MoreBikes Motorcycle Monthly Newspaper July 2024 issue **FREE**

INSIDETHISMONTH

I’ve turnedintoone of those blokes thattalksabout the weather.Idon’tknowhow it’s happened, but increasingly I’ve beenfinding myselfgazing outof the window lookingatdarkclouds in the distance, and refreshing the weather app on my phone to tryand work outwhat’scoming my way Maybe it’s an age thing. Or maybe it’s because things have beenso bloody unpredictablelately It’snot like it even really matters. Thenatureofthe job, riding

Youcan have MoreBikes delivered straighttoyourdoor –and get your handsonthe latest andgreatest reviews, road testsand productreviews from some of thebest in thegame We’renot askingmuch, just cover the cost of delivery, andit’syours. Want to know more? Scan theQRcode (or visit www. morebikes.co.uk andlook outfor thesubscriptions sectiononthe drop-down menu).Easy

ISLAND

LIFE Toproadsonthe Isle of Wight

and reviewing bikes, all-yearround, means that I’m morelikely thanmany to encounter some changeable conditions. AndI’m kind of used to it by now. In fact, Iactually quite likeridinginthe rain. Don’tget me wrong, I’d take some dryroadsand sunshine every day of the week, butIthink there’s something sort of mediative about cutting your way throughthe world on twowheels as itshammers it down around you. Afew weeks ago, while dodging torrents of water and

rmowbray@mortons.co.uk

nipping past slow-moving traffic on theexcellentroad that runs from Hawes to Leyburnupinthe Dales (on thewettest dayofthe year), andwithmytextiles warm(butstill sodden), after an hour ‘drying out’ besidethe roaringfire of theGreen DragoninHardraw,Iactually found myself smiling.Bikes, eh?They’re bloody brilliant.

FUTURE

BIKING

There’sbeen alot of talk of late about whatfate will befallpetrol-powered motorcycles. TheMotorcycle IndustryAssociation is better placedthan mosttomake someeducated predictions about the future. Here’swhatyou need to know.

The futureisalways uncertain, but as governments around theworldpushtowards acleaner,greener future,it’sbecoming increasingly difficult to ascertain what’sgoing to happen to motorcycles and scooters with agood old-fashioned combustion engine

Details about the cut-offdate for newnon-zero emission bikes arefew andfar between. Therewas a government consultation backin 2022 whichproposed phasing out smaller-capacitymachinesby2030, with bigger stuffmeeting the same fatein2035. Thankfully,itlooks like nothing’sgoing to be happening immediately –and withPrime Minister Rishi Sunak recently announcing that the new cut-off-date for sales of new combustion-engine carsand vans will be extended from 2030 to2035, there’s aglimmer of hope that we’ll still be able to bag ourselves abrandnew bike forafew moreyears yet.

However, arecent news storyinthe Telegraph suggests otherwise. It reportedthat‘industry sources’ have informed the paper of plans to end the sale of new petrol-powered bikes by 2040, with mopeds set for the chop as soon as 2030. The Telegraph also claimed that the newswould be announced soon.

But Tony Campbell, theCEO of the Motorcycle Industry Association, reckons nothing is set in stone just yet.“As the representative body for theindustry, we areinconstant dialogue with the Ministerial Team and Department for Transport (DfT) senior officials on all policy changes that will affect our sector.”

He added: “As an industry,weare confident Government is listening to our concerns and thereforewhenanannouncement finally arrives, it will have taken intoaccount the sector’schallenges and provide the timeline needed to develop the technologies thatwill be required to meet any future regulation.”

The Motorcycle Action Group(MAG) is taking a slightly different stance, and in itslatest ‘Move on Motorcycling’ manifesto, calls for ‘a government that will move thenational attitude towardmotorcycling, embracing itssustainabilitybenefits andpositively encouraging its adoption’.

The document continues: ‘Inshort, we seek a government that will firmly break with the past,scrap the proposed ban on internal combustion enginepowered vehicles (ICEVs) along with the staged EV

sales targets for manufacturers, and let motorcycling flourish.’

While sales of electric bikes areonthe rise, they still account for atiny number of all sales of twowheelers. Electric mopeds do comparatively well, and last year accounted for around half of UK registrations. But when it comes to big bikes, things arestill some way off–with just two percent of sales in 2023 ‘emission-free’.

There’sstill achance that battery-power might not be the answer.The limitations with range, size and materials mean that some of the biggest names in the game areexploring other avenues.

MotoGP’smaking the move to synthetic fuels and Suzuki’sentering the Suzuka 8Hours with aGSXR1000R that runs on 40% bio-sourced material.

The Japanese firm is also working with Kawasaki, Yamaha and Honda to investigate the viability of hydrogen power

While we might not have all the answers just yet, it’scertain that things will be different in the future. But as long as we can keep riding bikes, it’snot going to be all bad.

READY TO RACE

KTM’sliving up to its mantraonce again: revealing aprototype 990RC R th t’ ti df dtif 2025 that’s tipped for production for

Austrian firm KTM hasbeen out of the road-going sportsbike sector for nearlya decade,having dropped its quirky,yet acclaimed,RC8R 1195 V-twin in 2016. And althoughit’splayed its partinMotoGP during thoseyears, whilebuilding some very nutty naked roadbikes likethe SuperDuke1290 and Duke 890, theMattighofen outfit seemed to set its face against the very notionofsuperbikesonthe road.

Therewas no place for 200bhp-plusfaired sports weaponsoutside pure competition,soseemed the company line, much to thesadnessofall.Acrack is appearinginthat highAlpinedam,though–inthe formofanew supersport bike, the KTM990 RC R. It’sbeen hinted at over the past coupleofyears with the release of track-only versions,soldinsuper-

limitededitions at hefty prices. For 2025, however, we aregetting aproperworking-class,road-going version. It’sbeing trailed as asupersport machine, and if youthink of Ducati’sV2Panigale,that’ssort of the ballpark. We kind of expected it to arrive,too. Alongsidethe news about this year’slimited-run RC 8C,KTM hintedthatit’d be unveiling something super-specialatanexclusive owners event at Portimao

Now we’vegot amuch idea about whattheywere on about. Sadly, we’reonly seeing aprototype at the moment, with prettylimited specs available. We do knowit’sgoing to geta 127bhp/76lb-ft version of the LC8c parallel twin engine(whichcurrentlypowers the 990 Duke), in asteel tube trellisframe with WP

suspension, Brembocalipersand Galfer discs, Michelintyres andafullfairing.There’llprobablybe some orange colouroptions.And black. Andwhite Youget the picture.

There’salsotalkthatwe’regoing to getboth astandardand track version of the bike, with aprototype racer beinglined up to make some wildcardentries in supersport championships across Europe.Prettycool. It’ll be agreat chance to see what thebike’smade of against some stiff competition.

In themeantime, we’regoing to have to sit tight whilethe factorydrips details outrightuptothe autumn shows. Expect more on pricing, weight, availability andequipment throughsummer

BIMOTA BLASTER

Italian firm Bimotais set to make areturntoracing in 2025 –and the various rules and regulations meanthat we’re also going to see alimited-edition productionversion of itsnew sportbikethat’sbuilt for theroad

Theworld’s an increasingly surprisingplace Sometimes good, sometimes bad. Thebad was Kawasaki announcing that itsfactory KRTteam wouldbebailing outofWorld Superbikes at the endofthe season. Thegoodwas that it’d still be involved in some capacity,because Bimota’son with creatinga race bike that’sbuilt around oneof Kawasaki’smotors.

It might soundlike astrange turnsofevents, butthe twofirms go way back. In fact, it’s a littlebit morethanthat. Kawasaki actually own asubstantial 49.9% stakeinthe Italian factory That’swhy Bimota uses Kawasaki engines in all of itsr currentroad andoff-road bikes.

Speakingabout thenews, President andChief Executive Officer of Kawasaki MotorsLtd,Hiroshi Ito, said:“Bimota hasanenviablereputation for excellence in motorcycle design andmanufacture. As part of ourvision for theevolution of this worldfamousbrandwesee racingasalogical next step in terms of both product development as wellas brand exposureonthe global stage.”

He added:“Ourcommitment to WorldSBKisas strongasever andwehopethatthis newracing project will energise fansofboth Bimota and Kawasaki. Thepassion for race success remains andwelook forwardtothe presence of theBimota by Kawasaki RacingTeam on the2025WorldSBK grid.”

While details arepretty much non-existent about the bike at this stage, we do know that we’regoing to get amatching road bike to go alongside it. Not necessarily becauseBimota want to build it, but becausethe FIMdemand that bikes built forsuperbike racing must have valid homologation status in the USA, EU, or Asia.There’smore. It’s going to have to build 125 of them by the time the company gets it homologated, 250 by the end of the first race season, and then500 by the end of the second year of racing. No pressure,eh?

Whatever thescore, it’s notgoing to be cheap Kawasaki’scurrent ZX-10RRhomologation special currentlycostsa healthy £25,799.It’salot of cash –but we reckon theBimota’sgoing to be even moreexpensive. There’sabit of wiggle room,with aprice cap of €44,000set by theFIM. Whatever it costs, it’s great to see some fresh bloodcomingtothe WSBchampionship. Good luck to them.

STOPPING POWER

Brembo is abig deal.For years it’s been synonymous with the bestbraking performance; and has had itskit fittedto thefinestbikes from the biggest brands. The company knows what it’s doing –so when it goes to thetrouble of creating abrand-newset up,weall sit up, listen and take note.

The Italian firm’s‘Hypure’calipers werefirst shown at EICMAinMilan last year,but now they’re actually getting closer to making an appearanceona soon-to-be-released supersport bike later this year.The bignews is that Brembo reckons they’re10% lighter and moreefficient than market leaders. And the company’smanagedtonot compromisetheir stiffness, either.Not to be sniffed at, right?

Interestingly, theclosest competitor is actuallyanother Brembo stopping

One of the biggest names in thegamehas created anew braking system for the currentrange of supersportrides

system; with the Hypure 10%lighter than its 900g Stylema, although designs from other big-name firms have been looked at, too.

Arguably,the best bit of newsisthat Brembo says the new system reduces the amountofpad wear –which is great newsfor customers who’llnot need to change them as frequently. It’s created aunique spring system which helps optimise the waythe pad slides at both the start and end of braking. It’sall about reducingfriction losses between the pad and disc –and the spring helps the pad get back intoits original position quicker once the lever is released.

We’ll be keeping our eyes peeled for further news– and look forwardto seeing what they’remade of when they come fitted to apotent package later in the year.

3

OURTOP FIVE PRODUCTS THIS MONTH

1

If the£4k Dainese Mugello suitfeatured last monthisa bit rich for you, here’sthe next best option from the Vicenza firm: theMisano 3D-Air.Like the Mugello, it features the latestD-airRACING SHIELD 3X airbag thatgives up tothree consecutive activations andintegrateswiththe Riding Mode by Dainese appfor the ideal airbag set up.The suit is packed with comfort stretchpanels, soft insertsand extensive airvents for hot trackdays, and is made from cowhideratherthanthe kangaroo usedin theMugello suit. The metal slider platesonthe shoulders, knees and elbows arealuminiumratherthantitanium, but the rest of the suit specis very similarto theMugello, including the new knee and elbow sliderset up, full CE armour/airbag protection,in/outboot fittings, and hydration pack facility.The Misano is also available in women’s sizesfor the same price.

2

This is the 2024 version of the Italian/American brand’s flagship, race-derived,sporty leather jacket.It’scompatible with the latest Tech-Air airbagsystemsand boasts aslewofnew features including MotoGP-derived A-CSPluscomposite stretch material, GP-R Lite extendedelbow armour, and modernised graphics. Thereare externalshouldersliders with Nucleon Flex Plus CE Level 1armourunderneath,detachable

A2024 update for the popular Weise Wave waterproof short summer glove,whichaddsnew 1-KP knuckle armourto thespec. Youalsoget an McTexwaterproof breathable membrane, suede/Spandex outer shell construction,Tri-fleece inner lining, and touchscreencompatible fingertips. Availableinblack or grey, in sizes S-XXL

4

Ducatihas teamed up with topUSbagmen OGIO to producea newcollection of slick luggage. There’sa wide range available, from ‘Urban’ laptopcases and duffel bags to full-sized ‘Redline’ trolley bags. This subtleUrban rucksack looks like just thejob for some classy commuting though, and will match up with your Scrambler 1100 or Monster SP atreat. Just watch for the bike-jackers in Vauxhall grabbing it,along with your bike.

5

BritishlocklegendSquirehas anew supply deal with topdistribution veteran Feridax, so expect to see its bike kitavailablemuchmorewidely from nowon. We love thebrutal design of this Defiant disc lock. It’s amassive rectangular chunkof inch-thick grinder-resistantsteel with anti-pick dimple-key lock and a12mm boronsteelshackle.It’s SoldSecureDiamond approved andgenerally optimised to thwart thieves. Not cheap, but then neither is your insurance excess.

THE MALLEMILEFESTIVAL

July 18-21 /Lincolnshire/ www.mallelondon.com

We’ve always heardgreat things aboutthis super-cool biker bash that takes place every summer Everyone we know that’s been hasnothing but nice things to say.With that kind of reputation, it should come as no surprise they’regearing up for their 10th time at it.

If you’renot familiar,the hipster-friendly festivalis run by the folks from trendy luggage and gear brand Malle London. Set in the6000-acre grounds of Grimsthorpe Castle

in Lincolnshire,it’sa cool spot that’s theperfectplace to host a celebration of motorcycle culture. There’s bags of stuffgoing on throughout the weekend, withanon-stop programme of ‘inappropriate’raceaction(which you canget involved in), loads of exhibitions, traders, custom bike displays, anda packed line-up of music late into the night. Everything’scentred around theracing.There's the ‘Mile Sprint’, whichisaneighth-mile sprint up agrass track;the ‘Hill

Climb’,which is ahead-to-head scrambleupawinding course; the ‘Malle100’, which sees 100 ridersbattleitout (10 at atime) on aone-mile off-road trackwith aLeMans-style start;and there’s the ‘Dash’, an eighth-mile time trial along anarrow stripofroad. There’re loads of classes foreach, with classics, antiques, customs, road-legal scramblers, scooters and moreall going head-to-head. Soundslikefun, right?

In additiontoall that, there’s wild swimming and yoga going on to kick offyourday –and there’sthe usual array of top foodand drinkvendors keeping youfuelled up throughout. It’snot allthat long beforethe actionkicksoff.But the good news is that ticketsare still available.

Youcan bag yourself afull four-dayfestival pass for £150. If youwant to getstuckinto some racing, too, you’re looking at £198. Or youcan head down for asingle day for£78 –which goes up to £94.80 if youwant to race. Seems like apretty good dealtouswhen youconsider everything that’sgoing on.Nip over to the website and get yourself sorted. See youthere.

10 RIDER SKILLS

Masteringthe perfect arc takes some practice. To help make it easier,we’ve askedthe expertstoshare some of their hard-wonwisdom.

CORNERS WITH

Sort your lines

The classic racingline turnsinearly,apexes around the midpointofthe bend, and uses the full width of the road (ortrack)onexit. In theory,it’sthe quickest wayaround acorner becauseitcarvesthe biggestpossiblearc.But in practice it’s usuallyaverybad idea.

Forastart, mostrealroads arelined with hedges,trees and walls,soifyou takea racing line you’ll have to turn in before youcan see the exit –you can’t just lookacross thecorner like racersdoatSilverstone. This means you’regamblingona) theexitnot tightening up andb)thereisn’t abroken-downcombine harvesterplonked on it.

Farbetteristhe late apex line. The idea is that you go into the corner slightly slower, andsticktothe outside untilyou seethe exit If it’s clear, you then turn thebikequickly (whichiseasier to do becauseofyourlower speed)until the bikeispointingatthe exit, thenlift the bikeupand deployall that horsepoweryou paid for.

Because of the lowerentry speed, you might imagine the late apex line is slower than the classic racingline,but it definitelyisn’t.A classic racingline will gain acouple of bike lengths on corner entry,alateapexwilleasily pull 10 bikelengths on the exit.

Steer faster

Howyou steerhas abig impact onthe amountofspeed youcan carryinto, through, and outofacorner.Ifyou steerslowly,the bike takes alongtimetogofrombeing

upright to banked over,soyou caneasilyrun wide.This forces youtoeitherslowdown or lean even furthertocompensate. Crisp, precisesteeringisthe remedy

Most people have heardofcounter steering (i.e., push lefttogoleft, push righttogo right), butRapid foundthattheir BSBracers and elitecoaches used amoresophisticated version of thetechnique.Firstly,theygive theinside bara firm, crisppush,not along, gentle one.Secondly, they onlyuse one input percorner rather than multiple adjustments. Andfinally, after thesingle push,theyrelax their grip andlet thebikecarve roundthe corner.Rapid call thetechnique Precision Steering becausethat’sthe effectithas

The mostcommon counter-steering error is thepush direction. If youpush down on thebar nothingwill happen –nomatterhow hard youtry.But if youapplyatinyamount of forward pressure on thebar,the bikewill turn sharply.

Use your throttle

The throttle canhaveahugeeffect on how fast and safely youcan ride throughcorners. AtRapid we liketosplit its influence into threephases:

A) Corner entry. In an easy,rollingbend it’s often best to keep thethrottle rolledonhere to balance traction betweenthe tyres, limit weight transfer,settle thesuspension in its sweetspot, and maintainmaximum ground clearance. Butinamorechallengingcorner, it’s usuallybettertoenter thecorner with

thethrottle off.This increases traction on the fronttyreatthe pointwhen asteeringinputis made,and improves thesteeringgeometryso thebikeiseasier to steer.

B) Midcorner.This is almostalwaysbest handledonapositivethrottle. Thismeans you open thethrottle just enoughtomaintain speed. Be carefulnot to be aggressive though.

C) Corner exit.Assoonasyou cansee the corner opening up,you canbegin asteady throttle roll-on, and at thepoint youcan seesome distance down theroad, youcan optimise performancebytimingyourroll-on with standing thebikeup.

Look in the right place

Greatriderscan seeand interpret far more detail much earlierthannovices,and at far higher speeds.This allows them much more time and space to react and effortlessly handle whatever comes their way. It mightlooklikea freakish talentwhen you’retryingtokeepup with afasterrider,but it’s mostdefinitelynot –thesevisual skills canbelearned.

The first thingtoimprove is your observation –keepyoureyesupand try lookingfurther ahead than youusually do Tryand seemoredetail –byconsciously notingexactlywhat yousee,you canforce yourself to be moreattentive. So instead of just seeingacorner,you seea right-hander under some treeswithavan approaching from theother direction.

Once your observation is on point, you need to interpretit. The easiestway to

improvethisistoapplythe ‘sowhat?’ test. Sayyou seeanadverse camber.Sowhat?It could affect yourtraction andthrow you off line.You seeanempty side road before the corner.Sowhat?A carmight arrive as you approach andare past the pointofnoreturn. Once you’ve done all that,you canthen move on to the next phase.

Make plans

Planningmeans deciding wheretoposition the bike,whatspeed to go,and what gear to be in. Alsoyou mightneedtoconsider what signal to give other road users, andwhen. In real-worldcorners, we’reoften juggling position, speedand gear relative to multiple, simultaneoushazards,and making decisions basedonour view of the best balance betweenthem. Thisiswherecomplexity creeps in andwhy we can’tride by asimple formula.

So we mightneed to compromise ourview in aright-handcorner andmovetoamore centralpositiontostayclear of apothole,for example.Thetruth is,notwo bends arethe same,and even if they were,notwo rides through them would be thesame. Planning decisions aredynamic andcomplex involving trade-offsand prioritisation.And the faster we ride,the faster they have to be made,and the more importantitbecomes to getthem right. The keyistomakesmall steps and keep practising.Bythe end of the summer you’ll be amazed howmuchfaster, safer andmore confidentyou are.

Who areRapid Training?

Back in 1997,a groupofex-racers whohad become police motorcyclists decided that rider development needed afresh approach.Their heritage gave them aunique perspective on howtohelp riders unleash their full potential. They evolved their own, relaxed, no-nonsense approachtocoaching–noformality,no student bibs, just passionateriders being coached by themost highly qualified professionals in thebusiness. AndsoRapid Trainingwas born That ethos is still thesame today.Now with over 25 years of experience –plustheir ownBritish Superbike Racingteamand themost highly qualifiedcoaches in thebusiness –Rapid offer themost comprehensive rider development programmes available If you wantthe most effectiverider coaching available,just scan the QR codehere, or go to rapidtraining.co.uk.

Q&A

Our specialist motoringsolicitor AndrewPrendergast guides readers through their legal trials andtroubles

QIamboth acar driver andabiker.Two weeksago Iwas overtaken by acar with a trailer on themotorway. It wasone of thosetiny trailersthatsome people usetotaketothe tip (inmyopinion, pretty useless, as it’s aboutthe size of ashoebox,but to each their own). The driver wasabit of aplonker as hewas in the outside lane,doingabout 75mph,overtaking. In other words, he wasdrivingillegally. However, as longashewasn’t causingmeany hassle,Iwasn’t toofussed, as Iwas cruising in the middlelane,passing an HGV. Anyway, the nextthingIsaw wasthe tyre on the trailer burst, and the trailer furiously shakingthe car (imagine atailwaggingthe dog, so to speak) Whilstmyattention wasfocused on tryingto avoid the car, my daughter in the back (she’s an adult andwas sittingwithher baby boy) shoutedabiker hadbeentaken outbythe trailer tyre that hadcome off.After we all screechedtoahalt,Iran back to the biker,and an HGVpulledacrosstoprotect the carand trailer.Fast-forward half-an-hourand poor old Derek, the biker,had been takenoffinan ambulance with abrokenpelvis and ankle.I gave my details to the Police and Derek, and hadn’t heardanythinguntil yesterdaywhen Derekcontacted me.Hetold me the Police hadn’t decidedwhether to prosecutethe car driver yetasitmay be ‘justone of those things’. He alsoasked if I’dbea witnessasthe car driver’s insurer haddeniedliabilityand said the trailer tyre burstingwasn’tanyone’s fault.At this point, Derekgot abit of ashock when Itold

him the cardrivertoldmehis tyre hadaslow punctureand he’d hadtopumpitupevery 50 miles or so.Hewas even moreshocked when Itold him Icleared the tyre off the motorway alongwith some of his broken bikebits to stop anyone elsehittingthem and theyare still in the back of my car(Iwas goingtodoa tip runthat weekend). The trailer tyre is pretty bald. Derek askedifIcould help, whichasafellowbiker,I’m morethanhappy to do so.However,neitherof us knowwhat to do next

AThe Good Samaritan! Derekislucky you stopped.First things first,Derek needstoget himself his ownspecialistsolicitor as he’s going to need some legalhelp. As you want to help Derek, youand your daughterneedtocontact the Police andgivewitnessstatements.You can giveevidence the cardriverwas speedingwith atrailer and overtaking in the fast lane whenhe shouldn’t have been. Youcan alsogiveevidence of what thedrivertoldyou aboutthe puncture andpicking the bald tyre off the road. Your daughter cangiveevidence of seeingDerek gettingtaken outbythe bursttyre. If thePolice areany good,theyshouldcomeand collect the tyre forforensic testing. We hadacasea few yearsago wherea cardriverrepeatedlykept re-inflatinga tyre with aslowpuncture. The result ofthatwas as the tyre repeatedly ranflat/ under-inflated, then re-inflated,itweakened, until one dayitburst andwiped outour poor biker client. If the Policecan provethatin Derek’scaseand/or it burstdue to beingbald,

The MB legal column is compiled by

etc.,theymay well prosecutethe cardriver andthat will helpDerek.Ifthe Policedonot do that,Derek’s solicitor will likelyneed to getthe tyre looked at by aforensicexpert, as well as gettinga statementfromyou and your daughter Whatever youdo, pleasedonot throwawaythe tyre.Itiskey evidence

QMe andmyhusband met through thelove of biking10years agoatthe world-famous SuperSausage café on the A5! Believe it or not, we were setupbymates and it waspretty much love at first sightoverafullEnglishand a proper mugoftea!Since then we’veridden all over on variousholidays, having ablast.Last year,for achange, Idecidedtohop on the back of my bikeasa pillion, with my husband riding. Unfortunately, as we were filtering through town,acar pulledout from ourleft andwehad aclassic T-bone smash.Myinsurer said we both hadtouse their panel solicitor (and nowafter months of representingusboth, they’ve writtentome, sayingthere’saconflict betweenmeand my husband (wedon’t know what they’retalkingabout) and Ineedtoget anew solicitor.Inaddition, my insurer got involved initiallybut nowsaysmyhusband’s insurer (he wasridingthirdparty on his own motorbikepolicy) needstosortitall outand we should have used theirpanelsolicitor. Thankfully,our injuries all healed up in ayear afterphysiotherapy, etc.,but we seem to be nowherenearsettlingthis.Can youpleasegive us some guidance

AFirstthingsfirst, your insurer gave you wronginformation.You gotinjured,it is yourcase, andyou canchoosewhatever solicitor YOUwantfromthe start. YouDONOT have to usethe insurer’s panel solicitor. Next, whoeverthe solicitor is,s/heisabout as much useasa chocolateteapot. It would have been obvioustoany competentsolicitorthat you andyourhusband needed to be represented by twodifferentlaw firms becausea‘conflict of interests’ mayarise in them representing you both.For example,ifthe cardriverand your husband’sinsurer made an offer to pay50% each foryourclaim,yoursolicitormay advise you should accept that.That would be in your best interests. However, if youare represented by the same solicitor they mayend up with a ‘conflict of interests’ becausetheymay have to advise a50/50 split should not be agreed in your husband’scaseand he should battle liability at trial. One, or possiblyboth of you nowneeda new solicitor dependingonwhathas happened and potentiallyyou both need to lodgeaformal complaintwiththe insurance-appointed law firm. Next,insurers. As your husbandwas riding by wayofthird partyonhis owninsurance,your claim needed to be directedtoboth hisand thecar driver’s insurer from thestart.Ifthe car driver hada claimfor damages, they needed to have directedtheir claimtoyourhusband’s insurer,not yours, from thestart.All in all,your insurer andtheir panel solicitorare abunchof clowns andcausedyou alot of grief. However, it canbeunpicked.

THE QUIZ MOREBIKES

We love abit of trivia hereatMoreBikes. No matter whether we’reat a pubquiz with a beer in one hand and apencilinthe other, or being questioned by ourmates when we’restood around at abikenight,there’s something about knowing the answer to an unexpected question thatgivesusa nice fuzzy feelinginside. And if we don’tknow, then there’sagood chance we might learn something. That’swhy we’ve decided to introduce aregular quiz section sponsored by our good pals at Fowlers(who’ll be supplying theprizes).

We’ll be asking you questions about all

It’stime to getout your pens and pencils and put your grey matter to the test

manner of two-wheeled stuff, pushing your memories to the limit and asking you to dig deep to tryand remember all manner of strange stufffromright across the biking spectrum. It’s achancefor youtoshowoff your infinite wisdomand be in with ashot of bagging some cool prizes. All you’ve got to do is jotdownthe answersonthe entry form below,and send it in using the details provided.We’ll then pickthe winner from an upturned helmet crammedwithcorrect answers,and that person will be sent abrand-new bitofkit that’llhelp themstay safe outonthe road.

In which year was Moto Guzzi founded on the banks of Lake Como?

What was thename of theill-fated road races on theIsleofWight?

Which factorydid Chris Radcliffeof Langen work for previously?

Kawasaki’s Eliminator uses thesame engine as whichbike?

WIN!

There’sonly oneway to getthe best outofyour bike (and your kit). Look after it properly That means cleaning, treating and maintaining it on aregular basis. You’ll need some lotions and potions to do it rightthough, which is whywe’ve joinedforceswiththe goodfolks at S100 to offer the chancetowin amega motorcycle carebundle worth £100 TheGermanfirm knows what it’s doing whenitcomes to motorcycle care.It’sbeenaroundsince 1980,and in the intervening yearshas won100 awards for itsqualityproducts. We’ve put together abundle of thebest of them, with aboxful of itsmost popular cleaning products foryourbike, helmet and riding kit. Formoreinformation visit: www.thekeycollection.co.uk

Which UK firmdoesRoyalEnfield work closelywith?

Whendid Yamaha’s tuning supremoKel Carruthers stop racing? 2 5 8 3 9 6 1 10 4 7

Which Indian firm provides thetyres for Aprilia’sRS457?

LASTMONTH:

Whenwas Honda’sfirst-generation Transalp launched?

Which iconicSuzukimotor powers the firm’sGSX-S1000GX sport tourer?

WhichIndianautomotivegiant builds Triumph’sSpeed 400?

StuBaker /928 miles/One month

Iwas sadtosay goodbye to Suzuki’s fabulous GSX-8S, butI’ve been morethan compensated for with the arrival of the GSX-S1000GX. Iwas intrigued when Ifirst saw pictures of it last year,because Ihave along history with the K5 GSX-R1000 engine that lies at its heart; I’ve had aGSX-S1000, aGSX-S1000F,and a GSX-S1000GT in the past, andIwas confident the same superb 150bhp engine wouldmake for an ideal sports adventurebike.

I’ve gottoa stage in life nowwhere Iknow what Iwant from abike, and that’sperformance married to practicality; Istill love asporty ride, but Ialso need some luggage space for longer trips anda more comfortable riding position. The GX, on paper at least, seems to tick all the boxes (well, it will once Iget the luggage fitted).

WhenIthrew aleg over the bike for the first time at Suzuki GB’sHQin MiltonKeynes, my first impressions werehow bigand heavy it felt after riding the small andnimble 8S for ayear.But that’sjust relative –of course it’s going to feel heavier and bigger,because it is, butnomoreso than any other bike of its kind. It felt plush, too. At almost twice the price of the 8S (£14,799), the GX has much plusher Showa (electronic) suspension andismore

Suzuki GSX-S1000X KTM 890

SMT

Given the KTM tagline of ‘Ready to race’ that scrolls across the dashboardofall of its models when the ignition is turned on, one might wonder why,and how,the Austrian firmhave created whatis, to all intentsand purposes, atouring bike

The SMT acronym refers to the factthat the bike is a‘supermoto touring’, essentially giving the owner the ability to cover miles in comfort on top of whatamounts to thesheer lunacyofabig-boresupermoto.

While KTM’sparallel twin powerplant has now grown in capacity from the 890ccthat the SMT is endowedwith to alarger 957cc that equips the990 Duke,the larger version is actually very different toits marginally smaller sibling. It seems something of a shame that the bigger engine has taken some of the shine offthe 890 lump as, viewed on its own, it’sanabsolutepeach of an engine. It’s really punchy at the bottom end(I’ve had the frontwheellift alittle, somewhat unexpectedly,fromvery lowrevs), andwill pull top gear from 40mph, butonly just. It’sfar morepleasant, and presumably kinder on the crank/gearbox, if you run a lower gear at lower speeds. The torque curve feels really flat, with aconsistent power deliveryright throughthe revrange –no dips, troughsorpeaks –revs onlystarting to drop offalittle as you approach the redline. There’smostdefinitely some racey supermoto heritage in this engine! Jumping offmyprevious Yamaha longtermer and straight on tothe KTM, the steering is quick comparedtothe Ténéré –that’sthe difference a17-inch front wheel

makes compared to a21-inch. And quicker than most other ‘touring’bikes, but without the headshaking and nervous frontend that atraditional supermoto might get when hard on the gas and/orover ripples/white lines/ cat’seyes, etc. It’ll be an absolute hoot on a track day…

The fuel gauge has a‘miles remaining’ display,aswellasa bar graph,but it seems to be alittle erratic, in that Ihad 120 miles left, but 20 miles later (onthe odometer) it was down to 80. Ifuelled up, and it showed 150 miles, but 15 miles later showed 170 miles, and another 15 miles it was back to 150… and it jumps in increments of 10 miles, but often reduces by 20. So I’ve started paying more attentiontothe bar

All of that said, the fuel economy does seem reasonable, currently stating 60mpg as the averagesince its firstservice just before Igot it, and getting better with each tripout (hmmm, am Iriding it somewhat more gently than whoever didthe running-in miles?).

While it’s clearly aimed at touring (hence the Tinthe name, and the hardluggage I’ve had fitted), Iwas nonetheless pleasantlysurprised athow comfortable it was. One-hundredand-fifty miles to Heathrow (on mostlydull and straight roads) and not asinglebumniggle.

Those panniers aren’tthe only factory accessory that’sfittedtothis SMT –there’s alsothe low-level front mudguard; the belly pan (and the Akrapovic exhaust can); as well asthe Tech Pack which gives allmanner of electronicdoodads that I’ll be looking into more next month.

sophisticated in the way of rider aids, with three power modes and six TC settings. Also theGXhas cruise control and the nowubiquitous USB charger,and the6.5-inch colour TFT screen is super-clear andeasy to read.

Another thingInoticed when I first got on the GX was how noisy it was. Even anaked bike is quieter than abike with ascreen,ifthe screen’satthe wrong heightand deflects thewind blast straightinto your face. Ihadn’t read thebike’s full specs, so spent theride home praying the screen was adjustable. Thankfully it is, though it requires an Allen key to adjust it. Thereare three positions and, with it now set at the highest option (I’m six foot), Ican enjoy amuch morepeacefulride, and can appreciate theimpressively aggressive exhaust note, too.

One curiosity is that theGXcomes with abase plate for (presumably) fitting atop box, butwhen Ilooked through the official accessories for the bike, Suzuki didn’t offer one. Odd. Isuppose it’ll still come in useful for aroll-pack though.

I’ve not had much time on the bike yet, but first impressions are good and, with the GX beingsupercomfortable as well, I’m looking forwardtoracking up themiles this year

This is just asmall taste of the full review of Moto Guzzi’scharacterful middlweightadventure bike.Ifyou wantthe full scoop, scan the code and snagyourself acopy of the current issue of MSL. There’s plenty moregood stuff in there, too. Youwon’t be disappointed.

RHYTHM RHY R BUYING USED

BMW F650GS

2008-2013/ £2000-£5500

RIDE

Here’swhatyou need to know aboutthe latest version of Moto Guzzi’s much-loved V85TTand TT Travel, andits new, more road-focusedStrada. Moto Guzzi

The V85 wasfirstintroducedinconcept form in 2017 before goingonsalein 2019.Morevariants were added to the range in 2020,and then in 2021 Guzzi rolledout aEuro5update.Now,in 2024,we’ve got three new V85s to play with:the cast-wheeled, road-focused Strada, themuch-lovedTT, and the more equipped Travel. TheStradawillset you back £11,200, the TT £12,000, and the top-specTTTravel £13,300.

There aresome keydifferences between thethree bikes. The Strada has three ridingmodes; new cast wheels; a newscreen; anew TFT dash; and anew low mudguard. It’s essentially had allthe non-essential off-road bits stripped off.

The TT hasfour riding modes (including Off-Road); spoked with tubeless tyres; Cornering ABS and tractioncontrol;a newrear rack;anew adjustablerear shock unit; new handguards; and abash plate.I reckon it’s probablythe best looking of the bunch;boldand brash in allthe right ways.

The TT Travelhas allthe same stuff as the TT,but gets five riding modes (including anew custom mode); a touring screenand deflectors; panniers as standard;aheated seatand heated grips; andit also comes with MotoGuzzi’s MIA tech system. Other differences? The Strada and the TT Travel getDunlop Meridian Trailmax tyres, while the TT getsMichelin Anakee Adventures.

The big newsisthe addition of Variable Valve Timing to the air-cooled transverse V-twin motor.Guzzi saythey’ve done

it to increase performance and torque responsiveness, thoughit’smorelikelya necessary additiontocomply with evertightening emissions regulations. But the important thing is thatthey’ve managed to retain the same peakpower as the oldEuro4 model, and even managed to increase torque asmidge –and you don’tnoticeitkickingineither It’s still gotplenty of character,too. That’s oneofthe greatthingsabout thisbike; it might notbethe best on the market,but it’s gotacertain charm thatisveryeasy to fall in love with. It retains thatall-important shaft drive, too, which is abig plus forplenty of bigmile adventurers.It’sactually the only middleweight adventurer to have one. It stops plenty well enough.The Brembo monoblock calipers arean improvement on the previousgeneration, and they’re lighter thanbefore, too. There’salso newCornering ABS as standardonthe Travel and TT (it’san extraonthe stripped-backStrada). Thesuspension’sgood, too. It’s alittle softly sprung,but it workswell and only addstothe bike’scharm. It helps on the comfort front, too; it’s alovelyplace to be –althoughit’scompactergonomics might make proper long-distance travel abit tough for tallerriders.

Iwas abig fan of the first generation V85 and, thankfully,the new ones are just as good. I’malready thinking about getting my hands on onebackinthe UK to rack up some bigmiles. The TT’s the onefor me,though. IsuspectI’d quite quickly fall in love with it

BMW’splucky ‘little’ F650GS is acracking bitofkit for thecash.Despitethe name, this second-generation model’sactually powered by a798cc parallel twin motor which kicksout an easygoing71bhp. Withits 19inch frontwheel, it’s aroad bike at heart, but with afew choice accessories you can turn it into aprettycapable adventure-readyride.

TriumphTiger 955i

2001-2006/ £1000-£3000

Replacing theoutgoingTiger 900, thesecond-generation adventurebikefromthe resurgentBritish firm was abig success. It remains popular amongthose in theknow, with itsretuned Daytona 955i’s triple the highlight. It’snot thefastest thinginthe world andis happycoveringbig miles in a relaxed way,but if you work it hard there’sstill some funto be had.

HondaXRV750 Africa Twin

1989-2003/ £3000-£7000

Theoriginal Africa Twin has always hada bitofacult following, findingfavour with adventurers whovalue practicality,reliability and comfort over performance (it only kicksout 60bhp)

Thebike’sfast on itsway to becoming aclassic. If you can findone for theright price that’sbeen welllooked after, snapitup.

KEEP ON KEEPING ON

These days it’squite amajor thingwhenone of the bigfour Japanese manufacturers releases anew bike into the UK cruiser market.These days onlyHonda andKawasaki getinvolved.That’swhy there was afair amountofexcitementwhenitwas announcedlast yearthatKawasaki wasgoing to be bringing out anew one: theEliminator 500.

It’srarefor BSH toput anew bikethrough its paces; insteadthey’ve got their fingersonthe pulseofthe custom scene. Every month theyfeature thecoolest creations, reportsonbikereventsbig andsmall, technical articlesonbuilding andmaintenance, and all thelatest custom news andproducts,too.It’sa great magwhich offers areal alternative to themainstream.

Kawasaki Eliminator 500 BUYING USED

WORDS: Nik Samson PHOTOS: Kawasaki EU

The A2 licence-compliant Eliminator takes its cues from the Eliminators of the 1980s, the ZL900s and 1000s and, later, the 600s, too, and there’reverydefinite styling cues in the rear mudguard, back light, andfueltank to their drag-strip inspired predecessors. However,the new 500 is an all-new bikewith apurposedesigned steel trellis-type frame based on that of the exquisitely handling Ninja 400, and a451cc paralleltwinengine developed from the Ninja/the Z500 retuned, of course, forlow and mid-range grunt ‘cos cruisers don’tneedpower at high revs, do they?

It puts out 45PS (44.8 horsepower), which makes it suitable for those who’ve just passed their test and’reonanA2 licence and, thanks to aclass-leading low weight of just 176 kilos, feels faster through the gears than perhaps abike with just 44-and-a-bit hp would do normally (Honda’sRebel 500, itsmain rival, tips thescales at 191kg –some 15 kilos heavier). There’s asix-speed gearbox with a‘slipper’sothat, if you accidentally change down ageartoo far, the rear wheel won’tlock, and anassisted clutch that’sjust so,solight –you could pull it on with one finger if you so desire. As the bike’saimed at new riders(and those of thefemale persuasion), and becauseit’sacruiser-styled bike and they traditionally have lower seats, the Eliminator comes with anicely sculpted botty-rest thathas abasic height off t’ground of 735mm. The ’bars are

reassuringly narrow,soslipping through traffic shouldn’tpresent any problem even in our increasingly grid-locked cities, and there’resingle disc brakes front and rear,with ABS naturally,for effective stopping.Forks are41mm right-way-uppies, and thetwin rear shocks have adjustablepreload. Finally, the digital speedo/tacho is basic, without any bells, whistles or TFT nonsense here–speedo, rev-counter,fuel gauge, odometer,two trip meters, gear display, and clock’reall that’sneeded.

There’retwo models, the Eliminator and the Eliminator SE. The SE is the higher spec’ variant with different graphics (and colour obviously); astylish headlight cowl that adds to thedrag-strip look; ahandlebar-mounted USB-C outlet; featurestitching in the seat;and fork gaiters to keep the krap offyour khrome, and it was the SE that we rode on the launch –asit’sthe one that Kawasaki’ll be pushing to sell in theUK. So, what’sitlike to ride? Well, considering it’s afairly low-powered mo’cycle, it’sactually pretty damn good. Swinging aleg over, it feels small, definitely,but still of aconfidenceinspiring size. Theseat, the standardone, is low,but the gap between it and the ’pegs is enough to suitmostriders (those oversix footmight strugglea little… Pull in the uber-light clutch, smoothly shift into first, and… you’re away surprisingly smartly,ithas to said. Yes, the motor may only be of four-hundred-and fifty-one ceecees capacity but, as Isaid, it’sbeen

set up for real-world riding, notracetrack shenanigans, and the whole bike doesn’t weigh very much in the first place so it goes well.

Suspension-wise, the ride, given the basicness, is pretty good, too (mindyou, Spanish roads areaLOT better than our ThirdWorld pot-holed embarrassments). The IRC tyres do aperfectly adequate job of gripping to the black stuff and, thanks to similar geometry to its Ninja 400 sportsbike sibling,it’swellbehaved through the bends, too. It’sabike you have to use the gears to get the best from.

On twisting mountainroads, second and thirdgears werebest, allowing you to just wind open, and close, thethrottle to keep the plot moving swiftly,and the whole bike felt planted andsure-footed –nomean feat for somethingsosmall and light. On largerroads anddualcarriageways Inever really got thechance to push it much more than 120-130kmh (75-80mph), but Icould feel therewas abit left, and the motorstill felt smooth enough at those speeds without much in the way of vibrationorbuzziness. Any bad points? No,not really… it’sa great bike, and onethat’sperfectly suited to the market it’saimed at. It’slow,light, easy to ride, and’d be agreat town bike –exactly what Kawasaki set outtodesign inthe first place.

Available now from Kawasaki dealers, you can getyour hands on the standard for £5999 or£6399 for the SE –and there’safour-year warranty,too.

Honda CMX500 Rebel

2017-2019 /£3000-£5000

The little Rebel’sa cracking little bike for the money, that’swon hearts and minds far and wide for its valuefor-money thrills. Featuring Honda’srenowned build quality,easy-going handling and apunchy enough, bulletproof 500cc twin motor, there’sanawful lot to like about it.

RoyalEnfield Super Meteor 650

2023-on /£5000-£7299

While this isn’t exactly a used bike, havingonly been introduced into the market last year,you can snag yourself oneofRoyal Enfield’sretro-cruisers for around five grand. With the same much-loved engineas the Interceptor roadster and Continental GT café racer, expect bags of charm and enough performance and poise to make backroad scratchingajoy

Yamaha Virago 535

1988-2004 /£1500-£3500

Yamaha’sVirago 535isa proper budget option if you’re after an A2 licence legal cruiser.First introduced way back in 1988, the entry-level sibling to Yamaha’sXV750 had plenty of success over its 20-and-a-bit years in production. Asuper low seat, decent handlingand alovely motor have helped it stand the test of time –and best of all, you can pick them up super-cheap. Agreat choice.

ASSASSIN

Good thingsdocomeinsmall packages, as Aprilia’sA2eligible RS 457goestoprove.

WORDS: Bruce Wilson PHOTOS: Aprilia Italy

Fixated on goals and the chance to lift the bar in the hotly-contestedA2 sportsbike market, thereweretwo sets of numbers that matteredaboveall else for the firm from Noale: 175 and47. To elaborate, the lightest an A2 machine can weigh is 175 kilos, whichisexactly what the Aprilia hitsthe scales at.And the 47… well, that referstothe peak amount of bhp abike of this class can produce at the aforementionedweight. In otherwords, the RS457 could not be any lighter,orany morepowerful, but there’smuch moretothis motorcycle than those two factors alone.

Slotting in tidilybetween thelearner legal RS 125 andthe middleweight maestroRS660, this A2 assassin is Aprilia’ssure-footedway of keeping the custom in thefamily,delivering to the masses amodel that’sdripping intech, GP-styling and alevel of performance that’spossibly best described as classleading.Ithas the only aluminium frame amongst its field of rivals, plusdouble skin bodyworktoaid cooling and aerodynamicsina bidtomake the RS as slipperyaspossible.

The bike’sfully ride-by-wire, which means thefactory’sbeen able to kit the RS out with acomprehensive suite of tech, including switchable ABS, three levels of ridingmodeand multiple levels oftraction control that can be cranked up or down by paddles on the left switchgear.Atthe heart of the bike is an easy-on-the-eye, 5-inch TFT dash, that nestles nicely amongst thesizeable bodyworkthat looksand feels more substantial than what you’d expect on a machine of this size

It’sthe real deal, withasizeable feel about it, despite its relatively low seat

Thelads at Fast Bikes knowtheirsportbikes

It’swhat they do. They’ve riddenpretty mucheverytrackweapon for the last 30 years, which makes theirpraiseofAprilia’s A2-friendlypocket rocketeven more compelling. For their full,detailed, lowdown, scanthe code and bag yourselfanissue.

height that ensured me and my 5’ 9” frame had no issuesplanting both feet on thesun-blessed pitlane in readiness for some trackaction. On the onehand, Aprilia weresuper-keen to press the sportingpotentialofthismachine, but they wereequallyeager to iteratethat it wasa bike for the masses, being as capable on the streetasitwould be on thetrack,and to ensureitpacked thenecessaryversatility,raised clipons and relaxed pegscompleted the accommodating ergonomic triangle.

As with most twins thatfeaturea 270° crank, it sounded relatively meaty even on tick-over, reverberating from the neatly-underslung silencer.Add afew revs into the equation and the noise only got better,booming like an angry dog in sightofa postman. I’dexpected themotor to feelmorepainful thanthe pulling of my ownteeth, but the torquey bottom end soon gotusuptoa decent pace and after alap in the saddle, Igot my headaroundthe natureofthe twin, that demanded youthrow gears at it to capitalise on itsstrongmid-rangerather than revittothe limiter for the sake of it. The enginefelt effortlessly accessible and regardlessofwhat lean angle Iwas at,I didn’tneed to be holdingback withbig handfuls of throttle. Therear tyre just stuck nicely to theTarmac, nullifyingthe kind of concernyou’d get from something of abigger,morepotent disposition.

One thing thatIdid pick up quite early on was howrestrictive the traction controlcouldbe, even in its least intrusive of settings, so after that initialsession wasinthe bag,Ipied thetech offcompletely.Personally, Ithink it’sgreat thatbikes like this,

BUYING USED

Yamaha YZF-R3

2015-2018/ £2500-£4000

Yamahaknows howtobuild aqualitysupersport bike

Its YZF-R6 wonheartsand minds far andwide, and theR3keeps thegood times rolling for those on a restricted licence. Despite itslimitedpower,there’s enoughpunch,poise and potency to entertainthe most experienced of riders.

HondaCBR500R

aimed at ridersstepping up in capacity, have toolslikethat to hand –but from pureperformance perspective, it was inhibiting,soithad to go.Likewise, I’d madesurefor my second outingthatthe ABS wasweaned offtoits least intrusive of settings.

We’resoused to seeing twindiscs on bikes these days thatthe vision of asingle rotorgot me questioningthe Aprilia’sstoppingabilitiesonfirst sight, but it wasa wastedwonder as notonly wasthe initial biteimpressively strong, but also the purchase from theByBre caliper wasconsistent.The bike’s rear wheel would lock alittleand unsettle the bike if youweretoo keen to hammer through the necessary three downshifts, locking the rear slightlydespite asolid amount of support from the clutch. Smoother was definitelybetteronthis pocket rocket.

Thething that shocked me most was howsupportive the suspension was, at allangles.Ifyou were kind to it,it waskindtoyou,which wasespecially important because it wasonly adjustable for preloadateither end. On that note, I didask the technicians to increase the preloadatthe rear as far as it wouldgo, pointing the bikemoreonits nose, and that turned outtobea solidinvestment. The£6500 Aprilia turnedout to be so much more impressive thanIimagined it couldorshouldhave been, but whatelse would you expectfroma manufacturerthat blends passionand performance at itsheart? It might be some 200bhp downonthe RS-GP24s we seeontelevision, but makeno mistakethat the focus and desiretowin liejustasengrained in thislittleripper as it does in itsprototype brethren

2014-2016/ £2500-£4000

The CBR500R was designed specifically to fit in with the new-at-the-time licensing laws. The 47bhp, 112mph, slick-handling and seriouslywell-puttogether sportbike isn’t quite as focused as some of the other options. It’s surprisingly easy to ride around town, but stillhas enough about it to keep itshead heldhigh out on track.

KTM RC390

2014-2020/ £2000-£4000

TheRC’spossibly the most aggressive of all the A2 licence legal rides on themarket. That should come as no surprise; it’s a KTM. Itsfree-revvingsingle cylinder motor’sprobably thehighlight, butthe chassis is impeccable,too,offering nimble, but assured, handling that helpsmakeitperfect for fledglingriders learning their craft.It’sgot pedigree, too, having hadits ownBSB support race series.

Aprilia RS 457

EUROPGRIP TYRES

You’re absolutelyspoiltfor choice whenitcomes to selecting anew setofhoops for your prideand joy.There’re plentyoftried-and-tested optionsfrom theold guard of established tyre firms,but there’salsoagrowing range of more affordablerubberupfor grabs. Here’s onefirm youneedtoknow about.

Unlessyou’reparticularly clued up on the goings on of the tyre industry,there’saprettygood chance you won’t have heardof EuroGrip before. Despite not being ahousehold name just yet,they areabig deal. They’ve been doing their thing for over three decades, areownedbyIndianautomotive

giantTVS, and have recently opened aEuropean design facility in Italy.They’realso providingthe OE rubber for Aprilia’sfeistynew RS 457.

It’sacoolbike. Thelightweight sportbikemarketisbooming. After afew years of quiet,the biggest firms in the game arebeginning

The EuroGrip Protorq Extremes arehighperformance radial tyresfor middleweight sportbikes,thatfocus on outright corneringgrip.

Theset fittedtothe RS 457have actually been developed incollaboration with Aprilia.

Unlike across ply tyre, which features crisscrossingpliestoform the carcass of the tyre, aradialruns pliesfrombead-to-beadofthe tyre, parallel to theaxis. There’salsoanadditional layer of pliesunderthe tread, whichrun parallel to the rotational directionof thetyre. Radialtyres run cooler,are softer,and have moreflex in the sidewalls. Basically,theyoffer better grip

They’reconstructed from an advanced tri-polymer treadcompoundwithhigh-structurecarbonand silicaand feature a0°steel belt.The steel helps the tyres to offerbetter traction;improvedridecomfort; betterhigh-speed stability; moreconsistent braking performance; awider and moreconstant contact patch; and alonger life, too. EuroGrip reckon

to roll outa rangeoffunky,costeffective supersport rides which arewhetting the appetites of leather-cladridersontheir way to snagginga full licenceand afullon superbike.Aprilia’sRS457’s oneofthe latesttoemerge; and with the prestige of the iconic RS name,classy looksand plenty of

they’ve achievedthe optimalbalance between grip, warm-up time and durability.Sounds good, right?

Thetread’s pretty minimal –but there’senough goingontohelpdisperse waterefficiently.And ultimately, these aresupersport tyresand not sport touringones, which means that cornering abilityis thepriority. TheRS457 takes a110/70 ZR17 tyre up frontand a150/60 ZR17atthe rear,but there’s abig rangeofsizes to suitother bikes.

While some may doubt theoutright performance of a‘budget-friendly’ tyre,initialreports have been positive. That shouldn’tcome as much of asurprise as Aprilia’ve spent agood chunk of time putting themthrough their paces on Italian tracks and roads, beforebeing happytofitthem to their sorted RS 457.

We’realreadylining oneupfor asupersport bike head-to-headlaterthisyear,soifyou want to hear howthe bike and tyres perform on Britishroads, be suretokeep your eyes on MoreBikes.

performance for an A2-licencelegal bike,it’spippedtodovery well. Butifyou’reconsidering splashingthe cash,you’ll likely wanttoknowabout thetyres that come fittedasstandard that’ll be responsible for keeping you theright way up on theroad and racetrack

The little islandoff thesouthcoastofEngland might notseemlikethe most obviousplace for amotorcycle adventure, butitactually has apretty long historyofmotorcycling goodness, and there are somecracking coastal roadstoexplore,too.

While the Isle of Mangetsthe headlines, for obvious reasons,the IsleofWight is asurprisingly well-appointed destination for bikers. For alittlemorethan£60, youcan snag yourself areturnferry ticketfromPortsmouthor Lymington and treat yourselftoanislandadventure. And you’ll be thereinunder an hour

It’sonly small,with just 150 squaremilestoexplore, but with 57 miles of coastline,around 500miles of road,some phenomenal scenery, crackingbeaches,bagsofquaint towns and villages (with some top pubs to nestleinatthe end of the day),and agood chanceofblueskies, there’s plenty to keep you goingfor daysonend.

WHAT’S YOURS?

There’s nothing quite like a bitoflocalknowledge when it comestofindingthe best roadsanareahas to offer. If you’ve got atop blast on your doorstep(and you don’t mind sharing), we’d love to hear from you.

Island Explorer

For this route, we’re takinginspiration from the hotly-anticipatedDiamond Raceswhich fell foul of Covid in 2021.The organisers had earmarked a12.4-mile-long stretch of public roads in the south of the Isle of Wight, which cuts through the picturesquevillages of Chale, Kingston, Shorwelland Brighstone, beforeheading out intothe open for afivemile coastal blast along themilitary road, too This is probablythe best bit; big views and sweeping roads.

We’remaking afew changes, though.We recommend heading allthe waydowntoAfton and then swinging aright on toThe Middle Road, which becomesNewport Roadand then Calbourne Road. It’s alovely run, changing from leafy and tree-linedtowide-open, verdant countryside and back again.It’snot fast, and you’ll be frequently slowing downtoamble through villages,but if you getinto thegroove of island life and take things ata moreleisurely pace, you’ll havea ball.

That’s true right across the IsleofWight, to be fair.Slow downand enjoythe views andyou’ll not go far wrong. It’sprobablybe theperfect place to potter around on an old classic.

ADVANCED RIDING SKILLS

Most of us would agreethata decent level of skillinwalkingisa prerequisite for making agood job of running. The same principle applies to motorcycling. Youneedtohavethe basics coveredbeforeyou move on to the advanced techniques… If yourememberthe first ride you had on two wheels, you maywell remember how fast evencrawling speeds seemed. When all your concentration is focussedonjust staying upright, there’s no room to pay attentiontoanythingaround you, andthe scenery seemstorush at you andtake you by surprise Luckily,asmoreseasoned riders cantell you, this feeling passes pretty quickly as you becomemore competent atcontrollingthe bike, andyou have abetterchanceto observe your surroundings. Aftera while the mechanicalcontrol of the bike becomesalmost second nature, and you can start to concentrateon what’s around you –whattoavoid, what to keepaneye on, andwhatnot to obsess with.

As you aregaining in confidence as arider,you should always remember the golden rule of managing speed on amotorcycle: always ride within your limits, and at aspeedappropriate to whatishappening around you. What’sappropriate in any given time and place can varyhugely,and constant planning and managing your speed arenecessary so you can vary your speed accordingly. The same bit of road mayrequiredifferent speeds depending on traffic, weather, roadworks, rush hour,etc.It’san ever-evolving picture.

Regardlessofwhat’saround you, one of the most important things is to always ride safely andwithinyour limits. It can be tempting tokeepup with your mates, or to imagine that

Motorcyclists can often relyonanatural speed advantage, whetherit’s about accelerating off the traffic lights, or carving linesoncountry roads. Butwith great speeds comes greatresponsibility,and to make surethatyour progressisnot only speedy,but also safe foryou andothers, there’smoreto it than just twistingthe throttle and hoping for thebest. We spoke to Enhanced Rider Scheme(ERS) trainer Ian BurchellfromPhoenixMotorcycle Training, to find out what we need todotomake progress safely…

you’re the next Rossi, but there’s nothing worsethan getting it wrong and embarrassing yourself in frontof your mates, or even worse,hurting yourselforothers.

Thekey to getting from AtoB in less time is nottogospeeding everywhere, but rather to learnhow to makeprogresswhen it is safe to do so.There’s no pointintaking risks that might end your journey, or to go forovertakes thatoffer minimum benefit.For instance, if youare following large,slowvehicles and you cansee aset of traffic lights ahead, it maywell be wisertohang backuntil thelights, and thenfilter past them when it is safertodoso. No point in overtaking them just to sit at the lights…

As youget more experienced, your confidence will grow,too, but even so,itpays to enhanceyourplanning skillsatjunctionsand roundabouts to avoidbeing hesitant. This is easier when you knowthe road layout in advance, but youcan approach any situationwithmoreconfidence if you have agoodand flexibleplan of how to dealwiththe junction.Quite often it’sacase of combining anticipation and observation with skilled and well-timedactions to help youmake progress while keeping youaway from danger

In additiontomaking suretoride at speeds appropriate for the situation, it’salso importanttopay attention to speedlimits,whether they arefixed, temporary or restricted ones.The limitsare there for areason, and may indicate somethingthat youhaven’t yet spotted.Not to mentionthatthey arelegal restrictions.

This applies to most situations when youare on abike, but it’s particularly pertinent whenwetalk about speed: theroad andweather conditions

as well as traffic levelsand other road users’ behaviourare amassive factorwhen youdecidehow fast it is appropriate to ride. Sometimes these instances areindicated with road signs, such as school crossings, but in many casesit’suptoyou to read the situation and find the information you need to adjust your riding Thefinalthing to consider is that regardless of your speed, at some point youwillneed to stop.Being awareofstoppingdistances at different speeds is important, as well as being able to brake effectively if the situationdemands that you anchorup. Thegolden rule about braking is that we shouldalways be abletostopsafely on oursideofthe road withinthe distance we can see to be clear.Itsounds simple, butnext time whenyou’reout on yourbike, ask yourself everynow andagain if you couldsafely stop in thedistance required. It might be trickier than you think in some situations.

After all the warningsabout not goingtoo fast, let’send with a positive notionthat sometimes, going abit faster thanyou may have been used to is just what may be needed Ian Burchell, an Enhanced Rider Scheme (ERS) trainer from Phoenix Motorcycle Training,has seen plenty of ridersslowand fast in histime as atrainer.Here’swhat he said:“Riders often make slowprogressawayfrom hazardssuch as roundaboutsand junctions, holding up traffic from behind.Thisisoften linkedtobeing in toohighagear.Travelling at less than posted speedlimits whenitissafe to go faster is notideal. Quite often this is linkedtoa lack of knowledge of speedlimits or missing the signs.” So, there youhave it.Sometimes you need to go slower,sometimes faster.Just remember to keepitsafe!

Phoenix Motorcycle Training is theUK’slargest motorcycle training organisation, with ERS courses available at severallocations. To find your nearest location,visit phoenixmotorcycletraining. co.uk or call 0330 2234000.

Unfortunately,there arenoshortcutstobecoming an advancedrider,itwill taketime andpractice. However, you can makethe process much quicker andeasier by signing up to do atraining daylikethe one-dayEnhanced Rider Scheme (ERS)withaqualified andDVSAapproved trainer.

MENTAL HEALTH MOTORBIKE

It’s25yearsago, but stillsovivid. At an exhibition,I was struck by apanicattack.The walls felt like they were closing in,I just wanted to getout.Somehow Iheldit together,but on the wayhome, waves of depression hitme. Iwas sent to apsychiatrist, who referred me to a hypnotherapist.She identified I’d beenthe victim of work bullying for over three years, my self-esteem eroded. Hypnotherapy was incredible. She setupa series of scenarios for me to drawstrengthasneeded. Theeffect wasarevelation.Ridinghome from the firstsession, Itook awrong turn. BeforeIwould have beeninpieces. Now? I shruggedmyshoulders, found the way out.

Acombination of therapyand appropriate medication (I was weaned offinacontrolled way) gotmeback on my feet.AtworkI moved into atotally differentarea, onethat made much betteruse of my strengths.

Twenty-fiveyears on,Iget low momentsbut have techniquesI draw from. Ialso know nottobottle it up.Let it out, you’remuchbetterfor it

Themost difficult thingfor me to do?Ask for help.There arelots of people andorganisationsout therethatWILL help.Reachingout andsaying, “I’m havingahardtime, I need help,” isn’t weak. Youare far,far stronger than you will ever realise in takingthatfirst step

WORDS: Bob Pickett

Last year Itook part in the Distinguished Gentleman’sRide. One of their coreaims is to help with mental health. Researching that piece,Iwas stunned to discover thaton average aman in the UKislost tosuicide every four minutes. Ihavesinceheard oneinfive of us will havesuicidal thoughts duringour lives. That’s not all, asone in four adults in the UK have beendiagnosed with amental health illness. 75% of people withdiagnosedmental health illnessesreceive no treatment. Suicide is the most common cause of deathofmen aged 20-49, and75% of suicidesare males.The biking communityisa high risk groupreceiving very little or noformal support It is clear help is needed. This is where Mental Health Motorbike comes in. They’re aregisteredcharity that existstocreate meaningful opportunities so that together they grow the greater mental health wellbeing of the motorbike community. Their ultimateaim is to reduce suicide amongst bikers in the UK and arebuilding afree, dedicated network of trained Mental Health First Aiders tosupportother bikers across the UK.

Ispoke to Charity Trusteeand Mental Health First AiderMarkJJJohnson tofind out how Mental Health Motorbike came into being; how they help;whatwecan do for bothour own mental wellbeing; and how we canhelpothers.

What brought you to form the charity Mental Health Motorbike?

In early 2020 Iwas satthinking quietlyona Saturday afternoon about how Icould help others and bringmylife and work experiences, skills and knowledge together.Myworkover the past 25 yearshas been in further education and teaching young people withdifficulties and or disabilities. Part of my role was working in the community to provide vocationaleducation to people with mental healthproblems and to supporttheir recovery from the difficult places they hadbeen. The connections I made had aprofound impact on me,inthat I was able to communicate,listen and support quite naturally.SoIthought,whatvoluntary work could Ido thatinvolvedmypassionfor motorbikes and supporting others?

Iliterally typedin ‘motorbikes&mental health’ into Facebook!Uppopped this localpage called Mental Health Motorbike Support Group with about 30 to40followers(todayover 2500). Icheckedout the webpage,found anumber and rang. To cut along storyshort,I spoke to this incredibly enthusiastic and charismatic chap, who outlinedthis vision tosupport bikers from across the whole spectrum of biking with their wellbeing and mental health, and to create anational charity todothis.

Also, this chaptalked about the moment that inspired him to make something good happen. He had recently lost adear friend, Dale Caffery, who had taken hisown life.Aman who was greatly loved; aman whodidn’tknow how to ask for help;a manwho lit up aroom; and a man who was so caring. Aman lost too soon.

Iwas hooked, inspired, my life reinvigorated with purpose and meaning. We chattedfor ages andhavesince built agreat friendship and been on afantastic journey ever sincewiththis chap called Mr Paul ‘Oxo’ Oxborough.

The people who have come to be our supporters, trusteesand team(all bikers and volunteers)havebeendrawnintothis amazingjourney for many reasons: to help support themselves in their own wellbeing and or recovery; the resonance of being able to support othersfromexperiencesthatmay have

had apersonal impact on their lives. But it’sthe bikes that bring us and glue us together.These bikers bring so many skills and experiences and an energy which has saved lives and made lives better for so many bikers in such ashort space of time, its just amazing to play asmall part and be involvedtoachieve what we have done so far!

What areyourvalues?

To preserve and protect good mental health for the motorbike community by providing services and events which relieve those suffering from poormental health and reduce the risk of suicide and support and enhance goodmental health.

■ Honesty &Integrity –Bikers forBikers. We aretransparent; we willingly shareknowledge and information to support others within our communities

■ Being Human –Weare all as individual as the bikes we ride. We arenon-judgemental and we areinclusive, valuing the benefits diversity brings

■ Hope –Welook forwardtothe journey and the road ahead. Whenthe road ahead seems blocked we find solutions and another way around

■ Connection– Bikes arethe glue that holds and bringsustogether.Webuild, we encourage and empower to create innovative partnerships and connectionsthat bring us together to support each other

■ Maintenance &Recovery –Looking after our bikes and ourselves to ensurewekeep running smoothly.Support and recovery is an ongoing journey, not just adestination. One day at a time, one step at atime.

What’sa MentalHealth First Aider?

Within my everyday work role Iama trained Mental Health First Aider (MHFA) and safeguarding designate. The training is run by the external organisation MHFA England and it is an accredited 15-hour course which can be done face-to-face over two full days or online over four sessions. As well as the main trainer, Mental Health Motorbike also provide awelfare personwho looksafter the groupwhilst they undertake the training.Attimes the content can be hardsothis welfarepersoncan meet in a

different room with theperson who is struggling.

The course looks at different types of mental health illness andgives you agreat toolkit to use if aperson is in crisis. Themain role of a mental health first aider is to listen,tosupport, and then guide the person to professional medical help. Thefinal bit of thecourse looks at your own selfcareand how to look after yourselfwhilst you look after others. It is a fabulous course that has saved many, many lives.

What other resources can Mental Health Motorbike make available?

The Mental Health Motorbike website has acomprehensive array of varioussupport resources which arefreetoanybody needing help.

Additionally andimportantly,weare attending many events throughout theyear to be seen,to be able to talk to people one-to-one, and give support if needed.

We also have avery successful membersonly peer support group which runs through Facebook and is aprivate, safe space to get support morning, afternoons andevenings.

What would you say to anyone who is struggling?

The first thingwewould say is reach outto someone youtrust andask them to help you. This is thehardest step. We try to have asafe space at events so if you see the gazebo that is asafe space. Look for the green mental health first aider sticker on bikes, in cafés andshops as these arepeople trained to support you. We also have abig team supporting bikers through the online Facebook peer support groupsojoin this space for some great support.

What can bikers do to help?

We need yoursupport to help fundraise for the charity,soifyourclubcan do an eventor help us in other ways email us at fundraising@ mhmotorbike.com

■ For moreinformation on Mental Health Motorbike, their aims, useful resources and how you can become involved or reach out if you need help, visit:www.mhmotorbike.com

LOOKIN’ GOOD

Whilethey might not match the outright protective qualities of aset of raceleathers, or the all-weather abilityof agood textile suit, there’ssomething special about agood-looking motorcycle jacket that you’rehappy wearing both on and off the bike.

Do e-Numbers?casualjacketshave

Youbet.Just because ajacket is casual/lightweight,it doesn’t meanit skimps on protection. Ourold friend EN17092 shows up again. Thereare four ratings:

■ B–Fine for Urban use,but no armour

■ A–Urban use with armour (whichhas it’s own rating; back to that in amoment)

■ AA –Think of it as fitfor touring or major Aroad

■ AAA –Rated for use at the highest road speeds, so motorway

Casual suggests you’redoing morelocal riding, so Aismost likely what you’ll be looking at As we said, armour hasit’sown

rating: EN1621 has two ratings, split Level 1and 2, 2giving the best impact protection

Is there a‘type’ of casual jacket?

Notreally. Casual again suggests lightweight. Within this are specialist mesh jacketsthat areall about maximum airflow, jackets more like shirts, even protective hoodies arebeing made now.

So what should Ibe looking for?

Apart from the ratingswe talked about, have alook at the materialsused. I’ve got ashirt made from Cordura with Kevlar lining and Level 2armour.I’m

happy that’sgoing to take care of me.

If you’re riding over awider spread of seasons, amesh jacket probably isn’ta great idea; they’reamazing when it gets properlyhot, but the dip in temperaturefromsummer to autumn? In amesh you’re going to feel it. And they’regoing to let in rain. Some jackets may have awaterproof layer (made from something like Sinaqua) and even aremovable thermal lining. Textile jackets work across a broader range of conditions. The shirt Imentioned is agood urban choice but as the mercury drops it’sbest supported by areally goodbase layer like Zerofit, EDZ, etc.

Anything else?

Zips need to be high quality and long enough (on ahoodie? You might get ashort onethat lets you slip it on easier; on ajacket/ shirt style they should be full length), astorm flap either over or under thezip is preferable. Pockets? Keys, wallets, mobile phones, they’reall going in these. So you really wantthem to be secureand safe. Poppers areoky,but if what goes in there is to be really secure,zips are best, though Velcroisdecent on things like apurpose-built mobile pocket. Azippable Napoleon pocket for yourwallet winsbig points (inside the protective layer,soharder for thieving scum to reach).

RICHA UNIVERSAL JACKET

Jonothan Schofield /£279.99 /www.nevis.uk.com

If my name was John Wick and Iwanted afully armoured jackettowear on my bike, but my thoughts were thatitshould look like an incognito, smart,softshell, trendy pieceoffashion, thenthe Richa ‘Universal’jacket would fit the bill. It’s available in threecolours: Olive, Navy and Anthracite (dark grey) As standarditcomeswithD3O® Ghost L1 protection on the shoulders and elbows. Pockets for both aback and chestprotector arebuilt in and, as youshould, Islotted in D3O® L2 into both. The chest protector is aslip unit going either side of the front zip. The tailoring construction of this lightweight laminated jacket, with itsremovable thermallining and waterproof ‘Aquashell

2L Promembrane’, makes it notonlya two-seasonpiece of protective clothing, but also onethat could be worn in all butthe most severeofweathers. The threepocketsonthe frontofthe jacket have great weather protection andthe main ziphas afull-lengthstorm strip on the inside for extra protection and comfort.Fourinternal pockets(when thethermal lining is in place)meanthat storage space for those essentials is not in short supply. With the abilitytoadjust thesleeve cuffwidth, atightseal can be made, stopping wind and allbut the heaviest of rain from makingits wayin. Even movement with all the D3O® in place (other biking body armour is available), it’s notrestrictive or cumbersome in any way. The stealthy way that the jacket has been constructedand tailoredmeans that if you were in some slim-fit riding jeans andpaddock bootsbut notcarrying a helmet,it’sunlikelyyou’d be recognised as amotorcyclist in acrowd. Thereare no flashylogos or reflective panels. I’m5’10’’tall and weigh in at a comfortable twelve-and-a-half stone andthe ‘large’fits like aglove, so the sizingisalittleonthe small size; Iwould recommend trying on for definite before you buy.I have loved wearingthisjacket on many different typesofmachine (covered just over 1200 miles in it)and neverfelt unprotectedorunderdressed for what Ihave beenriding

RST LUMBERJACKTEXTILE SHIRT

BobPickett /£139.99 /www.rst-moto.com

This sharply-styled shirt is made from Cordura with afull Kevlar lining (extra layer on major impact areas) with CE shoulderand elbow armourand a pocket for aback protector.Tome, it feels more like alightweight jacket,withthe button-downflap covering aMAX zip; anicetouchguaranteeingthe frontwill remain closedifthe worst happens.

The shirt is CE rated LevelAwiththe shoulder and elbow armour rating Level1.It featuresbonded Nylon triple stitched thread. It is generously cut, allowing room to layerup(I’ve wornbaseand mid-layersbeneath and still beenableto move unhindered). Iwas also pleasantly surprised to find a pair of my winter gloves could be wornover the shirt cuffs, while both my summer gloves slottedinside (the sleeves featurezips and the cuffs have poppers for ease of fitment).

Thereare just two external pockets,fastening viapoppers andaVelcroinnerpocket. Given I usually carryaminimum of bike and house keys,mobile and earplugs, ing. It could eatureanother e of larger nalpockets mewhereto p themobile uld be good d I’dliketo eea zipadded o the inner for additional security). But ultimatelythis is ashirt, not ajacket. Add abackpack or waistpack, problem solved

BLACKBIRD LADIESDAKOTA NUBUCKJACKET

Kate Chorley/£180/www.saltflatsclothing.co.uk

I’m notbothered about all-weather textiles or full-on race leathers. Iwant ajacket thatlooks good on andoff the bike,but still offersplenty of protection. That’s whatthisBlackbird number does. It’s madefromtop-grain cowhide leather which has beenbuffed/sanded to make it look like suede– andit featuresCEPUrubber armour in the shoulders and elbows andCEfoam armour in the back. Not only arethese cleverly disguisedwithout causing any obvious lumpsorbumps, but they are also easily removable using theVelcro pockets. That means you could easily switch themout forsome moreserious armour with no trouble, if you wanted to.The armour sitscomfortably in the rightplaces, too, and still allows for afull range of movement

Over the yearsI have grownwary of orderingclothesonline, frequently discoveringthat sizes areinconsistent and commonlyonthe smaller size. However,I waspleased to find the Blackbird jacket true to size, if nota littleonthe larger side. Forladies with alarger bust like myself, thereisstill plenty of breathing room (if you know whatImean)

Iamhighly impressedbythe Dakota Nubuck jacket.Blackbirdhave evidently paidmeticulous attention to detail whendesigning the item anditoffers everything youcouldwantfroma mid-priced,style-focussed jacket. Its

ROADSKINMUNRO ARMOURED SHIRT

SimonMeyer /£159/www.roadskin.co.uk

keys phone, wallet this is lacki easily fe couple exter (som keep wou and se to f

high-quality finish anddesign makes it feel morelike ajacket you would findinafashionstore rather than a practical pieceofmotorcycle clothing andI propose that it is excellentvalue for money.And nowI’ve applied the recommended waterproof treatment, I’m confidentIwill be wearing it for years to come

SEGURA MAMBA JACKET

Dave Manning/ £280 /www.bikerheadz.co.uk

What do you reckon to this styling? L it,Ido. Dunn why, there’sj something ab it that scream classic cool andeveryday comfort.

Segura’s aFrench brand that’sbeen operating since 1967

Roadskin areprobably best known for their armoured jeans, but they’ve also beenknocking out arange of otherbikegear for years. Paying tribute to legendary salt-flatrecord-breaking biker BurtMunro, thisstripped-back,rugged armoured shirt oozes 60s cool.But thankfully,it’spackedwithmodern featurestoensureyou’rewell protected shouldthe worsthappen –including CE approved Level 2back, shoulderand elbowarmour.

Thereare internal pocketsfor your walletand phone. Thecuffs have zips and poppers, so you can easily accommodate your favourite gloves (no matter whether they’reslimorchunky). It even getstwo zipped ventsupfront and one at the rear,along with alight mesh internal lining to help keep thingscool whenthe weather warms up. It’lldoadecent jobin the cold, too. With the vents shut, I’ve stayedplenty warm on my dailycommute,even in single figures. I’ve covered some serious miles in the jacket, and It’sholding up well.Withthe warmerweather (hopefully) hangingaround, it’s going to be my go-tojacket forthe foreseeablefuture. So,ifyou arelookingfor somethinga bit lighterthiscoming summer,I’d recommend giving the Roadskin anosy.

Drawing on half-acentury of master leathe craftsmanshi thedesign tea today areconstantly pushingtechnical boundaries to innovate andoffer auniquestyle. Andsositsthe Mamba, which comeswithAlpha protectors in key areas, andboasts multiple pockets, aventsystem, zippedcufffastening, waist adjustment andcollar extension.

It’sproperly wellequipped,and hasadjustable CE elbowprotectors; CE shoulder protectors; and apocket for aCEback protector. Theouter’s also abrasion andtearresistant, while the100 percent mesh fixed lining is made from recycled fibres. There arefouroutside andtwo insidepockets; aforearm pocket;wallet pocket;ventilation system;zippedcuff fastening;waist adjustments;zip andtab with snapon cuffs; andcollar extension

It’sprettyversatile, too, andyou can whip outthe Shelltech Superthermal lining if it’s warmoutside or leave it in to stay snug in colder conditions. Oh, andthe completejacket is CE Approved,not just the armour! Prettycool, right? It’snosurprise it’s fast become oneofmyfavourite jackets.

MIDDLE

ROAD?

With an ever-expanding variety of mid-capacity adventure bikes to choosefrom, hasthe dayofthe range-topping behemoths been andgone?

Honda

XL750 Transalp/Benelli

TRK702X/Suzuki VStrom 800DE

WORDS: Dave Manning, Ross Mowbray,James Robinson PHOTOS: Gary Chapman

Progressively,overthe last couple of decades, adventure bikes have been gettingbiggerand bigger –with the side comment that the new version of BMW’s best-sellingGSmodel is actuallya little lessdimensionallyexcessive, aside from the engine capacity. Consequently,the expanding varietyofmid-range adventure bikes canbesaidtobealittle more

manageable and affordable,while still beingpowerful and roomy enoughtocross continents without the requirementfor an onboard chiropractor

And while bikes such as the new R1300GSare, without doubt, pushingthe boundaries of technology and ability, the question will alwaysremain: howmuchis toomuch? Alower dependence on fiscalinputfor the initial purchase

will certainlyopenupthe wallet to adventuresonce the bikeisin your ownership.And, with aspec that equals or exceedsthatofmuch larger adventure bikes of acouple of decades ago, the trio yousee here aremorethancapable of clocking up the miles and taking youto places new, to vistas unseen, and to meet strangefolk with peculiar ways and indecipherable dialects.Which is whywewenttoThetfordForest…

HondaXL750 Transalp

WORDS: Ross Mowbray

Dropped from the Hondarange in 2013 followingoveraquarter-of-a-century of good times and solid sales,the new Transalp’sgot quitethe reputation to uphold. Findingfavourwithround-theworldexplorersand dailycommuters, who valuedits easy-goingnatureand nearbulletproofbuild, sales onlystarted to falter with the introductionofthe first generation of bigger,badderand morepowerful adventure bikes

Butthe game’s changing–and with the recentrevival of the middleweightmarket, the Transalp is back with avengeance; and with Honda’seye fordetail, thesame motor as the new Hornet, andasuper-competitive pricepoint, it hasall theright stuff to take it to the increasingly stiff competition

Iwas lucky enoughtosnaganinviteto the launchofthe new Transalp in sunny Portugal last year andfound myself properly impressed: comfy, characterful and greathandling, despitethattowering 21-inchfront wheel.But beltingalong the sun-soaked smoothTarmacinthe hills aboveFaroisn’t quite thesame as dodging potholes on the Broads andbacklanes of Lincolnshireand Norfolkwhen therain’s lashingdown. Woulditstack up?

It’s certainlyaniceplace to be.Honda knows howtobuildabikethatworks for ridersofall shapes and sizes, andthe Transalphas anear-perfectcombinationof seat, pegs and bars whichmakes it apleasure to spend all dayonthe road. The seat’s atall butstill easy to manage 850mm high –and at 6’ 1” Icould getmyfeetplanted firmly

with no trouble.Honda’s alsoworkedhard to keep the weight down.Ittips the scalesat arespectable208kg, whichhelps make it a doddle to manage at lowspeedsand when shuntingitabout by hand in the wet-leaflined carpark. Oneofthe highlights is the newly-designed755ccparallel twin motor whichhas been ripped pretty much straight fromthe nearly-new Hornet. It might‘only’ make 91bhpat9500rpm andkickout 55.3lbft oftorque at 7250rpm butthat’smorethan the other twobikes on test,and it proved plenty potent for making swift progress and dispatchingefficientovertakes on my run down to Thetford.

Its10,000rpm redline (and itsties to theHornet) mightleadyou to believe it’s goingtobehappiestchasing therevsup in thetop end,and although that’s partly true,there’s agood whackofmid-range torque and smooth, progressivepower down thebottom, too. Thatcould be partly becauseHonda’sremappedthrottle and fuel injectionsettings soften itsresponse to better suit theTransalp’s lessaggressive ride.Thereare fiveengine maps to play with, includingone-tap-of-a-button-away Sport, Standard, Rain andGravelmodes whichare each preset with differentlevels of traction control, engine braking, throttle response and ABSintervention. Youcan alsotake things astepfurther,adjusting each individuallytocreateyourown User mode

Once youget used to theinnumerable menus,it’seasytoget theTransalp setup just so.

The six-speedgearbox is slick, too, though we were treatedtoabrilliantaftermarket up/downquickshifterfromthe parts

catalogue. It’s ashame it doesn’t come as standard (same goes forthe bash plate, engine bars and handguards), butHonda’s hadtomakesome very toughdecisions to keep costsdown. Youwill have to spend a bit of cash to kititout to thesamespecas theSuzuki.

Butany questionsabout Honda’s scrimpingand savingare soon forgotten whenyou getgoing. You’dprobablyexpect abit of vaguenessfromthe 21-inch front wheeland aloadofdivefromthe long travel suspension under heavybraking, butthere wasnoneofthat –justbeautifully composed handlingthatmakes youforget you’reridinganadventure bike

Stopping is looked afterbya setofNissin two-potcalipersupfront and asingle at the rear.While they mightnot be the best in termsofperformance, at no pointdid Ifeel

the need formorebite, particularly on the soakingroads of ourroute Suspensionisset up extremelywell, with the Transalp not undulyupset by hard brakingoraggressiveacceleration.Itreally is excellentonthe road.It’snot quite so good off-road, though. Butthenyou can’t have it all.Ifthe dirt’syourbag,there are othermoreappropriate adventurebikes for you outthere

There’sa lot to likeabout thenewest iterationofthe Transalp.It’snot as well equipped as thenew V-Strom850 DE,or as cheapasthe Benelli TRK702X, butdoes that reallymatter? Forplenty of riders, the newest adventurebikefromHondaisgoing to be just right, thanks to itssub-£10,000 pricetag,impeccable road manners, fantasticmotor,lovelylooks,and top-notch build quality.

TECH SPEC

Honda XL750Transalp

Price: £9699, plus Rally Pack £1100, AdventurePack£755

Engine: 755cc paralleltwin4 valve percylinder, Unicam, ride-by-wire, 270-degree crankshaft

Power: 90.5bhp(67.5kW)@ 9500rpm

Torque: 55.3lb-ft (75Nm) @7250rpm Transmission: 6speed, chainfinal drive, assist/slipperclutch,optional quickshifter

Frame: Steel ‘diamond’type

Suspension: (F)Showa 43mm USD SFF-CA forkswith preload adjustment (R) Showa monoshock with preload adjustment Brakes: (F)Dual310mm x4.5mm ‘wave’discs with axialmountedwith 2pistonNissin calipers (R) Single 256mm x6.0mm ‘wave’disc, singlepistoncaliper

Wheels/Tyres: (F) 21in(stainless steel) spokedwheel,90/90-R21M/C 54H (R) 18in(stainless steel) spoked wheel, 150/70-R18 M/C70H

Seat height: 850mm

Weight: 208kg (kerb)

Fueltank: 16.9litres

Fuelconsumption: 64.9mpg (claimed) Warranty: 2years,unlimitedmileage Contact: www.honda.co.uk

TECH SPEC

Suzuki V-Strom 800DE

Price: £10,699 (pluspanniers andtop box, £1452.98)

Engine: 776cc, 270°crank paralleltwin, water-cooling,DOHC8valves

Power: 83bhp (62kW) @8,500rpm

Torque: 57.5lb-ft (78Nm) @6800rpm

Frame: Steel tube frame, removeable subframe

Wheelbase: 1570mm

Brakes: (F)310mm discs, twin four pistonNissin calipers, (R) 260mm disc, single pistonsliding caliper

Transmission: 6gears, chain final drive

Suspension: (F)AdjustableShowa upside-down forks, 220mm travel,(R) Preload adjustablemonoshock,220mm travel

Wheels/Tyres: (F) 21” spoked wheel, 90/90x21” Dunlop TrailmaxMixtour tyre (R) Spokedwheel,150/70x17” Dunlop TrailmaxMixtour tyre

Seat height: 855mm

Fuelcapacity: 20 litres

MPG: 64mpg(claimed)

Weight: 230kg (wet)

Warranty: 3years

Service intervals: 7500miles

Contact: www.bikes.suzuki.co.uk

Suzuki V-Strom 800 DE

WORDS: James Robinson

“Come and have aday ridingwithus,”they said. “Infact,we’ll come to yours. It’ll be a lovely dayout,we’ll buyyou lunch,”they promised.“It’ll be fun,”theyassured.I thoughtofthis as Ihuddledunderthe trees, outofthe worstofthe torrentialrain butstill stood,slowly sinking, in amuddypuddle, as pictures were taken of thethree trailies I’dbeensecondedintoride. But, still, one can’t complain –and as an old mate of mine used to sayregarding doing this job for aliving: “It’salwaysbetterthandigging aditch.” Albeit I’drealised Iwas actually standinginsuchaditch,and it’d be raining just as hard if Iwas digging it,asriding in therain, so nothingtocomplainabout really. Plus,Iknew wherethe good café was for my promisedlunch.And they’d have homemade soup

So therewas certainly nothingtocomplain aboutreally, whichwas especiallytrue regarding‘our’ motorcycleseither. I’dbeen allocated–indeed,it’devenbeendelivered to my home,onthe edge of ThetfordForest, hence the otherswerekeentoheadover this way–the Suzuki V-Strom, whichIwas more than happyabout,havingbotha little history with themodel andthe firm’s off-roaders, too. My first-everroad-going motorcyclewas a1973 Suzuki TS125, registration CGV102L,which Ibought what’s fastapproaching 30 yearsago,from its owner from new, wholived acrossthe road from my Dad. The orangeTSwas mint and cost£300.

Though Isold my Suzuki yearsago,I’ve alwayshad asoft spot for Suzi off-roaders, whichalsoleadtothe purchase of onethat hadbeenusedinthe 1965 ISDT.Isoldit

on,whereuponitwas restored and has subsequently starredatmanyclassic shows.

Whetherthishad abearing, I’mnot sure, butthe original V-Stromappealedtome from theoffand Ihad one of thefirstgeneration models,aslaunchedin2004, whichwas afantasticallycapable all-round machine.Ittoured, it cruised, it handled as well as Ineededand wasquick enough for me,too.Later,Iwas to do quitealot of miles on asecondgeneration (launched 2012) whichwas simply amorerefined version of what hadgone before,although I must admit,Iwas abit sadtolearn that this newest generation haddoneawaywiththe V-twin engine in favour of aparallel twin, just likeeveryone else–bywhich Imeanall theothermanufacturersinthismarket. One can’tbut inadvertently thinkofthe famous Life of Brianscene; themassesall chanting, in unison: “We’re all individuals.”

What makesitabit weirder still, is that theV-Strom still hasthe ‘V’bit in itsname, which, so farasI’d assumed, meantitwas stillaV-twin. Nope,not thecase, and while we’reonthe subjectofits name,‘strom’ is German for‘stream’while I’dalwaysfor some reason assumeditwas ‘storm’and almost liked to thinksomebodyjustgot the ‘r’and ‘o’the wrongway roundonthe first announcement and thought, ‘Well, we may as well go with it now.’But,noagain, it’s namedafter unthreateningrunning water, rather than aggressive weatherpatterns, which, forthismodel, is probably quiteapt Or at leastitwas

It’s grown, too. The old V-Stroms were so nice becausetheywereofa manageable size.Likefordingasmall stream.Sure, the oldSuzukiwas abit tubbyand perhaps underpowered,but they were comfy and

possessedofthe very best of manners. Soft, onemight say, particularly in theearly days –there were no sharp edgesineither the stylingnor performance.

This new incarnation,though, is all hard edgesand sticky-out bits. It does look the part,absolutely,while theattention to detail and qualityoffinish areevident, too. It’s gotabit morestorm than stream Meanwhile,the ridingexperiencehas been sharpenedconsiderably,too,meaning that this incarnation of theV-Strom feels considerable steps on from its predecessors and is,infact, afine ridingdevice. Actually, it’s reallygood fun, beingpossessed of agile handling, low-feelingweightand afine,comfortable saddle.Once I’ve clambered on –and it reallywas afairly undignifiedmountingprocedure, owing to acombination of beingswaddled

in wetweather gear,the bigboxes and thenot-inconsiderable seat height,at 33.7in/855mm –Iwas immediatelysettled, no longerfeelinglikeitwas abiggerboy’s toythanIwas equipped for. On themove, it’s just goodall round –smoothtakeup (indeed,it’sanimpressivelysmooth engine), comfortable controlpositioning anda pleasingburst of livelinessonceit’s givena fewrevs. Dropping down acog and accelerating hard,and afar livelier beast than anymid-sizedV-Strom than I’ve ridden before is unleashed. Onesuspects it’d run outof‘puff’ high up,but it feels good in the all-importantmid-range

The saddle is impressively comfy, and the screen offersagoodbit of protection. Indeed,there’snothingtostopone heading off on an adventure on thislatestincarnation from amaker of pedigree off-roaders.

Benelli TRK702X

WORDS: Dave Manning

With adistinctivelookthatisrather refreshingwhen satalongsideits competitors, the Benelli is clearlythe leftfieldchoice when it comes to mid-range adventure bikes.Once astride the836mm high seat –which, while havingthe lowest measurement, doesn’t actuallyfeelthe lowest thankstoits breadth –itappears to have arather oddridingposition that, after abouthalf-an-hour in the seat,had me wonderingifI’d be cryingout for mercywithin another 30 minutes,yet two hourslater all wasstill fine.Thereach to the bars is alittle long, andthe footpegs aresurprisinglyclosetothe seat,giving an almostrace repleg tuck,albeit with the pegsalittle further forward than race bikerearsets.Naturally,this will suit some people morethanothers, butfor my 5’ 10.5”and 32” inside legframe,itseemeda little at odds

The somewhat strangeergonomics are especiallynoticeable when swappingover to the Suzuki or Hondawhen, instantly, the ridingposition feels morecomfortable. Aquickcheck showedthatthe Benelli footpegsare agoodtwo inches higheroff the ground than the other two, and if you hadshortenough legs to make the peg/ seat distancecomfortable,then you’dnot be able to reachthe floor.However,after aday of aboutsix hours’ riding(plusan hour sittingeatingsoup, anda couple of hoursstandingaroundduringthe static photographs), it wasstill comfortable,so

it’s onlyreallyworth mentioning because it’s different, and not becauseitactually brings anydiscomfort. You’ll knowifitsuits your owndimensions better by actually tryingone outfor size

On ourtestbike, theengine andgearbox both hadthe feeling of still beingalittle tight, with barely morethan100 miles under its belt when we took delivery, anditdid feel alittle freerduringthe test.Althoughit’s easy to saythat the693cc powerplant is ‘just theold Kawasaki ER6lump’,it’sactuallya little moredevelopedthanthat,and is rather smoother and moreflexible than could perhapsbeexpected. It’ll pull fourth gear from just over 20mph with no problem;will sitcomfortablyatmorethanlegal motorway speeds (handytoknowfor continental sojourns that could include autobahns);and it reallysoundsrathernicewhen spun up throughthe gearsinanenthusiastic fashion. Talkingofchanginggears,the gear leveris an oddshape and youtend to push on the bend in thelever rather than thetip.But the gear lever, and therearbrake lever, aremade of steelsowill bend in an off-roadwhoopsie, rather than snap likecastaluminium componentswould (asanaside,all threeof thesebikes have steelfootcontrols).

The comprehensivethree-piece luggage is permanently locked, whichmeans that you’ll not accidentallyleave it unlocked, butalsothatyou can’tpurposely leaveit unlocked, so youhavetotakethe keys outof theignition each and everytime youwantto gain access(like havingacamerafor aquick snapshot, or your wallet to payfor fuel, or

spareglovesfor aquick swap,etc.).

It’s irritating,and would be even more so if youwantedtoleave thebiketicking over and thegrips stayingheated, if,of course,itactuallyhad heated grips.This is aminor gripeofmine that affects all three –adventure bikes,sold in theUK, without heated grips? Bah…

On thepositiveside,the screen is really good, despitethe rather small size,and is certainlythe best of thethree here,and I’d go as farastosuggest that the Benelli offers thebestweather protectionoverall and, furthering theTRK’s practicality, it alsohas acentrestand(the Japanese offerings don’t).

The digital TFTdash display is atabletsized5-inchinsize, with theabilitytonot onlydisplay theusual engine functions, rider modes,etc., butalsocan be used to

connecttoyourphone viaBluetooth and convertittoaphone-directednavigation system.TheTRK’s technologicalspecis actually alittle lowerthanthe factoryhad first suggestedwhen it announcedthe model acouple of yearsago,and therewas talk of it beingfitted with aforward-facing camera –apparently, this hasbecome commonplaceinChinesehome-market vehicles foruse aftertraffic collisions and subsequent insurance claims!

Butperhaps the best thingabout the702 is theprice,and I’ve left that to last fora reason.It’sjusta smidge over sevengrand and, impressively,thatalsoincludes the three-piece ‘Benelli by Givi’aluminium luggage that would normallycostinthe region of £1200. That, ladies andgentlemen, is abargain.

There’slittle doubt that, over thecomingmonths and years, it is thetwo Japanese bikesthatyou’ll seemoreofonthe British roads,and yetitwas ourexperience that it wasalwaysthe Benelli that caused comments amongst motorcyclists whenever it wasseen, even when in thecompany of the Transalp and V-Strom.

Whilesome of thosecomments were directed at the perceived issues around wherethe bike wasbuilt (and, amazinglyand frustratingly,those same folk seemedtothink that anybikethat wasn’t built in Japan, Europe or NorthAmerica wasbuilt in China… therewas no concept of the colossalscale of theindustryinIndia, for example), therewas alsosomepraisegiven to the TRK’sstyling, and howitstood apartfrom what many considered to be therather‘vanilla’ lines of the Hondaand Suzuki.Now,that’snot a derogatorycomment– after all, it’s my favourite flavour of icecream –asamotorcycledoesn’t have to be pushing theboundariesofdesignor technology to be abrilliant bike,itjustneeds to be balancedinterms of abilityand price.

The spec and equipmentthatthe TRK702X exhibitsfor its priceisundoubtedlyattractive, especiallyifyou manage to getthe deal that includes the hard luggage (which,admittedly, mayhavefinishedbythe time youreadthis), although Ifeelthat most potentialbuyersinthe market will opt for aJapanesemachine.Boththe

Transalp andthe V-Stromdofeelalittle more durable,alittle tougher and alittle morepolished in operation, and while the180° 698cc parallel twin powering theItalo-Chinese machine feels greatinisolation,when ridden alongside the270° twins in theHondaand Suzuki then it suddenly feels alittle old-fashionedand outofbreath. But you alsoneed to remember that theBenelli’s powerplant hasbeendevelopedbyQianjiang (the Chineseparentcompany)fromthe bare bonesofKawasaki’sown 649cc parallel twin that appeared with theER-6nighontwo decades ago, and that is still beingusedinmodels such as the Versys 650 and Z650, so theBenelli’s 698ccmotor is mostcertainlynot ‘old hat’

Thanksinparttothe 270° cranksinboth engines,the Japanesepowerplants feel more modern, and the Suzuki hasmorepep,cheekily poppingthe frontwheel off the deck in first gear if you’rethatway inclined, butthe choice betweenthe twowill probably be decidedby brand loyalty, availability, or the localdealer’s preferredstock –after all, just aboutevery large town in the UK haseitheraHondaoraSuzuki dealer,orboth,and howfar do youhaveto travel to find aBenelli dealer?

Butwhen the difference betweenthe Benelli and the Hondaand Suzuki is morethan£3000, thereissome seriousthoughtneededbeforethe final decision is made.

This sort of thing is what Motorcycle Sport andLeisure does best. Proper ‘real-world’ testson British roads, with the aimofarmingreaders withall thekey stuff to make an educated decision when they’re consideringsplashing thecash on anew ride. Scan thecodeand get acopytoyourdoor

KEY FACTS

ENGINE: 349CC SINGLE /20.2BHP /27NM

FUEL TANK:13LITRES

SEATHEIGHT:790MM

WEIGHT:181KG

PRICE: £3899

The Hunter is the latest bike from Enfield’sJ-platform using their 350cc single. Created as acommuter/urban tool, it was designed by HarrisPerformance in the UK butbuilt in India. The Hunter is light,balanced and easy to flick around.Its 17-inch wheels, stiffframe and suspension combine for effortlessdirection changes. It handled most lumps, bumpsand (small) holes– although acouple of times the puffwas knocked outofme. Torque comes in early,launching the little Enfield from the lights.It’sbriskand perky,

There’sbagsofchoiceifyou’reafter astripped-back retro ride that won’tbreak the bank.Here’sa look at twoofour favourites.

WORDS: BobPickett

KEY FACTS

ENGINE: 398CC SINGLE /39.5BHP /37.5NM

FUEL TANK:13LITRES

SEATHEIGHT:790MM

WEIGHT:170KG

PRICE: £4995

thoughyou’ll wanttoworkthrough thebox to reduce vibration.Brakes won’twin prizes but they’refine in town; on fasterroadstheyfeela bit weak.

It’snot amotorwaybike; it (just) has the speedtosit in theinsidelane but it’ssolightand lackinginwind protection it’shardwork. It’snot a distance bike either; after acouple of hours in the saddle Ineededa break. Butthatisnot its purpose… In town trafficand out on thetwistier stuffare wherethe Hunter’shandling shines. As acommuter/urbantool it has alot to offer.

Speed 400.

The Speed 400 is Triumph’sfirst foray into the light-middleweight class, featuring a398cc single cylinder engine.Designed in Hinckley, it is built in partnership with Indianmanufacturer Bajaj. The jewelinthe Speed 400’s crown is it’shandling. It’sajoy Swooping bends arethe happiest place, but even the tightest corners aredispatched with ease. Suspension is clearly designed with Indian roads in mind; it soaked up everything Ithrew at it. The riding position is nicely neutral. The engine is lumpy at lowspeeds and

the throttle is an on/offswitch in the first coupleofgears,but work through the slickbox quickly and it allsmooths out; once pushing on (up to 6000rpm) the engine is perky and overtakes arebrisk. Motorways, the engine can handle the pace but being even lighter than the Hunter, it’svery hardwork. Comfort? Icouldfeel it after an hour,but Ispent another hour in the seat without too much grumbling. Brakes aregood, progressive with proper stopping power.Aroads and backroads arethe Speed 400’s favoured hunting ground.

www.eastlondonkawasaki.co.uk/www.baconsmotorcycles.co.uk/

BEST OF BRITISH

A two stroke for the 21st century

WORDS: Steve Cooper PHOTOS: Langen

Therehave been severalattempts to recreate the magic of thosehedonistic strokes from latter part of the20th century –but most,ifnot all,sadly have withered on the vine.Attemptingtore-engineer an oldermotor with moderntech andchassis hasn’t proven to be the waytogo. Enter Christopher Ratcliffe of Langen withatotallydifferent view on the task.

“The beating heartofthe Langenisan intoxicating250cctwo-stroke bornasaside project in the Ferrari factory,” saysChris Ratcliffe. “Thefirstversion of the V-Twin was realised in 2014 by VincenzoMattiaasa brutal GP race enginedelivering95bhp.The patented fuel injection andECU-controlled lubrication system have enabledLangenand Vins(the manufacturer)todevelop the purebred V-Twin into adurable, controllable,enginewhich meets modernemissionsregulations. Thewellmanneredpowerdelivery allows apredictable ridewithendless, addictivetorqueontap. Take the needle upwards of 9000rpm for an experiencelikenothing else on the road.”

Thoseare some serious credentials… but it gets better.The motor is definitely aV-twin butnot in any of the traditional formats; the cylindersare mountedin line with the frame and face forwards. That singularly unique 250cc engine deliversaround76bhp whichequatesto 306bhp/litre;bycomparison Ducati Panigales divvy up between211-231. Oh, andthe Langen only weighs 114 kilosagainst the Duke’s193. Key to the quarter-litre’slightness is the use of aircraft-quality7020T6aluminium tubingthat’s been craftedinto that distinctive trellis frame allied to the usedofcarbon fibre for the tank and many other keycomponents. Yes, it has the potential to be amissile when it comes on pipe and, quite possibly,you’d expect the bike to come withuncompromising ergonomics, but no. Within the constraintsof the basic blueprint,each bikeisbuilt with and around theowner.Chris again:”We appreciate that each ownerdiffersinsize, weight and riding styles,all impacting the dynamic performance and comfort of theride. During the build process, each bikeistailor fit to the owner with fully adjustable handlebars, customsuspension settings,springrates andride height. Each ownerhas thechancetospend time withthe Langen design team and create theirown version of the TwoStroke.Either choosingfrom arange of aftermarketoptionsorspecifying acomplete new set of paint andmetal finishes, each of the 100 buildsare completely individual”. Under build when we visitedwere bikes with conventional forks; USD forks; different chassis finishes; avariety of paint schemes –one of whichwas acheekyhomage to aYamahaGPbike; achoiceofwheels, etc.

Youwant aLangen in green?Noproblem. Having ridden onerecently Ican certainly stateitismuch more real-worldrelevant than you might expect. There’snoneed to bend your knees at sillyangles;noridiculouslylow bars pinned near the bottom yoke; and no need to hunch up overanunpleasantly angled tank. Fast yeteasilyaccessiblesums it up nicely. Handling is rider-friendly,not overtly trackfocussed, but if that’swhat youwant the guys at Wigan arehappytooblige. Getting an opportunity to crawl allover bikes in the factory as theywerebeing built wasakin to being akid in asweet shop. The level of detail is simplystunning and up close you get to see the high-end machining marks on the crank cases thatdifferentiatethe Langen from anything cast and/or mass produced. Even the carrier forthe electrics package has received some serious detailing –itcarries the word SHOCKINGcut outonits front. Thequality of the parts and materials usedare high-end, the levelsoffinish superb. Theworkshops are spotless, the tools topclass, and the skill levels way beyond what the modest business uniton aWigan industrial estatemight at first suggest Keytothe Langen is allofthe highly complex designwork thatwent on behind the scenesand still does. Withthe aidof some stunningly complex computing software most of us wouldstruggle to evencomprehend, everything is digitallydrawn,checked, measured and assessed. This is fundamental to ensuring everycomponent delivered to the factory is fit for itsintended role. Withalimitedproduction run of just onehundred machines, everything needstobeperfect in terms of material,finish and fit ARight First Time approachhere negates any need to fettle, adjust or modify bought-in components. Getting the legworkdone‘up front’ ensures there arenodelays at the production and build stages. It would be abrave man that ‘went it alone’onaprojectlikethis– many who have tried thatapproach have unfortunately failed.The team that have worked on the 250 include people who have honed theirskills

at Triumph, McLaren,BAC,Honda, etc., along with ex-Spondon people whoput their expertise into that chassis. On that note, some mightbe surprised to see thebikedoesn’t runa monoshock rear end. Apairofold-schoolshocks mightinitially come over as dated buttheywork wellonthe road andget buy-infrommany would-be customers. Chris is from abiking family background andhas worked at TVRcars, CCM motorcycles, as well as working in theoil andgas industry.Add together all those skills levels andknowledge bases getsyou to oneof themost impressive motorcycles outthere Making atwo-stroke engine that passes European emissions regulations is ahuge achievement in itself. Constructing such a visually differentmachine in aworld of apparent sameness is another.Thendevelopingthe packagetobereal-worldrelevantand,crucially, rider-friendly,takes it to another level entirely Andthatit’sdesigned andbuilt in Britain today makes theentireLangen experience just that littlebit morespecial. Only that motor andthe Ohlins forksare sourced from outside theUK! Perhapsthat’swhy there’sanilluminated sign in theentrance lobbythatreads, ‘Wedothings differently here.’

KeewayRKF 125

JACK OF ALL TRADES?

naked that won’tbreak thebank. Sounds good, right?

Afunky

WORDS: ChrisBailey

I’ve recentlymoved down to Kent.It’s abeautiful area with aton ofdiverse roads;you canbefilteringpasttraffic down acharminghighstreetone minute,cruisingalongopenroads the next,and beforeyou knowityou’re whippingthe bikefromsidetoside alongastringofnational speed-limit twisties,with atmospheric woodland formingcanopies on both sides of the road.

With such avarietyofTarmacon offer,Iwas on the lookoutfor aride whichcould excel in abunchof scenarios.Theobvious solution was anaked.Versatile,agile andwith enough focustohaveabit of fun, there’snoreasonwhy you seeso many outonthe roads.So, when the good folksatMotoGB offered me the opportunitytotestout the Keeway RKF 125cc,Ijumpedatthe chance, and couldn’t wait to hitthe roads in my new neck of the woodsto seehow the RKF would handle.

Keeway have hadtheir doors open for around 25 yearsnow, and specialiseinmainly 125cc learner legalmachines,ofboth the geared motorcycleand scooter persuasion. Theysay their goal is to create machines which‘enable each rider to unlock theirfull potentialand discovernew horizons as they push themselves to new limits’. Sounds good to me.From their HQ in Hungary, Keeway have been busy creatingahugestable of machines that don’t breakthe bank –and they’ve actuallypartnered up with Benelli recently, whichhas allowedthem to incorporatesome of the Chinese-cum-Italian firm’s technology into their ownmachines.

The Keeway RKF 125 is astriking machine.Themodern-lookingand angularLED headlights immediately catch youreye,with indicator stalks poppingout the side just under the handlebars and dash.Said dash is afairly basiclooking bit of kitby modern standards, butcontains everythingyou could possibly need: gear indicator,time,speed,engine

temp,mileage, fuel... theworks There’s asharply-angledfueltank whichlooks likeitwould be just as home on asportsike,underliningthe aggressive lookKeewaywereclearly goingfor.Theslimline tail-lightis clearlyvisible just under thelip of theraised pillionperch.It’sanice combination.

The ridingposition deservesa standout mentionas Keeway have managedto reachagolden compromise. When youlook at theRKF,it doesn’tappear small –and yetit’s compact andlow enough that more verticallychallenged riderscan stillreach thefloorcomfortably(my 5’2” girlfriend wasthrilledwiththis discovery). Thankfully, when you’re on themachineitself riding, you don’t feel likeit’stoo smallatall.

multi-sparkfour-stroke liquid-cooled number,which kicksout arespectable 12bhp–and alsofeaturesthree spark plugs, whichKeewayclaim help to offer increased efficiency and performance.

The bike makesa deep and pleasing rumble when youstartitup. The engine’s part of anew generation for Keeway,the result of the aforementionedcollaboration with Benelli.It’sasimple, butsatisfyingly refined, single-cylinder4valve

The spec certainlyreads well. And thegoodnewsisthatitdelivers. The bottom-endacceleration is rapid –and whilstitdoes slow down as youhead towardsthe high 60s, there’splenty of poke to make good progress,unless you’retryingto tackle abig hill.

As thebulk of my ridingtothis pointhas been in Lincolnshire,where theterrain is flat, flat and some moreflat, I wasn’t quitepreparedfor howmucha125 would struggle with consistent uphill riding. I’dapproach thebottomgoing60mph,and then thespeedostartedquickly dropping untilitstabilisedatabout 34mph

That’snofault of thebikethough, as any125 would likelystruggle to hold its own.

The brakes aremade up of powerful 260mm discs,whichare gripped simultaneouslyvia the CBS

TECH SPEC

Keeway RKF125

Price: £2799

Engine: 125cc 1-cylinder/4-stroke/4-valve

Power: 13bhp

Transmission: Manual,6 gears

Suspension: (F)Telescopicforks (R) Swingarm

Brakes: (F)260mm disc, CBS (R) Disc

Wheels/Tyres: (F) 100/80-17 (R) 130/70-17

Seat height: 770mm

Weight (empty): 137kg

Fuel tank: 10 litres

Contact: www.motogb.co.uk

(CombinedBraking System) setup that’s increasinlycommon on more affordable learner rides. Ican’t fault them at all; the rear couldfeela little spongey, butthe frontbrake (where the vast majority of ourbraking is done anyway)feltsuper-responsive, without beingtoo snappy or sudden.

The Keeway RKF’ssuspension is broughttogether by USDfront forks and arearmonoshock.Again, Ihave absolutely no complaints aboutthe suspension;itfeltfirm enough to give the performancethatits sportdesign is clearlyalludingto, butatthe same timeIfound that Iwas travellingover rougher terrain with no problems at all.

The rider position, the engine,the brakes and the suspension… they all comes together in the handling. And boydotheycometogether.Everything aboutridingthe RKFfeels responsive. It feels perfectlyhappy to tootle along at barely more than walkingpace when you’re slowly picking your way througha busy part of thetownand yet, as soon as the road clears up and youhavesomeroomtogallop, youcan open up thethrottle andfeel completelyathome. The cornering wasadream,too,asthe RKFfeels heavyand groundedatpace, while still feeling lightand agile enough that leaningitfromside to side comes naturally.

Learner bikescan oftenbelet down by apoorheadlight, butwhen it comes to nightriding, thefull beam does areallyadmirable job. It lights up abig patchofthe road aheadand yourwidersurroundings, too. The dipped beam didn’t quite perform so well, though.Thegound rightin frontofthe bike wasverybright, but anythingfurther away wasdimmer than I’ve experiencedonother machines.

All in all, Iabsolutely lovedmy time on theKeewayRKF,tothe point whereIhad to plead with thepeople at MotoGB to let me hold on to the bike forafew more weeks. That says alot,Ireckon. If you’relooking for amachine whichboth looksgreat andalsoperformsadmirably in a tonofdifferentsituations, then this could very well be thenaked foryou The pricehas alsorecentlybeen reduced to just £2799, making it avery competitive pricefor such acapable andconfidence-inspiringmachine

ANUNUSUAL VIEW

The Ramsey Hairpin on the Isle of Man’sinfamous Mountain

With the Isle of Man TT wrapped up for anotheryear,we’ve been digging around in our vault for some imagesofthe Mountain Course in years gone by.Here’sone of the famous Ramsey Hairpin from adifferent perspective. Offinthe distance is the town of Ramsey andits harbour,giving an idea of the spectacular location that the Manx isle afforded–and still affords –for the motorcycle racing.

This snap’sfromearly on in the 1932 Junior race, depicting number 29 Jimmie Guthrie, Norton, leading 27 Stanley ‘Ginger’ Wood, on the number 27 Norton, with third,

Course looked alittle different in 1932

Frank Longman’sExcelsior. Therace didn’t perhaps turnout quite as expected as, unusually, the Nortons started to fail, one after another.The whole success of the Bracebridge Street concernwas really that its models rarelyfaltered –thoughthe 1932 Juniorproved abit of an exception to the rule, as only onefinished. Crucially though, the one which endured was that ridden by Stanley Woods, who,after taking the lead from the get-go, simply stayed there, heading every lap to win at 77.16mph, in 3hrs 25mins 25secs, over the distance of 264 miles, 300 yards. Woods’winning speed was 2mph faster than the fastest lap in the 1931 Junior race. Impressive stuff. It was Woods’ first win at the TT since the 1926 Senior race.

And what of the men in ourpicture?Well, none of them recordeda finish,with Guthrie retiring in the pits at the endofthe fourth lap, after he had crashed at Creg-ny-Baa when in thirdplace, it beingreported ‘…[he] had his machineslide away beneath him when rounding theCraig at rather too an ambitious an angle.’ He remounted, butretired.Ginger Wood bailed outafter hitting the bank at Hillberry on the fourth lap and then, finally, veteran Longman (winner of the1928 250cc Lightweight TT,onanOKSupreme) stopping at the pits on lap six, outoftime after arace of troubles. Tragically,Longman was to be killed duringthe 1933 TT races, crashingat Glentramman Corner on the works 250cc Excelsior Mechanical Marvel, dyingin hospital as aresult of his injuries, aged just 39 years.

FROM THE ARCHIVE OZZIE RULES

The storyoftop racerand technical supremoKel Carruthers

As ourseriescataloguing Yamaha’s strugglesfor the premiertitle rolls over into the 1990s it would remissinthe extreme nottomention onethe most influential people involved.Australian KelCarruthers hadcome from abackground of motorcycles;his father wasasidecar racer who also rana bike shop. Startingriding at 10 with his first race at 12, the manwho would become Yamaha’s technicalwizard hadbegun early

At aged 28 he wasAustralia’stop racer and in the early 60s he’d won125cc,250cc, 350cc and 500cc nationalchampionships, ridingeverythingfromaManx Norton to aHondaR161. The last one wasa

replicaofthe firm’sfour-cylinderGPbike andentrusted to CarruthersbyHonda!

MovingtoEurope, Kelhad ridden a varietyofbikes on innumerable tracks beforebecoming250cc WorldChampion in 1969 on afactoryBenelli four-cylinder machine.Withthe Isle of Manthena WorldChampionship round, theman from Down Underalsomanaged to win LightweightTTaboardthe Italian machine in the process.

Moving to the USA, Carruthersformed aworking relationship with DonVesco usinghis dynamometer to learn about two-stroke powerdevelopment. He applied this hard-earnedknowledge to the TD/TR 250s and 350s of the period beforewinningthe U.S. AMA250cc title, then givingYamahaits first-everbig class winbybeatingall the 750cc four-strokes

at Road Atlantaonthe light350cc twin! It wastoo greatanopportunityfor the Japanesefirm and theysignedKel up to race for them and mentorayoung Kenny Roberts.

Swiftlypromoted to managerofthe USAYamahateam, the Ozzie genius soon found himself immersedinthe TZ500s and TZ750, not onlymakingthem go faster, butalsoimproving their handling. The latter he didinJapan with the race R&D teamlooking on in apparent wonderment.

Beingagifted and intuitive engineer,Kel Carrutherswould go on to totallyredesign theexhaust system forGiacomo Agostini’s Yamaha that hadpreviously launchedits ownexpansion chambers.Therevised system became thefactoryraceteam’s normfromthatpointon.

And it wasn’t just on Tarmac that the hugely popularengineer/riderexcelled. Unable to make aserious impact on the tremendously importantand influential flattrack,Yamahacommissioneda chassis to be built around theinfamousTZ750 race bike motor. Robertsfamouslywon the AMA’s Indy Mile in 1975 with Carruthers as the builderand tuner.Forward thinking, amiable and, crucially, hugely successful, Yamaha’s topman Kelwould remain keyto Yamaha’s ongoingsuccess.

The VJMC –run by motorcyclists formotorcyclists.For membershipenquiries only Tel: 01454 501310

Email: membership_vjmc@yahoo.co.uk

Address: PO Box1949, Yate,Bristol BS37 0BX Office hours: Mon-Thurs,10am-4pm(please leaveamessage)

Words: Steve Cooper

Photo: Mortons Media Archive

THE SADDLESORE 1000

IronButt Ralliesinthe USA are the thing of legend. Themostdeterminedridersclockupa remarkable 1000 miles aday for 11 days straight. Sounds like one hellofanachievement, right? Butwhat if youwanttotest yourself without the expense of jetting acrossthe Atlantic? How aboutthe UK’sown Saddle Sore1000?

It’snot quite as extreme as the IronButt, but it’sstill abig old day on the bikethat’ll seeyou covering 1000 miles in thespaceof24hours. ChrisCox has been in touchtotelluswhat’swhat after tackling it back in Januarythis year.

WORDS: Chris Cox

Planning is key.I’d checked for road closures, fuel station opening hours, facilities at service stations. I’d also sortedout my heated jacket and socks; packed the top box with water and snacks. And I’d put aside my Noco Boost Jump Pack, having noticed thatmybattery wasgetting alittle tired and wasstruggling tostart thebike. Roll on the morning and the bike started, no questions asked. Idecided I’d leave the jump pack at home.What’sthe worstthatcould happen?

Firststop: fuel. Ifilled up, got aphotoofthe receipt next to the odometer,and wasready to hitthe road by 8.30am. So I’m all set –ready to hitthe road with excitement and anticipation coursing through my veins. Ipress thestart button… and nothing. Not enough in the battery to turnitover

After some cursing, Iranghome to my pit crew. “Mrs. C., can you go in the garage and grab the Noco Boost please?”

After alittle searching and me badly explaining what it looked like and whereI wassureI’d left it, she found it somewhere else.I didsay it was in the garage…

While waiting, Idecided to ring the local dealership to see if they had anew battery in stock. Good news. One left. Iasked them to put my name on it andnot tolet it out of their sight Mrs. C. arrived and withthe jump pack connected the bike firedintolife.The daywas notlost. Ileft the bike running as Iput the batterycover back on, stowedthe jump packin the top box, got dressed, and away Iwenttoget the new battery.Don’tstallit, don’tstall it. Over to thedealers, quick battery change on the forecourt, and overanhour later than planned I’m back atmystarting point going through the same routine of photographing the receipt beforehitting the road.

My firststopwas Morrisons fuel station, Berwick-upon-Tweed. Topupthe tank and get back on the road northbefore swinging into alay-by just beforethe Scottish borderfor a breather Next stop, Bellshill service station. Aquickstop

toget acoffee and the important receipt. The M8 seemed busy forthe time of day and the sun was getting low which made riding and filtering tricky.I wanted to hitthe M74 at East Kilbride heading south while therewas stilldaylight. I’d ridden that stretch of motorway many times and the views could be amazing.

Onwards to Todhills on the M6. Fill up the tank again and then on to Knutsford whereI had a ‘proper’ stop; acoffee, some food and achat with achap who was into his bikes and knew about the IronButt Association.

My original plan was to head down the M5 and join the M4 at Bristol, but Iknew the interchange was shut so instead Iheaded down the M50 to Newport. Another stoptherebefore crossing overthe River Severnwith my sight set on Claket Lane and then Leigh Delamereservices. Back on to the M4 Igo. Up ahead Inotice the traffic’s come to ahalt. Ifilteredasfar forward as Icould, stopping about 40 cars back from wherethe authorities had stopped the traffic. All Icould see was the many blue flashing lights. Something major had happened and after an hour I’m starting to doubt my chances of completing my first SaddleSore1000.

By this time I’m getting cold.The heated jacket and socks get power from the bike battery and I’d turned the engine off–and in fear of another flat battery had turned the clothing off, too. I sat chatting to alorrydriver putting the world to rights and finally the traffic began to move. I started the bike up, reconnected the jacket and everyone started their own engines, onlytosee a handful of cars get through beforethe road was shut again. Thankfully,itwas only another10 minutes beforethe road was properly opened up. It turned out to be acollision betweena van and acar,with the car on its side.Hopefullyeveryone was okay.All this in a40mph contraflow

I’d like to think Ihave reasonableknowledgeof our country’sroads, but getting to the M25 from the M4 via the A329(M) and Bracknell, Iwas glad to have the sat-nav.I arrived at Claket Lane services and became really cold. It was showing minus two on the bike’sscreen and Ineeded to get going as soonaspossible so the heated clothing was back on and keeping me warm.

IT’S GOOD TO SHARE

If you’ve been on an adventure and fancy stringingafew sentences together and sharing yourexperience with the readers of MoreBikes, we’d love to hear from you.Nomatter whether your trip was big or small, at home or far away,we’ll be interested. If you want to know moreaboutwhat’sinvolved, fireover an email to rmowbray@mortons.co.uk

It soon warmed up though, and by the time Iwas at the Dartford Crossing the dash was showing atoasty seven degrees. From hereI headed up the A12and picked up the A14 and the A11 to Norwich. Back in familiarterritory now. Istopped at the services on the Norwich bypass and the kind attendant opened up the shopsoI coulduse the facilities, get acoffee and some food. It’snow around 6am and althoughIfeel wide awake, I’ve been on the go for 24 hours.

Heading for King’sLynn along the A47, suddenly Istart to feel really tired. Ipull intoa lay-by and sit thereastride the bike. Iget off the bike, have adrink of water and walk along the lay-by and I’m right as rain. OffIgoagain Within two miles Imanaged to dodge twodeer

running across the road in front of me as my headlight reflected back from their eyes. My eyes arelike saucers now and the adrenalin is pumping!

Imade it to King’sLynnservices and bought my good lady wife abar of chocolate to say thank you for comingtomyaid the day before. It was agood excuse to grab another receipt. I’d made it back to whereI’d started and collected the all-importantlast receipt. 1070 miles in 21 hours 30 minutes. Not bad, right?

Back home and recovered, Icollated all the evidence and sent it offfor verification Within afew days I’d had an email saying Congratulations. I’d doneit. Now I’m on with planning the next jaunt. Maybe the four corners, who knows…

CLASSIFIEDS

ACCESSORIES

BIKERFRIENDLY MOTAND SERVICING

SUSPENSION

For Sale

BMW R850R, 2001, excellent condition, low mileage, owned 22 years, swapping for anew BMW, MoT mid June, 2keys, panniers, heated grips, handguards, luggage rack, windshield, cylinderheadprotectors al BMW, allreceiptsand original handbooks, all works, £2000 Tel. 07825 611263. Tiverton. Email. es0mda1@gmail.com

BMW F650 Funduro, will be sold with 12 months MoT, £1400. Cornwall Email. sean.c.gill@ gmail.com

BMW K750S, 750cc, 1988, V5C, on Sorn, red, low miles, very nice, collector motorcycle, call for more information, £2500. Tel. 01691 831139.

BMW C400GT, 2019, genuine 6999 miles, gloss black, superb condition, excellent tyres, fsh, garaged, SE model excellent maxi scooter, new BMW scooter forcessale,new MoT, £4599. Tel. 07784 499299. Yorks.

BSA C15, 1967, owned bike 25 years ex-police built as normal bike, black, complete rebuild, engine rebuilt, wheels chromed new tyres, newseat, new exhaust, V5, £3500 Tel. 07748 726102. Email. Brian_ churches2@hotmail.co.uk

DUCATI Multistrada 950, 2017, red, first reg26/06/17, really looked after, in immaculate condition, bought last September with 4118 miles on clock,full service history, MoT until August 2024, £7990. Bradford. Tel. 07836 298501. Email. rach. hodgkinson.rh@gmail.com

HARLEY-DAVIDSON Sportster 883, 2002 XLH, vgc, genuine Harley chrome pack, perfect runner, dry use only, MoT, comes with original Dual seat and Harley backrest, £3150 Tel. 07724 019905. Hull. Email. johnturner8mlsn@yahoo.co.uk

HONDA 400/4 RC162 tribute, 1978, built as faithfulreplica using only quality components, Motoforza race fairing, Swarbrick race pipes, Avon road riders, Borrani rim etc, many extras available Tel. Mark 07739 753973.

HONDA Silverwing, 600twin, twist &go, 20,000miles, one owner, many extras, £1900. Also Honda 400-4 rebuilt,lotsofwork done, mustbeseen, £4000 lots of spares including engine Tel. 07905 796557. Northants.

HONDA CX500C, 1980, unfinished, 27,286 miles, V5C, Sorn, workshop manual, new front Avon rear brakes, front mudguard, air filter, half fairing, rebuild magazine article, needs pipes, calipers, wiring, etc Tel. 01298 687250. Staffs. HONDA CRF300L, red, 2021, 21 plate, 4800 miles, new MoT, handguards, expensive bashplate, tailback, otherwise standard bike,onlyroaduse, vgc, owned by me from new, all keys books tool kit, £3950. Tel. 07873 145009. Gloucestershire. Email. jaffs1@hotmail.co.uk

HONDA SH300 scooter, 2007, metallic red, matching top box andtouring screen, vgc, no rust or broken bodywork, MoT, 29k miles, £995. Tel. 01246 200842; 07935 175649. Derbyshire. Email. neale.oldfield@gmail.com

HONDA CB500S,2001, 26,000 miles, good condition, garage, new tyres, battery, brake pads, chain heated/grips, on Sorn, bike too heavy for me exchange for a lighter bike, 175cc or 200ccora good 125cc, sell £1700 ono Tel. 01843 295518. Kent.

HONDA CMXRebel 500, excellent condition, two owners, low mileage 5000, kept in a garage and only ridden on sunny days, extras on bike: dark screen and front wheel cover extender, full service history, any questions please ask, £4400. Herts Email. litsa.m@hotmail.co.uk

KAWASAKI Z1000SX, 2018, 1043cc sport tourer, 7445 miles, tested to September 2024, garaged and dryweather ridden, good condition, £6450. Lincs. Email. philhomeport2@ gmail.com

KAWASAKI Versys X300, ABS, 2018,9200miles,supplied to me new in 1028, FSH, last service March 2024, MoT March 2025, includes top box, panniers,centrestand and heated grips, worth £800, A2 licence compliant, vgc, always garaged, 9200 miles, £3200 Tel. 014896 02679. Southampton. Email. p.ramswell@ntlworld.com

KAWASAKI Zepher, 1992, good condition, private plate, painted Z1900 colours, MoT, new exhaust, £1650 poss p/x Tel. 07395 910839. Norfolk.

MATCHLESS G3LS, 1955, red/ black paintwork,excellently presented, this350cc single cylinder must be one of the best available, photos, previous long term ownership, offered from private collection, free delivery arranged, £3950 Tel. 01723 372219. Yorkshire

NORTON Dominator 99, 1960, Slimline, 600cc twin, silver/ black, matching numbers, original registration, Buff logbook, V5C, new silencers, 12V electrics, re-wound competition magneto,Avons, photos available of this superb classic bike, free delivery, £5750 Tel. 01723 372219. Yorkshire.

NORTON Atlas, 1965, red/black, matching numbers, chrome mudguards, primary and rear chaincase, electronic ignition, new battery, twin clocks, t/l/s brake, workshop manual, V5C, photos available, ready to ride, free delivery, £5950 Tel. 01723 372219. Yorkshire.

ROYAL ENFIELD Himalayan, great bike, part service, V5, full MoT, top box, two keys, owners manual, full MoT, please feel free to ask any questions, £2150 Tel. 07772 797112. Email. Squida225@hotmail.com

ROYAL ENFIELD Himalayan Scram, 2022, spares, engine guard, horn, front mudguard, rear grab rail, front pads, new engine sprocket, £60 the lot, buyer collects Tel. 01242 581322. Cheltenham.

ROYAL ENFIELD Classic 350, Halcyongreen,reg’d Aug 2023, warranty till Aug 2026, only done genuine 60 miles since purchase barely used, big saving on dealer prices, buyer to collect, £2800 no offers, cash only Tel. 01513 345927. Email. slaveman2009@ hotmail.co.uk

ROYAL ENFIELD Continental GT535, 2015, red, 11 months MoT, lowmileage at only 3682 miles from new, one previous owner, vgc, just acouple of marks, book pack and two keys, Oxford heated grips and adjustable levers fitted, £2795 Tel.07773 170710.Scarborough Email. danf76@msn.com

TRIUMPH Trident 900, 1993, totally originalbike,only 14,000 miles and lovely condition, new MoTand battery, lots of history, must be seen,it’stoo big for me now, owned 8years, £1950 Tel. 07895 412584. Beds Email. david.beard2@btinternet.com

YAMAHA YBR125, 2013, only 4200 miles, beautiful black paint, vgc, MoT, Sorn, L/plates, phonepouch,£2200.Tel.07415 655100. County Durham. Email. gmewton@gmail.com

TRIUMPH Tiger 800, 2011, Tiger XA withXCpanels, custom paintwork inspired by Meriden Tiger Trail, vgc, crash bars, sump bash plate, hugger, center stand, Givi Monokey adaptor plate, dry use only, service history, 7150 miles, 2owners, MoT Sept 2024, £4750 Tel. 07947 566494. Email. graemebyard@gmail.com

YAMAHA XVS1300, 2008, Midnight Star dark red, powered by apotent 1300cc engine this bike delivers smooth and responsive performance, comes equipped with genuine Star leather saddlebags and atall screen, sissy bar back rest, £4750 Tel. 07818 060957.Brierley Hill. Email. grahambonehill@aol.co.uk

Parts For Sale

CHROME headlight bucket

Triumph Thunderbird 900, 7” diameter, mint, £80 +£5postage. Also black rear brake cover, £35 +£5postage, mint, new boxed chrome sprocket cover, Thunderbird 900, £400 +£7 postage Tel.07434513161.Lancs.

HONDA CG125ES, 2005, engine, wheels, forks,etc,£200. Tel. 07790 808058. Huddersfield. HONDA CBF1000, 2006, front and rear seat OE, excellent, £120 +£7postage.Also rear section silencers, small dent to narrow pipe, underneath otherwise excellent condition, £750 +£15 postage Tel. 07434 513161. Lancs

OXFORD P50 panniers, 50 litre capacity with removable inner waterproof liners,willfitmost bikes, only used three times, will post for £10, £60 Tel. 07816 268885. Cardiff Email. njellings@gmail.com

Wanted

WANTED late 343cc BSA B40G complete engine for an offroader project Tel. David 07536 002647. Email. thehubbards1954@ hotmail.com

Miscellaneous

GIVI MaxiaTop BoxplusKappa panniers, complete with rack and all fixings, suit Suzuki GSF 1250/650 2007/2016, £45. Tel. 07977 991624. Cumbria. LEATHER suede jacket with tassels, medium, hardly used £30. WTD jackets Belstaff Trailmaster, DLewis Lightning, 1960-70s 38-40”. T-shirts here, Assen TT, MP-ASU, AGV helmets, etc,