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Ducati Twins Test: Head to head
NEWS 3
It is HERE!
Ducati finally unveils its
SUPERLEGGERA V4
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234hp. 152.2kg. MotoGP aero wings. Only 500 of them are going to be made. Time to sell a kidney...
To sum this motorcycle up in a Ducati-red nutshell, figure on this; the Superleggera V4 is the most powerful and technologically advanced production Ducati ever built. It’s basically a real, pukka, PROPER MotoGP motorcycle with lights and a warranty. You can ride this bike to the shops and back or blat around Mugello at Warp Nine. The Superleggera is being made as a limited edition of just 500 individually numbered motorcycles, which is good because the €100,000 price tag should mean that, if you bought one, you’d probably not want to see another on your favourite sweeping B road. There’s lots that make this motorcycle jaw-dropping, not least of all that this is the only street-legal motorcycle in the world with a carbon fibre chassis, swingarm and wheels. The carbon (naturally, what else would they be?) Biplane wings and extreme aerodynamics are lifted off the Ducati MotoGP16 race bike and are genuinely fitted to the bike for performance gains – not just as gimmicky baubles. The Superleggera’s power/weight ratio of 1.54hp/kg in racing kit configuration which, essentially,
means the race exhaust fitted, is also a record value for a street-legal bike. So if you’re in the market for one of these, a couple of things to note. Ducati is only making five a day once the production run begins this June, and anyone who buys a Superleggera V4 will also be offered a track test on the factory Panigale V4 R competing in the Superbike World Championship. Cool, huh? But not as cool as the fact that you will also be given the chance to buy one of 30 places to go and test the ACTUAL current MotoGP Desmosedici GP20 bike. Incredible.
Peanut Roundabout
Currently, the first of the new French ‘Peanut’ roundabouts are in Nozay (Loire Atlantique) between Nantes and Rennes and in Montargis, too. With the pit-lane (sorry) car park area to the bottom of the image, they look like a fine way to spend a Sunday afternoon, should you fancy it.
Fancy some fame?
Trick bits and slick kits The chassis
The Superleggera V4 is the world’s only street-legal motorcycle with the entire loadbearing structure of the chassis (frame, subframe, swingarm and wheels) made from carbon. By doing that Ducati says that there’s a huge 6.7kg reduction in weight over the Panigale’s current frame. A longer swingarm helps with track geometry, too.
The Aero
The carbon fairing, which has a level of aerodynamic efficiency that exceeds that of current MotoGP bikes, features the massive ‘biplane’ wings from the 2016 Ducati MotoGP motorcycle and delivers a downforce of 50kg at 168mph, 20kg more than that created by the aerofoils on the Panigale V4 and V4 R. Ducati says that the downforce improves acceleration, by countering the tendency to loft the front wheel. It also increases stability under hard braking.
The engine and other trick bits
The 998cc 90° V4 in the Superleggera weighs 2.8kg less than the 1,103cc V4 motor in the current bikes. With the Akrapovič exhaust fitted, the bike makes
oreBikes, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Tony Carter
224hp in road-legal configuration. That figure rises to 234hp when fitted with the titanium Akrapovič exhaust for track use, which is included in the Racing Kit supplied with the bike. There’s also a dry clutch and individual manual adjustment of the Desmodromic timing system to get the most out of the bike for track riding. There’s a ‘Race GP’ display on the Superleggera, which has been co-designed by MotoGP rider Andrea Dovizioso and is a direct offshoot of the instrument panel on the Desmosedici GP20 race bike.
Power and weight
The Superleggera V4 has a dry weight of 159kg (16kg less than the Panigale V4), resulting in a power-to-weight ratio of 1.41hp/kg, which is a record figure for a road-legal sports bike. Fitting the supplied Racing Kit and switching the bike to its track configuration boosts power to 234hp, dropping the weight to 152.2kg and raising the power-to-weight ratio to 1.54hp/kg.
The electronics
The Superleggera gets three reprogrammed Riding Modes (named Race A, Race B and Sport ). There are also – for the very first
Publishing Director Dan Savage Publisher Tim Hartley Email editorial@morebikes.co.uk Production Editor Mike Cowton Editorial design Fran Lovely
time – five additional Riding Modes that can be personalised with the rider’s preferred settings. Riders can monitor lap times via the upgraded Lap Timer, which can record finish line and split times coordinates for five favourite circuits. These can be recalled at the start of each track day without having to repeat the set up procedure. The default system settings feature the finish line/split time details of Laguna Seca, Mugello, Jerez, Sepang and Losail. This is topped by a latest generation electronics package including EVO 2 strategies for the Ducati Traction Control and Ducati Quick Shift up/down.
We’re looking for bike owners to take part in the Classic Racer Firing up Area at Stafford this April 25-26. You’ll receive an all-weekend pass, plus the chance to have your bike on centre stage in front of massive crowds at the world’s biggest classic bike show. More info: www. staffordclassicbikeshows.com / 01507 529430.
The suspension and brakes
Other standard items include a lighter Öhlins suspension system, with a pressurised fork and lighter machined aluminium fork bottoms, a titanium shock absorber spring and GP-derived valves that improve the damping of road bumps during the initial compression stage. The braking system is the best in the Brembo production range, with an MCS caliper featuring a remotely adjusted lever gap and Stylema R calipers, exclusive to the Superleggera V4, to provide greater frontbrake stroke consistency in long track runs.
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Telephone lines are open Monday-Friday 8.30am-5pm Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly on the third Friday of the month by Mortons Media Group Ltd and printed by Mortons Print. Subscribe to MB and just pay the postage!
Biggest Harley yet
Harley-Davidson has launched a 2,147cc motor kit with 123hp at the wheel. The new Big Bore V2 is now out under the firm’s performance label ‘Screamin’ Eagle’. The stage IV 131ci kit boosts size and power output over current motors in the range. H-D is offering the Milwaukee-Eight Stage IV kit for the company’s 114 or 117ci engines. Price is around £2,700.
MB recommends bikesafe.co.uk
Independently proven pick up: 67,717 copies
4 NEWS
A nod from the Editor All systems go for a new biking world
Norton Motorcycles collapses British company goes under after Metro Bank calls time on debt
Tony Carter
Not with a bang...
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hat do you make of the Norton saga? Taken at face value, Norton was a pretty looking set up. Some aesthetically pleasing motorcycles were turned out. A man who owned the company would often appear, courtesy of whomever was looking after the company’s PR account, and say how great Norton was and how terrific the motorcycles were. There were rumblings and rumours going around the industry for a while about aspects of Norton Motorcycles perhaps not being quite ‘right’. But they were largely rumours. A while ago, a report of dealings in a pension scheme were printed in British Dealer News, an early red flag, which has emerged as one of the elements of a larger fall-out that Norton Motorcycles, its staff and its customers now find themselves in. Who is to blame for this fall from front cover grace? Time will tell who indeed should shoulder the anger, frustration and sadness of those who are still waiting for their motorcycles, or have motorcycles and now worry about what will happen next. But whoever is actually responsible for this state of affairs, it’s the fans, customers AND those people who worked for Norton Motorcycles – the customers who put down money in good faith, everyone who pushed so hard to take Norton Motorcycles from an idea to something tangible and now face losing their jobs amid the drawn-out process of administration – those are the ones we should feel sorry for. Genuine people with genuine cause to support and fall in love with aesthetically pleasing motorcycles assembled at Donington Hall in an old office block.
British motorcycle maker Norton Motorcycles has gone into administration. The company, based in Leicestershire, has been reportedly struggling to pay a £300,000 tax bill and recently faced a winding-up order put in place by Metro Bank over outstanding amounts to pay. The administration order puts either 100 or 25 jobs at risk, according to varying reports. Those jobs based at the company’s Castle Donington assembly plant. Lee Causer, of administrators BDO, said: “We are taking all necessary steps to ensure that customers, staff and suppliers are supported through the administration process. “Our job is to determine and execute the most appropriate strategy as swiftly as possible to protect creditors’ interests, bearing in mind the need to minimise distress for all parties.” Norton Motorcycles owner, Stuart Garner’s two other companies are also reported to be in administration, one of which is his Priest House Hotel in Castle Donington. Since the end of January announcement that Norton was in dire straights, it has emerged that:
Triumph launches 2020 Street Triple R Some tweaks and extra kit, costs £8,900 It’s had a £400 reduction in price over last year’s model and the 2020 Triumph Street Triple R has been put on a diet to shed some inertia off the engine internals (7% less). Why do that? So that the throttle response is more ‘crisp’, according to Triumph. The exhaust is more stubby and has a new ‘growl’, headlights and face of the bike have been updated, and the motorcycle now gets new colours and graphics. Included in that is a red subframe that looks rather swanky. Power-wise, there’s no change in the amount of output from the 765cc triple-motor. The bike still puts out 116hp @ 12,000rpm and 57lb-ft @ 9,400rpm, but it does get three new riding modes and a slipper clutch with nice, snazzy quickshifter, too.
* Metro Bank confirmed that it spent months working with Norton to find a solution before bringing in the administrators as a last resort * The Pensions Ombudsman is considering further complaints from investors who put their savings into three pensions schemes linked to the Castle Donington business; 228 individuals invested in the schemes, which in turn invested in Norton * DHL International issued a petition to wind up Norton Motorcycles back in August last year – but the petition was soon withdrawn * The Leicester and Leicestershire Enterprise Partnership provided a £750,000 loan to support construction of a new factory at the company’s headquarters. The factory is built, but stands empty, and the LLEP joins the list of creditors. A Metro Bank spokeswoman said: “Having worked closely with the company for many months, we have acted in the best interest of the company’s stakeholders and employees, and on the basis of independent advice. We have therefore made the difficult decision to request the appointment of administrators.”
Stuart Garner.
NEWS 5 SEVEN questions about the Norton collapse 1: HOW DID THIS HAPPEN?
Norton has been very busy over the past three years – acquiring a range of investments, making a range of export and licencing deals and seemingly selling plenty of bikes (well, taking deposits for plenty of bikes at the very least). So how is it they’ve not managed to pay a £300,000 tax bill?
2: WHAT ABOUT THE LINK-UP WITH ZONGSHEN? DOESN’T THAT BRING IN SOME CASH?
In August 2017, Norton and Zongshen entered into a 20-year, multi-million pound Design and Licence agreement based around Norton’s 650cc twin-engine.The 650cc parallel twin engine was jointly engineered and developed by Norton and Sussex-based Ricardo Engineering, and was specifically designed to the requirements of Zongshen. A couple of years later in December 2019 the Chinese factory has displayed its Cyclone RK6 tourer and adventure bike built around the Norton licenced engine – so a few weeks ago it looked like It was full steam ahead for the partnership. But with Norton going into administration, it’ll be interesting to see if Zongshen continue to use the engine and pay the licence fee. The specific value of the 20-year deal has remained private so far, but the initial fee paid to Norton is said to be in the millions of dollars, with ongoing royalties paid on each engine produced.
3: WASN’T THERE A £20 MILLION EXPORT DEAL WITH JAPAN, TOO? There was. At the start of 2019, news emerged that Norton had signed a new £20m export deal with Japan, which it claimed would support 200 jobs in the UK and see around 1,000 new motorbikes sold to Japanese customers over the next five years. The deal was announced when Japanese Prime Minister Shinzo Abe met with (then) Prime Minister Theresa May in London, as part of a
series of new deals for British and Japanese companies and farmers worth over £200 million. At the time Kay Johnson, head of global sales and marketing at Norton Motorcycles, said: “Norton have an agreement with our distributor, PCI Limited in Japan, which will run over a fiveyear term to manufacture over 1,000 bikes and will achieve an estimated value of £5m. We very much look forward to growing our workforce to support the demand for motorbikes in this territory and, in doing so, continue to build a strong trading business with Japan.”
4: WHAT ABOUT THE GOVERNMENT GRANT?
In July 2015 (the then) Chancellor of the Exchequer George Osborne visited Norton to announce a £4 million investment from the British Government. The Government’s Advanced Manufacturing Supply Chain Initiative was intended to allow Norton and its 11 supply chain partners to set up a new British Motorcycle Manufacturing Academy to train and supply the next generation of engineer apprentices, build a new 10,000 square feet manufacturing facility and develop clean motorcycle engine technology in the UK within two years. The AMSCI funding was expected to result in 159 jobs at Norton, which was expected to grow to 600 direct and indirect jobs, including 200 apprentices, by 2020.
5: THERE WAS A £3 MILLION BOOST FROM SANTANDER TOO, WASN’T THERE?
You’re right. Back in April 2017, Norton announced it was scaling up production and hiring 40 more staff – thanks to a £3m boost from Santander. At the time the factory was turning out a (claimed) 500 units from the 961 Commando range each year, blending traditional techniques with cutting-edge technology. But, thanks to the financing from the Spanish bank Santander, Norton was said to be ramping up production
and hiring more staff to increase output and meet demand. Speaking about the news, Stuart Garner, General Manager of Norton Motorcycles, said: “Santander has been able to provide a range of incredibly flexible banking services that fit our needs perfectly. After having developed and pre-sold a huge number of machines, we needed financing to be ready to pay our production tools, stock and personnel to allow production to go from 40 bikes per month to over 130 from the summer of 2017.” The vast majority of the funds were set to be allocated to the all-new 200bhp 1200cc V4 engine and chassis, which would eventually form the basis of the new Norton V4 SS and V4 RR models, which went into production in the Summer of 2017.
Off-roading a 1199 A few years ago American Ducati dealer MotoCorsa turned a Panigale 1199 into an off-road ready machine ready to hit the dirt. And it’s called the TerraCorsa. If you’ve never seen a Ducati Panigale tear up the dirt, then you need to watch this video. Just go to: MoreBikes.co.uk and search ‘Terra’.
6: WHAT’S HAPPENED TO ALL THE MONEY?
According to its last full-year accounts, the company had sales of £6.7 million, on which it made a £33,701 pre-tax profit. That’s a lot of sales and not much profit. Ok, so Norton will have been making investments in new models and development of the current and ‘next wave’ of Norton motorcycles certainly isn’t going to come cheap, but considering the numerous investments and deals we’ve detailed above, it seems surprising that they’ve failed to stay afloat.
7: WHAT IF YOU’VE BOUGHT A BIKE?
It all depends. At this stage there’s no one answer as there’s still a lot of uncertainty about the future, but if Norton fails to get back up on its feet any time soon then there’s a couple of most likely scenarios. For the bikes that have actually made it to their owners, it’s fairly likely that the values will tank – with parts, spares and factory support extremely difficult to come by. And for punters who have laid out a significant deposit for a new Norton motorcycle they’re going to be at the beck and call of BDO, who are looking after Norton for the immediate future.
Packs for the V-Strom
Suzuki’s launched three accessory packs for its all-new V-Strom 1050. There’s a fully loaded Explore pack, which kits the DR-BIG inspired V-Strom 1050XT with full aluminium luggage, engine bars, LED fog lamps, an aluminium bash plate and heated grips. It’ll cost £2,499, which is a £626 saving over the cost of buying the gear individually. The Tour pack offers full aluminium luggage and costs £1,299 (which is a saving of £316), while the City pack includes a spacious 55-litre top box and centre stand for £699 (saving punters £147).
6 NEWS
Valentino Rossi is OUT of the factory Yamaha squad next year. Replaced by Fabio Quartararo 2019 MotoGP Rookie of the Year Fabio Quartararo will join Maverick Viñales at Yamaha Factory Racing MotoGP Team in 2021 and 2022. The news means that Valentino Rossi will either stay on a Yamaha
with factory backing in another set up, switch to another manufacturer for 2021 or retire at the end of this season – and even the nine-time world champion says he’s not sure yet what’s going to happen to him. Quartararo said: “I‘m delighted about what my management has achieved in the last few months together with YMC. It was not simple to establish, but now I have a clear plan for the next three years and I‘m really happy.” Responding, Rossi said: “My first goal is to be competitive this year and to continue my career as a MotoGP rider also in 2021. “For reasons dictated by the riders’ market,” said the nine-time World Champion, “Yamaha asked me at the beginning of the year to make a decision regarding my future. Consistent with what I said during the last season, I confirmed that I didn’t want to rush any decision and Fabio Quartararo. needed more time.
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Estonia trials new approach to speeding Cops to bikers: You can pay a fine or take a time out!
Valentino Rossi. Yamaha has acted accordingly and concluded the ongoing negotiations. “It is clear that after the last technical changes and with the arrival of my new crew chief, my first goal is to be competitive this year and to continue my career as a MotoGP rider also in 2021. Before doing so, I need to have some answers that only the track and the first few races can give me. “I‘m happy that, should I decide to continue, Yamaha is ready to support me in all respects, giving me a factoryspec bike and a factory contract.”
MV Agusta’s President confirms “an adventure bike is coming”
Think speeding will get you to your destination quicker? Not in Estonia it won’t. The Police Force has been trialling a new kind of speeding penalty – and rather than receiving a fine or points by default, if you get caught you’ll be given a choice between paying a fine or taking a time out. So how does it work? Well, if you’re caught breaking the speed limit by 20km/h (12mph) or less, you’ll be given a 45-minute time penalty – and if you break the limit by 21km/h – 40km/h (25mph) then you’ll receive a 60-minute time penalty. The trial comes as a response to an increase in road incidents and fatalities in 2017, and although most countries penalise speeding with fines and points, Estonia’s trying something different. It’s worth noting you can only take the time penalty if you’ve got a clean licence. PPA innovation advisor, Elari Kasemets, said: “This is part of a traffic innovation project that aims to find new, effective ways to improve road safety. We are
investigating how speeders perceive the fine and the impact of the lost time. We know from interviews with motorists that some people consider having a conversation with a police officer and the time they take to intervene more effective than fines. “On the basis of these police operations, we will collect information about the reasons speeders give to justify breaking the limit. We are analysing the impact of different interventions to find more effective solutions, because the goal is for perpetrators to actually change their behaviour, not to punish them for the sake of punishment.”
BMW’s plans for electric-bike charging via the SIDESTAND
Timur Sardarov, the President of MV Agusta, has been speaking about the Italian factory’s plans for the future – and the big news is that there’s an adventure bike on the way. Answering a question about plans to keep the top-ofthe-range MV Agusta bike’s production in Schiranna, Italy, rather than moving all production for MV Agusta to the China plants, which are involved in some levels of production across the range, Sardarov said: “Yes, the top of the range will remain in Schiranna. On the other hand, Schiranna’s capacity is between 17 and 20,000 motorcycles per year, without expanding. “Now we are working on a new 950 and then other news will come, such as an Adventure [motorcycle].”
MotoGP’s 2020 calendar now confirmed Get booking your Silverstone tickets for this summer It was a long time coming, this winter, but the MotoGP calendar has now appeared from the FIM. Everything kicks off at Qatar on March 8 for the evening race and 20 venues later it comes to an end in Valencia on November 15, 2020. One point to note though, and that’s the Finland date on July 12. The KymiRing is still under construction so will be subject to FIM homologation over the coming months, so don’t go booking that overseas trip without confirming it’s all on.
FIM Grand Prix World Championship 2020 Calendar, 23 January
REVEALED
* Evening **Subject to FIM Homologation
It may only be a patent at this stage, but BMW looks like it might have just cracked the rather cumbersome idea of having to physically plug in your future electric motorcycle to an oldstyle cable sprouting from a nearby electrical socket. How it does this is by direct transfer of the electric charge through a motorcycle’s sidestand up into the bike’s battery store. The current is delivered from a charging ‘plate’, which will remain plugged into the mains. It’s like a mobile phone wireless charger for you motorbike. No details
of charge rate or capacity (in fact, not much info about much at all) is on the patent, so for now this is pretty much a what-you-see kind of deal. And that usually means that we’ll have to wait quite a while to see anything like this in the real world. Still, quite a cool idea, isn’t it? Especially for the M1300GS model, which BMW has trademarked the name of – that’s very likely to be a hybrid electric/petrol-powered big Adventure of the future so something like this conductive sidestand would be very at home in the overall use of a motorcycle like that.
The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors. The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice. For road traffic offences, call the Motor Defence solicitors on 0800 280 0912. For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191.
Need advice If you need advice on a biking-related legal question or query, email mail@whitedalton.co.uk. The best Q&A will be published in MB, in confidence, of course.
Q&A
WHITE DALTON 7 Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles
Q
I have always fancied a scooter to re-live my ‘yoof’ and at the ripe old age of 63 I bought a Vespa GTS 300. I joined a local bike group and last summer was awesome as I spent many happy hours cruising country lanes and grabbing a bag of chips at the seaside. The difference between now and being 16 years old (the last time I had a Vespa) is I could afford the petrol and the chips! To blow out the cobwebs at New Years, our local bike group met up for the first ride of the year to the coast. Spirits were high and as I sat in the line of traffic, one of our group leant over from his Harley to muck about and rev my throttle as a joke (I had also seen him turn someone else’s kill switch off as a ‘joke’). However, what our ‘hilarious’ member had forgotten was that I was on an automatic bike. You know what happened next… carnage. I shot off like a scolded cat, crashing into the back of a Bentley of all cars. I went over the handlebars and broke both wrists. Not a fun day out. My insurer has paid out to the poor Bentley owner. However, his claim has trashed my insurance record and I’m wondering what I can do, if anything, i.e., because I wasn’t actually hit by ‘Mr. Hilarious’ and I rear ended someone else. Do I just have to suck up my bad day out and my injuries?
A
Not exactly the New Year anyone wants. No, you do not have to ‘suck up’ your bad day out. Your insurer paying out the Bentley owner is a smart move as he was truly an innocent victim. i.e., your bike hit the rear of him. Your insurer probably wanted to avoid an expensive hire claim. Whilst ‘Mr. Hilarious’ didn’t hit you, your injuries arose from his negligence that occurred whilst he was riding his bike. Therefore, I suspect your insurer will be looking to get their outlay back from Mr. Hilarious’ insurer. If they do that, your insurance record should get sorted. As for your injuries, you can make a claim against Mr. Hilarious and his insurer. Whilst it’s a bit unusual, his insurer will have to pay out for his negligence. What a dipstick.
Q
I have a Ninja 650 that is in my company name (I am a director). My company received a Notice of Intended Prosecution for the rider (which was me) allegedly doing 79mph in a 70mph limit. My wife is our company secretary. However, as it was me riding, she gave me the Notice to deal with. I read online I should ignore it, so I did. However, my wife has now been summoned to Court for failing to give information personally as the ‘companysecretary’. She has done her nut and I am in the doghouse. I have told her she has done nothing wrong, not to worry about it and to ignore it (that is what loads of people said online). However, she is having none of it and reckons she will have to go to Court. Who’s right?
A
Short answer. Your wife is right. Get ready to eat some humble pie I’m afraid. Whatever you have read online is wrong. If a person or a company ignores a Notice they can expect a summons for failing to give information. As the motorbike was owned by the ‘company’, the Court can summon your wife as the applicable ‘company secretary’. However, she will be at Court as the ‘company’, i.e., a separate legal entity from herself. The knock on of this is the ‘company’ should be punished, not her personally. My advice is your wife is correct and she will have to go to Court to sort out the mess caused by you ignoring the Notice.
23 59 Club Day. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 23 VMCC Pre-65 Sporting Trial. Rileys Railway, Tilton, Leicestershire. www.thetaverners.co.uk Tel Peter Hydemonk 07826 683600. Email pmonk83@yahoo.com. 23 LE Velo Lancs & S Lakes. Brinscall, nr Chorley. Tel 01772 782516. 28-1 World Superbikes Round 1: Australian Round. www.worldsbk.com
MARCH 1 Normous Newark Autojumble. The Showground, Drove Lane, Winthorpe, Newark, Notts, NG24 2NY. www.newarkautojumble.co.uk Tel 01507 529529. 1 Sidecar Sunday. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 5 LE Velo Lancs & S Lakes. Blue Anchor, Bretherton. Tel 01772 782516. 8 Classic Bike Day. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 8 Malvern Drive-In Classic Car & Bike Autojumble. Three Counties Showground, Malvern, Worcs, WR13 6NW. www.classicshows.org Tel 01484 667776. 8 Kenley Autojumble. Portcullis Club, Kenley Airfield, Victor Beamish Avenue, Caterham, CR3 5FX (sat nav
CR3 5LT). www.kenleyautojumble. co.uk 8 BMPS motorcycle jumble & bikes for sale. Mochdre Village Hall, Colwyn Bay, LL28 5HU. www.bmpsnwales.org.uk Email leonardferney@gmail.com. 8 Ledbury MCC Anything Motorcycle Autojumble. Bromsberrow Village Hall, Albrighton Lane, Bromsberrow Heath, Ledbury, Herefordshire, HR8 1RU. Tel Sally Palmer 07968 649327. Email sallyannpalmer226@gmail.com. 8 MotoGP – Qatar. www.motogp.com 10 South Cumbria VMCC Club Night. Ulverston Sports Club, Priory Road, Ulverston, Cumbria, LA12 9HN. 13-15 World Superbikes Round 2: Qatar Round. www.worldsbk.com 14-15 NG Road Racing. Pembrey. www.ngroadracing.org. 15 Bike Day. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 15 VMCC Pre-65 Sporting Trial. Rectory Farm, Uppingham. www.thetaverners. co.uk Tel Peter Hydemonk 07826 683600. Email pmonk83@yahoo.com. 15 Huddersfield Auto/Retro Jumble. The Old Market Building, Brook Street, Huddersfield, HD1 1RG. www.phoenixfairs.jimdo.com Tel 01773 819154; 07795 505388. Email jeffpff@hotmail.co.uk. 15 LE Velo Lancs & S Lakes. Meet at the bridge at the bottom of the village, Downham. Tel 01772 782516. 21 Mathewson’s Motorcycle Auction. Roxby Garage, Pickering Road, Thornton-le-Dale, Pickering, North Yorkshire, YO18 7LH. mathewsons.co.uk
Beta Experience Days offer a challenging and safe introduction to off-roading with top ‘Hard Enduro’ rider Wayne Braybrook. Designed as a fully guided ‘arrive and ride’ concept, Beta Experience Days supply the bike, equipment (helmet, boots, goggles, clean clothing and body armour), fuel and refreshments. The events are fully permitted by the governing body (IOPD) and are situated at three different MOD sites and ‘clean’ farm locations. The full Beta Experience Day package costs £220 and 2020 dates are online now at rawenduro.co.uk Wayne at wayne@rawenduro.co.uk or call them on 07802 572023.
For more info, go to:
SOLICITORS
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IMPORTANT DATES FOR YOUR DIARY 2020 FEBRUARY
Beta Experience
TO LIST YOUR EVENT EMAIL jclements@mortons.co.uk
Tel 01751 474455; 07507 210031. Email enquiries@mathewsons.co.uk. 21 Scorton Auto & Bike Jumble. North Yorkshire Events Centre, Scorton, DL10 6EJ. Tel Bert 07909 904705. 22 Straightliners. Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants, NN29 7XA. www.straightliners.co.uk Tel 01234 782828. 22 Overland & Adventure Bike Day. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 22 Sunbeam MCC 81st Pioneer Run (pre1915 machines). From Epsom Downs to Brighton City Airport. Tel Ian McGill 01293 771446. Email pioneerorganiser@gmail.com. 22 The Churchill Arms Spring Bike Jumble in association with Wheelers Motorcycle Events. The Churchill Arms, Daggons Road, Alderholt, Fordingbridge, Hampshire, SP6 3AA. www.wheelersmce.co.uk Tel 01425 652147. 22 MotoGP – Thailand. www.motogp.com 26 LE Velo Lancs & S Lakes. Glasson Dock. Tel 01772 782516. 27-29 NG Road Racing. Pembrey. www.ngroadracing.org 27-29 World Superbikes Round 3: Spanish Round. www.worldsbk.com 28 South Cumbria VMCC George’s Spring Run. Start: Red Lion, Lowick. Tel George Bownass 01229 580776. 28 LE Velo Northampton. Plume of Feathers, Weedon Bec, NN7 4QR. Tel 01604 499858. 28-29 Goodwood 78th Members’ Meeting. Chichester, West Sussex,
PO18 0PX. www.goodwood.com 28-29 Manchester Bike Show. EventCity, Phoenix Way, off Barton Dock Road, Manchester, M41 7TB. www.manchesterbikeshow.com Tel 01484 482005. 29 Scooter Sunday & Raleigh Chopper Meet. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 29 Stickney Autojumble. Stickney Car Boot field, Stickney, Boston, Lincs, PE22 8AG. Tel 01205 480274. 29 South of England Classic Show & Bikejumble. South of England Showground, Ardingly, West Sussex, RH17 6TL. www.elk-promotions.co.uk Tel 01797 344277.
APRIL 4 Kempton Park Motorcycle Autojumble. Kempton Park, Staines Road East, Sunbury-on-Thames, Middlesex, TW16 5AQ. www.kemptonautojumble.co.uk Tel 01507 529529. 4 VMCC (Isle of Wight Section) - Isle of Wight Vintage & Classic Show. Winter Gardens, Ventnor. Tel Keith Hadfield 01983 730559. Email keith.hadfield1@ btinternet.com. 4-5 South Wales Sunbeam Motorcycle Club 28th Annual Bike Show. Llanishen High School, Llanishen, Cardiff, CF14 5YL. www.southwalessunbeammcc. co.uk 5 Normous Newark Autojumble. The Showground, Drove Lane, Winthorpe, Newark, Notts, NG24 2NY. www.newarkautojumble.co.uk
Tel 01507 529529. 5 Kawasaki Sunday. Ace Café, Ace Corner, N Circular Rd, Stonebridge, London, NW10 7UD. london.acecafe.com 5 Malvern Festival of Transport. Three Counties Showground, Malvern, Worcs, WR13 6NW. www. classicshows.org Tel 01484 667776. 5 Pre-65 Sporting Trial. Lount. Tel Peter Hydemonk 07826 683600. Email pmonk83@yahoo.com. 5 Ledbury MCC Ledbury Leader Grasstrack Racing for Youth and Adults. Sparrington Farm, Pencombe, Bromyard, Herefordshire, HR7 4SL. Tel Sally Palmer 07968 649327. Email sallyannpalmer226@gmail.com. 5 LE Velo Lancs & S Lakes. Lower Barn, Rivington. Tel 01772 782516. 5 MotoGP – Americas. www.motogp.com. 8 Bike Night. Plough Inn, Town Street, South Leverton, DN22 0BT. Tel 01427 880323. 9-12 MZ Riders Club Coastal Camping Weekend. The Links Camping & Caravanning Park, Links Road, Mundesley, NR11 8AT. Tel Nigel Stennett-Cox 01692 406075. Email binroundabit@btinternet.com. 10-12 Festival of Power. Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants, NN29 7XA. www.santapod.com Tel 01234 782828. 10-12 British Superbikes Round 1: Silverstone National. www.britishsuperbikes.com. 11 South Midlands Autojumble. Ross Livestock Centre, Overross, Ross-onWye, HR9 7QQ. Tel 01989 750731.
E&OE: All events are subject to change. Please check with the event organisers before booking accommodation or travelling.
8 CROSSWORD
IT’S THE MoreBikes
CROSSWORD!
WIN This AMAZING Richa Hawker jacket Crossword compiled by Ben Rumbold of MotoXwords.com Worth over Yes, it is true. Just enjoy the MoreBikes Crossword (which you will find on the opposite page), ensure £279! that your correct answers for each and every clue are placed firmly in the corresponding white boxes, cut out your completed entry – or photocopy the page and send it to us, we don't mind – and you could be the winner of this fine piece of motorcycling modern retro kit. It's as simple as that. All the correct entries will be placed in the upturned receptacle and from there, one winner will be drawn. Good luck and get cracking with the Crossword!
The details Available in sizes from 38 to 52, the Hawker leather jacket is made from thick Buffalo premium leather, looks like it’s just stepped out of the 1960s and is at home on or off a bike. The jacket comes in fetching brown and tan colours and features D30 protection for your back, shoulders and elbows as standard.
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Hero’s real electric
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It’s the first ‘not-scooter’ motorcycle from Indian company Hero and the AE-47 not only looks the part, it also costs mere peanuts compared to other electric bikes out there. The bike comes with a 4kW electric motor and 3.5kW lithium battery, Hero says that its bike can get from 0-60kph (37mph) in just under nine seconds. The bike has a top speed of 85kph (53mph) and in ECO mode it will manage 100 miles on a full charge, that drops to 55 miles if the rider selects Power Mode. The AE-47 comes with a single radial front brake, a TFT screen, it has a reverse gear, keyless start and full smartphone connectivity with GPS and real-time tracking already on the motorcycle. It also has a dedicated app. There’s no current plans to bring this bike to the UK (in India this is going on sale at under £1,800 brand new), but at that sort of spec and for that sort of price you’ve got to hope that someone decides to import these things to this country. A commuter/beginner bike that makes electric sense.
February 2020 Issue #164
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Last Month’s Answers:
Across
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Across
1: A trike or a quad, for example. (3,7,7) 10: British parallel-twin model with its own Arnie film? (6,8) 11: Marc ___, successful Moto2 team who have signed Sam Lowes for 2020. (3) 13: American bikes are often sold with this cubic measurement of capacity. (6) 14: With enough cash you can do this with your bike at the end of a 9 across. (3) 15: The replacement for the old-style drum. (4) 16: The left foot lever, or what you wear. (4) 19: A prize or evidence of your achievement, usually for a podium finish. (6) 20: Part of 12 Down but Triumph have many models using this word in their names. (6) 23: The only thing you want to hit when taking a corner. (4) 25: Sometimes you just have to leave the ground, especially at Ballaugh. (4) 26 & 17 Down: Used in Endurance racing to change riders at the very least. (3,4) 28: Italian manufacturer founded by a breakaway Benelli brother, which was later brought back into the original family’s name. (6) 29: Telly group that uses its number four channel for TT coverage. (3) 31: Birmingham-produced 1950s parallel twin with a 24 carat paint job? (3,6,5) 34: Swiss Moto2 man known for very bright yellow gear. (9,8)
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1: Private team who have signed Johann Zarco for MotoGP in 2020. (7,6) 2: A fluid for an engine, or other parts. (9) 3: Japanese oil company who sponsor Team Asia bikes with a logo that looks like a shampoo company. (8) 4: The original Yamaha V-Twin cruiser model. (6) 5: James, ex-racer and presenter for 29 across. (6) 6: British bike maker who have Carl Fogarty as their current main ambassador. (3) 7: French company who put their name to Ron Haslam’s lovely black bikes in the 80s. (3) 8: First into the first corner means you’ve got this. (8) 9: Popular way of buying a bike with low monthly payments. (3)
11: The kind of rubber often given by Winston Churchill? (3) 12: Ducati’s new model with a face designed to look like the Joker. (11) 15: Nearest city to the opening MotoGP race of the year since 2000. (4) 17: See 26 Across. 18: Strips of film to be removed for clear vision. (4,4) 21: Rider for 1 Down whose crash at Silverstone contributed to the cancellation of the GP in 2018. (4,5) 22: Dutch-founded bike oil company that supplies in blue and yellow bottles. (8) 24: Mr Kanemoto, legendary tuner and team boss in 80s & 90s Grands Prix. (3) 26: An engine’s central moving part. (6) 27: Thai-based performance parts company, with stripes and claws? (4) 30: Brake line specialist company with a devil-tailed logo. (3) 32: The flag that prematurely ends a race or track session. (3) 33: Orange bikes that dominate off-road, especially at the Dakar Rally. (3)
1 Ross Noble, 6 Last Lap, 10 Bathams, 11 Dorsoduro, 12 AMA, 13 White, 14 Rim, 15 Lai, 16 Rally, 19 Raul, 20 FS, 22 Mugen, 24 Nolan, 26 Bo, 27 VVA, 28 Eat, 31 PBM, 32 Niall, 33 LS, 34 Neo, 36 Privateer, 37 Progrip, 38 & 39 Red Bull Romaniacs
Down
1 Randy Krummenacher, 2 Sparkplug, 3 Nixon, 4 Beaubier, 5 Elbow, 6 Lithium, 7 Shakey, 8 Losail, 9 Polaris Industries, 17 Yen, 18 Autoblipper, 21 Snap, 23 & 27 Down El Villicum, 25 Lambretta, 29 Tankpad, 30 Castrol, 32 Noboru, 35 Paton
Here’s the legal bit that you need to know
To be in with a chance of winning, fill in your details on the form and return the completed crossword to: MoreBikes, March 2020 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: March 10, 2020
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Mr / Mrs / Miss / Ms (please circle) First name:................................................................... Surname:.............................................................................................. Address:.................................................................................................................................................................................... .................................................................................................................................................................................................. Town/City:.............................................................. County:................................................ Postcode:..................................... Country:................................................... Telephone:................................................................................................................ There are no cash alternatives available. The winner(s) 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
10 DUCATI TWINS DOUBLE TEST
WHEN TWO TWINS GO TO
Perhaps not so much ‘war’ and they’re from the same tribe anyway. Pitching the Ducati Scrambler 1100 and Monster 1200S head-to-head.
WAR…
Words: James Robinson Photographs: Gary Chapman
An imagined scenario…
So what would you buy? The way I approached this feature was an imagined scenario about walking into a Ducati dealership and trying to choose between the Monster 1200 (list £11,995) and Scrambler 1100 Sport (list £12,455). Although to test we actually ended up with the 1200S (£14,895), the extra money coming from having Ohlins suspension and a quickshifter, though still the same 147bhp engine. The Scrambler 1100 Sport, billed by Ducati as ‘the sportiest Scrambler ever’ has 86bhp, considerably less the Monster, but in the real world more than enough. Just to put that into perspective, the super sports Ducati 748 made 87bhp, the 916 109bhp. So although the Scrambler sounds tame, it really isn’t. While the Monster produces stupid power. Looking through the Ducati sales specs and prices, perhaps we should have compared the standard 1200 with the Scrambler, or even the 821 Monster, as it closes the price gap up. But if going to buy one, what would I plump for? I know I’d be swayed by the promise of a quickshifter, Ohlins suspension and those nice red bits on the wheels… And as I have had an 800 Scrambler in the past, which I thoroughly enjoyed, if I was going to buy one, it’d be the 1100 Scrambler I’d be looking at, only as I’ve had an 800 before, and try to avoid ‘going back’ to something I’ve previously owned. The Monster has always appealed to me, too. These days, I’m absolutely
not interested in sports bikes. I was never really into them particularly, but I am a sucker for Ducatis, and number the original V-twin 1199cc Panigale – of which I was lucky enough to try one of the first in the country in, I think 2012, it was astounding compared to the old 916 derivation 1098s, etcetera – near the top of the most memorable motorcycles I’ve ever ridden. I adore baby Panigales and I spent an absolute fortune building what was probably the best early 90s 750SS in the country. So although this ‘walking into a dealer scenario’ is imagined, it’s not beyond the realms of possibility.
First impressions
From a visual point of view, I enjoy the Scrambler aesthetics more than the Monster. It looks mean and moody. On an initial try out ride and jumping from bike to bike, I immediately loved the 1100 Scrambler, the Monster far less so. Personally, I delight in wide bars, and so felt straight at home on the off-road influenced model. As I mentioned, I ran an 800 Scrambler a few years ago and this one felt reassuringly familiar, the old DNA clearly pleasant and correct. It’s a comforting saddle position and just feels right; it’s a secure, safe, planted place to be, and not in the slightest bit intimidating.
Monster history
Those of us of a certain age (mine!) were teenagers when the Ducati Monster first appeared in 1993. I
The Monster’s dash is terrific, easy to read and full of information. loved it from the start; that blending of old and new, an ‘old’ trellis frame which still managed to look absolutely up-to-date. It was a unique, new design. But it was 26 years ago that the Monster made its bow, so is it still relevant today? I’d say that, yes, it is, and probably more so than it ever has been. While the Scrambler is a pastiche, a machine based on Ducati’s Scramblers of the past, it has no actual links with that machine. Indeed, the original Ducati Scramblers were single cylinder to start with, so there’s not even that in common. The Monster, on the other hand, is a continuation of what came in 1993. Sure, there’s been a whole host of variations and deviations from that initial model was but, ostensibly, it is the same thing – ie, a stonking big Ducati engine in a rather minimalist chassis. And it’s all the better for it.
On the Scrambler, the dash is a funky split screen affair. Still with loads of info though.
That’s a surprisingly large amount of engine squeezed into the chassis.
DUCATI TWINS DOUBLE TEST 11 Ducati – why V-twins?
The Monster’s rear shock is very easy to adjust.
Notice how not very much sticks out to the sides. Compact and svelte. There have been many variations of the Monster, from little (596cc) to large, this one being the biggest of all. And now Ducati has gone down the V-four route with its superbikes, one imagines we’ll be seeing a V-four engined Monster coming over the mountain (sorry, naff song reference…) any time soon. So is this the ultimate V-twin Monster, the final evolution of the model which has spawned a whole class of imitators, but not really been bettered? If it is to be so, then, well, it’s going to go out on a high, a superb machine which is truly worthy of maintaining the Monster mantle. When it arrived in 93, the Monster was new and exciting. It was like a response to where sports motorcycles were heading, with full fairings now de rigueur and ‘race replicas’ actually being that – so a full-on race bike on the road, rather than a bit of a racy version of a roadster. The Monster wasn’t a race rep
Access to the Scrambler’s springers is not obstructed by bodywork. and neither was it supposed to be. It was more akin to the 1970s bevel 750GT, say, than its contemporary 888. There was a period around that time, when motorcycling (and motorcyclists) were becoming ever more ‘categorised’ into their neat little boxes, so, tourers, adventurers, race reps, commuters all became things. The beauty of the Monster was that really it wasn’t that easy to categorise, other than it was a Ducati. The current Monster is still rather like that, a machine which perhaps
Purposeful, narrow and very easy to get on with right from the off. has a bit of an identity crisis, in that it isn’t really any one thing, though this newest one is definitely on the ‘sporting’ side of the coin, rather than any other class. It’s way better in town than any true sports bike (mainly as clip-ons do so much to impair visibility, I’ve realised as I’ve got older), but it’s on A and B roads where it really thrives, the riding position meaning it’s possible to see over the hedgerows, while a twist of the wrist sees one pass, well, pretty much everything else on the road.
Play word association with a group of motorcyclists and say Ducati and see what the first words they say will be… In the UK, they’ll most likely be ‘red’, ‘V-twin’ and ‘Foggy,’ probably in that order. But Ducatis weren’t always V-twins. And they weren’t always red either. During the 1950s, Ducati built a raft of single cylinder models – and they were good too, spawning racers which were still performing credibly into the late 1960s, against supposedly vastly ‘superior’ machinery. But superb though these Desmodromic twovalvers were, with their bevel driven overhead camshaft, by the 1970s the market was changing and something new was needed. But what to do? While across the frame fours were what was in vogue, Ducati went and did its own thing – a V-twin, although more of an L-twin, really.
It was actually based on an aborted 500cc GP racer, a model that made a couple of appearances, before the reality that a four-stroke V-twin didn’t have a prayer against the incoming wave of two-cylinder multis. And really, the roadgoing Ducati shouldn’t have had a hope, either. Thing was, though, right from the off they were superb and soon attracted a loyal following. Awesome model followed awesome model; the stylish GT, the beautiful original 750SS and then, in 1978, Mike Hailwood (by then an old man with a dodgy leg but actually, whatever hyperbole wants to tell you about Rossi and his GOAT status, Hailwood was the GOAT) only went and won (ironically, what Vale wasn’t able to do, win on a Ducati…) a TT on one of the things. Remarkable. Legend status was assured all round. Ducati were now V-twin makers.
12 DUCATI TWINS DOUBLE TEST What Sarah says... As well as me riding the Ducatis, I also had my friend Sarah Drury literally on board, too. Sarah is an experienced rider, who’s done a bit of racing, but is a self-confessed sports bike fan, though in recent years she hasn’t ridden as much. Together we covered quite a few miles on the Bologna-built V-twins. This is what she thought… Ducati Scrambler 1100
“Before riding it, I stood back and took in the looks of this bike. I was straightaway taken by the styling, with its retro cues and casual style. “My first impression after climbing on board was that it has a fairly wide, squareshaped seat, which for me (at 5’5”) takes up some valuable leg length. Combine that with hefty foot pegs that stick out exactly where my legs need to be at any junction or stops, it meant that I came away with both calves peppered in bruises. “The handlebars are quite high and wide, which gives quite an upright sitting position, and I found the clutch lever too wide for my hand span, but there was enough adjustment to make the brake lever comfortable and usable. “The Scrambler was very easy going and progressive to use. Nothing about the ride is aggressive or urges you to push beyond its limits, yet it does have sharp brakes and enough grunt for a chilled ride, without wanting to rev its nuts off and be buzzing up and down the gearbox constantly.”
Ducati Monster 1200S
“Jumping on this after a day riding around on the Scrambler was a different experience completely. “Immediately, it felt more comfortable for my size. The bars, foot pegs, gear lever and seat all seemed more accommodating for me and despite its physical size, it wasn’t intimidating.
Brraaapp! Brap! Brap! Corrr... don’t they look cool?
Scrambler history
“Clicking it into gear and going through the box is smooth with a positive gear change, and the power from the 1200’s motor soon fires you past traffic with ease, even in fluffy kitten (Urban) mode! “Finding neutral, on the other hand, seemed to be a bit elusive. You could appear quite amateurish sitting there flicking between first and second trying find neutral for what felt like 10 minutes! “Handling-wise, the Monster drops into turns far faster than the Scrambler, and seems solid through the turn as well. The longer I rode this, the more comfortable I felt and the more fun I was having. “This is a big bike that I felt at home on straight away and I could see myself easily being happy with one of these parked in my garage, waiting for the next ride to put a smile on my face! It was a real struggle to hand the keys back!”
The new Ducati Scrambler was a pastiche from the start, right from when it was unveiled in late 2014, with Ducati sort of missing out the word ‘Ducati’ from much of its early branding, preferring Scrambler, and releasing adverts and videos featuring hipster types artfully drinking coffee, before getting back on their Scrambler to go to another micro craft brewery opening or the ceremonial spreading of an avocado on toast, or something similar. But in reality, as I discovered when riding about on my first Scrambler, the people who wanted to talk about it were, initially at least, chaps of a certain age, often currently riding things like GS BMs or VFR800s, looking to downsize. Not tattooed, bearded, coffee connoisseurs at all… But from where did the Scrambler spring? Actually, Ducati made a host of off-roaders in the late 1960s and early 1970s, all single cylinder, and all, to a motorcycle, gorgeous, elegant and lithe, and it was to these that Ducati looked to inspiration for its Scrambler, though nowadays it would have to a be a V-twin, as that’s what Ducati are now known for – well, for now anyway, though that might change as the V-fours get into their swing. V-four Scrambler anyone? It’ll happen for sure.
Brushed metal finishes contrast nicely against the black-on-black engine finish.
is a prime example to one’s wrists, it’s and it beggars not annoying or belief and seems noticeable – in incredible to think fact, it feels really that the ‘motor comfortable. bicycle’ (for this The Scrambler is is what it is) has more sit-up-andevolved to become beg, with the wide the GS BMW. And bars, especially that’s not me picking at higher speeds, There’s plenty for the on the GS at all – they becoming a little willing right thumb to do. uncomfortable across truly are remarkable, wonderful things (even the top of the shoulders, if I have been caught speeding but then the Scrambler isn’t more times on one than any other a machine to trial the length of the motorcycle), but there’s no getting away A1 on, so it shouldn’t be judged too from the fact that they are huge, both in harshly by those standards. stature and weight, at about 300kg. Riding? So often I yearn for simplicity and Though both are made by Ducati, although it’s is still a big machine, the powered by a V-twin engine and don’t Scrambler is a more simple type of have all-encompassing bodywork – or motorcycle, almost harking back to hardly any bodywork, really – that is simpler times and pleasures. Though, just about where the similarities end. of course, it’s not that simple at all, Climbing astride the Scrambler, what with all its ABS, modes and it feels possessed of lovely balance, everything else but, cleverly, Ducati a flat, wide seat and bars which are has made it feel simple. at just the right height – or at least There’s nothing of the sort just the right height for back roads, regarding the Monster. It’s not anyway. Fire it up, and the exhaust simple, with a whole range of modes, note is similarly welcoming; a wheelie control and everything sonorous bark, deep and devoid of else in between, that I don’t really Simplicity vs Complication malice. It just feels really nice. understand. Or want to understand. There is lots to be said for simplicity. The Monster, on the other hand, I do get it why people want endless Often, I look at a modern motorcycle is a somewhat different animal (is modes and the ability to change the and think, ‘How has it come to this?’ a monster an animal?), its bark characteristics of their engines but, The gargantuan conveying a sense of menace, which actually, isn’t that just an admission GS ridden by means that it may well have a bite. that you’ve, maybe, gone too far? Motorcycle Sport And it has. It revs up so much more Just like really the gearbox is & Leisure quickly than the Scrambler, the riding an admission that an engine editor Mikko position tips one forward slightly, and isn’t flexible enough to all-in-all it feels as if it’s saying: “Right, go from nothing to all let’s get on with it. Finish that Red through its own power characteristics, so, surely, Bull, fast. I’ll lead, you follow. ” The Scrambler, by contrast, is a having a tonne of modes much more laid back. “Let’s have a to choose from is just nice ride. We’ll get coffee. I’ll look saying that there’s not after you.” one to cover it all? Sorry, I’ve lapsed into creating The Scrambler’s rear brake Ergonomics talking motorcycles there, but that’s is more than up to the job. Both are really pretty the best way I can think of getting comfortable, in different ways. across the contrasting attitudes of the While the Monster’s tipped forward two motorcycles. The Monster is a bit stance puts a little more weight on brash, a bit edgy and potentially a bit aggressive. The Scrambler just wants to be your mate. TECH SPEC In and around the legal limit, then the Scrambler is where it’s at. It’s just Ducati Scrambler dead comfy and nice, nothing poking 1100 Sport you and saying ‘come on lazy bones, Price: £12,395 get a move on’ as one would imagine Engine: 1079cc L-twin, 4-valve Desmo, air-cooled the Monster to do. Power: 86hp (63kW) 7500rpm If I was going to do a track day, it’d Torque: 65lb-ft (88 Nm) @ 4750rpm be the Monster every time. Whereas Transmission: 6-speed, chain final drive Frame: Tubular steel Trellis frame first impressions were that the Suspension: (F) 48mm Öhlins fully adjustable Scrambler was, and is, your friend and USD fork; (R) Öhlins preload and reboundthe Monster probably isn’t, actually, adjustable monoshock Wheels: Light alloy. (F) 3.50x18in; (R) 5.5x17in with all its electronic wizardry the Tyres: Pirelli MT 60 RS, (F) 120/80 ZR18; (R) Monster is better equipped to look 180/55 ZR17 after you. Brakes: (F) 2x320mm discs, radially mounted
What the neo-retro Ducati does is take you back to a simpler time. Class.
4-piston Brembo Monobloc M4.32 calipers; (R) 245mm disc, 1-piston caliper. ABS as standard Kerb weight: 206kg Seat height: 810mm Fuel tank: 15 litres Warranty: 24 months unlimited mileage Service intervals: 7500 miles/12 months Contact: www.scramblerducati.com
In the real world
The Scrambler is plenty quick enough, but it doesn’t have the nice, edge feeling of precision, which the Monster offers. The Scrambler does everything one would expect – it
DUCATI TWINS DOUBLE TEST 13
Rorty and stylish. Sums up the Monster nicely. stops, handles, brakes, has oodles of torque and is actually a right hoot to ride, the wide bars encouraging, basically, hooliganism. I remember talking to a Ducati salesman years ago, when I had the 800 Scrambler, and he and I were talking about the model. I was saying it reminded me of my old TS125 Suzuki I had at 17, those high and wide bars and upright riding position, happily reassuring and familiar. But also encouraged some of the silliness of youth too, which the salesman and I agreed on, just doing stupid stuff like riding up and down kerbs for the sake of it, as one did as a teenager. The ‘big’ Scrambler sort of feels the same.The Monster is too serious for such frivolity, raising a metaphorical arched eyebrow at the more juvenile Scrambler.
Not in the real world
The Monster is rather awesome – it’s stupidly good fun, but not the sort of silly fun that the Scrambler is about. For a motorcycle to potter round town and
take to country lanes, it’s the Scrambler every time, and I’d not think twice about taking it up any moderate off-road tracks or trails, completely confident it’d be fine. One would not do anything of the sort with the Monster – the only thing that could go on would be of the tarmacked variety where, actually, it’d be in its element, the only limiting factor being the competency of the rider, with the right jockey (so not me!) more than capable of basically humiliating any sportsbike not ridden by a talented exponent.
TECH SPEC Ducati Monster 1200 S
For our man in the saddle, the Monster won the fight, hands down.
Conclusion
So which would I buy? Well, I thought it’d be the Scrambler, but, actually, I totally fell for the Monster. It is quite simply an awesome piece of kit, and I’d be happy to use it to go the length and breadth of the country, take for Sunday blasts, or do trackdays on. The Scrambler is great, a smile-inducing motorcycle, but, well, I just think that the Monster, in the long term, would prove the more fulfilling relationship.
Let’s be honest, this is just a bit silly. You need to be a jockey to enjoy this pillion seat.
A few years ago, this would have been a WSB braking set up!
Price: £14,895 Engine: 1198cc Testastretta, L-twin, 4-valve Desmo Power: 147hp (108kW) @ 9250rpm Torque: 91lb-ft (124Nm) @ 7750rpm Transmission: 6-speed (up & down quickshifter), chain final drive Frame: Tubular steel Trellis frame Suspension: (F) 48mm Öhlins fully adjustable USD fork; (R) Öhlins fully adjustable monoshock, single-sided aluminium swingarm Wheels: Light alloy. (F) 3.50x17in; (R) 6x17in Tyres: Pirelli Diablo Rosso III (F) 120/70 ZR17; (R) 190/55 ZR17 Brakes: (F) 2x330mm discs, radially mounted 4-piston Brembo Monobloc Evo M50 calipers; (R) 245mm disc, 2-piston caliper. ABS as standard Kerb weight: 211kg Seat height: 795-820mm Fuel tank: 16.5 litres Warranty: 24 months unlimited mileage Service intervals: 9000 miles/12 months Contact: www.ducati.com
14 LETTERS
WIN A PAIR OF DUCHINNI SHERWOOD BOOTS The writer of this month’s Star Letter wins a pair of Duchinni Sherwood boots, worth £129.99. Classic full grain leather boots, with a waterproof lining and zipper closure. Find out more at www.thekeycollection.co.uk
We’d love to hear from you no matter what you ride, or what type of motorcycle you’re interested in. Your letter could be seen by our huge audience on these very pages. The address is at the front of the paper (mark your letter ‘MB Letters’) or email your thoughts, points or photos to: letters@morebikes.co.uk
STAR
In praise of dealers LETTER
Dear MB, I have to write in praise of motorcycle dealerships. I discovered the joys of motorcycling later in life and passed my test at 45 years old. I am now 60, previously having absolutely no interest in bikes whatsoever. So I rely on my local small dealership Torbay Motorcycles in Devon. For all things bike related, they have become good friends as well as looking after my NC750s DCT. The Honda mechanics are also secondto-none. I not only support the smaller dealers, but the larger destination dealers as well. We have two excellent large ones in Plymouth and Exeter. I have bought all my bikes both secondhand and brand new from a dealer. The regular personal contact for me is priceless, which you cannot get from solely shopping online for everything. Whatever I am buying, from clothes to accessories, I will always give the dealer the opportunity to price match online and if they can get as near to the price as possible I don’t mind paying close to the online price from the dealer. Also, you get personalised, friendly help with any queries or help with any problems that may arise, and you can try things on, which in my opinion is important. It is also a great place to meet up with local bikers, both friends and strangers, who are having a look at all the lovely shiny metal on offer and we can touch, feel and sit on all the great bikes we read about in the magazines over a hot chocolate or tea. You can take a bike out for a test ride and generally immerse yourself in our wonderful biking universe; I love it. Without our support and purchases we will lose them, and whilst sometimes they are expensive, if within reason, try and buy from your local dealer to keep them in business. Gareth Evans Email
Hello Gareth, thanks for the email. It’s really good to hear that you’re having, and continue to have, such a largely positive experience of a dealership. Long may it, and your motorcycling career, continue. Here’s to a long and successful summer for both you and Torbay Motorcycles. Tony
Thank you! Dear MB, After looking at your newspaper for a long time I really was interested in getting on a bike, but it always seemed too daunting for me. Then I saw the change from Motorcycle Monthly to MoreBikes and the new On 2 Wheels section, and I’ve been inspired! I’ve gone to my local dealership and I’m already booked in for some CBT lessons. Thank you for making the whole process seem like it was easy to understand to get on and do. Wish me luck! Terri Moore Email Hi Terri, That’s GREAT news! Well done for taking the first step to a bigger and brilliant world. We’re all behind you, wishing you loads of luck (not that you’ll need it, you’ll have a great time). Just take it all one step at a time and we’ll soon see you out on the road and wondering why you never did this sooner. You’ll love the summer even more now! Tony
On riding in India Dear MB, I loved reading about Mikko’s adventure to the Himalayas in a recent issue of MoreBikes. At roughly the same time as Mikko was on his trip, my wife and I were doing the same thing for 30 days, but on our own and with no itinerary. India is generally very safe and with just a return flight to New Delhi there are tens of motorcycle rentals available. Rental for us on a Royal Enfield 500 was £12 a day. We covered from the tiger reserves to the Taj Mahal and the Himalayas. Laurie Dixon Hi Laurie, thanks for writing to us. That’s a very good way to see a country (in fact, I think it’s the BEST way to explore a new world) and really get involved with the locals and their
way of life. I also enjoyed Mikko’s account of his trip to India and, knowing the big lad like I do, that praise doesn’t come lightly. You’re absolutely right that there are many ways in which you can do the whole travel-ride-return thing, and it certainly sounds like you found the perfect way to do it for you. Let us know if you do another trip. Tony
Bikes for oldies Dear MB, I don’t quite understand what all the fuss is about. I’m an oldie, I’ll be 75 in July. I’m also of the short persuasion (5’ 7” with 29-inch inseam), and I still work four days a week. But after about 20 years of riding a BMW R1100RT of 1996 vintage all over Europe and to Russia and Morocco, I gave it to my son (with about 100k miles on it – nicely run in). I’d done the Russia trip in 2012 aged 67 with the bike already showing 85k –- a great trip, but two weeks wasn’t long enough. I then bought a 650 V-Strom, which was great – much lighter (my wife thought the RT was getting too heavy for me); all the performance you really need; excellent economy; and up to 300 miles from the 20-litre tank. But it felt too tall, despite a low seat and being lowered. The reason it felt too tall was the width of the seat. I’ve tried bikes such as a Bonneville, the otherwise excellent Benelli 502 TRK, and even the nicely done Benelli Imperiale has a wide saddle (but it feels like a brick). For lightness I don’t think much beats the G650GS that I had for several years as a second bike. Light as a feather, very comfy with a longlegged riding position, a wonderfully lively big single-cylinder engine and up to 200 miles from its 14-litre tank, plus a low-mounted fuel tank that had to be filled whilst the bike was on the side-stand – great idea. Then two years ago I tried a used GS1200 (standard, not Adventure). I’d avoided them for years, thinking them just a fashion statement after the ‘Long Way Round’ TV programme. How wrong could I have been? My test ride lasted and hour-and-a-half and I didn’t want to get off. Yes, it’s solid, but that’s partly why it’s comfortable. Yes, it’s tall, but it was easier to get my feet down than the V-Strom – well designed saddle you see. Add in a low seat and it’s fine. I don’t need the pillion pad as my wife can no longer ride. It’s so well balanced too, so it feels very stable. I wish I’d had one years ago. So, after a couple of short trips to Scotland (from Norfolk) last September, with a mate on a GS1150, I did 3,000 miles to Transylvania and back. Wonderful. I now know why the GS out-sells just about everything else. And there are smaller and lighter versions if you can live with a chain (I was amazed how far my V-Strom’s chain went without needing any adjustment – unlike my old BSA).
If you want something less daunting and more practical, try a scooter and don’t be coy about it. My second bike is now a Yamaha X-Max 250, which I picked up cheaply and showing only 10k miles. It’s very economical to run (200 miles from 12 litres – tax and insurance together about £100 a year), will comfortably cruise all day at 70, and the weather protection is amazing. And you can ride it hard once you get used to it. It’s stable, and corners and handles very well, you just miss the gears and engine braking sometimes. While in Romania on the Transalpina we met a guy from Edinburgh on a Burgman 400 carrying more luggage than I’d ever seen. He reckoned it was absolutely fine and had all the performance he needed. He’d already done the Transfagarasian the previous day and was planning far more miles than us. He also showed us his video of his narrow and rapid escape from a brown bear which charged at him! And if you like that sort of thing, there are some sensibly priced (and very low) midrange cruisers around, too. Seems to me we’re already spoiled for choice. John Gudgeon Email Hello John, What a great email! What you said just proves what we’ve always said at MoreBikes – motorcycling is a broad church and it really doesn’t matter WHAT you ride, as long as you ride. After all, who wants to be stuck in a car when you can be out on two wheels, no matter what your age. Keep it up, John! Tony
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16 ADVERTISING FEATURE Harley-Davidson Low Rider® S
A RIDE LESS ORDINARY Harley-Davidson Softail® FXDR™ 114
There’s nothing ordinary about the Low Rider® S, a machine with styling that represents a modern take on the iconic Low Rider motorcycles of the 1980s SoCal cruiser scene. Its blacked out styling underpins the aggressive stance realised by the 1in (25.4mm) diameter motocross-style handlebar mounted high on 4in risers. A speed screen nacelle fairing complements the look, which also happens to do a good job of deflecting passing air when the road ahead opens up. Thanks to the Milwaukee-Eight® 114cu in (1868cc) engine, performance is a given, meaning that overtakes are swift and sure. Making the most of the Big-Twin engine is a Softail® chassis tuned to give a fuss-free ride at any speed, on any road. There is, however, another equally likeable side to the Low Rider S. It’s just as capable of delivering refined cruising to suit any mood or riding conditions, thanks to precise fuel-injection, modern electronics and running gear. The rigid tubular steel Low Rider S frame has 2° less steering rake than its Softail family members. The end result is sharp, quick, precise steering. Coupled with inverted sports-derived front fork suspension and a tried and trusted rear monoshock, every twist and turn of tarmac soon becomes a distant memory. On the odd occasion when riding fun is interrupted, the
LIVING FOR THE ROAD
ABS-assisted twin front brake set up nails stopping in a very reactive and powerful way. As with the rest of the Softail family, the Low Rider S is as striking at standstill as it is when carving up traffic straight out of the crate. But with almost limitless parts options, each machine can be customised for a truly unique style. To experience what makes the Low Rider S the purest factory-produced custom-bruiser available today or to discuss customisation opportunities, find your local Harley-Davidson dealer at H-D. com
If there’s one Harley-Davidson® motorcycle that blends the company’s 117-year heritage with modern technology and construction, the FXDR™ 114 has to be it. Harley-Davidson has dominated the racing scene for decades, with board racing, flat track, long-distance marathons and drag racing titles all being secured. FXDR 114 pays homage to Harley-Davidson’s drag strip success – not just from the raked out chassis, stretched forward riding position, stretched slender fuel tank and solo seat, but also from the use of the latest Big-Twin engine. The Milwaukee-Eight® 114cu in (1868cc) engine is a serious piece of kit that lives and breathes performance. The extra-large freerbreathing air intake filter and upswept 2-1 exhaust combine to deliver spirited performance the moment the clutch lever is dropped. Just how spirited depends on how much torque (160Nm/ 118lb-ft) and horsepower (95PS) you dial in… and where! Let’s just say stop-go starts are as eye-opening as any morning coffee rush. While the Harley-Davidson Big-Twin engine grunt is already legendary, an all-new chassis package for the FXDR 114 is making a mark on the future. The Softail® frame is raked long and low to
help maintain contact between the massive 240-section rear tyre and the road surface. Performance gets a boost with the use of a lightweight cast aluminium swingarm and all-aluminium subframe, while the solid Ace cast ally rear wheel, complete with laser-etched graphics, adds to the styling. The FXDR 114 lives for the road; cruising effortlessly on stretching A-roads, surging across town or making the most of the turns that eventually come your way, the surprisingly agile chassis takes them all in its stride. And once again Harley-Davidson has delivered a creditable suspension and braking package as standard. The topping on this slice of Harley attitude are detail touches that are fresh and standard from the showroom floor. An Led Daymaker® headlight brightens up anyone’s day… and night. The LED rear light and indicator lamps are a great touch but also beneficial by being bright enough to catch attention when it’s needed. Then there’s the tidy and exact way the chassis components are precisely put together to give clean, enticing lines front to rear, top to bottom. Explore this model and find your local dealer at H-D.com