

with

FREE

controller

BUYERS’ GUIDE 15 If you’re riding all-year round (regardless of temperature), there’s a range of gear that’ll make the job that bit easier. The best option for bikers and scooterists alike looking to extend their riding season is heated kit.

If you choose wisely, heated clothing can be a much more cost-effective option than upgrading your existing riding gear. It means you won’t have to pile on the layers before you head out and, best of all, you’ll be able to control how much heat is kicked out and ensure you stay warm and toasty on two wheels.

Gerbing Premium Heated Jacket Liner with MicroWirePRO

PROTECT YOURSELF If you can, it’s worth layering up and ensuring the heated kit doesn’t sit directly on your skin. It’ll help prevent your skin from getting too hot.

£199.99

LAYER UP

Even though you’re wearing heated kit, it's extremely important to make sure your outer layer of clothing is both windproof and waterproof. If it’s not, you’ll be making it much harder for the heated kit to work as it should.

WIRED UP

If you’re planning to use your heated kit exclusively on the bike, you’ll probably be more than happy with it wired in to your bike's battery, but if you’re planning to use the heated kit off the bike, you’ll want to run it off a battery pack.

Equally, if you’re planning to use more than one bit of heated kit at once, you’ll definitely want to wire it up.

If you’re planning to run multiple bits of gear from a single battery, it’s really not going to last you a long time.

CONTROL

Some heated kit comes with a built-in control system. It’s a great feature which means you can adjust the heat to find the perfect temperature to stay toasty out on the open road.

Gerbing XRL Heated Motorcycle Glove £179.99

RST Pro Series Paragon 6 Heated Gloves £189.99 / S-2XL / www.rst-moto.co.uk We’re big fans of RST gear. The British brand has gone from strength to strength over the last few years, introducing a huge range of new kit while focusing even more of its attention on delivering clever technology-based solutions to make riders safer and more comfortable. That’s why it’s decided to upgrade its Paragon heated gloves, increasing heat distribution while improving their comfort and protection.

CE Certified to Level 1, the gloves get a new TPU knuckle protector and memory foam finger and thumb protection. Constructed from hardwearing HTC fabric and full grain leather with a SinAqua waterproof lining, the gloves should be more than capable of keeping your hands dry – and to keep you warmer than before, the coverage of the heating element has been extended to all of the fingers and the entire back of the hand.

With three heat levels which are selectable using the rubber control button, a rechargeable battery (which offers four hours of continuous heat) fitted into a waterresistant pocket, and a universal charging adaptor, these RST gloves are well worth a look if you’re in the market for a way to keep your hands warm during the worst weather.

Gerbing Heated Trouser Liner £189.99

16 BARGAIN BULLETS

It’s amazing what you can get for your money if you go down the used bike route, as we found out first-hand.

Words: John McAvoy (feat. Bruce Wilson and Tim Neeve) Photography: Gary Chapman

W

hile the good folks at Fast Bikes magazine are spoiled with all the latest and greatest bikes to play with and put therough their paces, that doesn’t mean they aren't partial to a nice used bike.

In fact, with the price of a new litre bike now starting at the best part of £16,000 for a Kawasaki ZX10R, the case for a used alternative is a strong one.

On top of that, the global shortage of a microchip that is used in pretty much every bike’s ABS system means the waiting list for new machines has never been longer. So, this year more than any other, the second-hand bike is in more demand than usual.

We decided to pay a visit to my newest local used bike dealer, Fasttrack Motorcycles, with imaginary budgets of

£3000, £5000 and £7000 to see what we could get... and boy, were we in for a treat. As well as a journey through a period of time when motorcycles were evolving at arguably one of their fastest rates, Fasttrack Motorcycles are based in Melton Mowbray and therefore surrounded by some of the best roads in the UK – and Melton is also the home of the pork pie, so that was lunch sorted, too.

After browsing the showroom like the proverbial kids in a sweetshop, myself, Bruce and Tim eventually agreed on a 2005 Triumph 955i Daytona, a 2007 Yamaha R1 and a 2010 BMW S 1000 RR to represent the three price points. The five-year age difference between the Triumph and BMW is, by all accounts, a lifetime and absolutely representative of the passing of one era and the dawn of a new one.

The Daytona 955i was discontinued in 2006, to be replaced with the Daytona 675 as Triumph took its design philosophy in a different direction and abandoned the arms race that the litre bike sector was becoming, and to be fair, it has to be said that it turned out to be a pretty good call.

The 2007 Yamaha R1 was its last ‘road’-biased litre bike before it went all MotoGP and extreme with its crossplane crank engine R1s. It makes a very strong case for being one of the best litre bikes from a time when stuff like ABS wasn’t compulsory, catalytic convertors were tiny, and 200bhp wasn’t even a pipedream. Because it was one of the last litre bikes before electronic rider aids and concessions to the environment hit design hard, the R1 remains one of the purest and best litre bikes to date.

BARGAIN BULLETS 17

Then there is the 2010 BMW S 1000 RR, a bike that, in a stroke, made everything else before it utterly irrelevant if lap times or bragging rights were your priority. ;Game changer; is a cliché used too often as a lazy way of describing a bike that made an impact in some way.

However, in the case of the S 1000 RR, by virtue of the fact it was the first to have rider modes, traction control, electronic suspension and a power output that has taken some of the biggest motorcycle manufacturers a decade to equal, it really did change the game forever – and now the first generation S1000RR is a second-hand bargain.

These three bikes are from different eras and they have different price points, so this isn’t a comparison test.

It’s a celebration of just how diverse the choice is today, and how capable the bikes of yesterday are at still blowing

our minds.

18 BARGAIN BULLETS TECH SPEC 2005 Triumph 955i Daytona

ENGINE Type: 955cc, liquid-cooled, three-cylinder, DOHC, 12-valve Bore x stroke: 79mm x 65mm Compression: 12:1 Fuelling: EFI Claimed Power: 147bhp @ 10,700rpm Claimed Torque: 100Nm @ 8200rpm ELECTRONICS Riding Modes: No Traction Control: No Slide Control: No ABS: No Quickshifter/Autoblipper: No Wheelie Control: No Launch Control: No Pit Limiter: No Cruise Control: No CHASSIS Frame: Tubular aluminium alloy F Suspension: 45mm forks. Adjustable preload, compression & rebound damping R suspension: Monoshock. Adjustable pre-load, compression & rebound damping Front brakes: Four-piston callipers, 320mm discs Rear brake: Single-piston calliper, 220mm disc DIMENSIONS Wheelbase: 1426mm Seat Height: 815mm Dry Weight (Claimed): 188kg Fuel Capacity: 21 litres

TRIUMPH DAYTONA 955i (2005) – £3000

When the three-cylinder engine is ticking over, it makes the unmistakable sound of every Triumph past and present: a low tone that sounds like it’s ticking over too fast, with a very faint, high-pitched whirring in the background. Blip the throttle and it responds by spinning up quickly without any load.

On the road and under load going through the gears, it’s more of the same. It pulls cleanly and without any fuss from right down low in the revs through to about 10,000rpm, at which point it’s really given me its best.

In the absence of a rush of another 40bhp over the next 3000 or 4000rpm, I just throw another gear at it and keep it in the area where it pulls the hardest (somewhere around 8000rpm) and all is well... just like every Triumph engine up to the present day.

It’s worth remembering just where the 955i sits in the story of Triumph’s revival. As we know it today, Triumph started selling bikes again in 1990 and the T595, as it was originally known, was its very first attempt at a true sportsbike. There were other Daytonas before it, but they were part of the initial line-up of bikes that were mostly modular and used the same engine and heavy steel frames.

The T595 rocked up seven years after Triumph was reborn, and it was the first bike it made to get an alloy frame that was also its first perimeter frame.

There was also a single-sided swing arm to complete the look – to try and tempt sportsbike customers away from the likes of Honda’s Fireblade and Ducati 916.

It was a bold and brave move by Triumph to have a go at breaking into the fortress that is the sportsbike sector, especially so soon after its comeback. Ultimately you could say it failed, but the 675 that followed was undoubtedly conceived using a lot of the lessons learned – not only technical, but also commercial. Why try to break into an impossible sector when you can just create a new one?

Everything that had gone before was driven by a need to get the most value out of an engine and chassis platform, but essentially using the same ones in different sectors. The T595/955i/ Daytona is much more than just a great motorbike for all occasions; it’s got a great back story and without a doubt played a very significant role in the journey Triumph has been on to date.

True to form, Triumph released the T509 Speed Triple at the same time as the Daytona. It shared the vast majority of its components with it, but the big difference was that the Speed Triple was being launched into a sector that Triumph already existed in and so had a much greater chance of survival – which it did, and then some. The Speed Triple’s success is probably a big reason why, despite

never really being an alternative to the then current crop of sportsbikes, the Daytona still managed to last eight years in the Triumph line-up; it was carried by the Speed Triple.

BARGAIN BULLETS 19 Timmy’s take I’m not going to lie, there wasn’t too much to get excited about with this bike. It had a very relaxed riding position with huge handlebars and low foot pegs, which was nice in a straight line but shocking for cornering. The only real thing that put a smile on my face with this old weapon was the lovely three-cylinder whine. There’s just something about that legendary Triumph triple soundtrack which makes me unable to resist the temptation to give it a big handful out of the corners and a big old blip on the backshifts. I’m pleased to report that it was just as torquey as it sounds, and I was impressed with how it accelerated with ease.

The 955i was never quite as sharp as the sportsbikes of the day, or quite as powerful or desirable, and – surprise, surprise – today it still isn’t. But here’s the thing... it didn’t matter then, and it still doesn’t matter now. It’s a good-looking bike with a mega engine and really good handling. Now, with the benefit of the passage of time, there’s an appreciation for the role it played in bridging the gap between Triumph’s original underpowered and overweight bikes of the early 1990s to its weapons of today. Even though there’s plenty to like about it, this reason alone is enough for a massive thumbs-up from me for the Daytona.

The first thing I had to do when I was riding was to put out of my mind any references to the other bikes on sale at the same time as this one in 2005. By then it was hopelessly outdated, but then it had been in production since 1997 with basically zero updates. It’s easier to think of it as a 1997 bike – or even easier to ignore all that and just ride it, enjoying it for what it is. After all, as I keep saying to Bruce and Tim, age is just a number.

The other thing that I really had to put out of my mind was the high-rise handlebars that the particular bike we borrowed had been fitted with by a previous owner. The least said about them the better, other than I hope whoever it was really needed them because in order for the brake and clutch levers not to foul the top fairing, they were set so low that they were virtually out of reach and rarely where my fingers were looking for them initially. It was a horrible set up and not at all a reflection on the Triumph or Fasttrack Motorcycles, but a reminder that used bikes have, by definition, already lived a life and therefore may well have had ‘interesting’ modifications.

High-rise handlebars aside (they’re very easy to replace), the Triumph is an absolute peach. The 955cc three-

OUT NOW

cylinder engine is good for about 120bhp, the chassis is a perfectly decent alloy frame, single side swing arm with relatively lazy geometry and a not too porky 215(ish)kg... all the basic ingredients for a bike that’s a doddle to ride, fast or slow, and doesn’t ask too many questions from me.

It’s happy to dawdle along, rolling through corners without too much effort, just letting the engine’s lowdown power do all the work. It’s playful enough to have its gear lever abused if corners are to be dealt with in a more spirited way. It’s also got sensibly sized wheels that can be fitted with the latest modern rubber, so taking a Daytona on track is definitely an option and something it would be good at.

The brakes are okay and the suspension, while dated, is like the rest of the bike – perfectly adequate.

Riding the Daytona for a day on roads near where I live was great, highlighting its main strengths,

which is that it doesn’t really have any weaknesses. It’s only if you fall into the trap of comparing it to other bikes of the time that it’s easy to pick fault with. A Suzuki GSX-R1000 K5 of the same vintage has at least 50bhp more and is a good 20kg lighter, but someone looking at a K5 isn’t looking at a Daytona anyway and they would also have to spend about another £1500, so it’s a moot point.

Triumph killed off the Daytona in 2006, so the one we had for the day would have been one of the very last off the production line. There is a telltale sign for the anoraks that supports this, as Triumph painted the frames on all 955s in silver except for the very last ones – they were painted black, as ours was.

The 675 was just around the corner and carried the name on for another 10 years. It made just as much power as the 955i but weighed about 40kg less, which, for me at least, makes me wonder what a 955i with similar

treatment might have been like. All the same, we got the 675 and that went on to achieve iconic status as a middleweight bike in a way the 955i ultimately failed to do so as a litre bike. But here we are today, and the 955i is an absolute bargain – and thanks to the passage of time and premium price tags of its more popular rivals, the 955i is a bike that really makes a lot of sense if you’re after a quick, versatile sportsbike for not much money.

If you like your bikes fast and your kneesliders mullered, you’ll probably want to get your hands on a copy of Fast Bikes.

Each month we go farther, faster and fuller with our in-depth, honest and insightful new and used bike tests. As well as regular trackday advice, tested kit and all the latest goss from the world of two wheels, you can also expect to find monthly buyers’ guides, new product overviews and money-can’tbuy interviews from some of the greatest names in motorcycle racing. Whether you’re a naked bike lover, a pure-sports addict or someone that simply wants to discover great rides at home or away, we’ve got you covered… fast! So head to your local news outlet today, or www.fastbikesmag.com to check out what offers we’ve got in store for you.

Bruce’s bluff...

My mate’s dad owned one of these, back when I was 16. I used to lust over the thing and wonder what life would be like behind the bars of his triple-cylinder sportsbike.

It’s a question I’ve only just had answered – and I almost wish I hadn’t. Don’t get me wrong, there’s something iconic about the big Daytona that is unique in so many ways and from an aesthetic point of view, it still possess an allure that’s unfathomable. I don’t know what it is about it, but I like it, and the charm of its induction whine got me excited as the motor was fired into life... but I couldn’t say the same about the exhaust note. I’m not normally that bothered about fitting aftermarket cans for the sake of it, but if ever there was a bike that needed one, this was it. It would’ve made the bike look so much better, sound a whole lot nicer and save countless kilos from its hefty make-up.

They don’t make whoppers like that anymore and it’s a good job, too. I’d just about got over the heartache of the exhaust note when the bike’s bars hit me in the face… well, almost.

I’ve known scaffold erected lower than the bike’s levers, towering down over the top yoke and making for the most awkward riding experience I’ve ever known. I could just about operate the heavy clutch lever, and at a stretch the brakes were also useable,

but the squeeze-to-stop ratio on offer was pathetic. My first few miles were dominated with thoughts of its braking inadequacy and the frustration of the modded handlebars that enforced an utterly upright riding position, akin to a naked.

In fact, a Speed Triple felt sportier than this thing, and I had to take a chunk of time to get used to it, especially in a corner. It felt awkward, top-heavy and anything but eager to fire into bends. The mad thing was, when it was on its ear it actually felt quite planted, and after a few scrapes of the knee, I started to gain confidence in it. I wouldn’t go as far as to say I liked it, but it did the job. I can’t say the same about the bike’s fuelling – horrendous below 6000rpm, being about as predictable as a fart in the wind. Sometimes it would surge forward, and at others it just wouldn’t get going until I’d crested that magic figure. The power after that was pretty average; the Daytona wasn’t slow, but it wasn’t exactly ripping my arms out of their sockets. In truth, I was disappointed, and while I dare say a Power Commander and a bit of set up on a dyno would definitely help the job, it would take a lot more than that to make this bike potent.

I’d hoped the Triumph would float my boat, but the riding experience did anything but. It simply wasn’t the bike I wanted it to be.

20 BARGAIN BULLETS TECH SPEC 2007 Yamaha YZF-R1

ENGINE Type: 998cc, liquid-cooled, four-cylinder, DOHC, 16-valve Bore x stroke: 77mm x 53.6mm Compression: 12.7:1 Fuelling: EFI Claimed Power: 155bhp @ 12,200rpm Claimed Torque: 102Nm @ 9400rpm ELECTRONICS Riding Modes: No Traction Control: No Slide Control: No ABS: No Quickshifter/Autoblipper: No Wheelie Control: No Launch Control: No Pit Limiter: No Cruise Control: No CHASSIS Frame: Aluminium twin spar Deltabox V F Suspension: 43mm forks. Adjustable preload, compression & rebound damping R suspension: Monoshock. Adjustable pre-load, high & low speed compression & rebound damping Front brakes: Six-piston callipers, 320mm discs Rear brake: Two-piston calliper, 220mm disc DIMENSIONS Wheelbase: 1415mm Seat Height: 835mm Dry Weight (Claimed): 177kg Fuel Capacity: 18 litres

YAMAHA R1 (2007) – £5000

For a couple of grand more than the Triumph, the 2007 Yamaha R1 becomes an option. The last R1 before Yamaha switched to the cross-plane crank layout was anything but a stopgap bike with a few tweaks to keep dealers happy for a couple more years before the main event in 2009.

Headlines are that it was the first R1 to not have a 20-valve engine. After nine years of championing the fivevalve head design as the optimum for the R1 (more than 20 as an optimum solution in general), just like that, Yamaha decided, in fact, a four-valve design was the way to go. It might not sound much but from a corporate pride point of view, it was a massive change of direction and typical of Yamaha, and credit where credit’s due for a track record of not being afraid of having a change of mind. It was also the first R1 to get a ride-by-wire throttle, variable length inlets and six-piston brake calipers.

It is possible that Yamaha was trying out some technology on the 07 R1 with a view to later applying it to the cross-plane bike, specifically the ride-by-wire set up, but in many ways

it doesn’t really matter. The result is my personal favourite R1 of them all in terms of how it rides and looks, and it represents a watershed moment in the story of the iconic R1 family.

Fun fact about the 2007 R1 – it gets the Deltabox V chassis that was originally introduced on the 2004 R1 at the same time as the twin underseat exhausts were. The chassis was denoted V not because it was the fifth incarnation of the Deltabox concept (it was actually the fourth), but to represent ‘victory’ – there was, in fact, no such thing as a Deltabox IV. The combination of the underslug swingarm and underseat exhausts make for one of the neatest rear ends of any bike, let alone other litre bikes of the time.

The rest were fugly as hell in comparison to the R1’s lines and proportions... pointy and curvy in all the right places with enough of the engine on show and just enough bodywork to give the bike clean lines, a distinct identity and enough space for some red paint (that along with the red seat is more than a nod to the R1’s heritage and origins). Classy.

The 07 R1 gets better when riding it. There are lots of things about it that make me happy, not least the riding position. It’s so good that it actually makes me annoyed at the current crop of litre bikes that, with only a couple of exceptions, are akin to torture devices to ride. Even the likes of the BMW S 1000 RR and Suzuki GSX-R1000, which got a big thumbs-up from me in the Fast Bikes Ultimate Sportsbike test for being spacious and therefore easier to ride fast, can’t hold a candle to the 07 R1.

Once upon a time in my previous life, I took part in a challenge (race) from Dunkirk to Mont Blanc, my then longterm test bike (an 07 R1) my chosen weapon to compete against some actual adventure/touring bikes. It is a

BARGAIN BULLETS 21

Timmy’s take Out of the three bikes on test, I felt that the old R1 was the only machine which was actually fuelled properly and didn’t suffer with flat spots or a lagging bottom end. The throttle connection was sweet, which made for predictable riding on the road, especially in the corners.

When you wanted to wring its neck, the acceleration was absolutely faultless and, quite frankly, it felt more than fast enough for the road, especially on its ancient tyres and with its unnerving spongy front brake – nothing that couldn’t be dealt with easily, though. distance of nearly 600 miles that me and the R1 smashed out in six-anda-half hours, to ‘win’ by over an hour.

It was a doddle, and if the hotel we were booked in wasn’t so nice, I could have easily turned around and ridden home – yet this is a bike that missed out on the World Superbike title by just two points in 2007.

So, for ‘all-day comfort’ don’t read ‘boring’ or ‘not very sporty’; the 2007 R1 was, and still is, an absolute weapons-grade litre bike.

By modern standards, and even in comparison to other litre bikes of the era, the R1’s power delivery is relatively peaky. The engine does need to be spinning a couple of thousand revs higher up the counter to get to its sweet spot but that’s no hardship.

For me, it highlighted the way a lot of bikes now make so much power so low down that it’s little wonder things like non-linear throttle ratios, traction control and anti-wheelie have had to be developed to rein them in on the first tap of the throttle.

Is it not better to just have a less overwhelming amount of power in the lower part of the rev range that doesn’t need managing? I get that with the passage of time and onslaught of progress that more power everywhere is inevitable, and that some will scoff at the current litre bikes for being over the top and pointless. Personally, I disagree.

The current R1 is the very best sportsbike that Yamaha’s designers and engineers can build for the road while complying with safety and environmental legislation, and also be good enough for them to win races, just as it was in 2007.

Both bikes are ballistic on the road and both bikes are equally engaging but for different reasons – neither bike is irrelevant.

Where the current R1 overwhelms with ease and leaves me in awe, the 07

Bruce’s bluff

asks questions and needs more effort from me, and I love that just as much.

On the road, the whole experience of riding the 07 bike is as fulfilling as it is enjoyable. It is true that I have a soft spot for an 07 R1, so I was a bit fearful of riding one for this test, but only because it’s been a fair few years since I’ve ridden one, and there’ve been an awful lot of brilliant bikes since then.

I was afraid that my memories of it were, in fact, just rose-tinted because, through circumstance more than anything, I happened to have had a lot of great experiences on one at the time. I need not have worried.

The 07 R1 is just as I remember it: really lightweight, easy to flick into and out of the corners, stable, and really, really fast.

The brakes are okay, and the suspension on the bike we borrowed has aged well. Its settings were fine for the road, and the quality of damping at each end of the bike was great.

The whole bike still feels fresh and modern, and while it may be one of the last of a generation before electronics arrived, it is still a big breakthrough bike for Yamaha.

It’s got a significant amount of new technology and innovation on board,

and 155bhp that’s delivered playfully as opposed to irritatingly peaky, in a chassis with quite racy geometry that all weighs less than 190kg fully fuelled; the same as the final (and discontinued) Euro4 version of the R6.

A massive part of the R1’s charm is how it doesn’t feel like it’s punching me in the face every single time I touch the throttle, regardless of what gear I am in or what revs I am doing. It feels much more like a meeting of equals for most of the time and therefore easy to dive into its brilliant chassis.

When I say equal, that is, of course, up to the last one-third of the rev range when, despite being yesterday’s bike by modern standards, the R1 has the exact same ability to make me feel just as small and pathetic as it did all those years ago. Best trip down memory lane ever.

The world was a lot simpler 12 years ago, and so too were Yamaha engines. It’s mad to think this was the last conventional inline four R1 produced (2007-2008), and as big a fan as I am of the cross-plane generation, I wonder what could have been for Yamaha if it’d pursued a more conventional route for its flagship sportsbike? It was a thought that crossed my mind as I slipped the clutch of this 07 model and unleashed the plentiful drive of the motor that became exponentially more exciting with added revs. It felt lively enough, the fuelling was faultless, and if only the bike had facilitated a shifter, I’d have been a pretty happy chappy.

That lack of such basic tech was a metaphor for the bike’s vintage, hitting the scene at a time when mobile phones were for making calls and traction control was the preserve of MotoGP riders. A lot changed in just over a decade, as this bike reminded me with every glance. There was no colour dash, no multitude of rider modes to switch between, and not so much as a hint of ABS to get frustrated about.

It was, for want of a better word, basic. But basic isn’t always a bad thing, as the Yammy reminded me from

the outset of our joyride and I became reacquainted with a model I’d last ridden and raced in the National Superstock 1000 championship in 2009.

I’d learned a long time ago the potential of this machine, which I was now being reminded of as I calved my way through corners, slowly but surely banishing the OE fitment tyres’ slick and gripless chicken strips. I felt at home on the spacious, long and predictable Yamaha that felt sure-footed at lean. Admittedly, it wasn’t the sharpest handling of bikes on the market, but God only knows what kind of abuse, adjustment or lack of servicing its suspension had been subjected to over time.

I figured the same about the brakes – spongy at the lever and lacklustre at the disc end of things, and stopping the bike eventually, but in no real hurry.

New pads and a bleed of the system would transform the bite of the Brembo master cylinder and its novel six-pot callipers.

Another thing that would’ve made this bike so much better was jettisoning its Datatool alarm, which made the starting process beyond frustrating.

Niggles aside, it was a nice bike to ride and proved plentifully powerful for the typical roadgoing shenanigans we were indulging in. Would I buy one?

Most certainly.

22 BARGAIN BULLETS TECH SPEC 2010 BMW S1000RR

ENGINE Type: 999cc, liquid-cooled, four-cylinder, DOHC, 16-valve Bore x stroke: 80mm x 49.7mm Compression: 13.3:1 Fuelling: EFI Claimed Power: 193bhp @ 13,000rpm Claimed Torque: 112Nm @ 9750rpm ELECTRONICS Riding Modes: Yes Traction Control: Yes Slide Control: No ABS: Yes Quickshifter/Autoblipper: Yes Wheelie Control: Yes Launch Control: Yes Pit Limiter: No Cruise Control: Yes CHASSIS Frame: Aluminium twin spar F Suspension: 43mm forks. Adjustable preload, compression & rebound damping R suspension: Monoshock. Adjustable pre-load, high & low speed compression & rebound damping Front brakes: Four-piston callipers, 320mm discs Rear brake: Single-piston calliper, 220mm disc DIMENSIONS Wheelbase: 1422mm Seat Height: 820mm Dry Weight (Claimed): 183kg Fuel Capacity: 17.5 litres

BMW S 1000 RR (2010) – £7000

If the R1 was one of the last of a generation, the BMW S 1000 RR is THE bike that reset the whole sector and forced us to think again about what a modern motorbike is. Where the R1 needs an explanation to accompany it as to why it’s so good, the BMW only needs this phrase: ‘There are bikes before the S 1000 RR, and there are bikes after the S 1000 RR – that’s all you need to know.’

I’ll always consider myself one of the very lucky ones to have been riding and writing about bikes before, during and after the phenomenon that was the 2010 BMW S 1000 RR. I had a front row seat for the changing of the guard and there was so much to take in about this bike that was presented to the world, starting with the fact that it was a BMW. BMW just didn’t do exciting – or even fast. It did plodding round the world with Obi-Wan Kenobi and his mate, and anything with even a slight inkling to a sporty nature just wasn’t its bag, let alone something so outrageously extreme that it not only redefined the whole sector, but also the whole BMW brand in one single moment.

Usually something that takes years and millions for marketing departments to do, BMW’s engineers did with just one bike that they based on a Suzuki GSX-R1000 K5.

I find it hard to believe that today if you can find one, a first generation S 1000 RR can be had for well under

£10,000. For such an iconic (as well as capable) bike that’s surely a future classic, this must make it one of the best second-hand purchases money can buy.

Just like the R1, it’s been a while since I rode a Gen1 S 1000 RR, but unlike the R1, when I rode the BMW, it felt like it hasn’t aged as well. I guess that’s the problem with the first of a new breed of bike that has electronics at its heart. As we know with everyday things like phones or laptops, they become outdated and obsolete really fast. Comparing an 07 R1 to a modern one is basically impossible because they’re from different eras, so we can make allowances and concessions.

However, the BMW feels crude and a lot less refined than the current S 1000 RR, and I consider them to be fundamentally of the same generation. That’s not to say it isn’t any good – far from it. All the same things apply today as they did then; it simply obliterates everything that went before it in every measurable way in terms of performance and spec, and it does the same to virtually everything that came along since... until BMW upgraded the S 1000 RR in 2012 to the Gen2, which carried on the dominance until – guess what?

– BMW upgraded it again in 2015 to the Gen3. Each upgrade mostly focused on the electronics, smoothing out the throttle maps and refining the rider aids, along with the usual tweaks to the engine and chassis, so

that now, going back to the Gen1 bike, the throttle feels heavy and long, the anti-wheelie is abrupt and more of a hindrance than a help, and the power delivery is savage.

Everything about the S 1000 RR has way more urgency and directness about it than the R1 on this test, and while I did say this isn’t a comparison due to the ranging price points, it was impossible to not make them during the day.

Of course, it is understood that the BMW has the beating of the Yamaha on any comparison you would like to choose: it’s way faster, stops better and turns better, it’s got rider modes, ABS, a quickshifter and blipper, and its chassis is a lot more focused.

I’m only referring it back to the Yamaha because of the difference in the level of refinement between a bike that is at the end of its development cycle (the R1) and one that’s at the start (the S 1000 RR). It’s night and day, and highlights just how, over the past decade, the sum of all the tweaks and upgrades to the electronics, algorithms and maps that BMW has introduced to the S 1000 RR now make the Gen1 version feel unrefined and very raw.

Again, not a criticism, just an observation on how a bike develops and changes from its first version, and how, these days, a lot of that is through software.

The bike we had on test uniquely didn’t have the electronic suspension

fitted to it, which must make it a rare find. I’ve never come across one that didn’t have the optional extra DDC semi-active suspension option added, so riding an S 1000 RR with normal suspension was a first. If I’m honest, apart from the forks being set so soft that even mild braking forces caused them to dive quite dramatically and understeer quite a bit on faster corners, I didn’t really have any complaints – except that, of course, if it did have the electronic suspension fitted, it wouldn’t have done either of those things, regardless of what a previous owner had done.

I’ll never forget the first time I rode an S 1000 RR. I had to pick it up from the office late at night and ride it home for an early start the next day to go to Wales. The photoshoot had already begun there the day before due to the late arrival/newness of my S 1000 RR press bike. I just plodded home in the dark and the next morning decided to ride crosscountry to pick up the motorway to Wales, which, by pure chance, took me on the same roads I spent the day on with Bruce and Tim for this test nearly 12 years later.

Timmy’s take Normally I’m not looking for comfort, but it’s really important on a road bike when you’re clocking a lot of miles.

The first thing that hit me when I jumped on the BMW S 1000 RR was how big and roomy it felt. The seat, for one, was soft and comfortable, but most importantly, the handlebar and foot peg positionings were spot on.

The bars were nice and wide for maximum leverage, which also gives your wrists an easy time, and the foot pegs were low enough to give you the space while maintaining that sportsbike feel. I couldn’t ignore the quickshifter either; this machine was one of the first sportsbikes to have this part fitted as standard, and BMW got it right on the first attempt.

BARGAIN BULLETS 23

Rounding off

Then, just as it does today, the BMW quite simply blew my mind with how puny it made me feel and consequently how that made me feel like I needed to spend more time with it to try and master it. And here I am today on the same bike (well, not the exact same bike) on the same road, with the exact same feelings of total inadequacy, yet still feeling drawn to it. I’m completely in awe of the bike and for the life of me I can’t think why its previous owner would ever want to let go of it. It is simply magnificent.

It’s impossible to overstate just how big an impact the S 1000 RR made to the motorcycling landscape. Since this first one there have been others and, as I’ve realised by riding this Gen1 version again for the first time in a long time, the other S 1000 RRs that followed are much better.

But no matter how much better the

subsequent versions are, they will never be the bike that rewrote the rulebook. The first bike to have the best part of 200bhp and electronically controlled semi-active suspension, rider modes, ABS, a quickshifter, a blipper, cruise control, launch control and even heated grips as standard.

Not only did it have traction control, but it was also adjustable. Any one of those features would have been a first on a production sportsbike and would have made our jaws hit the floor, but BMW gave them all to us at once, rocking up to the sportsbike party uninvited and making everyone else look, frankly, a bit stupid.

Now, thanks to the unstoppable onslaught of time and never-ending cycle of development, the bike that started the revolution has become yesterday’s bike and as such, can be picked up for daft money.

Bruce’s bluff...

Having ridden the Triumph and Yamaha before the BMW, I’d inadvertently saved the best ’til last. Here was a bike that looked and felt completely alien to its adversaries, being of a completely different disposition in every way conceivable. Its sharp lines and aggressive styling made it stand out for all the right reasons, and it was nice to see the ‘loaded’ switchgears, with features such as rider modes and traction control. To sit on, it felt big and menacing, with wide bars, accommodating pegs and a huge screen nestling a simple but effective dash. While I wasn’t a fan of its aftermarket Lextech exhaust can, the Beemer did sound the part when it burst into life and kicked out a deep and authoritative note… that was after it’d been bump-started.

Used bikes and duff batteries go hand in hand, and here was another victim of a long, lonely, lifeless winter. All was forgiven the moment the riding experience

commenced and I was reminded of why this bike blew the market’s brains when it first arrived on the scene 11 years ago. It felt every bit your modern sportsbike, with good power from low down and a delivery that got more and more electrifying with added revs. The stock fitment quickshifter was a nice touch too, and having spent the day riding on bikes without brakes, I had to reaclimatise to the realities of a machine that actually stopped on demand. For me, the BMW’s anchors felt unbelievably good, with great purchase and feel, and no issue with its ABS to note.

There were four rider modes on tap, spanning from ‘Rain’ to ‘Slick’, with the latter pairing nicely with the ex-BSB scrubbed Pirellis that were fitted. Being just three years old, they were the least aged tyres on our trio of test bikes and I planned to exploit them when we got to our first set of bends. The BMW’s set up had other ideas. Some people shouldn’t be allowed near suspension, and that’s a

notion I’d pin firmly on the last person who ‘set up’ this bike.

The general feel was supple, low at the rear and lacking the inclination to turn into corners unless you really muscled it. I know from first-hand experience that’s not how these bikes should feel, so it was frustrating to have the riding experience hampered in this way. Another annoying thing was being unable to turn it off, for fear of having to bump -start it again… which was easier said than done. Consequently, it was always running hot unless you kept it moving. Again, it was a niggle, like the handling, that would be easy to rectify with a little bit of time and money invested, so I can’t really be too harsh on the bike. Overall, I had an absolute blast on the Beemer that felt every bit as fast and sophisticated as I hoped it would.

Yes, time has moved on and the Gen4s we’re now blitzing around on are on yet another level, but I’d be more than happy if I were to open the garage doors and see this beast staring back at me.

There aren’t any winners or losers in this test because they’re all at different price points, so there’s no comparisons to be made between the three bikes we rode. It is true that I’d be happy to pay the asking price for any of them, which points to the big winners here being you and me.

There has been a golden era of development and engineering advances in motorcycle design during the past 10 to 15 years, which has meant that the used bike market has never had so much variety – and at sensible price points.

There wasn’t a bike here that any of us disliked. The marks against them were to do with the choices previous owners made, and nothing to do with the bikes’ abilities or the dealers’ standards of preparation. This is normal when buying a used bike; you’re also buying someone else’s previous ownership of it.

All three could do with some time setting the suspension and a good service just for peace of mind – and the Triumph’s handlebars need throwing into a skip.

While the current crop of new sportsbikes are on a level of performance and tech that we couldn’t possibly imagine just a few years ago, there is no getting away from the fact that we had a brilliant day out on these three bikes, so really, what’s not to like? There were other options for the price points, but what made us chose the Triumph, Yamaha

and BMW was a mixture of, in some cases, curiosity at having never ridden one or, in my case, having done so and really wanting to again to see if they’re as good as I remember.

In all cases there were zero complaints.

Personally, if I had to pick one to take home, I’d really struggle. Each bike makes a strong case for the money I don’t have. The Triumph is genuinely brilliant to ride, has a great back story and is as cheap as chips. The R1 is pure class and while all its interesting tech points are really for the hardcore anoraks, it is beautiful and a joy to ride. The BMW is one of those bikes that only comes along once every 25 years or so and changes the rules. As well as being mind-bendingly fast, it’s also an icon and undoubtedly a future classic.

So that’s settled. I’d get the BMW... but hang on, if I negotiated well enough, I could probably get the R1 AND the Triumph for the same money, or I could get the Triumph and a lot of fuel and tyres, and see the world for the same price as the BMW. Or I could get the R1 and throw some trick suspension and brakes at it... and what an utter weapon that would be for the same price as the BMW. I’m just glad I don’t have any money, otherwise it would be torture.

If you do have the money and are in the market for a used sportsbike, you are one seriously lucky so-and-so.

A massive thanks...

We were just as blown away by Fasttrack Motorcycles’ generosity for letting us play with the bikes as we were by the variety of great machines in stock. If you’re in the market for a used bike, swing by Fasttrack’s showroom in Melton Mowbray or check out the website to see the huge range of bikes for sale at www. fasttrackmotorcycles.co.uk

24

KNOWLEDGE 25

THE ORIGIN

Cost-effective Classics For anyone wanting to get on board a classic two-wheeler there is a myriad of options out there. Over the ensuing months we’ll be looking at a potential cost-effective classic discussing options and choices, pros and cons, costs and the like.

WORDS: Steve Cooper PHOTOGRAPHY: Mortons Archive

S

26 KNOWLEDGE

O

kay, so we’ll make three assumptions as we move ahead into the apparently murky world of old bikes… sorry, classics. Firstly we’ll make a large but sensible leap of faith that you’re after a running example and not something that purports to be a complete machine but is currently in pieces – this is unquestionably a wise move.

The second is more a self-set line in the sand than a conjecture – we’ll limit our selection process to bikes that are notionally around the £5000 mark. This may seem like a fair amount of dosh to be throwing at what many might see as a potential

ancient nail but the world of classics doesn’t run parallel to that of modern machines; the days of the cheap old bike are long gone.

When you see the so-called clever money investing serious five-figure sums into early bevel drive Ducati twins, sand cast Honda 750/4s and the last of the sports two-strokes under the various headings of pension plans, investment machine, appreciating assets, etc., you realise things have moved on massively since you last looked at buying a ‘cheap old bike’! Finally age – the term classic is a bit nebulous but we’ll work on the premise used by many specialist insurers and say our potential buy

will be a minimum of 15 years old.

With that little lot firmly established it might be sensible to have a quick look at the pros and cons of where your potential classic was built and what that means in terms of spares supply should you need the occasional service item or part.

Although we’re hypothetically buying a runner, there’s always the chance something may need replacing or tweaking until your classic is running how you like it.

Old British bikes are of their time and generally packed full of character. Their designs are generally from the 1950s or 1960s and therefore feel genuinely ‘old’. Forget retro because this is the real thing – a genuinely immersive experience.

If you are wary of picking up a spanner then please walk away now because you are going to be cruelly disappointed.

However, if you are handy with the tools or are willing to learn, there’s a huge appeal to owning an old British bike and it doesn’t have to be expensive either.

BSA’s four-stroke singles are always cost-effective; either in 250 of 350 guise you’re looking at sub £2000 for a runner that’s road legal. If you fancy a two-stroke then the same firm’s Bantams start from less than £1500, which has to be a bargain way into classic motorcycling.

You could get one of the A7 500 twins for the top of our budget

and as we go to press an original BSA A65 650 went for less than £3000 at auction!

Triumphs do command a premium for some reason, yet they are no better or worse than any of their peers. Our £5000 won’t go very far here but a 200cc Tiger Cub would be well within reach. Any Triumph twin seems to come with a certain cachet and you can be part of that scene with a 350 twin for under £4000 which is certainly a cheap way into classic Triumph ownership.

Shopping wisely and spending all of our wedge will see a 500 twin sitting on the drive and many reckon the half-litre twin is the pick of the litter.

Aside from the two top names there’s Royal Enfield, AJS, Matchless and a whole lot more out there on the classic British scene, and despite the fact that the last of them was made in the 1970s you can still get pretty much anything you need for them.

British Okay here we go – there’s little fundamentally wrong with pre1980s British bikes other than their archaic designs, penny-pinching electrics, quirky engineering and 27 previous owners. Something of a generalisation and actually unfair, but that’s how many see our own homespun machines prior to the rebirth of the Triumph brand at Hinckley. Buying into the classic British scene will take you to a whole new world of biking and totally and utterly confuse you. Most examples have their gear levers and rear brakes on the opposite sides to anything else you have ever ridden; there will be no electric starts and many won’t have indicators. You will be running a machine that is inherently noisier, many will physically vibrate or shake and, yes, it will probably leak oil. Did all that put you off? No? Well good on you because it’s going to get really interesting and in a good way.

KNOWLEDGE 27 European If you’re after something well designed and pretty much guaranteed to get you there and back you’d struggle to find something better than a BMW. German design and thought processes mean anything with the blue and white roundel badge will be reliable. Spares back-up is generally better than good; the bikes have always sold strongly meaning used parts are relatively common; and there’s a good number of specialists out there offering quality spares. You also have a good number of models to choose from and at half-decent prices.

A GS650 single with sub 30,000 miles on the clocks would only relieve you of £1600; a big tourer such as an R1150 is less than £2500; an iconic R80 flat twin comes in at £3500; and a truly classic R100 mono-lever still gets in under our £5k budget. If you were after maximum classic fun with minimum hassle, a Beemer would be a good place to start.

If you’re a Ducati fan then sorry, but we’ll have to disappoint you here because the chances of finding a running classic Duke for £5000 are zero, but there are other Italian options. Moto Guzzis are cracking pieces of kit but prices are generally strong. That said, some of the factory cruiser/custom models will fall into our budget along with the large tourers. If you fancy going really old-school then the sub 250 singles will make you smile and make a surprisingly small dent on your budget.

The Benelli marque has recently been relaunched under Chinese ownership, yet the older models are genuine Latin in design. There’re smaller 250 strokers to be had along with a range of fours and a better than just okay spares back-up if you know the right people/ in the right club.

Anything V twin from Moto Morini is likely to put a huge smile on your dial. From 250 through to

Japanese Inevitably this is where most would-be classic owners will look to first and with good reason.

Japan’s motorcycle industry majored on reliability before anything else and the country’s domination of the market remains to this day. As a novice to the world of Japanese classics you’d be well advised to stay with the big four - Honda, Kawasaki, Suzuki and Yamaha, and leave the likes of Bridgestone, Hodaka, Meguro and Marusho to others.

Perhaps the greatest advantage for a classic owner is that there’s a Japanese machine to suit pretty much every single potential application. Off-road and trail biking are well catered for; there’s a raft of generalpurpose tackle; sports bikes abound; cruisers are almost two a penny; classic commuters still capable of fulfilling their role; etc. Made in huge numbers, the Japanese classic has a lot going for it in terms of both OEM and aftermarket support when it comes to keeping them running.

Our notional five big ones will

500 there’re a lot of machines to choose from and their portfolio even includes off-road adventure machines. You won’t be getting the earliest V twins for the money in our virtual wallet, but what you will get is a pure unadulterated slice of Italian style and class.

buy a huge range of classic Japanese iron all of which are pretty much guaranteed to engage you and provide many thousands of trouble-free miles should you so wish. If you wanted to begin involvement with the classic motorcycle scene there really isn’t a better place to start!

American Apologies but you won’t be getting anything from the US of A for our £5k. The only Harleys that will get under the bar are the Italian-produced two-stroke singles and they are something of an acquired taste. They’re great when they’re running but really aren’t on the ‘recommended reading list’ for a novice in the classic world – sorry!

FZR400RR SP

FROM THE ARCHIV E

Yamaha’s FZR400RR SP was the crème de la crème of its 400 range.

Made in limited numbers for a brief period, they mostly lived short, frantic, but happy lives on the other side of the world.

30 LAUNCH RIDE – SUZUKI GSX-S1000GT

MAKEOVER The new GSX-S1000GT takes a sporty swing at the Grand Touring market Words: Mikko Nieminen Photography: Jason Critchell

LAUNCH RIDE – SUZUKI GSX-S1000GT 31

32 LAUNCH RIDE – SUZUKI GSX-S1000GT

It’s not long since it seemed that sports tourers were on their way out.

Adventure bikes were outselling and outperforming them in the touring game, while nakeds, retros and a handful of good-old sportsbikes had the sporty side of things covered, thank you very much. It didn’t seem like there was much room for bikes that wanted to take you far, and do it fast.

More recently it feels like the wind has changed. Honda is just about to fit its Africa Twin engine into a more sport touring-oriented package; BMW has added a 900cc version to its XR offering; Triumph is bringing out a Tiger 660 Sport; Kawasaki and Yamaha already have bikes in this category; what Ducati’s idea of an adventure bike is, looks pretty sporty to many. The list goes on…

What a lot of manufacturers are doing is using a flexible engine and chassis platform that can be easily transformed into bikes that look and feel very different, without having to change any of the costly key components.

Looking at the bigger picture, it’s no surprise that Suzuki has taken the tried and tested package of the naked GSX-S1000 and turned it into the GSXS1000GT to have something more suited for bigger journeys.

And there was definitely a sports touring-shaped hole in Suzuki’s range – the V-Strom may not be an out-and-out, all-terrain adventure bike, but it sure isn’t a sports tourer.

If you were not in the market for a ‘beaked’ bike, the only options Suzuki had to offer were sportsbikes, nakeds or scooters. You could almost hear the collective sigh of relief from Suzuki dealers as the news of the GT hit the wire.

The new GT is based on the GSX-S1000 that has been a popular bike for Suzuki for years. It was updated earlier this year with less emissions (Euro5 strikes again), more electronics and those much-talked-

about stacked headlights.

The GT utilises the same 150bhp, 999cc inline four-cylinder engine, and it adds a little more electrickery to the party.

As you’d expect, the main developments have all had something to do with big-mile comfort, so the GT has been given a full makeover to make it worthy of its Grand Touring title. There’s a tall windscreen and wind-cheating bodywork to reduce rider fatigue, a plush rider’s seat and a comfortable pillion pad with easily-reached grab rails and ample legroom.

Disappointingly, luggage and heated gips are not included as standard, but that’s the same with the likes of the Kawasaki Ninja1000SX, the most direct competitor for this bike. To add the heated grips and panniers will up the GT’s price from the base £11,600 to £13,000. To do the same for the SX lifts the price from £11,400 to £12,400.

Suzuki’s optional hard panniers are 36 litres each, and can

accommodate a full-face helmet.

They are nice and easy to use, and the locks are operated with the bike key.

We didn’t have the heated grips on the test bikes, so I can’t comment on those.

In terms of rider aids, the GT offers a good package of the basics, without going too mad on chucking everything they can on the bike. You have Ride-by-Wire, which gives you three ride modes. There’s also cruise control, a bi-directional quickshifter (which you can switch off if you don’t like it), and five-step traction control.

The GT doesn’t inherit the GSXS1000’s dash, instead it has a brandnew 6.5-inch colour TFT dash with smartphone connectivity.

There have been real touringconscious changes, too. The most obvious is the new bodywork. It looks modern, and transforms the looks of the bike. It has been designed to be aerodynamically efficient to help make the bike easier to control and to provide more comfort. In terms of looks, the GT is not a million miles from the likes of Kawasaki Ninja 1000SX. Because the GT is heavily based on the GSX-S1000, the components are tried and tested, and high spec.

Fully adjustable 43mm KYB inverted front forks are paired with rebound damping and spring preload

adjustable link-type rear suspension.

The suspension units are the same that you will find on the GSX-S, but the settings have been dialled to handle the extra 12 kilos that the GT is carrying.

Six-spoke cast aluminium wheels are shod with Dunlop Sportmax Roadsport2 tyres that are specifically designed for this bike. Two fourpiston Brembo monobloc front brake callipers bite 310mm floating discs, and the whole package is powered by the 999cc inline four-cylinder engine, which produces peak power of 150bhp and 106Nm of torque.

All the pieces are there, but how do they fit together when you take the bike on tour? We travelled to Scotland to find out.

I must admit that the GT surprised me when I first rode it. Not because of the engine character (I was expecting that to be good), and not because of the chassis performance (after riding the naked version I knew to expect that, too).

The biggest surprise was just how much of a tourer Suzuki had managed to make the bike feel, with not changing a huge amount of components from the naked. What they had chosen to change though, made a big difference. From the start, the GT felt like it was earning it’s grand touring moniker.

The GT’s instrument cluster adopts a new-generation 6.5-inch full-colour TFT screen with the ability to connect to smartphones

LAUNCH RIDE – SUZUKI GSX-S1000GT 33 Frame

The GT’s twin-spar aluminium frame is inherited from the GSX-S1000. A newlydesigned subframe is more rigid than the one in the S to accommodate a pillion and full luggage.

Footpegs

Seats

The rider and pillion seats feature a sporty new design that aims to maximise comfort on long rides.

The rider’s seat is also shaped to offer freedom of movement for those who like to move a bit while enjoying a sporty ride.

The aluminium footpegs are positioned lower, and covered with vibration-absorbing rubber.

This reduces the amount of vibration transmitted to the feet for more comfort.

Before you even turn a wheel, you notice the large TFT screen coming into life. It’s nicely arranged, and with a dedicated app you can turn it into a satnav (much like the set up that BMW has). But with its fairly lean package of gadgetry (no IMUs, radars and such), this is not a bike sold on its level of electrickery. It needs to impress with its feel and performance.

And that seduction started from the off…

It didn’t take long to realise that this is a very good touring bike. Naturally, I already knew that the rev-happy four-pot engine (which has enough poke to break every speed limit in the UK in first gear) is an absolute hoot.

You could quite easily shift up to sixth as soon as you get on a national speed limit road, and still have enough response from the engine to do overtakes without shifting down.

TECH SPEC Suzuki GSX-S1000GT

Price: £11,599 Engine: 999cc, inline four Power: 150bhp @ 11,000rpm Torque: 106Nm @ 9250rpm Transmission: 6-speed, chain final drive Frame: Twin-spar aluminium frame, aluminium swingarm Suspension: (F) 43mm KYB inverted front forks, fully adjustable (R) Link type, rebound damping and spring preload adjustable Brakes: (F) 2 x 4-piston Brembo monobloc callipers, 310mm floating discs, (R) Single disc and calliper Wheels/tyres: Six-spoke cast-aluminium wheels / Dunlop Sportmax Roadsport 2, (F) 120/70ZR17M/C (58W), (R) 190/50ZR17M/C (73W) Seat height: 810mm (31.9in) Tank: 19 litres (4.2 gallons) Consumption: Claimed 46.3mpg (16.4km/l), tested 42mpg (14.9km/l) Kerb weight: 226kg Service intervals: 7500 miles Warranty: 3 years Roadside assistance: 1 year UK cover Contact: bikes.suzuki.co.uk

Floating handlebars

Rubber mounts introduced in the top bridge and handlebar brackets are designed to reduce the amount of vibration transmitted to the rider’s hands, thereby contributing to reducing fatigue and improving comfort.

Quickshifter

The up and down quickshifter is standard equipment on the GT. It can be switched off if you prefer to use the clutch, but why would you?

But the thing is, Suzuki has put such a good quickshifter on the bike that changing gear is an absolute joy, and you find yourself working the box much more than is strictly necessary.

It can be switched off, but I fail to see why you would do that.

Suzuki has put a lot of effort into the aerodynamics of the fairing, with extensive wind-tunnel testing, and it has really paid off. The level of protection is not on par with something like the BMW R1250RT that has a bigger windscreen than a small car, but for its size, the Suzuki screen and fairing work very well, with even the mirrors designed to deflect wind from your hands.

The riding position is more relaxed than sporty, with the rubber-mounted handlebars fairly high and wide.

The pegs with rubber inserts are in the same position as on the GSX-S and the seat height is the same 810mm, but the seat is a little more comfortable. It’s a pleasant place to be, and after a full day’s ride I felt like I could have quite happily carried on, with no aches or pains at all.

Easy does it

Suzuki Easy Start System lets the rider start the machine with one quick press of the starter button. The Low RPM Assist function boosts engine speed when releasing the clutch lever.

Cruise control

Cruise control can be set at speeds between 18mph to 112mph when riding in second gear or higher. The resume function re-engages the system and resumes cruising.

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Aerodynamics

The GT’s fairing, windscreen and mirrors are all designed and wind-tunnel tested to contribute to its aerodynamic performance for a Grand Touring feel.

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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.

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34 LAUNCH RIDE – SUZUKI GSX-S1000GT

Closest rival Kawasaki Ninja 1000SX With the sports touring approach, you’d expect the GT to be in its element on fast A-roads, and that is indeed the case. It provides confidence-inspiring roadholding through fast corners, with the suspension keeping the ride smooth and controlled, even when the road surface was a bit rough at times.

The bike doesn’t tip into corners particularly quickly or slowly, but this might be to do with the tyres more than the dynamics of the bike, and it would be interesting to test the bike on different rubber.

Adding to the versatility of the bike, the three ride modes and five-level traction control let you choose how direct the power output is and how soon you want the power to the back wheel to be cut out if there is a spin. The difference between the ride modes is not as vast as on some other bikes, and I stayed in the middle setting most of the ride.

For me it offered the perfect middle ground between responsiveness and

smoothness. I did the same with the traction control and left it on level three. Over the two days of riding, it only kicked into action once when I was accelerating hard on a wet bit of road. The intervention was subtle and smooth, just enough to remind you to take it easy.

Two days of spirited riding in every kind of weather imaginable, on roads ranging from sublime to sub-standard, showed the GSXS1000GT in a good light. It is a very comfortable, easy to ride and enjoyable bike that can make rapid progress seem effortless.

My overriding impression was how unfazed it was by the range of challenges thrown at it, maintaining its easy-to-manage, sure-footed feel through thick and thin. All the while making me grin like a madman in the process. And it really feels like a proper tourer, rather than a naked bike with some bodywork bolted on. The package has been well thought through.

The big green giant has been leading the way in sports touring the last few years, but now the Suzuki is really challenging it. The Ninja 1000SX is very similar to the GSX-S1000GT with its four-cylinder litre engine, 140bhp power output, 235kg kerb weight, and the striking looks that promise fast progress in comfort. Kawasaki prices start from £11,399, so there’s not much difference there either. If you’re after a sports tourer, you might just have to test ride both.

Brakes are the same chunky units from the naked stablemate The new GSX-S1000GT became available in Suzuki dealerships from November 2021 in two different shades of blue or black, with an RRP of £11,599. It will be very interesting to see how big a slice of the sports touring sales pie the GT can secure.

With the tried and tested engine platform, great levels of rider comfort, good looks and competitive pricing, I can see it being very popular indeed.

The future of sports tourers certainly looks brighter with the GT joining the fight.

35

36 WATT BIKE

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

THE KEY FACTS

HOW TO CHARGE

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

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

If you’re 14 or over, you can ride an ‘electrically assisted pedal cycle’ without the need for registration, tax or insurance. It must have pedals, and its motor should not propel the bike once it hits speeds of 15.5mph. If it’s not an EAPC and is propelled without pedalling (or exceeds the 15.5mph speed limit), it will be classified as a motorcycle or moped. As a result you’ll need a driving licence to ride one, and it’ll also need to be registered, taxed and insured. Oh, and you’ll need to wear a crash helmet, too. Simple. There is a bit of confusion about what sort of size of electric bike you can legally ride as you progress through the various licence categories, although it’s not as complicated as it may first appear. Instead of paying attention to peak power like you would on a conventional petrol-powered motorcycle or scooter, UK regulations for electric machines focus on the amount of continuous power* available.

That means you could buy 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 37

ELECTRIC

INCENTIVE CUT The British Government has confirmed a series of changes to its plug-in grant scheme, which could make it more expensive to purchase a brand-new electric motorcycle or scooter.

The Department for Transport has announced significant changes to its plug-in grant scheme, which it claims will help to entice more people to make the switch to electric – but which actually offers less of an incentive for people looking to buy a powered two-wheeler.

The scheme previously helped offer a price reduction of £1500 (or 20%, depending on which was the smallest at the point of sale) for all new roadregistered electric bikes and scooters.

In contrast, the new plans will see battery-powered motorcycles which cost up to £10,000 receive 35% off (though it is capped at £500), while mopeds will get 35% off (which is capped at £150).

Announced last month as part of a larger overhaul to the plug-in scheme, the DfT says the changes

will help the £582 million of funding for 2022 and 2023 go further, but the Motorcycle Industry Association (MCIA) condemned the changes, stating that the 90% reduction in support will have a significant impact on the sales of fully electric, zeroemission two-wheelers.

Speaking about the news, Tony Campbell, Chief Executive of the MCIA, said: “It is with great disappointment the Government has decided to drastically cut the level of support for moped and motorbikes, typically emitting zero or low emissions. The announcement comes as a hammer blow to consumers and businesses up and down the country who were, and are, fully behind the drive to zero-emission vehicles and a net-zero future.”

As an example, the £12,300 Zero FXE

which would have cost £10,800 under the old scheme, no longer meets the criteria for the plug-in grant and will not be entitled to any governmentfunded reduction in price. The same applies for the high-end electric motorcycles from Harley-Davidson and Energica. However, Zero and Harley-Davidson have announced they will continue to knock £1500 off the price of new machines into 2022.

But it won’t last for long.

The announcement did offer some positive news about future improvements to the UK’s charging network, with plans in place to introduce a minimum payment method for charging stations (of 7.1kw and above), while plans are also in place to introduce a universal system which will help consumers compare costs across networks.

38 WATT BIKE NEWS

FIRST LOOK

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Ducati’s MotoE racer: The V21L Last month we told you that Ducati will be the sole supplier of bikes for the MotoE World Championship from 2023 – but following the bike being tested at Misano, we’ve now got a bit more information about the bike that’s going to be competing.

Ducati’s going to be taking over the MotoE contract from Energica next year, and here’s your first glimpse of the bike that’s going to be racing.

The ‘prototype’ which was put through its paces at the Misano Adriatico circuit by test rider Michele Pirro is codenamed ‘V21L’, and is the result of a collaboration between the Ducati Corse team and Ducati R&D designers.

Speaking about riding the bike, Pirro said: “The bike is light and already has a good balance.

Furthermore, the gas connection in the first opening phase and the ergonomics are very similar

to those of a MotoGP. If it weren’t for the silence and for the fact that in this test we decided to limit the power released to just 70% of performance, I would have thought very well that I was riding my bike.”

At this stage there’s been no official technical information released by the factory, and aside from the carbon fibre bodywork (and fairly standard Ducati superbike shape) we can’t glean much from the images of the bike. However, a statement from Ducati’s eMobility Director, Roberto Canè, suggests that Ducati's using its experience in MotoE to develop an electric bike for

OFF-ROAD RACER The 80bhp Stark Varg From the folks at Stark Future, here’s a look at the future of motocross (if it turns out that electric’s the way to go). Called the Stark Varg (which means ‘strong wolf’ in Swedish), the 80bhp, 110kg machine has been developed from the ground up with the intention of proving that an electric motocross bike can outperform a petrol one.It’s a bold claim, but Stark seems confident that the Varg’s up to the task. There’s some clever stuff going on beneath the surface, including a magnesium honeycomb shell (patent pending); ‘slippery fingers’ cell holders; a pressure reduction system; a unilateral power supply board that configures the battery cells; and a 32kg lightweight battery which has a 6kWh capacity.

Stark reckons that a full charge (which is claimed to take between one to two hours) should offer a range similar to a 450 race bike with a full tank of fuel. Alternatively it can be run for six hours at a more gentle pace.

The Varg can also be customised using the Stark Future App, accessible through the waterproof and shockresistant smartphone display. It

allows users to adjust the power curve; the level of engine braking; the traction control settings; and the weight of the (virtual) flywheel. It’s well equipped too, with Kayaba and Technical Touch suspension at the front and rear respectively (which offer 310mm of travel), while the Italian-built rims come fitted with Pirelli MX32 tyres.

Available to order now through the Stark Futures website at 11,900 euros (just under £10,000), remember that this isn’t the first time we’ve seen a battery-powered motocross bike with serious potential. Alta Motors had some top-quality machines, plenty of press coverage and investment from Harley-Davidson before it all fell apart. That’s not to say the Stark Varg will suffer the same fate…

road use as soon as the technology allows.

Canè said: “The first electric Ducati on the track is exceptional not only for its uniqueness but also for the type of company; challenging both for the performance objectives and for the extremely short deadlines. Precisely for this reason the work of the whole team dedicated to the project was incredible and today's result repays us for the efforts made in the past months. We are certainly not finished. On the contrary, we know that the road is still very long, but in the meantime we have laid a first important 'brick'.”

Honda’s commuter scooter

Honda’s just revealed its latest affordable electric scooter: the U-Go. Built in China by Wuyang Honda Motors, the standard model is equipped with an 800W motor (which provides peak power of 1.6bhp and a top speed of 26mph), while the top-of-the-range version gets a 1200W motor (which delivers 2.4bhp of power and can reach 31mph).

Available in China at a cost of around £850, the U-Go is set to be a serious proposition for Asian commuters looking for their next electric ride. It’s just a shame it’s not coming here.

The ARC Vector is HERE If you’re into electric bikes, you’ll probably remember the high-tech, high-performance Arc Vector electric sportbike from a few years ago.

With investment from Jaguar Land Rover and some serious money behind it, the £90,000 machine looked set to be a sure thing, but with the company suffering from financial troubles and slipping into administration back in 2019, the Vector disappeared from the news.

A year later, however, Arc’s founder (former Jaguar Land Rover engineer) Mark Truman rescued the project by buying the assets and continuing development… and now the Vector is ready to start shipping. Speaking about

the news, Truman said: “We have a very healthy order book and customers are already going through our new commissioning suite in central England to individually tailor each Vector motorcycle so that they are all unique.”

There’s no denying it’s an innovative bit of kit, from its carbon fibre monocoque frame and swingarm suspension through to its hubcentre steering.

The numbers are impressive, too – with a 127hp electric motor capable of hitting speeds of 124mph, the 16.8kW battery offers a range of 200 miles and a full charge capable in just 45 minutes (using its fast-charging capabilities).

Lightweight LIVEWIRE Last year Harley-Davidson announced it was going to be releasing all of its electric endeavours under a new name: LiveWire. And now it’s revealed its first major innovation – the introduction of a new bike which uses the motor in place of a traditional frame.

The Arrow makes use of a large drive block (which consists of the battery, motor, battery system and control electronics), to which it fixes the steering head and subframe. The swingarm is attached directly to the motor bearings and the shock absorber is supported on the back of the battery. It’s an ingenious solution which will help to shave weight – and chances are we won’t have to wait long to see it in person.

FIRST RIDE: NIU MQI+ SPORT 39

NIU KID ON THE BLOCK We spent the day putting NIU’s sub-£2500 utilitarian MQI+ Sport electric moped through its paces on the mean streets of Peterborough. This is how we got on.

WORDS: Ross Mowbray PHOTOGRAPHY: Joe Dick

40 FIRST RIDE: NIU MQI+ SPORT

The electric scooter market’s a busy place to do business. You’ve got an ever-growing range of fledgling brands all fighting for attention and affection. But the big names in the game have been a bit slow on the uptake, and although they might be beginning to release their own electric scooters at home, it’s been remarkably quiet on the western front (aside from the odd overpriced Vespa).

That’s exactly why NIU’s been happily scooping up the sales (alongside SuperSoco and a selection of others) for the past few years, following its introduction into the UK back in 2018.

I’ve spent a fair bit of time riding a wide selection of these competitively priced commuters over the last few years. They’ve been a bit of a mixed bag. Some were good. Others were less so. The NIUs, however, stood out from the get-go. They were surprisingly refined in a simple, straightforward and fuss-free way, with a few technological treats to make it feel worlds away from the majority of cheap and cheerful Chinese machines which had previously garnered a poor reputation among bikers of a certain disposition (no matter whether it was a fair judgement or not).

Of course, things are a bit different now. Brands like CFMOTO and Voge are starting to change the way we think about Chinese motorcycles, but back then NIU seemed like it was ahead of the game.

Whatever it was doing, it worked, and it continues to do so. NIU’s carved out a place as one of the frontrunners in the electric scooter market, selling over one million units worldwide in 2021 alone. Factor in the ever-growing coverage of UK dealers (including flagship stores in Bristol, Edinburgh, Hull and London) and it’s not difficult to imagine the good times continuing.

At the minute NIU offers a range of three conventional scooters to choose from with a couple of higher and lower specification variants for each. The MQi+ Sport sits neatly in the middle of the range, below the flagship 125cc-equivalent NQi and the stripped-back UQi moped (there’s also a battery-powered push scooter, like the ones that are beginning to litter city centres up and down the country, but we’re not really interested in that for the time being).

It's a decent-looking thing – simple and straightforward with little to write home about bar NIU’s signature ‘halo’ LED headlamp up front. The

LED indicators are tucked neatly into the handlebars; the pillion footpegs fit neatly into the bodywork until called upon; and the clear, all-in-one LCD dash blends seamlessly into the cockpit (while offering a speedo, battery level gauge, clock and warning lights). The self-cancelling indicators omit a reassuring ding-dong when in action, and although they’re not going to help you be heard by other road users, they did prove loud enough to garner glances from passing pedestrians. It’s nicely finished, though not exactly impressive.

That said, one particularly nice touch is the MQi’s built-in Bluetooth connection which allows you to connect your phone and access anti-theft alerts, location information, diagnostics, riding history and even monitor the battery.

It’s a moped so don’t expect the roomiest of rides, but I found ample space for my 6ft 1inch frame, although I expect anyone taller than me might be a little less satisfied. There is a pillion grab rail as standard, and although I didn’t get the chance to test out its passenger carrying potential, I’m confident it’d be up to the job for short jaunts in and around town. Conventional scooter fans will be disappointed with the amount of storage though. The underseat space is filled with the battery pack, so you’ll have to make do with a bag hook and a small pocket up front to stow away your stuff while you’re on the move.

The MQi’s never going to win any races, but for smooth and swift progress around town it’s more than capable. It’s surprisingly sharp off the line, making full use of the 1.4Kw (1.8bhp) of power, and it carries its speed quickly up to its 28mph limit.

It does offer a choice of two riding modes, but with a top speed of 12mph, Mode 1 is fairly useless unless you’re forced to limp the scooter

FIRST RIDE: NIU MQI+ SPORT 41 home after draining all of its battery razzing about town. Much better to stick to Mode 2 and make full use of the limited power on offer.

Speaking of draining the battery, NIU reckons the MQi is capable of offering a range of 50 miles if you run it at a steady 28mph. I’m notoriously heavy-handed with my throttle hand and managed to use 50 per cent of the battery in 20 miles, but even so, 40 miles from a single charge with me at the helm is fairly respectable in my book. It can only be charged using a domestic three-pin plug socket, which is fine if not a little slow, which means it’ll likely take around six hours to charge from flat. It can either be charged in situ, or if you prefer you can whip it out of the scooter and take it with you. It weighs 11kg, which isn’t exactly light, but is more than manageable if you haven’t got too far to go.

It handles well, much like a conventional moped. The 10-inch wheels clad with CST rubber offer plenty of grip and help make nipping through town traffic a doddle, although they aren’t quite as content barrelling over rougher surfaces.

That’s partly because the suspension isn’t particularly sophisticated. It comes in the form of a set of nonadjustable forks at the front and a set of twin shocks at the rear (which perhaps surprisingly are pre-load adjustable).

Stopping is looked after by a set of linked brakes (like all new mopeds).

They work well, as proved when I needed to halt in a hurry after being pulled out on by an unruly and inattentive car driver who hadn’t seen (or heard) me. I did get a tiny

bit of lock and skid action from the rear, but I did grab a very big handful of brake and stop in time, so I have no complaints. If you’re a little more measured with your stopping, you’ll be able to make full use of the built-in regenerative braking system, which works to put power back into the battery rather than using the 180mm discs. It’ll not be much, but every little helps on an electric scoot.

I had high hopes for the NIU MQi, and it more than lived up to my expectations. Don’t get me wrong, it’s an electric moped that’s been built to a budget which offers limited levels of performance, but taking all that into account and thinking about potential punters, I reckon there’s very little to criticise. The plastic bodywork’s a bit naff, but it’s functional. The

seat’s not particularly comfortable, but you’re not going to be sat on it for long. Oh, and it’s also probably worth mentioning that if you apply the brakes the power cuts out, so if you’re used to trail braking to tighten your turns, you’ll find that a little bit strange to start with.

If you’re in the market for a new moped and it’s unlikely you’re ever going to want to cover more than 40 miles in a single sitting, then I don’t know why you wouldn’t consider the MQi. It’s affordable to buy and cheap to run; it needs very little maintenance; it’s exceptionally easy to get on with; and even comes with some clever built-in technology that'll allow you to track it should the worst happen and it gets nicked. What more could you possibly ask for?

TECH SPEC NIU MQi+ Sport

Price: £2,156 Motor: Bosch, hub-mounted Battery type: Lithium-ion 48V, 42Ah Battery capacity: 2.0kwh Power (continuous): 1.4Kw Top speed: 28mph Transmission: Direct Range (claimed): 50 miles Frame: Tubular steel Suspension: (F) Telescopic forks (R) Twin shocks with pre-load adjustment Brakes: (F) 180mm disc, linked, regen (R) 180mm disc, linked, regen Tyres: (F) 90/90-10 (R) 90/90-10 Seat height: 750mm Weight: 72kg Warranty: Two years Contact: www.niu.com/uk

42 FIRST RIDE: HONDA FORZA 750

THE NEW

of the

KING SCOOTERS? Could Honda’s new Forza steal the big scooter crown from Yamaha’s TMAX? WORDS: Ross Mowbray PHOTOGRAPHY: Gary Chapman

FIRST RIDE: HONDA FORZA 750 43

44 FIRST RIDE: HONDA FORZA 750 TECH SPEC Honda Forza 750

There’s a big, easy to read and easy to operate TFT dash that’s packed with information

There are maxi scooters and then there are mega scooters. There’s a big choice of maxi scooters; midcapacity twist and go’s that blend the real-world practicality and ease-of-use of a scooter with bikelike performance. Think Yamaha’s XMAX 300 and BMW’s C400X… But if you’re after a mega scooter, the choice isn’t quite so extensive. In recent years there’s only one that fits the bill. Yamaha’s TMAX. But now there’s another to choose from: Honda’s Forza 750.

The 750 is the latest addition to Honda’s slightly more premium Forza range that was first introduced back in 2015, with 125cc and a 300cc offering. There’ve been updates since, but for 2021 the 125 has been updated again, the 300 has grown to a 350, and an all-new 750 has been introduced. It’s now the biggest scooter on the market and we couldn’t wait to put one through its paces. We spent a couple of sunsoaked weeks getting under its skin, seeing if a big scooter really does

make sense in the real world – while considering if dropping 10 grand on a twist and go is something that we could get behind.

Ambling up to the Forza for the first time, there’s no ignoring the size of the thing. It’s big. It’s wide and long with a serious presence.

It’s heavy, too. We’re talking 235kg.

That’s adventure bike territory. It’s not the easiest thing to shift around, but the weight is low down and well balanced, so most riders shouldn’t have any problem. Despite its sheer bulk, there’s no need to clamber on to a tall seat as the Forza’s easy to get on thanks to its 790mm seat height. It’s a comfortable seat, plush enough for a long day on the road, with lower back rest between rider and pillion, too. You’ve also got some options for your feet. You can either have them flat on the running boards or stretched out in front of you.

“It’s easy to ride, has bags of style, plenty of presence, lots of creature comforts and more than enough character to keep you entertained.”

Price: £9,999 Engine: 745cc SOHC 8v parallel twin Power: 58bhp Torque: 51ft-lb Frame: Steel tube perimeter Fuel capacity: 13.2 litres Seat height: 790mm Weight: 235kg Suspension: (F) 41mm telescopic fork, no adjustment (R) Monoshock, adjustable preload Brakes: (F) 2 x 310mm discs with fourpiston callipers. ABS (R) 240mm disc, two-piston calliper Tyres: (F) 120/70 R17 (F) 160/60 R15 MPG: 70mpg Contact: www.honda.co.uk/motorcycles

That’s not unusual for a big scooter, but it’s still a nice touch if you’re after a more relaxing ride.

There’s a big screen fitted as standard, which does a good job of deflecting the worst of the wind. Sadly it’s not adjustable, but it was spot on for my 6ft 1in frame, as I found it easy to look both through and over the screen (as I switched between more aggressive and more relaxed riding styles and positions). Just like the TMAX, the mirrors are on a set of long stems way out in front of you. They’re not that easy to adjust, because you have to lean forward while you do it, so you’ll likely need to bob back and forth while you do it to find the perfect setting. It’s only a small niggle, and thankfully they do offer an excellent view of the road behind; smooth and stable even at high speeds.

Despite its bulk, the Forza handles well and is happy flicking from side to side through faster sets of twisties

FIRST RIDE: HONDA FORZA 750 45 The 745cc parallel twin motor packs plenty of smooth, usable power

As with a lot of new motorcycles and scooters, the Forza comes with a small keyless fob. You’ll have to find a safe place for it (close enough to the sensor) to start the scooter up or open up the seat or fuel cap. It’s a straightforward system (probably one of the best I’ve used). The fuel cap is opened by pressing a small button near the wheel which is used to turn on, turn off and lock the scooter, while another button beside it releases the seat, which opens up to reveal a massive 22-litre storage area. There’s plenty of room for a bit of shopping and my full-face Arai lid. I have been told that not all helmets will fit quite so easily though, so it is worth checking that yours does if that’s important to you. It also comes with a USB-c socket and a little light, so you can see what you’re doing if you’re rustling around in there at night.

Elsewhere, there’s a 5-inch TFT dash. It’s not the most sophisticated of systems, but it’s bright and clear and it makes it easy to flick between the numerous functions and settings available to you, using the left-hand switchgear. There’re a lot of options, so it’ll likely take a bit of time to get used to where everything is, but I’ve spent enough time on new Hondas to know my way around. I’ve no doubt a newcomer to the system would be comfortably whizzing between the menus in a couple of weeks. It

also comes with Honda’s Smartphone Voice Control system as standard. It’s a nice touch, but at the minute it’s not compatible with Apple products. That seems like a shame, but I’m sure it’ll not be far behind.

There’re three rider modes to choose from (Rain, Standard and Sport), in addition to a fourth ‘User’ mode which allows you to dial in the level of Engine Braking, Power, Traction Control and the responsiveness of the DCT gearbox.

Did I mention it was DCT? It is. I know the system has had a lot of stick over the years, but it makes perfect sense on the Forza. If you’re anything like me, you’ll want to keep it in ‘Sport’ mode to avoid any clunky or unexpected changes mid-corner (which have a tendency to happen in Rain and Standard modes), or you can always override it and opt to flick between the gears yourself, using the + and – buttons on the left switchgear. It sounds complicated and cumbersome, but it’s not. You’ll get the hang of it in no time at all.

Power and torque aren’t exactly the most important things to consider when you’re thinking about buying a big scooter. But the big Forza goes well. It utilises the same 745cc parallel twin that powers the NC 750X and X-ADV, with 57.8bhp at 6750rpm and 50.9lb-ft at 4750rpm on offer. It’s not groundbreaking performance, but it’s no slouch. It’s maybe a little lazy off the line (still lively enough to get the jump

at the lights, though not particularly punchy), but get moving and there’s plenty of pull to get you past the national speed limit in no time at all.

There’s more than in the tank to nip past slower moving traffic, and you’ll likely have no trouble keeping up with much faster and much more capable motorcycles. That’s partly a testament to how well the thing handles, too.

It’s a big bus but the Honda goes well. It might be intended as a longdistance commuter, with a focus on cutting through traffic rather than carving up corners, but there’s no doubt it can still hustle. I picked out Lincolnshire’s twistiest roads and had no problem picking up the pace and throwing the thing into corners.

Okay, so it’s not the sharpest handling thing and you’ll feel like you’re muscling it around tighter turns when the pace picks up, but it’ll do it… that’s about all you could ask for, right? The suspension is firm enough to allow you to press on, but soft enough to soak up the worst lumps and bumps that the road can throw at it. It's comfortable, but poised under pressure.

Braking is looked after by a pair of four-piston radial Nissin brake callipers grabbing 340mm discs up front and a two-piston Nissin calliper gripping a 240mm disc at the rear.

They’re more than up to the job, but you’ll have to really grab a handful to stop the Forza in a hurry. I put it down to the sheer size and weight of the thing, but you really do feel like you have to work hard when you’re slowing down from speed. There’s plenty of feel though, and the back is plenty light enough for tightening up slow speed turns in town. There’s also an additional handbrake, so you can stop the thing rolling away if you park it on a hill. It’s the usual set up; fold it 180 degrees and you’re set.

It’s got a 13.2-litre fuel tank, and with Honda claiming the Forza will return 78.5mpg, you should be able to cover over 200 miles from a single trip to the fuel station. Not me. A spirited ride on some fast rural roads and a bit of town riding left me searching for a petrol pump after 150 miles.

That means the real-world figure is

It’s a good-looking thing, sharp and aggressive with plenty of presence, blending scooter ergonomics with big bike styling

somewhere closer to 60mpg. Still not bad, I suppose.

All in all, I was very impressed with the Forza 750. It’s a Honda, so there’s no need for me to give you the same old waffle about how good the build quality is (it’s good, that’s all you need to know), but it impresses in lots of other ways. It’s easy to ride, has bags of style, plenty of presence, lots of creature comforts, and more than enough character to keep you entertained. It’s comfortable, convenient and classy. It’s not cheap though. It’ll set you back just shy of 10 grand, which seems like an awful lot of cash for a scooter, but then, when you take a step back and look at the big picture, you’re getting plenty of bang for your buck. Tempted? The Forza 750 is in dealers now, so get down to your closest one and try one out. You won’t be disappointed.

This is the latest version of Honda’s divisive DCT system.

It makes a lot of sense on the Forza, offering a choice between either Automatic or Manual settings. Automatic uses a selection of pre-programmed shift patterns which constantly read vehicle speed, gear selection and engine revs to decide when a shift should occur, while Manual lets you shift between gears yourself, using the paddle-shift style triggers on the left handlebar. It’s smooth and straightforward to use (it’ll just take you a few rides to work out which is the best mode to suit your preferred style of riding).

DUAL CLUTCH TRANSMISSION The Forza 750’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine kicks out peak power of 42kW at 6,750rpm and maximum torque of 69Nm at 4,750rpm, with plenty of low and mid range punch right up to the 7,000rpm redline.

But it’s also worth mentioning that there’s a 35kW A2 licence version available, too (which Honda dealers can derestrict by replacing the standard throttle body and remapping the ECU).

POWER

There’s a 5-inch TFT display which is kitted out with Honda’s new Smartphone Voice Control system.

It links the scooter to a smartphone and allows voice management of phone calls, email, music and navigation. Of course, you’ll need a helmet-mounted microphone to take full advantage of the system, even though it’s possible to navigate the system using the lefthand switchgear.

DASH

The 790mm seat is plush and comfortable, offering ample room for even the tallest of riders, while under the seat there’s 22 litres of storage to play with, which means there’s enough space for a full-face helmet (and there’s even a USB charging socket in there, too).

SEAT

HONDA FORZA 750

There’s a Smart Key as standard, which allows you to operate the fuel cap and seat while the key is tucked away safely in your pocket. It also locks and unlocks the optional Smart Top Box, and has an ‘answer back’ function which makes the indicators flash (helping you find your ride in a busy car park).

KEYLESS

The Forza 750 gets three standard riding modes in addition to a customisable USER mode. STANDARD balances power delivery, engine braking and HSTC with high ABS settings. SPORT allows more aggressive power delivery and braking, alongside low HSTC intervention and high ABS. RAIN provides lower power delivery and braking, with high HSTC and ABS input. USER offers the chance for you to dial in the engine power, braking and HSTC.

MODES

46 FIRST RIDE: HONDA FORZA 750

48 SPECIALIST SPOTLIGHT

SPECIALIST SPOTLIGHT: ROADSKIN Get in touch

www.roadskin.co.uk 01892 457373 contact@roadskin. co.uk

Roadskin is a UK label specialising in modern biker clothing that you can wear all-day long, from the journey to work to the pub and home again - without changing your outfit.

WORDS: Bob Pickett Ian and Nicky Wilson are the brains behind the business, and they use their many collective years of biking knowledge and experience to design motorcycle clothing fit for function, safety, style and comfort.

The inspiration for Roadskin came about when they realised that they could make premium, high-quality protective jeans (using modern fabric technologies such as Aramid, Dyneema and Maximite) that could be delivered directly to customers at low prices.

Ian started riding a motorbike at the age of 11 after buying a clapped-out BSA Bantam for £1. He hasn’t stopped riding since, both for pleasure and, for many years, as a courier. He is a proud

finisher of the Red Bull Romaniacs five-day race, picking up a broken collarbone in the process. Nicky’s passion is off-road riding. She says: “In 1993, having passed my test on a Wednesday afternoon on a KMX125, we drove straight to Wales where I competed in the Bracken Rally on the Saturday. Bonkers! I remember that I spent a lot of my time with my bike upside down next to a river trying to pump the water out of the air box – happy days!”

Roadskin prides itself on personal service. Ian and Nicky are always at the end of the phone for help and advice, so that you end up with the motorcycle clothing that’s right for you.

What does it cost?

Roadskin’s single-layer jean range varies by level of protection (to suit your regular riding): The A-rated City jean is £99. The AA-rated Easyrider (‘relaxed’ fit) is £149. The AAA-rated Taranis (featuring stretch fabric to suit all riders) is £179.

For colder weather, Roadskin recommends its Paranoid fully aramid-lined, AAA-rated jean at £159. Roadskin has an armoured Hoodie (the Easyrider) retailing for £119.99 (there is a casual hoodie for £39.99, which is NOT protective kit). All the above come with Level 2 CE approved memory foam armour; replacement items are available from Roadskin.

To accompany the above, Roadskin makes an Easyrider CEapproved glove for £49.99, and there’s also a small range of t-shirts available for £24.99 each.

What is Dyneema?

Dyneema is a super-strong, ultra-high molecular weight polyethylene fibre, produced by a patented gel spinning process in which the fibers are drawn, heated, elongated and cooled.

This process creates molecular alignment, high crystallisation and low density, making it FIFTEEN times stronger than steel at the same weight, yet so light it floats on water.

Dyneema is also highly resistant to cuts, abrasion, chemicals and UV, making the fibre ideal for use in protective clothing.

What is Maximite?

Maximite is a state-of-theart fabric, trademarked to Roadskin, that has achieved the new CE at AA level in one single lightweight, but strong layer.

Maximite allows Roadskin to produce lighter, authentic products that are strong enough but light enough to be worn comfortably everyday.

Roadskin’s Maximite hoodie for motorbike riders passed the new CE en17092 physical tests for impact-abrasion and seam-tear tests.

SPECIALIST SPOTLIGHT 49

Easyrider Gloves

Easyrider Armoured Hoodie

£49.99

The gloves are interesting.

Starting out as a tactical glove for Special Forces, they were converted to motorcycle use by adding more cowhide and swapping the textile for Maximite. Knuckle protection and a soft scaphoid protector add to the overall safety, but there is no additional finger joint impact protection. They’re a lovely glove to ride in, with

TESTED

£119.99

loads of feel, but the leather is thick enough to cosset your hands. They are a warm weather glove; very early into the ride, I switched on the heated grips.

Easyrider Jeans £149

The Easyrider jeans are all-day comfortable off the bike. On it, I was surprised to find the crotch was a little less flexible than I was expecting, but once in the saddle they’re comfortable and warmer than expected for a lightweight jean, due to the mesh inner.

The knee armour sits just nicely. They’re a nice jean to ride in. As Roadskin’s ‘relaxed fit’ jean I’d suggest they’d suit the more mature rider whose shape is perhaps a ‘more relaxed’ one these days.

The Hoodie has shoulder, elbow and back protectors, the jeans hip and knee armour – which you fit. Jeans?

Simple – hips slotted in easily, knee armour a little more fiddly as there is a choice of internal pockets. Having little legs I chose the higher placement, which placed it spot on. Hoodie? Bit more of a challenge… shoulders easy, elbows needed sleeves turning inside out, but not bad. The back protector? I tugged, I pushed (I swore), before finding the technique: push bottom into the pocket, squeeze the sides, adjust top then ease sides into place. Once in, it’s secure. One grump: the Hoodie’s armour pockets seal with Velcro. It would be good to have the same in the jeans.

Roadskin describes this kit for ‘everyday, casual riding’ (higher protection, look at the Paranoid or Taranis AAA-rated jeans) fit for all-day wear. So I rode to an event where I wore them the whole time before riding home again. Air temperature was 10 C, cool but not cold.

I removed the hood from the Hoodie for the ride, but it’s so easy to refit via a chunky YKK zip. It is SO comfortable, both on and off the bike. A concern

with a hoodie (being a relaxed fit) is whether the armour will sit in place? Give the sleeves a tug before setting off and it’s spot on. There are straps to secure the sleeves and body (PPE requirement). They work but are fiddly to secure (Roadskin

is working on a more elegant solution). It’s a joy to ride in, light and flexible.

In cooler weather you need to layer up and if you have a windproof mid-layer slip it on; over 50mph I could feel the breeze coming through.

As urban rider wear, this is a good set of kit. Over longer distances and higher speeds I’d be looking at leathers and higher ratings (Roadskin makes two triple-A rated jeans), but for local/commuter riding this is ideal and, as Roadskin says, look good enough and are comfortable to ride to work, keep on all day, ride to the pub (non-alcoholic drinks are available) and ride home again.

All three items tested gained CE rating. The Hoodie has CE 17092 AA rating for Impact, Abrasion and Tear and outer seam tests plus EN388 CUT/SLASH at Level 2 and Puncture/Stab at Level 3. The jeans are a 60% Denim/40% Kevlar blend, achieving AA rating. The gloves have passed EN13594: Level 1 KP.

50 QUICK SPIN

LIVING WITH...

Ducati Supersport S (2019) WORDS and PHOTOS: Maja Kenney

This January it’s been three years since I picked up my Ducati Supersport S from the dealers. Why did I decide to get this particular bike? It was purely down to its looks and the brand.

A pretty uninformed decision then, but after running it for three years and racking up 39,000 miles on the clock, it seems I struck lucky.

I opted for the white one even though a Ducati ‘should’ be red. I really like the satin finish.

Just the right amount of sheen to really stand out in a row of parked motorcycles.

The sleek DLR LED headlight gives it that distinctive Ducati look despite the monobrow effect when lit. The red wheels are a nice touch and provide a great contrast that make the white really stand out.

The Supersport is classed as a sport-tourer, but what does that mean in real life? I’ve toured on it quite a fair amount. Twice around Europe, each time covering over 3,000 miles.

Many trips to Wales and Scotland. And a few days on a track at Cadwell Park. Each time the bike delivered everything I asked from it.

The 113bhp liquid-cooled 937cc V-twin engine delivers plenty of power for a fun ride and it doesn’t protest too much when crawling through 20mph speed limit areas.

Maintaining a steady speed on a motorway, however, is a bit of a battle. It just doesn’t like it and you are constantly adjusting the throttle.

In the three years of owning the Supersport and putting a significant amount of miles on it, a few things have gone wrong.

The starter solenoid unit disintegrated and had to be replaced. The garage where I store my bike isn’t completely weatherproof which means water comes in on the ground and the air can be damp. I have since acquired a bike dryer and I make sure I never put the bike away wet.

The clutch cable snapped.

I’ll put this down to wear and tear. One minute I was riding happily down the road then the next minute the clutch went.

The quickshifter is pretty good from the second gear onwards but not so smooth between first and second gear. Sometimes it protests switching into third too, and so I tend to use the clutch at lower speeds/revs.

I changed the standard sprocket to a Renthal one. My advice? Don’t. It was eaten up by the chain quicker than I could spin it around Europe. It looked pretty. It’s not worth it unless you are racing, which you probably won’t be doing on the Supersport.

As you’d expect with 39,000 on the clock the Supersport has met with a few mishaps.

It’s faired well, nothing that a new set of levers didn’t sort out; bent back the gear shifter and popped the exhaust downpipe back in at the side of the road.

All in all quite robust when dropped. Build quality of the side panels are a bit suspect, though. Two plastic brackets had to be glued back as they came away from the main fairing, but everything else is in tip-top condition with no signs of rust or paint flaking.

Ducati launched the new Supersport in 2021 and I was tempted for a brief moment.

Apart from the slightly tweaked fairing and the lights, making it look more Panigale-esque, it actually has slightly less power than mine (Euro 5 compliant), it is A2 licence friendly and a couple of minor tweaks that, for me, do not justify the extra cost.

Maja Kenney Maja is an adventurer by heart. From a young age she thrived on the unknown, pushing the boundaries and exploring new frontiers whether in travel or in business. Her zest for life and adventure is contagious and inspiring. She is running a motorcycle tour business

sharing her passion for travelling on two wheels and exploring the beautiful roads worldwide. Originally from Slovenia, she has made North Wales her home for the last 20 years. Join Maja on one of her tours at www. majasmotorcycleadventures. co.uk

THE INSIDE LINE TO CLASSIC JAPANESE IRON – VJMC 51

Honda: From Screamer to Big Bang Words: Steve Cooper Photo: Morton’s Media Archive The 1990s would see some of the best 500 two-stroke racing bar none and three names would come to dominate at least half of that decade. Wayne Rainey would pilot the Yamaha YZR500 captivating all who watched him, Kevin Schwantz would fight with his all-or-nothing style, and Aussie Mick Doohan would demonstrate an eponymous rough-as-guts approach to racing the likes of which had seldom, if ever, been seen before.

This was an era when satellite teams were to receive seriously competent bikes from their principals and as such the racing was both intense and entertaining. Honda was effectively involved, hands on, with three teams: La Cinq/ROC, Campsa Banesto and Rothmans Honda, the latter staffed

by Wayne Gardner and Mick Doohan.

The 1990 NSR500 was now delivering some 200bhp which equated to a

frankly astounding 400bhp/litre. To put this in some form of perspective just five years previously Freddie Spencer had been riding a threecylinder NS500 that was making just 140bhp; Honda may have come late to the game where two-strokes were concerned, but had certainly mastered the art. The V4 engine still featured a single crankshaft but now the pistons were arranged in two sets of pairs set at 180 degrees apart. The new set up became known as ‘The Screamer’.

The logic behind this then radical system was that the power pulses from the motor would be less dramatic, which would then give both the rider and the rear tyre an easier time. Once again horsepower was beginning to overcome both chassis and tyre technology in a repeat of the early 1970s. The pre-1990 NSR500s had fired every quarter turn of the crank, i.e. every 90 degrees which, although a logical arrangement, from an engineering perspective made for an unpredictable ride. This new, left field approach to the task of getting the

power down in a less volatile manner would lead to another, very critical, revision of motor two years later.

Wayne Gardner had a difficult season beset by injuries, yet managed to salvage something in front of his home crowd at the Australian Motorcycle Grand Prix on Phillip Island. Beating his team mate and compatriot Doohan, Gardner had to ride for much of the race with his bike’s fairing trying to fall off! Looking at the results sheet for the season showed just how consistent results always deliver. Yamaha’s Wayne Rainey would score mostly firsts and second places along with a pair of thirds and just one DNF. Four DNFs but numerous first places saw Suzuki and Kevin Schwantz grab second place at the end of the season with Doohan third and Gardner fifth. 1990 wasn’t destined to be Honda’s year; Rainey was at the top of his game and Schwantz was fighting for every win or podium he could get.

The year 1991 showed that Honda’s adoption of The Screamer motor

was starting to pay off. Mick Doohan managed to get the most from the new engine and developed a style that suited the bike which, in turn, delivered a more consistent ride at a variety of circuits. With just a single DNF at Assen, Holland, three outright wins, four second places and a trio of thirds, Doohan and the NSR500 finished second to Rainey but crucially beating Schwantz and the Suzuki. Gardner once again could only manage fifth and was close to the end of his GP career but would go on to win two more Suzuka 8 Hour races before retiring from two-wheel sport at the end of the 1992 season.

Honda had been working hard behind the scenes to improve the handling of its 500 GP bike and especially so given that Wayne Rainey’s fluid style seemed to work so well with the good-handling YZR500; it was once again evident that raw horsepower alone wasn’t the answer to winning and retaining GP titles.

The endurance race bikes Gardner and colleagues had campaigned at

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the likes of Suzuka helped HRC to develop a new GP race frame based around the hugely successful RVF750 RC45 and this was married to yet another revised engine. The Screamer was changed to now fire all four pistons closely together rather than in two timed bursts 180 degrees apart.

The new power unit swiftly became know as the ‘Big Bang’ engine and one again transformed how engineers looked at GP engines.

The new technology improved both rear tyre grip and life by reducing the incessant stresses on the rubber, thereby allowing it some ‘down time’ between power impulses. The 1992 season promised to be something rather special, hopefully.

The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am4pm (please leave a message)

52 WHITE DALTON 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

Q

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

I live in a pretty rough part of town. A neighbour a few doors down is an absolute lunatic drug dealer and likes to throw his weight about. To be fair, personally I had never had any issues with him until about a year ago.

Long story short, he kicked off at my missus over a parking space. I could hear a commotion outside and went to have a word. There was a bit of ‘effing and jeffing’ and eventually he went indoors, and I didn’t think too much about it until about a week later. I had just left for work on my VFR800. I had got to the end of the road and was waiting to pull out of a junction when I was rammed from behind. The rest was a bit of a blur as I was then pushed across the road whereupon, unsurprisingly, I fell off. The driver then ran over me, reversed, got out of the car and ran off. I never saw who it was. However, the local lunatic isn’t the brightest button in the tin and the Police tracked down two helpful witnesses and got doorbell video footage. The Police reckon they have him bang to rights.

However, he is denying it. He says it’s not him on the video, the two witnesses are wrong, and that it wasn’t his car (it turned out it was stolen).

I have spoken to a couple of local solicitors who reckon that because I did not see who was driving, I cannot claim for my two broken legs and a broken pelvis. Is that right? As an aside, the local lunatic is due in Court next month for causing grievous bodily harm to me. If he is found guilty, can I ask the Judge to order he pay for my injuries and all my loss of income, etc.?

A

Your two local solicitors are wrong. You do have a claim. However, at this stage it is not clear how it will proceed. Before getting to that you need to be aware there are criminal courts and civil courts. They do different things.

Criminal courts deal with people accused of committing a crime, deciding whether they are guilty and, if so, determining the

consequences they shall suffer. Civil courts deal with disagreements between individual people or private companies. In your scenario, the criminal Judge will not deal with all your losses if the ‘local lunatic’ is found guilty. As the criminal trial is next month, I would wait to see if he is found guilty, or not, as it will direct what you need to do next. If he is found guilty to the criminal standard, i.e. beyond a reasonable doubt, then it will make your civil claim easier because the issue of identification should fall by the wayside and you can bring a civil claim directly against him. However, if he is found not guilty then identification may become a ‘live issue.’ In either scenario, you need to get some specialist advice sooner rather than later because I see issues regarding who ultimately has to pay for this driver’s actions.

It may be the insurer for the stolen car, or it may be the Motor Insurers’ Bureau (they deal with claims involving untraced and uninsured drivers). Lastly, do not wait to get advice. In simple terms, you have three years from the date of the accident to have either settled your claim or notified the Motor Insurers’ Bureau (depending on the type of claim) and/or issued court proceedings. Be aware that the clock is ticking down.

Q

New Year, new start! That was the intention as I decided to cut back the branches/bushes/ hedges and have a garden clear-out. I decided to beat the post-Christmas crowds and set off early to the tip with a big garden waste bag strapped to the back of my Lexmoto LXR125.

Unfortunately, the straps came loose and it fell off as I went round a roundabout. Even more unfortunately, there was a police car behind me and despite stopping immediately to clear up he nicked me for riding with a dangerous load attached and offered me a fixed penalty offer. I want to defend it because the bag

of branches, etc., never actually hurt anyone.

Will I win at Court?

A

I wouldn’t ‘hedge your bets’ (I apologise for the bad pun!) in successfully defending this.

This is due to S.40A of the Road Traffic Act 1988.

The law is basically that a rider will be guilty of an offence if he uses a motorbike when ‘the weight, position or distribution of its load, or the manner in which it is secured is such that the use of the motor vehicle… involves a danger of injury to any person’. With that in mind, if this ends up before the Court you will highly likely be found guilty from the information you provided. In this scenario, whilst you won’t get any more than three penalty points, the fine will increase from the £100 currently on offer to up to £2,500. My advice is accept the fixed penalty.

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HONDA DEAUVILLE 62 reg, 700cc, panniers, box colour matched, white h/grips, immaculate, 15,900k, stored indoors adj/screen, history, all MoTs, mint Tel. 01633 880688.

MASH 400 Roadstar, 9000 miles, 2017 windscreen and heated grips, looks new, £1850 no offers Tel. 07783 029737.

Wirral.

ARIEL RED HUNTER 500cc 1957 with tradesman’s box sidecar, great fun to ride, ideal for going to rallies, £5450 Tel. 07909 914345. Warwickshire.

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

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

HARLEY-DAVIDSON Road King combination, 2004, 1450cc, two owners, 12,300 miles, lovely LAK Dutch sidecar, factory fitted and colour matched, reverse gear, easy steer yokes, MoT, V5C, £12,995 Tel. 07798 866071.

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HONDA CB125 GLR 2015, blue, only 650 miles, good condition, MoT due October 2022 £1750 ono Tel. 07580 728231. Suffolk.

YAMAHA TZ 1978, TZ 350E race bike, lovely condition, virtually ready to race with some spares, new fairing front mudguard for more information ring £9500.

Tel. Dave 07583 532153. Staffs.

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

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

MOTO GUZZI 2017, 17 reg, V9 Roamer/Squire ST2 combination, 9600 miles, (may go up as still using), immobiliser, ABS, TC, USB socket, screen, rack, topbox, handguards, recent tyres, Squire ST2, locking boot, towbar, 12” alloy wheel with spare, very economical, MoT Nov 2022, excellent condition, £8600 Tel. 07913 032864. Email. moorend4@hotmail.com Yorks

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

YAMAHA XJ900S 2003, 44,000 miles, MoT October 2022, tall screen, hugger, new tyres, £1400 ono Email. pinkbunny416@hotmail.co.uk

Parts For Sale

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

SYM JOYMAX 2013, 300cc, Maxi scooter, gloss white, MoT April 2022, 13,000 miles, very good condition, new Maxi scooter forces sale, service history, garaged Lincolnshire, runs well, 70mpg, full auto, £1599. Tel. 07784 499299. Yorkshire.

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

Email. coled050@gmail.com

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

BAR END MIRROR Halcyon top quality, British made fully adjustable fits 7/8” or 1” handle bars, never used still in original box, perfect for any classic bike, £20. Tel 01268 735135. Essex GRAFFITI ‘D’ LOCK 365mm long with two keys, £25. Front and rear paddock stands. Hooks and pads for rear, £30 Tel. 01295 700464.

HARLEY-DAVIDSON Night Rod slip ons, as new, Vance & Hines, £40. BSA A65, 64 year engine, needs work, £50 Tel. 07773 347177. Birmingham.

HONDA CB500X 2017 Givi pannier rails and rack, Monokey plate, £80. Lust Racing lowering kit, shortened sidestand, £50.

Hugger, £50. Haynes manual, £10 offers considered, postage extra Tel. 07969 392910.

Staffordshire.

KAWASAKI VERSYS 650 low comfort seat in original box, brand new & unused, fits 2012 to 2020 models, cost £320 accept £100 Tel. 01270 873778.

Cheshire. Email. alsager13@ outlook.com KRIEGA R3 WAIST PACK hardly used and as new condition, £40.

Tel. 07881 997630. Lancashire.

MRA VARIO UNIVERSAL SCREEN in very good condition, £50, collect or pay postage Tel. 07919 884322. West Midlands.

ROYAL ENFIELD GT650 2020 end cans, brand new, never used, still boxed, also fit Interceptor, £150 ono Tel. 07961 027922. Glos.

SUZUKI GSF600 Bandit parts new engine left case black, £20. Clutch switch, £2.50. Pair of footpegs, £10. Rear brake pads, £10. Black leathers waist size large, good condition, Ami London, £20 can send pictures Tel. 07704 343331. Stockport.

TRIUMPH THUNDERBIRD 900 chrome headlight Bullet, 1995 onwards, excellent, £90 + £5 postage. Thunderbird 900 rear master cylinder brake cover, black perfect, £35 + £4 postage.

Also black plastic clock + tacho outer covers, £100 + £5 postage Tel. 07434 513161. Lancs.

TRIUMPH THUNDERBIRD 900 chrome sprocket cover, 1995 onwards, brand new old stock in original box, £350, £7 postage, ideal for concours or museum quality restoration, no longer available from Triumph Tel. 07434 513161. Lancs.

TRIUMPH TIGER 2006, cast wheel a box full of spare parts, fuel tank, exhaust can, collection only, £250. Tel. 07975 835722.

Pembrokeshire.

TOP BOXES to fit on rear luggage rack, medium size (old but useable) choice of two, £10 each or £15 the two, phone for details.

Tel. 01268 735135. Essex TWO VANCE & HINES exhaust cans to fit Triumph T120 motorcycle, excellent condition, asking £200 (cost over £500 new), collection preferable, but can get couriered for cost Tel. Darryl 07787 030715.

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

YAMAHA TRACER 700 rear shock Nitron upgrade, 100 miles only, £250 plus p&p. Haynes Manual, £10 Tel. 01539 725198.

Cumbria.

Wanted AJS, BSA or similar, any condition to ride/restore, no dealers please, will collect and pay the going rate Tel. 01462 817218. Bedfordshire.

ANY CLASSIC BIKE wanted anything considered in any condition by enthusiast top price paid Tel. 01514 470147.

HONDA CG125 1970 to 85, frame with V5 why? For sale Honda C70-50 Tel. 07951 099354. Essex.

SMITHS CHRONOMETRIC SPEEDO or rev counter, any condition, smashed, bashed, broken Tel. 07715 276003.

Leics.

SOMERSET HOBBYIST WANTS pre-1990 undesirable terrible condition bikes, 50-1200cc, nothing restorers want, my pleasure is working on fixing, breaking, price, distance, dictates, clear out junk Tel. 07474 128407. East Somerset.

SUZUKI GT650 starter motor wanted good working order Tel. 07434 762911.

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

WANTED BSA BANTAM Tiger Cub, CD175, C90 or any other bike up to 500cc, Brit or Jap, any condition, good price paid Tel. 01514 470147. Wirral.

WANTED CENTRE STAND for Triumph Bonneville T120 Tel. Darryl 07787 030715.

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

Choose one of the following methods:

1 2 3

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

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

YAMAHA, SUZUKI, KAWASAKI commuter style bike wanted, two stroke up to 175cc, must be a runner – no projects, up to £2500 available Tel. 01489 602679. Southampton.

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

Warwickshire.

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

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

Tel. 07787 978413. Wrexham.

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

Derby.

CLASSIC BIKE MAGAZINES sixteen issues, ten consecutive from December 2020 to September 2021, £10 buyer collects from Bournemouth BH10 area Tel. 07546 449158 after 7pm.

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

FRANK THOMAS ladies motorcycle jacket & trousers, blue, black & white, medium, good condition, only fine weather use, £75 each or £130 for both Tel. 07840 642362. Kent.

HAYNES MANUAL Kawasaki ZX900 1000 & 1100 Fours 83 to 97, new, £10. Honda Haynes Manual CBR600F2 F3, Fours 91 to 98, £10. Yamaha XJ600S Diversion 92-99 XJ600N 95 to 99, £7. Manual Honda ST1100 Pan European Haynes Manual, £7 all + post Tel. 01926 770198.

Warwickshire.

HAYNES WORKSHOP MANUALS Honda CB250 & CB400N, Super Dreams, coded 540. Also T80 Yamaha Townmate, coded 1247, excellent clean condition, priced at £12 each with p&p included Tel. 01132 584130. West Yorks.

HONDA CB500X 2020 Hepco and Becker rear rack with alu rack base as new, £80. Tel. 01978 842243. Wrexham.

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

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

MAGAZINES COLLECTIONS: Which Bike, complete set and Road Test Special, £20.

Motorcycle International, 55 issues, £10. Road Bike, complete set, £20. Most are in binders, due to weight buyer must collect Tel. 07854 786761. Staffs.

MAGAZINES: 1940/50/60/70 Villiers 7E/8/9/HE parts Tiger Cub frame, BMW R65 parts panniers, £40. Shaft beancan mudguards rockers, BSA forks, RT BMW h/ bars, Guzzi top fairing, Travel Marques books to clear Tel. 07948 827050. Staffs.

MAGAZINES: 1940/50/60/70 including show TT issues, Motorcycle, Motorcycling, M/C Sport, (350). Classic Bike Travel books, need car or van to collect.

Also Villiers 7E/8E/9/11E barrels, pistons, cranks, cases BMW R65 parts Cub frame Tel. 07948 827050. Staffordshire.

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

Glos.