Motor Cycle Monthly - June 2014 - Full Edition

USED BARGAINS SUzUKI GSR750 AND HONDA CB500

PLUS WhY You Should Wear Marquez’S SafeTY TechnologY

WIN

AVON 3D X-MS

TYRES

June 2014

FTARKEEMEE HOME

100s OF GREAT USED BIKES FOR SALE INSIDE

MCM is FREE in dealers, clubs and biker cafes

CHOPPER Yamaha’s retro styled, modern handling XVS1300

DIAVEL A practical 160bhp

Ducati cruiser? P22

BALANCE Improve your MPG in

just five minutes P30

TRICYCLE A week with Peugeot’s

Metropolis P18

HONDA CB650F

The bargain roadster for the ‘young at heart’

2

NEWS 3

A nod from the editor Motor Cycle Monthly, Media Centre, Morton Way,Horncastle, Lincs LN9 6JR Tel: 01507 529529 Email: editorial@ motorcyclemonthly.co.uk Editor John Milbank Staff writer Carli Ann smith Editorial design tracey barton Publisher steve rose Group production editor tim Hartley Divisional advertising manager sandra Fisher Advertising Team Lead richard sinclair 01507 529538 Advertising Dawn Clay 01507 529575 Marketing manager Charlotte Park Production manager Craig Lamb Publishing director Dan savage Commercial director nigel Hole Associate director Malcolm Wheeler Advertising deadline for July issue June 6, 2014

Subscribe to MCM and just pay the postage!

Call 01507 529529 or visit classicmagazines.co.uk/MCM or email help@classicmagazines.co.uk

Motor Cycle Monthly is published monthly on the last Friday of the month by Mortons Media Group Ltd and printed by Mortons Print Ltd.

I got a serious case of garage envy this month. the Z1000SX I have on loan from Kawasaki had to go back to the company’s UK headquarters in Berkshire for its 600mile service (it was a couple of hundred over by the time I got there).

Surrounded by stainless-steel benches, racks of parts and a mixture of the latest and classic machines, it’s an area usually closed off to journalists. the workshop – designed by former Kawasaki factory team boss, and inventor of the ‘team green’ motocross schools, alec – is often home to the latest engines before they’re announced: training beds for the country’s mechanics. this service was basically an oil and filter change, as well as a general check over, but I took the chance to have the luggage swapped. the bike came with panniers, and while their flowing lines look great on the bike, and each one will take a full-face lid, I couldn’t get my laptops in, meaning I still had a heavy bag to carry on the 100mile commute. going for the 47L top-case means I can get everything I need on the bike, and there’s the added bonus that filtering through traffic is a lot easier (a stationary M25 on the way home proved the value of that).

Unusually, you can’t use the panniers with the top-box, as the grab handles that support them have to be replaced to carry the top-box… It’s worth

knowing if you’re thinking about buying one of these brilliant bikes.

I also managed to pick up a nasty puncture on the way home a few days later – I heard the pop, and was half way through a B-road overtake when the bike became horrible to handle. Needless to say, the lorry and cars I’d just overtaken weren’t too impressed as I rolled to a stop in front of them, and I lost three hours getting home that day with the bike on the back of a Wakefield autos recovery truck. What did surprise me was my breakdown cover supplier – Britannia Rescue – trying to insist that they first attempt to find me a replacement tyre, as I didn’t have a spare on my vehicle… Sure, bikes aren’t always the most convenient form of transport, but we all know that the benefits (not to mention the fun) always outweigh the occasional inconvenience.

If you haven’t already, make sure you check out our new website – www.MoreBikes.co.uk – where you’ll find the latest news, reviews, videos, competitions and blogs. You can join us on Facebook too: just search for Motor Cycle Monthly.

MCM recommends BikeSafe.co.uk

independently proven pick up: 67,717 copies

John Milbank Editor twitter.com/JohnMilbankMCM

Contributors Carli Ann Smith Carli loves bikes of every shape and size.

She’s got her own Yamaha R6, and a 390 Duke on loan from KTM. This month she decided to try converting a dyed-in-thewool sports-bike rider to cruisers. See how it went on page 24.

Bruce Wilson gets a buzz from the new CB Honda is targeting the new CB650F at the younger market, but Bruce Wilson, deputy editor of our sister-mag – Motorcycle Sport & Leisure – thinks it’s a great bike whatever age you are. See page 16.

Roland Brown rides the 2014 Diavel Motorcycle journalist and former international racer, Roland Brown is one of the world’s most respected bike testers. He put the new 160bhp Ducati through its paces at Monaco on page 22.

Steve Rose tests the Yamaha XVS1300 With a not-so-secret penchant for choppers, publisher Steve jumped at the chance to take out Yamaha’s new cruiser. Judging by the smile he came back with, the Japanese engineers did a good job. See his review on page 20.

Download great magazines today!

Go to www.mortons.co.uk/apps to see our great range of modern and classic bike mags. You can read them anywhere – on your tablet, phone or home computer, from just £2.99.

4 NEWS Cost of motorcycle theory test to be cut?

TRANSPORT Minister Stephen Hammond has put forward proposals to cut the cost of the motorcycle theory test.

Currently, it costs £31 to take a motorcycle theory test, but if the proposal is approved this will see a 25% reduction to £25 in October 2014 with a further cut to £23 by October 2015.

Mr Hammond said: “The theory test plays a vital role in making sure that new drivers know the Highway Code and the rules of the road and today’s announcement shows we are determined to provide cost-effective services that keep our roads among the safest in the world.”

Motorcycle thieves tortured with ants

AMAZON villagers nearly killed two motorcycle thieves by tying them to a tree swarming with venomous ants.

The two men – aged 18 and 19 – were held in the Bolivian village of Ayopaya for nearly three days until relatives paid £2200 as compensation for the three stolen motorcycles.

The ants – pseudomyrmex triplarinus – carry venom that has anti-inflammatory properties and is used as a traditional cure for arthritis.

But in the vast quantities that the two thieves were exposed to, the effects are not beneficial. One man is in intensive care while the other required dialysis for kidney failure.

Discover the hidden gems John Milbank believes bike dealers across the UK should be treasured... there are 1000s of great bikes waiting to be found.

EVER ridden, driven or walked past a bike dealer, thinking ‘I’ll have a look in there soon’? Next time, don’t wait (though it could end up costing you money).

Killing time in Buckinghamshire the other day, I took a wander up the street and found two little beauties – first stop was Wooburn Green Motorcycles, where I discovered some beautifully restored Honda CB400 Fours. It turned out that the used-bike showroom is also home to a specialist in classic Honda restoration. Along with a beautiful looking Moto Guzzi V7 Cafe Racer, I struggled to keep my fingers off the credit card.

On the hunt for a sandwich, less than half a mile down the road I saw a small sign at the edge of an industrial estate: ‘Bike showroom open’. Picking my way past a design studio and a laser cutters’, I certainly didn’t expect to find the bikes that were nestled inside Motorbike Shack.

Sat by an ER6F, an R1200RT and an MV Agusta Brutale was one of the coolest looking Harley-Davidson customs I’ve come across. Based on a Softail, it had some incredibly trick parts, and a CNC ported Screamin’ Eagle lump. When I get a Harley, I want one like this. It turns out that a lot of the work had been done by the shop’s mechanic, Darren, in his previous job.

With several other custom Harleys (including a chopper that our publisher Steve would love), a range of scooters and even a pink Ducati Monster, it was an eclectic mix of machinery. While I managed to leave with my bank balance intact, it made me swear to make a stop whenever I find a bike showroom.

The internet has opened up global trade, and forced down prices. I’m not going to try to knock it – I do a lot of shopping online – but I truly believe that it’s vital we support our bricksand-mortar dealerships. In the same way that I love visiting independent bookshops, the best way to discover something new is in person, in a physical shop.

Making the right impression

Besides the warm welcome (owners Richard and Kathy didn’t know I worked for MCM when I arrived), it’s the layout of the store that really grabbed me. The workshop is part of the showroom, with bikes up on ramps – in various states of repair – for the owners to see. The range of bikes, parts and kit for sale, as well as the offer of coffee and doughnuts, make it a great place to visit. And to keep business flowing, the small capacity bikes and scooters are available with an arranged CBT and guaranteed buy-back price.

Inside Bucks-based Motorbike Shack.

It’s as important that we, as bikers, make a point of supporting our dealers, but it’s just as crucial that the dealers do all they can to make us want to spend time in their stores.

Maybe you’ve only popped in for the latest copy of Motor Cycle Monthly, but if you get a friendly welcome from the staff, the chances are that when it comes to spending some hardearned, you’ll know where you want to do it.

So this is a call to action for readers and dealers alike – we want to hear about the amazing bikes you find tucked away in dealerships. We also want the dealers to tell us about the great events they have on to welcome customers. We list some of the best days out here in the paper, with even more updated every week at MoreBikes.co.uk/events, so dealers – head to the website and submit your events today. Maybe we’ll see you at one of them…

Check out MoreBikes.co.uk on your phone, tablet or desktop computer.

NEWS 5

Solo biker takes on 6000 mile Arctic endurance trip for charity

Wheels 2 Work initiative in Devon A NEW business initiative is set to transform the opportunities for people to travel to and from potential employment, thanks to a new initiative launched by Holsworthybased firm Devon Moto.

The not-for-profit project – Devon Wheels 2 Work – offers a cost effective and convenient solution to getting to work. Wheels 2 Work chief executive Max Jowett explains: “If you’re looking for work and haven’t got the money or desire to shackle yourself to a car, then Wheels 2 Work is the perfect solution. We provide motorcycle and scooter loans to enable you to get to places of employment, education or training.

It’s a liberator – it frees people to find work as and where they want, rather than depending on a bus timetable or how far they can walk.”

Former MP Lembit Öpik, director of comms & public affairs for the Motorcycle Action Group (MAG): “Devon Wheels 2 Work will do more for work chances than many Government schemes. MAG is 100% behind Max and his team.”

Devon Moto also provides new and used motorcycles, clothing, accessories and bikes of all makes and models. www.devonwheels2work.co.uk or 01409 253942

‘Super’ hi-tech Vespa GTS 300 GORDON STUART (25) will attempt to reach the Arctic Circle by motorbike when he sets off on a 6000 mile ride to Nordkapp, the most northerly point in Europe, this month.

The trip will take three weeks, and Gordon plans to ride alone through nine countries, starting from his home town of Whitley Bay. Gordon commented: “It’s a mammoth ask to do the mileage in such a short time frame, and that’s what makes it more dangerous. I’ll be averaging around 300 miles per day for 21 straight days on some of Europe’s toughest roads.”

The adventure is in aid of a children’s neurological charity close to Gordon’s heart: Cerebra has helped his little brother Robbie – now aged 17 – after he suffered a near-miss cot death at the age of nine months and suffered brain damage.

We’ll be following Gordon’s journey, and you can too as he will be blogging for us on MoreBikes.co.uk For more information on Cerebra visit: www.cerebra.co.uk To make a donation visit: www.virginmoneygiving.com/arctic ride2014

WITH ESS suspension, two-channel ABS and ASR traction control, the new Vespa GTS 300 Super also features the Vespa Multimedia Platform. A smartphone can be connected, giving riders access to maps and routes; a tyre monitoring feature and a Vespa finder to allow you to find your scooter when it’s parked.

It’s available with a 300cc single cylinder, four-stroke, liquid-cooled engine making a claimed maximum power of 21.7bhp at 7500rpm.

Each wheel has a revolution detection system with a two-channel hydraulic control unit which activates the ABS. The ASR system uses the electronics and the ASR sensors to

compare the rotation speed of the two wheels to prevent acceleration slides – useful in the wet or on loose gravel.

Cost with ABS is £4591, or £4441 without. www.uk.vespa.com

Take Control – brush up on your riding skills

CALLING all two-wheeled riders across Herefordshire, Shropshire, Telford and Wrekin and Worcestershire!

The Safer Roads Partnership is offering subsidised motorcycle skills enhancement course at just £25 for a half day and £50 for a full day course.

For more information visit: www.rmtnet.co.uk/take-control or to book a place call 01527 500333 or email takecontrol@rmtnet.co.uk

Claim against BMW won’t stand up

THERE are a lot of claims that riding a motorcycle can be bad for your health... but don’t try to blame an extended state of arousal on them! This is what Henry Wolf, from California claimed happened to him. Wolf alleged in a 2012 lawsuit that, following a four-hour ride on his BMW K1100RS, he suffered a ‘severe priapism’, otherwise known as a prolonged erection, that lasted... 20 months!

Wolf sued BMW, claiming the ‘ridge-like’ seat caused the condition, which left him “unable to engage in sexual activity and suffering substantial emotional and mental anguish”.

The court accepted testimony from a urologist who confirmed Mr Wolf did suffer from a prolonged erection, but threw the case out after rejecting the testimony of a neurologist who claimed vibrations from a motorcycle could have caused the priapism and citing lack of other supporting evidence.

6 NEWS Swindon bikers win supermarket victory

A GROUP of Swindon bikers has staged a peaceful protest against inconsiderate drivers using the limited parking spaces designated for motorcycles at the North Swindon Asda.

A group of 20 bikers turned up and took up as many car spaces as they could. Vince Bowers (42), said: “Some who stopped and asked gave us quite a good response. One young lady did try to stage a protest to the protest by driving into the bays and knocking a couple of bikes over, but that got resolved quite quickly.

“It just proved the mentality of the motorists – we had two cars trying to park in there (the motorcycle bay) while we were there. A lot of it is laziness on the part of a few motorists who cannot be bothered to walk a few extra metres.”

After conversations with Asda, bollards will be installed to prevent cars using the designated spaces.

McGuinness at Mallory ISLE of Man TT legend, John McGuinness will be taking part in Mallory Park’s Bike Bonanza on July 11-13.

He’ll be joining multiple-time World Champion Giacomo Agostini and local hero John Cooper at the event.

There will be on-track parades, club stands and displays as well as live music, a licensed bar during the evenings and chat-shows. For further details call 01455 502214 or visit malloryparkcircuit.com

New WK Tomcat

WITH a price of £1199, WK bikes has introduced the Tomcat 125 – a funkylooking commuter bike reminiscent of the iconic Suzuki VanVan. It features a 125cc single cylinder, four-stroke, air-cooled motor and a five-speed gearbox. The learner-legal machine has a hydraulic front disc brake and 12in wheels. Riders can choose from a number of tank designs including Union Jack, Scottish, Welsh or Irish flags or plain white.

Win a Bonneville with Jack Lilley

Delivery is expected at the end of May. For more information visit: www.wkbikes.com

US Military to fund hybrid-fuel ‘stealth’ bike THE US Military has approved funding for the development of a ‘stealth’ motorcycle that allows troops to ride for long periods over rough terrain without emitting engine noise.

According to tech magazine Gizmag, a multifuel hybrid-electric power system that can be run in a near-silent electric mode developed

by Logos Technologies will be put into an ‘off-road platform’ made by

project partner BRD. A statement issued by Logos said: “This will be the first time that a twowheel drive, multifuel hybrid capability has been integrated into a full-size off-road motorcycle. A lightweight, rugged, single-track vehicle could support the successful operations of US expeditionary and special forces. The hybrid drive could also produce electricity for other devices while in the field.

COMMISSIONED to celebrate the anniversary of the formation of The Stranglers, this one-off special edition Triumph Bonneville has been custom-painted with a unique ‘Stranglers’ colour scheme and

Electric bike breaks 200km ‘tank range’

Xciting new KYMCO

AUSTRIAN electric motorcycle company Johammer has built a cruiser that can, reportedly, complete more than 200km (125 miles) to a charge – equivalent to modern conventionally fuelled motorcycles.

The hub-centre steered machine’s batteries give a guaranteed 200,000km (125,000 mile)/four-year lifetime without dropping below 85% of peak battery efficiency. It also does away with the conventional dashboard, instead featuring a speedo and charge indicator into a panel on the mirrors!

THE brand new Xciting 400i superscoot is the latest addition to the Kymco family, and at £4999 it’s the only scooter in its price range to feature ABS as standard.

It’s powered by a liquid-cooled 399cc engine and claims 35.5bhp at 7500rpm with a top speed of 95mph. The seat features an adjustable backrest and the under seat illuminated compartment boasts 42.7 litres of storage space.

There’s a 12v socket in the glove box suitable for charging

The Johammer (which bears a striking resemblance to a Bakelite snail) costs €23,000 (£19,100). www.johammer.com

graphics, and signed by the band.

Full details of the competition are online at www.jacklilley.com – all you need to do is text your answer to a simple question and you could be the proud owner of this stunning bike.

devices or powering heated grips or clothing.

It comes with a two year unlimited mileage manufacturer’s warranty and is available in pearl black metallic. www.kymco.co.uk

8 NEWS

2moroRider set to inspire Britain’s youth RHYS LAWREY is on his way to breaking the Guinness World Record for the ‘Most Consecutive Capital Cities Visited by Motorcycle’ as well as setting a new World Record for ‘The Youngest Person to Circumnavigate the World by Motorcycle’.

MoreBikes.co.uk will be closely following Rhys’ progress as he rides a Triumph Tiger 800XC 50,000 miles.

Rhys says: “As a young person I want to share with other young people that if they have a strong desire to do something then they should, not to follow what’s expected of us in western society today, but follow one’s heart, and do what he/she wants to do!”

The current record for the most capital cities visited is five… Rhys is aiming to visit 52! 2moroRider is

MAG’s director of comms and public affairs, Lembit Öpik, has been out and about at biking events.The people he met were a million miles apart from the bad lads on two wheels in Mad Max.

partnered with The Prince’s Trust Charity – the UK’s leading youth charity. Their goal – To Inspire Young Lives! To support Rhys and the trust, visit: www.2mororider.com

New Metzelers THE new supersport tyre from Metzeler has been created to offer high levels of handling and safety, even in the difficult situations encountered on the road such as wet, rough and dirty asphalt.

Featuring all-new profiles, tread pattern and compounds, the M7 RR is the successor of the M5 INTERACT and uses the experience and knowhow acquired through participation in road races such as the Isle of Man TT, North West 200 and the Ulster Grand Prix.

Available in the following sizes for the front: 110/70 ZR 17 M/C 54 W TL, 120/60 ZR 17 M/C (55W) TL and 120/70 ZR M/C (58W) TL (M) and for the rear: 150/60 ZR 17 M/C 66W TL,

Out of the valley...

160/60 ZR 17 M/C (69W) TL, 180/55 ZR 17 M/C (73W) TL, 190/50 ZR 17 M/C (73W) TL, 190/55 ZR 17 M/C (75W) TL and 200/55 ZR 18 M/C (78W) TL.

I attended two superb biking events recently. The first was The 34th Carole Nash International Classic MotorCycle Show in Stafford. I’m in love with old Japanese stuff from the 1970s. This show was full of it. As blue two-stroke fumes wafted through the air, expansion chambers crackled in response to twitching throttles. And all those lumbering four-strokes rumbled menacingly just like in the olden days. I congratulate Mortons Media Group for organising such an outstanding show. My only regret is I was too late with my offer for a Suzuki GT250 stroker. Another guy got in there first, so my search continues...

The other event was the Motorcycle Action Group’s (MAG) Into the Valley festival in Yorkshire. This was blessed with good weather, great organisation and decent folks. Motorists doomed to life in traffic jams between desk jobs and suburbia have a tendency to regard bikers as a separate species – desperadoes re-living the more dramatic scenes of Mad Max on London’s North Circular Road.

In reality the overwhelming majority of riders have simply discovered a better way to travel; one which turns a daily chore into a pleasant activity. Add to that the dual benefits of economy and

the technical elements of riding, and, it’s easy to see what bonds riders of powered two-wheelers.

Riders have a shared understanding of the physics of two wheelers – or ‘single track vehicles,’ as they’re technically known. We compare notes on cornering technique, power bands and roadholding. By contrast, few drivers seem to know how their engine works, let alone the cubic capacity or standing quarter-mile performance of their machines.

I’m not anti-car – far from it.

Ironically, since joining MAG’s staff I’ve done more miles on four wheels than in years because I’m usually hauling stuff around, like magazines, MAG banners and so on.

All the same, it’s uninteresting to sit on a motorway for 200 miles listening to the same news every hour, getting angry at the inefficiency which restricts the M1 to 50mph for an incomprehensible 21.5 miles north of Nottingham.

No, the car’s a tool, not a passion. It gets washed when it rains and serviced when needed.

Meanwhile, the excellent machines at the Classic MotorCycle Show and Into The Valley sum up a common interest and a common outlook.

Despite all the barriers placed in our way, more than five million

Lembit at the Classic MotorCycle Show in Stafford, with MCM’s Jack Harrison people are qualified to ride bikes in the UK. We celebrate an alternative to the conformity which legislators prefer because conformists are easier to govern.

I’m wondering if another group might think this way too: cyclists. And before you write to MCM exclaiming bikers and bicyclists cannot be friends, it may not be such a dumb idea when comparing similarities, not differences. More of that next month.

For now, feel glad you know what riding is about, and assured MAG is ensuring politicians can’t ignore us in their transport plans in future.

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DON’T MISS 11

What’s on... and where to go

We’ve got a list of all the events planned for the coming months at MoreBikes.co.uk updated every week. Here’s a selection of great things to do for the month of June….

Sunday, June 1 Ace Cafe Mad Sunday Two-stroke and Monkey bike meet at the legendary Ace Cafe London in aid of SERV Blood Bikes. www.ace-cafe-london.com Friday, June 13 – Sunday, June 15 Waterside Fest Organised with help from Southampton MAG. Free camping, live music and donations going to a number of charities. 1 day tickets £10 and 3 day tickets £25.

More info: facebook.com/pages/ Waterside-Fest/596337873711032 Sunday, 15 June Lincoln Bikefest Now in its 9th year, Lincoln MCM Bikefest will be taking over RECOMMENDS Brayford Wharf (LN1 1YW) once again with displays of old, new and custom motorcycles lining the waterside. Previous years have seen up to 5000 bikes. There’ll be various club and trade stands, and live music

Steve Smailes

from bands Gin House & Firing Squad. Bikes can be parked for free in the NCP car park at the east of Brayford Waterfront. www.visitlincoln.com/events Friday, June 20 – Sunday, June 22 MAG Farmyard Party Celebrating the 28th year of the event, there’ll be 20 live bands across three stages at Duncombe Park Estate (YO62 5EB). Pre-booked tickets are £30 and on-the-gate prices are £40 with kids £10.

Camping is available on site. www.farmyardparty.co.uk Saturday, June 21 – Sunday, June 22 Bikers 4 Macmillan Sunset2Sunrise Ride The 6th annual overnight ride from Holyhead to Skegness will be setting off at 9.30pm from Southstack car park (LL65 1YH) and aims to arrive at Skegness by 4.15am. The ride is fully marshalled with plenty of fuel and refreshment stops on the way. No motorways are used. £15 per rider and £20 for those with a pillion. All donations going to charity – you can register through the website. www.bikers4macmillan.org.uk Thursday June 26 – Sunday, June 29 Goodwood Festival of Speed Bringing together a mix of cars, stars

’Normous Newark Autojumble Sunday, June 8

MCM

RECOMMENDS

and motor sport ‘royalty’ for the largest motoring culture event in the world (PO18 0PX). 2014 will celebrate the legendary drivers, riders, teams and manufacturers who have swept all before them in their sport. www.goodwood.com Friday, June 27 – Sunday, June 29 British Superbikes – Knockhill Round four of the BSB Championship at Knockhill in Fife (KY12 9TF). www.britishsuperbike.com Saturday, June 28 Allied Memorial Remembrance Ride The Royal British Legion Riders Branch in association with the American and Canadian veteran riders will be holding their annual AMRR. Starting from Cambridge services (CB23 4WU) with the support of the Cambridgeshire Police, the ride will head along the A14 into Cambridge and on to the memorial.

Anyone can join. www.alliedride.org Sunday, June 29 St Ives Festival of Motorcycles Throughout the day there will be displays, live music and plenty of motorcycles to look at. Event starts at 10am and finishes at 4pm and will occupy most of the Cambridgeshire town centre. www.sifom.org

Grab a bargain as Newark Showground (NG24 2NY) plays host to the famous autojumble. Early birds tickets Monday, June 30 Motorcycle specific first aid course – Inverness £65 per person, includes training, first aid booklet and certificate valid for three years. Group or club block bookings available. 10% discounts for MAG, BMF, IAM and ROSPA/RoADAR group members.

Call Martin Harris on 07824 449011. www.rainbowtda.co.uk

(8am-9am) £10 and general public admission (from 10am onwards) £6.

01507 529529 www.newarkautojumble.co.uk

Do you have an event you want to shout about?

Simply visit MoreBikes.co.uk/events to have it listed on the website and (space permitting) in the paper.

Last-minute changes are out of our control, so we advise you to check details with the organisers before making your trip.

12 PRODUCTS

TANRD TEIESTD ED

UKON jacket

RRP: £119.99 More info: www.armr-moto.com or call 01792 652011 Made from 600DN Polytech fabric, the UKON jacket features reflective panels and CE approved protection at the shoulders and elbows, with the provision to add back and chest protectors. There’s a detachable liner as well as ventilation zips throughout.

SueMe Beech Shorties

Skidmarx accessories for Yamaha MT-09

RRP: From £79.95 More info: www.skidmarx.co.uk or call 01305 780808 British bodywork specialist Skidmarx has developed three accessories for the MT-09 including a 3mm acrylic sheet fly screen in a choice of clear, solid black and light or dark tints; a sports belly pan with a gel coat finish in black, red, blue or white and a rear hugger made from carbon fibre or GRP with a black, red, blue or white gel coat finish. All come complete with fitting kits.

Tested by: Carli Ann Smith RRP: £16 More info: www.sueme.com or call 01707 852244 Manufactured from beech tree pulp, the pants are extremely soft and dry quickly when washed. I’ve had a pair of these before and thought they were great. This version has been slightly redesigned with a different cut and also a thinner waistband with ‘What goes around comes around’ knitted in. Admit it, we’ve all had it, when the seams dig into places you don’t want them to. You won’t have this problem with these as the seams are out of the way and there are no labels inside to scratch you. As part of the SueMe ‘Offset Yourself’ programme, the box (made from recycled board) contains three beech tree seeds and is printed on using vegetable inks. The ladies version is Beech Shorties, while the gentlemen get Tree Trunks…

Interphone new MC Series

RRP: From £119.99 More info: www.nevis.uk.com or call 01425 478936 Three new units are available from the communications specialist.

F3MC connects wirelessly to a mobile phone, sat nav and music player. It includes rider to pillion intercoms and allows music sharing on two MC units; F4MC allows bike to bike intercom toggling with up to four riders within a range of 0.8km and can receive phone calls. It has inbuilt FM radio and a preset memory for up to eight stations; F5MC is the top of the range and has a range of 1.3km and can connect between up to four riders in conference mode. It has multi-device connectivity and features an auto reconnect feature.

A handlebar remote control comes with all of the products in the range as well as the ‘Anycom’ system meaning the MC series can communicate with all types and brands of intercom devices.

Buffalo Retro jacket

RRP: £69.99 More info: www.thekeycollection.com or call 0117 971 9200 The Retro jacket features a waterproof and breathable drop liner, as well as a detachable thermal quilted liner. There’s CE approved armour at the shoulders and elbows, and a pocket for a back protector. Available in black and white, black and blue, black and green and black and red.

BMW Tank Bag

Tested by: Roger Jones RRP: £118 More info: www.bmwmotorrad.co.uk or call 0800 777155 I’d tried and tried to find a tank bag to fit my 1997 BMW F650ST – with a plastic tank, the magnetic versions would be no good, and due to the layout of the filler cap, the nifty tanklock systems wouldn’t fit either.

Fortunately, BMW’s retrofit tank bag works a treat. Simply remove the seat, fit the fastening hook at the rear of the tank and then clip the two side straps round at the front of the fairing. With a maximum capacity of 15.5 litres when you unzip the expander, there’s plenty of room for waterproofs and packed lunches. When it comes to refuelling,

TANRD TEIEST D ED

just unzip one of the sides and lift the bag up.

It comes with a waterproof cover for heavy rain, a transparent map pocket in the top cover and a space for spare maps. It’s great quality and fits on the bike perfectly – it’s now one of my favourite travelling companions.

pRoDucTs 13

TANRD TEIEST D ED

Oxford Strap Nav

Tested by: Carli Ann Smith RRP: £29.99 More info: www.oxprod.com or call 01993 862300 I wanted a secure and waterproof sat nav holder, which could easily be moved from one bike to another – this Strap Nav was the perfect solution. It simply connects to the handlebars with two Velcro straps, removing the need to fit complicated mounting units. It fits sat navs up to 145 x 95 x 30mm and features an outlet for cables and headphones. Just slide in your GPS (you can still control it through the clear panel), which is held in place with elasticated straps, zip up the first

weather-resistant unit and then Velcro over the second, fasten the straps tightly around the handlebars – and you’re off.

MudBuster cleaning products

RRP: From £8.99 More info: www.mud-buster.co.uk or call 0287 930 1516 Using UK-sourced ingredients, Mudbuster is 100% bio-degradable and environmentally friendly. It’s made of natural Carnuba bases and is blended with raw cinnamic acids and fatty acids to produce a deep clean and finish.

There are a range of products available including cleaners for road bikes and trail bikes, alloy wheel cleaner and liquid wax.

Gecko clutch kits from Wemoto

RRP: Various More info: www.wemoto.com or call 01273 597072 Available in complete kits for easy installation in a wide range of road, off-road, adventure and custom motorcycles. Manufactured with natural cork materials, they can be used alongside the original steel plates, springs, basket, inner hub and pressure plate.

Produced to the OE thickness and size specification for each model, they can be built to the original assembled clutch plate stack height.

TANRD TEIEST D ED

Bags-Connection waterproof line updated for 2014 RRP: From £39.44 More info: www.motohaus.com or call 01256 704909 There are a number of sizes to choose from including an 8 litre tail pack, a 25 litre and 45 litre roll pack and a 35 litre and 60 litre kit bag.

Ideal for use on- and off-road, each bag features a universal four-point strapping system and has carry handles for when you’re off the bike.

Oxford Clean Grips

Tested by: John Milbank RRP: £3.99 More info: www.oxprod.com or call 01933 862300 Such a simple product, but brilliant. Clean Grips simply wrap around your bar grips, and close with Velcro. Once on, you can work on the bike, and operate the throttle, without getting the rubber grips covered in grease. Some of the writing wore off straight away, but it makes no difference to using them. I wish I’d had these years ago!

Turn your Triumph Trophy into a sidecar outfit

RRP: Various.

More info: www.watsonian-squire.com or call 01386 700907 Watsonian sidecars has developed a fitting kit for the Triumph Trophy which allows for most current models in Watsonian’s range to be paired with the Triumph sports tourer. The combination pictured is the GP700, a wide bodied sidecar that seats an adult and child or two children, in DL trim with a 10in alloy wheel.

14 LETTERS

HAVE YOUR SAY

We want to hear from you! Whether you’ve got a great riding tip, an interesting story to tell, or simply need to get something off your chest, get in touch today. email: editorial@motorcyclemonthly.co.uk Post: Your letters, Motor Cycle Monthly, Mortons Media Group Ltd, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR Or why not post on our Facebook page. It’s a great chance to get chatting with us, and hundreds of like-minded bikers. See you at facebook.com/MotorCycleMonthly

Track days are for everyone

I heard about the Lincolnshire Road Safety Partnership’s Performance Plus days a couple of years ago. I thought they were for new(ish) riders, how wrong I was…

The big attraction for me was the format – professional tuition and three sessions of track time, followed by an afternoon in the classroom learning how to put it all into practice in the real world.

Initially the braking exercises were a bit of a challenge on the HarleyDavidson Ultra Limited I took, but by the end I could happily lock the front and back and maintain full control over the half-tonne machine. We also learnt to turn them on a sixpence,

which was worth the entry cost alone.

As for the track time, needless to say, I was the only one hauling a machine of this size around the greasy race circuit that day – but I had a huge smile throughout.

I won’t have set any lap records and I didn’t get much air over the Mountain, but I have to say the H-D impressed me (and others there) with its ability for such a big motorcycle.

Steve Jollands, general manager of Lincoln Harley-Davidson

It’s easy for many riders to be nervous of riding on the track, so top work for taking a Harley along to prove it’s fun whatever machine you ride. John

★ MCM STAR LETTER OF THE MONTH ★ Am I really so odd?

I cannot understand why people on two wheels think it’s odd when they know you own a motorbike and a scooter?

It’s either one or the other, not both. After 45 years of riding, I purchased a Burgman 400 owing to arthritis. The treatment worked, after 12 months of suffering I purchased a new Triumph America and part-exchanged my Burgman as part of the deal. However, soon I realised the advantages of a big scooter – weather protection, economy, luggage storage and comfort. So, after reading rave reviews on the Kymco Downtown 300i, I decided to buy one – it’s a cracking thing. The America will get 43mpg and I sometimes get double that from the Downtown. The claimed top speed for the America is 103mph compared with the 94mph of the Downtown and

both are happy to cruise at 75-80mph. With all the kit, I paid £8200 for the America and got the Downtown with heated grips and a top box for £4100, looks like a bargain. I can’t understand why some bikers hate scooters. Some people think me odd but I can live with it!

A J Cookson, Stoke-on-Trent

It’s a mindset you’ll be less likely to find in an MCM reader: we love everything on two (and three) wheels. I must admit though, that I’ve noticed how fewer nods are returned when I’m on a scooter than a bike, and the surprise on many scooterist’s faces when I wave at them from my Z1000. It’s the same when I’m on my dirt bike…

What do others think? John Each month, our star letter will receive a six month subscription to their choice of one of our fantastic motorcycle magazines!

Talking the torque

I recently picked up a copy of MCM at Popham Airfield in Hampshire, a popular stop for bikers, where I’ve spent many an afternoon chatting with microlite pilots. They’re just like us; going from airfield to airfield drinking tea and passing their days. Costs aren’t that different either, taking into account most motorcycles sell for in excess of 10 grand.

Scaling back is something I have done this year as a project: I just wanted to stop wasting money. Sky was replaced by BT, Tesco has been replaced with LiDL. It was ironic that I cancelled my subscription to one of your competitor’s magazines last month, just as I read that I can subscribe to your publication for the cost of postage only.

The content of your paper is exactly the same as the competitors have this month: VFR; Z1000SX etc. plus reading fresh journalism is always good. I will send you a picture for nice Bike Mate, as I am sure you have done the VTR thing at some point and I think mine is at the better end of machines still around today, bearing in mind it’s 13 years old, which matches its mileage of 13k. Regards from your newest convert.

Timothy Bull

Cheers Timothy – great to have you on board, and your bike is on page 46 of this very issue… thank you! John

WIN

COMPETITION 15

ONE OF THREE SETS OF STORM 3D X-M TYRES FROM AVON

Motor Cycle Monthly and MoreBikes have teamed up with Avon Tyres to offer you lucky readers the chance to get your hands on one of three sets of Storm 3D X-M tyres, retailing at £210 a pair…

What you need to know:

■ The Storm 3D X-M is a high-performance tyre offering extended mileage.

■ The X-M version delivers 15%-20% extra mileage compared to the Storm 2 Ultra.

■ Interlocking three-dimensional points hidden in the sipes (the thin cuts between the tread) to improve stability and grip, limit tread flex and help the tyre to warm up quickly.

■ Single and multi-compound super rich silica tread enhances wet grip (SRS).

■ Superb handling and stability characteristics.

■ Typical fitments include Suzuki Hayabusa, BMW K1300GT, Honda VFR 1200, Kawasaki GTR1400, Suzuki GSX1400.

The Storm 3D X-M is also covered by Avon’s unique Road Hazard Warranty: The company is

so confident in its products that, should a tyre become unserviceable as a result of qualified tyre damage, including punctures, a replacement will be offered at no charge. With Avon’s Road Hazard Warranty, bikers are eligible for a replacement tyre as long as the claim is made during the first 1mm of the tyre’s life, and a certificate of fitment has been filled in by a valid and recognised Avon dealership.

So whether it’s a puncture or impact damage, bikers have peace of mind with Avon Tyres’ Road Hazard Warranty. This scheme now covers all of Avon’s road-going motorcycle tyres, including the winter rider’s favourite, Storm 2 Ultra, as well as the new 3D Ultra Sport and Supersport tyres.

■ Winners will be the first three names drawn at random

from all entries submitted before the specified closing date

■ Competition is administered by Motor Cycle Monthly and

can only be entered at www.motorcyclemonthly.co.uk

■ Full terms and conditions apply, see

www.motorcyclemonthly.co.uk for details

Go to...

Closing date:

August 1, 2014

www.morebikes.co.uk/competitions

Worth

£210 ap air

16 First ride

2014 Honda CB650F £6399 | 86bhp @ 11,000rpm | 47lb-ft @ 8000rpm | liquid-cooled dohc inline four

Tested by: Bruce Wilson, deputy editor Motorcycle Sport & Leisure HONDA says that this bike is aimed at the ‘young at heart’. Focusing on 17- to 30-year-old riders, the Japanese manufacturer claims the strong focus on youth makes good sense from a commercial perspective, and we’re certainly not going to argue – getting the younger market back on to bikes is vitally important in the UK…

Tell me about the engine

The all-new lump has been designed to deliver high torque and throttle response through the low to midrange, and the 86bhp it produces at 11,000rpm is offered with little of the rev-happy peakiness of some inline fours.

Honda’s engineers worked hard on the cam profiling and timing to optimise the low-down oomph, with a particular focus on drivability in second and third gear. The top-end stuff was seen as secondary to the commonly utilised low rev range where most people ride.

The bike’s gear ratios are so broad that you seldom find yourself having to notch up or down the box. Not that I had any qualms with the way the gearbox shifts: It’s a very ‘Honda’ experience, with no questionable moments to report.

What’s the chassis like?

It’s full of clever touches to bolster the big bike experience, including a 180-profile rear tyre, a chunky die-cast

aluminium swinging arm, and substantial shoulders on the fuel tank (compliments of the induction system). There’s plenty of detail too, with the CB650F logo embossed into the plastic in many areas, even under the rear hugger – just in case you felt inclined to look. And then there’s a whole load of carbon-look panels too.

Unlike the CB600 of old, with its hidden backbone-type frame, the new steel chassis is a core feature of the product. Its oval profile – preferred to a cylindrical shape because it’s narrower – is blatant to see and tidily welded to the steel heel plates below it.

The cockpit’s twin clocks were apparently influenced by the CBs of old, but what would have traditionally been analogue is now digital on both display faces: the

First ride 17

The design of the instruments was influenced by the CBs of years ago. layout is clean and simple, helped by the lack of rider aids to fiddle with.

The suspension is simple too... fitted with non-adjustable units up front, the rear shock can be altered for preload only. They’re basic components by many standards, but they work a treat.

Should I buy one?

The all-new CB650F neatly slots into the brand’s vibrant CB range, welcoming riders who are keen to progress up the capacity ladder – it could easily be considered a first ‘big bike’. The focus of the build was image: “A bike that looked cool and made you look cool,” was the way Honda product planning’s Glen Corbett put it.

To help achieve the right appearance, the core of the

designers and engineers on the project were hand-picked for their youth (most are in their 20s) with the challenge of building a bike that appealed to them. It worked: The bike looks great in the flesh and a lot meatier than you’d expect.

The Honda proved a very spacious bike: I’m 5ft 9in and my legs had plenty of room, while the stretch to the bars was a comfortable one.

The CB’s fitted with an 810mm high seat, which made it easy for me to get both feet planted firmly on the ground.

So what’s it like to ride?

There’s been a notable surge recently in bikes of a similar capacity, with a similar target audience, and most of those machines have let

themselves down by featuring soft and inadequate suspension. That’s certainly not the case with the CB650F, which feels a little firm if anything. The route on which we tested the bike had a bit of everything, and there was no moment when I felt the bike was compromised in any way. It’s easy to hustle around and superbly stable, the chassis offering plenty of feedback, and inspiring the confidence to really push the bike.

I rode the first 40 miles of our mountainous route in third, and was pleasantly surprised at the versatility and usability of the motor’s torque.

It’s half decent around 2-4000rpm, though the throttle can feel a little snatchy. The later revs are where you really want to be though: After 5000rpm, the engine comes alive, and

the scream from the low-mounted, stubby exhaust reinforces it.

One thing worth noting is how buzzy the ride is. It naturally gets worse with revs, but I was surprised by the tingly sensation that hits you through the seat, bars and pegs. Some would argue it’s character, and I didn’t mind it, but my feet were tingling come the end of the day. That said, it’s a very small price to pay for what is otherwise a very credible new bike.

Considering it’s set to cost £6399, including ABS as standard, I’d say it’s something of a bargain.

If you’re used to owning bigger bikes, it could come across as a little lethargic, but if you like to cram a lot of energy into your riding, it’s a playmate that will be happy to spar with you all day long, and for a novice or young rider, it will be a fantastic companion.

ABS hung from unadjustable forks.

TECH SPEC Price: £6399 Engine: Liquid-cooled dohc inline four Power: 86bhp (64kW) @11,000rpm Torque: 47lb-ft (63Nm) @ 8000rpm Weight: 208kg Seat height: 810mm Tank size: 17.3 litres www.honda.co.uk/motorcycles

18 First ride

Peugeot Metropolis 400i RS

£7199 | 37bhp @ 7250rpm | 28lb-ft @ 5500rpm | 399cc liquid-cooled four-stroke, CVT automatic Tested by John Milbank Photography by Joe Dick

IF EVER there was a machine striving to make motorcycling convenient, it’s the Peugeot Metropolis. As an everyday form of transport, the large boot, the keyless ignition, the automatic headlights that stay on after parking to see you home, the tyre pressure sensors, the 12v power socket and the comfortable seat make this a brilliant tool for the daily ride.

Tell me about the engine

The 399cc lump spins smoothly through its Continuously Variable Transmission – 90mph is easy to reach, making for a deceptively fast scooter. There’s enough power to easily overtake cars, but you do of course need to plan a little more than on a similar capacity motorcycle.

I rode the Peugeot fairly hard during the 250 miles I had it, but still saw a good 62mpg. making for a great value form of transport. Being classed as a tricycle, you’ll be paying £80 in road tax (the same as a bike over 600cc), but like a bike, you’ll save on congestion charging and parking.

What’s the chassis like?

The extra wheel makes for a confidence-inspiring ride, particularly on wet, greasy or dusty roads. Ideal for new riders, it’s not impossible to crash, but the front can’t tuck like a traditional two-wheeler. There’s no ABS, but you have to try hard to lock

the wheels up, and even then, I only managed a very controlled squeal from the back, so there’s no need for the extra weight the system would bring to a scooter that’s more portly than most motorcycles.

The brakes are linked, with Peugeot intending you to be able to stop with just the left lever. The right lever operates the front brakes, while the left grabs the rear and the front. This system takes some getting used to – pull one lever, and you can feel the pressure build in the other, making for rather a ‘wooden’ feel. As a motorcyclist, I’d prefer to have had a separate back brake, to drag when I felt the need, but the system should suit many users. A foot brake is also fitted on the right of the floorboard, but I never used this, and found it just got in the way of a comfortable foot position.

Should I buy one?

If you passed your driving test before Jaunary 19, 2013, you can ride the Metropolis on a car licence.

Combined with the stability of the extra wheel, it makes for a bike well suited to new riders, or car owners looking for a faster way through the commuter traffic.

It’s easy to get your feet down, but the weight isn’t hidden if you need to back the Metropolis up – being unable to ‘bounce’ the front forks to

The boot will take a full-face lid. get the bike rolling backwards can make it awkward to correct a wrong turn, and trying to turn it around in my back garden was akin to Austin Powers, stuck in the narrow corridor of Dr Evil’s lair.

The boot is large enough to take a full-face lid, and the seat lifts to take books or a medium-sized bag. You’d get more room in some traditional maxi-scooters, but it’s more practical than Piaggio’s three-wheel competitor – the MP3.

So what’s it like to ride?

Whether filtering through busy traffic, zipping down the motorway, or enjoying some sweeping back-roads, the Metropolis is nimble and secure.

Potholes offer the only real problem, as the small wheels give a very ‘crashy’

ride that can get uncomfortable on the worst routes. This is the case on all scooters, but it’s made worse with a three-wheeler, which has a better chance of finding those ruts.

Pulling up to a standstill, the front wheels can be locked into place just before you stop, so (with practice), you don’t ever have to put your feet down. They automatically free-up again as you pull away, and there’s a handbrake button on the bars for parking on slopes. The screen is adjustable, but at higher speeds I found it best in the low position (I’m 5ft 10in), where noise was reduced.

For riders wanting an economical, convenient, versatile and confidenceinspiring ride, the Metropolis is well worth a look.

The dash offers bags of info.

TECH SPEC Price: £7199 Engine: 399cc liquid-cooled four-stroke, CVT automatic Power: 37bhp (28kW) @ 7250rpm Torque: 28lb-ft (38Nm) @ 5500rpm Kerb weight: 265kg Seat height: 780mm Tank size: 13 litres www.peugeotscooters.co.uk

20 First ride

Yamaha XVS1300 £8999 | 71bhp @ 5500rpm | 76lb-ft @ 4000rpm | 1304cc, liquid-cooled V-twin Tested by: Steve Rose Photography by: Jason Critchell LISTEN to the bar-room experts and they’ll tell you that cruisers are rubbish. They don’t go, don’t handle and don’t stop apparently. Thing is, I’ll wager that few of those pundits haven’t actually ridden one for a while… if ever.

For 2014, the XVS becomes a chopper. Which means the forks get a little more rake, for that authentic chopper look, the front wheel goes up to 21 inches, and the rear tyre gets fatter with an enormous 210-section.

On paper it’s a recipe for handling disaster. Many production bikes have tried this route before and almost all have been clumsy to steer, difficult through corners, and not a lot of fun to ride…

Tell me about the engine.

The V-twin XVS motor might look like an air-cooled antique, but there’s a radiator nestling between the frame rails. What you don’t see is the liquidcooling plumbing – carefully concealed under panels and petrol tank. Or the twin balancer shafts that reduce vibration. Or the ceramic cylinder bores and digital fuel injection. These are the things that civilise the experience.

High speed cruising without the tingles is a welcome change, immaculate fuelling at all rpms is another. 21st century engine tuning is no longer about more power and

damn the flexibility: These days the watchword is ease-of use.

It’s got a relatively short piston stroke for a cruiser motor, which helps it rev slightly faster and be less lumpy at town speeds. It all helps deliver smooth power from almost zero revs, and no chugging should you accidentally leave it in too high a gear.

The gearbox is slick (for a big V-twin) with a light clutch and well-chosen gear ratios giving reasonable acceleration, and easy cruising at the national limit (and above – the XVS tops out somewhere just above 100mph, so they tell me).

What’s the chassis like?

For those unfamiliar with custom bike terminology, raked-out forks, tall front wheel and oversized, squat rear equals chopper. Less rake, smaller wheels and stripped-back design equals bobber. Half fairing and hard luggage is a bagger, while bells, whistles and passenger sofa is a full dresser.

In principle a raked out, low slung motorcycle with a skinny 21in front and squat 210-section rear tyre shouldn’t steer this easily, or hold a line through corners like this does. At a standstill, turning around in the road, the bike feels cumbersome, but on the move it’s a piece of cake.

Much of this comes down to some smart suspension. The front forks are

TECH SPEC Price: £8999 Engine: 1304cc, liquid-cooled, sohc, eight valve V-twin Power: 71bhp (53kW) @ 5500rpm Torque: 76lb-ft (103Nm )@ 4000rpm Kerb weight: 293kg Seat height: 670mm Tank capacity: 15 litres www.yamaha-motor.co.uk

basic, but competent, while the hidden single rear shock absorber rides on a rising rate linkage that compresses quickly at first, but then requires proportionately more force to compress the last few centimetres.

Sports bikes have had it for years but on cruisers this is relatively new and it gives the XVS comfort and control over bumps and excellent roadholding in corners too.

Most cruisers rely on fat, balloon tyres to complement the crude suspension, but the XVS can run modern, grippy, low profile radial rubber because the suspension is so versatile.

Should I buy one?

Yes, probably. Yamaha has evolved its designs from stereotypical Harley lookalikes into something a little more

original. Whether it appeals to you is, of course a matter of individual taste, but the XVS is genuinely worth a look.

Build quality seems good and there are a whole load of neat finishing touches.

So what’s it like to ride?

In a word, easy. All the controls are light enough that you never think about them. The power delivery is smooth and linear with enough flexibility that you can leave it in top on the open road. Comfy for a cruiser, although the windblast gets you after 20 minutes of sustained high speeds.

Braking is good enough, but you need both front and back to pull up sharply. Which isn’t a problem really because this is a cruiser, not a racer, and if you’re pointing and squirting, then you bought the wrong bike.

Handling, as mentioned before, is surprisingly good. The XVS steers easily without flopping into corners and holds a line through turns without fuss. Ground clearance is adequate and should you touch something down, the footpegs are hinged and so no damage is done.

At a fraction under £9000, the XVS is good value for something that looks good, rides well and has all that tech hidden away.

22 First ride

Ducati Diavel £16,995 | 160bhp @ 9250rpm | 96.2lb-ft @ 8000rpm | 1198cc, liquid-cooled V-twin Tested by Roland Brown VERY few bikes are so different or outstanding that they have no close rivals, but that can definitely be said of the Diavel. The uniquely shaped power cruiser caused controversy before its launch three years ago, not least from hardcore Ducati fans. But the powerful, light, improbably sweethandling V-twin blew away almost everyone who rode it by being hugely entertaining on city streets and twisty roads alike.

Hence Ducati’s choice of Monaco as the launch venue for this follow-up model. The tiny and affluent Mediterranean principality’s crowded roads suit a cruiser with presence, but nearby are hairpin-strewn alpine roads just built for a sportsbike. This updated Diavel promised to be at home in both situations. Ducati hasn’t made major changes, because it didn’t need to. But it’s given the beefy V-twin a revamp that is intended to enhance its character and add to its low-speed and long-distance ability.

Tell me about the engine

This is the most significant change, although the basic format of 1198cc, dohc eight-valve, liquid-cooled V-twin is retained. The new Diavel gets Ducati’s Testastretta 11º DS unit, the latter initials standing for its Dual Spark plugs per cylinder layout, as used by the Multistrada and Monster 1200.

The Diavel’s maximum output of 160bhp at 9250rpm is unchanged.

Peak torque is slightly increased, to 196.2lb-ft, and the curve shows a more noticeable boost at lower revs.

On a more down-to-earth note, major service intervals are extended to 18,000 miles, so many owners will never need to get their desmodromic valvegear checked.

As before, the motor comes with plenty of typical Ducati sophistication. There’s hands-free ignition, so you can leave the key in your pocket. There’s ride-by-wire throttle control and three riding modes: Sport and Touring, which deliver the full 160 horses with differing throttle response, and Urban, whose softer delivery hits a limit at 100bhp.

What’s the chassis like?

The Diavel’s a traditional Ducati with a conventional tubular steel frame and aluminium single-sided swingarm, rather than having subframes bolted to a stressedmember engine like the Panigale and Monster 1200. But it’s not remotely traditional in holding its forks at a kicked-out 28º, or having a train-like wheelbase of 1590mm. Let alone having a humungous, 240-section rear tyre on an eight-inch rim.

This might be basically a cruiser but it’s still very much a Ducati, complete with high quality parts. The front forks are beefy 50mm upside-down Marzocchi units with DLC lowfriction coating, not only multiadjustable but with neat plastic knobs so you don’t need a screwdriver. The rear shock is a similarly adjustable Sachs unit with a remote preload knob for easy twiddling.

Brakes and wheels are well up to standard too. Brembo’s four-piston radial Monobloc calipers bite 320mm

discs up front, aided by Bosch ABS. Tyres are Pirelli’s Diablo Rosso II, on 17in rims; in the case of the higher spec Diavel Carbon, these are forged Marchesinis that save a total of 2.5kg of weight over the standard cast items.

Should I buy one?

If you’re a tax exile with an apartment in Monte Carlo, definitely. For anyone else, assuming you’ve got the necessary £13,995 for the basic Diavel, it depends whether you want a bike with the looks of a cruiser (sort of )

and the performance of a top supernaked. Bikes like Harley’s V-Rod Muscle or Yamaha’s V-Max have some of the same appeal but are heavier and less agile than the 210kg Diavel.

If you’re considering the Ducati you’ll need to decide whether to splash out on the Diavel Carbon, as tested on the launch. This costs £16,995 and has carbon-fibre tank cover, front mudguard and seat unit, plus the aforementioned forged Marchesinis. It also has a red or white frame and tank-top, instead of

First ride 23 the standard model’s black, plus stainless steel silencers. Vital bits including engine and suspension are identical, so the three grand premium seems slightly steep.

So what’s it like to ride?

An absolute riot, whether you’re posing on city streets with the occasional blast away from the lights to get the adrenaline flowing, or carving up and down alpine roads at a rate that would see plenty of sports bikes shrinking in the reasonably useful mirrors. We saw both sides on the launch, which began with an early-evening cruise through Monte Carlo, taking in some of the Formula One circuit and winding past landmarks including the casino and marina.

The Diavel was brilliant for the job.

It has the style and presence to make you feel right at home in that environment, for one thing. The hands-free ignition, activated by the key that can be left in your pocket, is a neat touch. And the big, brash Ducati is improbably manoeuvrable and comfortable in town with its upright riding position, low and well-padded seat (now with trendy ribbed cover) and effortlessly light controls.

It also has a satisfying character; firing up with a throaty bark from those silencers behind your right boot, and rumbling along with a pleasingly smooth yet involving V-twin feel. Throttle response in all modes was crisp yet controllable, so on dry roads there was no real need for Urban even in town, apart from adjusting the traction control setting (to the fifth of eight levels by default, though it’s programmable). The Ducati still responded eagerly, hurtling forward instantly any time I spotted a gap in the traffic.

The only disappointing aspect of the powerplant was the gearbox, which was slick on the move but occasionally struggled to find neutral at a standstill.

Strange, because I don’t recall that fault with other Ducatis (though the transmission’s lack of miles might not have helped). There was also a slight glitch with the sidestand, which occasionally didn’t retract properly, so needed a second flick before the engine would start. By coincidence the two-level instrument panel has gained a sidestand warning light, surely redundant if the cut-out works, along with a more useful digital fuel gauge in the tank-top display.

Ragging round Monte Carlo was amusing, but it was when we left town for the nearby mountain roads that the Diavel revealed its full brilliance. I won’t claim to have noticed any additional performance over the old model. What’s for sure though is that it was fantastic fun to crack open the throttle exiting a bend at maybe 6000rpm – where Ducati says torque is increased by almost five per cent – and grip that raised one-piece handlebar tight as a torrent of grunt sent the bike charging hard enough to make me glad of the seat’s kicked-up rear section.

The acceleration was mind-blowing, made stronger still by the Diavel’s ability to keep its front wheel down while its fat back tyre was finding enough traction to spin the Earth a bit faster. And the Diavel was perfectly happy on the few sections where we held a steadier speed. The reshaped handlebar riser didn’t give much wind protection but in conjunction with the headlamp surround it was better than nothing.

The Diavel is generally more versatile than you might imagine, though the sometimes thirsty engine

Riding mode is displayed on the tank. (sub-30mpg when thrashed up an Alp) limits the 17 litre tank’s typical range to not much over 120 miles.

Ducati has dropped last year’s Diavel Strada but you can still get extra touring ability via that model’s screen and ABS/nylon panniers.

Naturally the accessories catalogue features countless carbon and alloy bits too.

The Ducati’s relatively long wheelbase was also helpful under braking, where those Brembo Monoblocs could utilise their phenomenal bite without causing the rear end to lift as readily as normal, allowing some assistance from the rear disc. The ABS activated into a couple of bumpy downhill hairpins, but generally worked superbly well too.

As before, the Diavel’s most impressive feature was the way that this long, laid-back machine flicked into turns and carved through them.

Inevitably it was a bit cumbersome through the tightest of hairpins, but always got round fine (and even had enough steering lock for easy U-turns). In most turns the Ducati responded with such ease and precision that it felt like a good super-naked bike. There was plenty of ground clearance, too, and the Diablo Rosso IIs had enough grip to make the most of it.

Ride quality was respectable, despite the fork angle and the relatively stingy 120mm of travel at each end. The hand-adjustable fork damping screws and shock preload knob are useful, the latter especially so if you’re planning on carrying a pillion. The seat is slightly larger, and quite generously padded. Another neat touch carried over from the original bike is the way the grabrail and rear footrests can quickly be tucked out of sight when not required.

In a way that’s the Diavel all over. It doesn’t just look striking, it’s bursting with elegant design, whether in details like the grab-rail or major aspects such as handling and braking.

A bike with such a strong character will never be popular with every rider, but you’d need a heart of stone not to get off the Diavel with a big smile on your face.

TECH SPEC Price: £16,995 (£13,995) Engine: 1198cc, liquid-cooled, dohc 8-valve 90º desmo V-twin Power: 160bhp (119kW) @ 9250rpm Torque: 96.2lb-ft (130.5Nm) @ 8000rpm Kerb weight: 234kg (239kg) Seat height: 770mm Tank size: 17 litres www.ducatiuk.com

24 try something different

Unconventional cruiser Don’t think cruisers are for you? Sportsbike rider Cal Malin didn’t, so Carli sent him to try out a few for size – no leather waistcoats required...

Words: Carli Ann Smith Photography: Joe Dick

HOW would you describe a cruiser rider? Over the years, this group of bikers have been quietly enjoying their rides (or not so quietly, in the case of the Hells Angels and the Night Wolves), but while we’re seeing more and more people taking to the chrome, there are still some riders who think these bikes simply aren’t for them.

In the late 1940s, manufacturers didn’t want to be associated with the guys who rode cruisers; they were considered some of the most rebellious people around in the largely conservative era of postSecond World War America.

“It was often ex-servicemen who ‘chopped’ and ‘bobbed’ their motorcycles, many of which were ex-military machines – mainly HarleyDavidson WLAs. The riders partied hard, drank, fought and formed gangs, earning themselves a fearsome reputation,” says James Robinson, editor of The Classic MotorCycle.

“The customisation of the machines was done by the owners themselves, with the manufacturers ignoring

Cruiser riders were considered the most rebellious people in postwar America

The first cruiser: Triumph’s Hurricane.

Cal’s always been a sportsbike rider. them and the bikes they were creating. It wasn’t until the 1970s, when Triumph produced the Hurricane, that a ‘factory cruiser’ was created. Styled by an American, Craig Vetter, it was like nothing Triumph had ever listed before.”

Seeing Triumph’s success, other manufacturers followed suit and by the 1980s, the factory cruiser had become a staple of all makers’ line-ups. Today they’re ridden by all ages, genders and class of society.

Broadening horizons

Standing in his one-piece leather race suit, 24-year-old Cal Malin may not strike you as a typical cruiser rider.

Having ridden sportsbikes since he passed his test, he’s never even considered a ‘custom’ – he currently rides an Aprilia RSV1000 Mille.

To Cal, these are bikes for other riders, so we challenged him to organise a test ride of a selection of cruisers from Japan, America and Britain. Could a dyed-in-the-wool speed-lover be swayed by the chilledout attitude of cruisers?

A big thanks to Lincoln HarleyDavidson, The Other Bike Shop and Webbs of Lincoln for the use of their test bikes.

try something different 25 Kawasaki VN900 Classic The VN900 Classic from Kawasaki produces 47.3bhp from its 902cc engine, and costs £7299. Its fuelinjected, four-stroke V-twin engine has 57.5lb-ft of torque and has feet forward controls and disc brakes on the front and rear. It’s A2 compliant too, so you don’t have to have your full A licence to ride it.

Cal says: “I’d never ridden a bike which had footboards and a rocker gear shift, so this was a new experience. I really struggled to get on with that gearshift at first. It didn’t matter too much though as you can still use the top part as a standard gear shift. I really liked the footboards and found them extremely comfortable.

What I noticed on this bike was the

panoramic view – I’m not sure whether it was because of the riding position, the low bars, or both, but I seemed to be able to see the whole road ahead and it was extremely clear.

On my bike, I am leant forwards and my view tends to be of the speedo!

“The mirrors offered me great visibility of the road behind – with mine I struggle to see round my arms and shoulders. I really liked the retro styling of the VN900 and particularly the single headlight.

“As I was riding I was thinking about living with this bike and what I would do on it. I realised that if I had a motorcycle like this, I would probably be more sociable as I’d be more inclined to go out with others. I’d always imagined that I would get a machine like this when I was about 50, but having ridden it I’d say it’s brought that age forward.”

Harley-Davidson Fat Bob Harley-Davidson is to cruisers what Hoover is to vacuums. The Fat Bob starts at £12,895 and has a 18.9 litre fuel tank. The 320kg beast produces 77.8bhp and a whopping 97.4lb-ft of torque from the 1690cc twin cam engine.

Cal says: “This was definitely the bike I was most excited to ride.

Having watched Terminator 2 and seen Arnie on a Fat Boy, I was looking forward to channelling my inner Schwarzenegger and trying out a Harley for size. I was slightly apprehensive pulling out of the car

park on the Fat Bob, but I’d been shown around the bike by Jim at Lincoln Harley-Davidson and had got to grips with all the switches and the keyless ignition. Pulling out on to the road for the first time, the riding position felt strangely natural.

“Even though this was the first time I’d ridden a bike that had feet forward controls, it wasn’t as weird as I thought it would be.

It was a ‘kick back and relax’ sort of position and the seat was like an armchair in comparison to my Mille – I could see myself sitting on it all day. The bike looked smart – I really liked the chrome mixed with the matt black and even though it was very

different to my sportsbike, I did think it looked cool, and was already pondering what I would do to customise it.

“On my bike, I always want to go fast – that’s when it’s the most fun – whereas on this I found it just as enjoyable at low speeds thanks to the huge amount of torque. It was nice to open up and feel the grunt, but I was just as happy pootling along at 40mph. The first roundabout I went round felt a bit strange, and cornering on it took some getting used to, but I felt at home on it quicker than I thought I would. Overall, I really liked it and was impressed – it was a lot better than I expected and I actually really enjoyed it.”

26 try something different Triumph Bonneville

With a starting price of £6599, the Triumph Bonneville is probably the closest of the trio to what our guinea pig, Cal, is used to. It features midway pegs and disc brakes on the front and rear to bring the 67.1bhp machine to a halt. It’s got the least torque of the bunch – 50.2lb-ft to be precise – from its air-cooled paralleltwin 865cc engine.

Cal says: “The riding position on the Bonneville was quite neutral, with my feet on the mid-positioned pegs and straight-line relaxed arm positioning.

I have to admit, to look at this bike didn’t strike at my heart strings like the others did but I can appreciate the styling, and think because it’s retro but not extreme it will appeal to a lot of riders.

10 minutes with… Iwan Thomas MBE You might know Iwan – the runner holds the British Record for the 400m. Alternatively you might recognise him as he now presents the MotoGP show on BT Sport. But what you might not know is what he rides on the road – a customised Harley-Davidson Cross Bones.

“I’ve had the bike for around three years now and absolutely love it.

Riding a sports bike, it’s so easy to go too fast without realising; on my Harley I don’t. It’s got a completely different purpose – it’s comfortable and it’s got a badass look to it. It was the option to make them so individual that did it for me. I’d seen some customised bikes and thought they looked really cool. My bike has got a vintage look with fat lowprofile tyres and diamond spoke

wheels. I’ve got the Stage 4 Screamin’ Eagle engine upgrade on it now too – I always keep adding bits!

He’s not always been a cruiser guy and a long list of previous bikes includes a Ducati 1098.

“To be honest, I’m a fair-weather biker. Whenever I’ve got a bit of time, or I have to go into London and don’t want to use the car, then I’ll go on my bike. Back in the day, I’ve had all sorts. I had a scrambler when I was young, then got an Aprilia, then a TZ125, and passed my test on a Yamaha.

I didn’t have a bike for around 10 years, and then got my first R1 – I’ve had two of those until I got a Ducati 1098. I found I was using the Harley so much that

I’d stopped using the Ducati, so I sold it – I do miss it though.

Understandably, working on a programme that focuses on some of the fastest two-wheeled machines in world, Iwan is looking at adding to his bike collection.

“I’m looking at getting another bike and I’m tempted to get a sports bike. Watching all the action has made me want to get a fast bike again but I’m not going to get rid of the Harley because I love that as well. You can ride down the road in your jeans and open faced helmet – it’s different to riding a sportsbike – it’s nice and relaxed.”

Why not visit your local dealer and try a cruiser yourself? We’d love to hear how you get on, so write to us at the address on page 14.

“It’s definitely different to the other cruisers that I rode today, and I’d say it wasn’t an all-out cruiser, but more of a halfway house. It was a nice step from my sportsbike to a cruiser and I think it’d be a great choice for those getting on a big bike for the first time, or someone looking at getting back into biking after a break.

“It wasn’t as torquey as the others, but the exhaust note was nice and acceleration was nippy. There was more weight on my wrists than on the others because of the narrower handlebars and different riding position – but certainly not as much as on my Aprilia. Like the others, it’s not designed to go hell for leather, but that’s not the point of these bikes. It’s more about getting on, kicking back and relaxing – the point is to enjoy getting to where you’re going – not

just seeing how fast you get there. I think that’s the main thing I will take away from the day. While I don’t think I will be trading in my Mille just yet, I would definitely have a ride on a cruiser again – and it’s certainly brought the day I get one that little bit closer. It sounds clichéd, but there’s not many ways to say it: don’t knock it until you’ve tried it!”

Know-How 29

Should bikers wear airbags?

John Milbank examines the latest motorcycle safety tech, and what it means to road riders.

IT TAKES a high-profile incident to make people aware of life-saving technology. In 2010 equestrian eventing rider Oliver Townend was caught on film in an horrific fall that saw his horse – which weighed well over half a tonne – come crashing down on the Yorkshireman, pressing his head and neck over the edge of a wooden log. You can see the footage at www.MoreBikes.co.uk/ motorcycle-airbag Townend suffered a few minor breaks (his horse was fine), but was convinced his life was saved by the airbag jacket he was wearing. The video helped trigger huge sales of the technology, with many more horse riders now wearing the simple, but very effective vests.

Many MotoGP racers are currently wearing airbag technology built into their leathers (compulsory use is still being considered). Complex electronic systems monitor the rider’s velocity and body position, effectively ‘predicting’ a crash – you’ll find a fascinating video about the tech in Marc Márquez’s Alpinestars suit at the above link.

So what’s this mean for a road rider like me?

Dainese recently announced that its D-air system would be incorporated into the new Ducati Multistrada. A Dainese jacket ‘talks’ to the bike, inflating the garment in fractions of a second if it detects a crash.

It’s a clever (and expensive) piece of technology, but only currently available to a few riders.

French entrepreneur Gérard Thevenot used to own a company designing hang gliders. Concerned about the high number of accidents, he founded Helite to create a protective system for pilots.

Now with 11 years experience, Helite is the worldwide leading manufacturer of airbag vests (and responsible for saving Oliver Townend’s life). The company produces systems for Peugeot, Siemens, and many clothing brands. Available as a vest that sits over your usual riding kit, or built into leather and textile jackets, the product is becoming more affordable and practical for everyday riders.

How does it work?

Carli in her Helite AirNest air jacket.

Helite’s most common system is very simple – a CO2 gas cartridge is mounted on the front of the garment, with a spring-loaded piston primed to pierce it. An elasticated strap is attached to your bike (ideally to the tank, just under the seat), and clipped to the jacket during your ride. If you part company with the bike, the strap pulls a ‘key ball’ out, firing the mechanism within just a few milliseconds.

It takes around six hundredths of a second to become inflated enough to start offering protection, and nine hundredths before it’s at 0.23 bar – enough pressure to offer full

protection while you’d still typically be in the air following a collision.

The airbag absorbs impact energy around the body, while rapid inflation at the collar helps prevent your head from being thrown around. Computer simulations carried out by the University of Florence in Italy showed that a fall from just over one metre without airbag protection could result in severe head injury, and death from three metres. With the latest airbag design, all injury could be avoided, right up to almost five metres. Injury to the pelvis was also measured to be reduced by more than 75% when wearing Helite’s system.

Activation depends on a 30kg pull of the strap, so you won’t trigger it when you (inevitably) forget to disconnect yourself. A ‘low-side’ crash may not fire the airbag before you hit the ground, but these incidents tend to not see the rider thrown around as much as a typical urban crash that results in being ejected from the bike, and often hitting several obstacles. A CE certified Knox back protector is also built into the vest, offering superb ‘passive’ protection.

Who wears them?

MCM’s Carli and I are both now wearing Helite airbag jackets, and we’ll be keeping you updated on how we get on with them.

After several hundred miles already, neither of us has accidentally triggered them, though you can see Carli’s shock as hers is pulled deliberately at www.MoreBikes .co.uk/motorcycle-airbag I also spoke to Patrick McMaster – a doctor from Staffordshire – about his Helite vest: “I thought about buying a neck brace, but it’s a separate piece of kit to remember. I always wore a high visibility vest, which stayed on

Extensive testing has shown the benefit of airbag tech.

Patrick McMaster swears by his Helite vest. the jacket, so an airbag was the easiest option.

“In November 2013, I hit deep, wet mud on the A50. I was fine, but the bike was a write-off. Luckily there was nothing coming, but I was still grateful to the airbag for leaving me nothing more than shaken up.”

A plain black Helite vest costs £449, or £475 for a high visibility version.

“An airbag is a one-off investment,” says McMaster. “Apart rom the initial cost, there’s no reason against an airbag, but the benefits justify the price without question.”

For more information on Helite vests, go to www.helite-motorcycleairbagjackets.co.uk

30 Know-How Sponsored by 2

5 Start the engine and let it warm up, then adjust the idle screw to bring the engine speed up a fraction, helping the gauges to run more smoothly.

6 9

2 The Morgan Carbtune I’m using has ‘damper’ pipes fitted near the ends of the tubes – an ideal point to attach the vacuum pipes fitted to the bike. Link up each pipe, making sure you attach the first throttle body to the first gauge on the balancer, the second to the second and so on.

Back to basics:

Carb balancing

3

Looking after your bike is easy!

John Milbank shows you how with his 2000 Honda CBR600FY.

BALANCING – or synchronising – the carburettors on your bike is simply the process of adjusting the throttle bodies so they pass the same amount of air and fuel mixture to each cylinder. It’s important because a well set-up fuel system will help the bike start easily, run smoothly, and be more efficient. Along with improved throttle response, and a cooler running engine, the benefits make it well worth the effort.

Despite many owners taking their bikes to a mechanic to have the work done, it’s actually surprisingly simple, and the cost of a good quality balancer is less than the labour charge from a main dealer.

The adjustments on my CBR are carried out by three screws that alter the throttle openings for bodies one to three, relative to the throttle position of the fourth body (going from left to right as you sit on the bike).

The fourth carb is directly attached to the throttle, and the third is adjusted relative to this via a small sprung screw between the two units. These form a pair of carbs. The first and second carbs are adjusted relative to each other by another screw, forming the second pair, then these two pairs are balanced against by a screw in the middle of the bank of carbs.

This is one of those jobs that makes more sense as you do it, and is surprisingly easy. In fact, I filmed myself doing it for the first time, which took just five minutes: www.morebikes.co.uk/morgancarbtune-pro-review If you’ve got a newer fuelinjected bike, don’t assume that this is all irrelevant to you.

Synchronising the fuel mixture is just as important, and the process is largely the same. Regardless of what machine you own, investing in a Haynes and/or Clymer workshop manual is well worthwhile, and will guide you through the steps specific to your bike.

7

4

7 9

4 Hang your balancer somewhere that’s easy to see while you adjust the carbs – the Carbtune simply attaches to the lever or the handlebar. Make sure that none of the pipes are kinked or trapped.

5

1

5 1 The carbs are measured using the vacuum pick-up points on the bottoms of the bodies. On some bikes, getting to these is a bit of a fiddle, and may require adaptors to attach a tube to. On the CBR it’s a piece of cake: four rubber tubes are attached already, and stowed on four blank plugs on the underside of the airbox. Pull one off at a time...

8 When you’re happy that the third and fourth carbs are as balanced as possible, move over to the first and second. By adjusting the screw between these two bodies, you need to get the first and second gauges as level with each other as you can. It doesn’t matter where they sit in relation to the third and fourth gauges.

9

3 Pop your tank safely on a workbench, and connect it up with a long length of fuel pipe.

Before you start

Balancing the carbs should be done when the bike is fully serviced – the air filter should be clean, and the valve clearances should have been checked. Anything that affects how the cylinders suck fuel in is going to skew your results. While you have the tank off, also check and replace any perished or split pipes that could cause an air leak.

As you need the engine running for this job, it’s best done outside, as plenty of ventilation is very important for your safety.

6 Give the throttle a couple of ‘blips’, to make sure it’s settled, then take a look at the vacuum gauge. Each bike manufacturer specifies its own tolerances – on the CBR it’s within 30mm Hg, which refers to the old mercury meters. My carbs weren’t far out, but I wanted them to be spot-on…

7 Remember that the fourth throttle body is your reference point, so with a long screwdriver, carefully adjust the screw between the third and fourth throttle bodies to get the third vacuum gauge as close as possible to the fourth. Ignore whatever happens to the first and second gauges. Try to put as little pressure as possible on the screwdriver as you make any adjustments, and always take it away from the screw, and ‘blip’ the throttle before taking your reading.

8

9 You should now have the first carb reading level with the second, and the third carb level with the fourth. The last step is to simply adjust the screw between carbs two and three to balance one and two with three and four. When you’re happy, disconnect the gauge, pop the bike’s vacuum tubes back into place, and refit the tank. It’s as simple as that...

Job done!

For more info on the excellent Morgan Carbtune, go to www.carbtune.co.uk or call 028 9023 9007

Q&A

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

The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law – and they have full bike licences too. They don’t act for insurance companies or the prosecution.

White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor, get proper independent advice.

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

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

Need advice?

Need advice on a biking-related legal question or query? Email mail@whitedalton.co.uk The best Q&A will be published in MCM, in confidence, of course.

RIDERS AND THE LAW Legal matters made simple 33

Specialist motoring solicitor Andrew Prendergast guides our readers through their legal trials and troubles...

I have a weird situation… My mate lives out Q in the sticks in a little housing estate.

I swung round to see him on my XJR1300 and

as I turned into his close my front-end slipped away and I tumbled off. I hit the deck and fractured my elbow. Upon getting up I saw the road was covered in oil. Not engine oil but cooking oil.

I got loads of photos and a video showing it, and when I spoke to my mate he told me they have a mobile fish and chip van that comes around to the village once a week that had been there the night before. Can I claim against the fish and chip van, or am I stumped?

You need to be able to prove on the balance A of probabilities that the fish and chip van left the cooking oil on the road. The fact you

have photos and video will help and I would find out their details and direct the claim to them.

From what you have said it seems likely the cooking oil came from their van so you should be successful.

However, if you cannot prove it on the balance of probabilities, then you should consider making a claim against the Motor Insurers’ Bureau under the untraced driver’s scheme.

Every time we all pay motor insurance, some of the money goes in a big pot used to compensate people. In short, if you can prove the oil came from an untraced vehicle that should be insured, you can claim against the MIB. I was out with some mates for a blast up the Q coast near where I live on my new MT-09. I went for an overtake, and in all honesty I was

doing about 45mph in 30mph when I spotted a speed camera van parked up in a well dodgy position on the side of the road. I have since

“NICE BIKE MATE…” 1993 YAMAHA XJ600 DIVERSION

been offered a speed awareness course as an alternative to prosecution. However, my mates reckon I should defend the case because we think the camera van was parked illegally on the footpath. What do you reckon?

Firstly, at that speed the likely punishment if A you plead guilty or are found guilty at Court would be a penalty points endorsement of 4-6

points and a maximum fine of £1000, in addition to Court costs. Further, for offences where a fine forms part of the punishment, you would usually be required by the Court to pay a Victim’s Surcharge of £15. Alternatively to points you could be disqualified for up to 28 days.

Secondly, there is no legal defence to speeding simply if the camera van was parked illegally. By all means you are entitled to challenge the prosecution to provide the evidence that they say substantiates any offence, but if they have their evidence in order you could be stumped.

As such, unless you are up for a gamble, because you know you were speeding my advice would be to strongly consider accepting the speed awareness course as you will avoid points on your licence, which is to your advantage.

For more info, go to:

www.whitedalton.co.uk

Name: Pip Burman From: Spilsby, Lincolnshire Occupation: Semi-retired joiner Owned bike for: One year Tell us about it: I’d not ridden a motorbike for around 44 years, and got back into riding when my son moved back in and I saw his bike. I was looking for something that was easy to ride and comfortable, so the Diversion was the perfect solution. I often ride out with my son and friends, heading to local places such as Matlock and Scarborough. I haven’t added anything to the bike – and have no plans to – as I love it just the way it is. It has the right amount of power for me and allows me to enjoy being back out on two wheels after all these years.

Power: 61bhp Torque: 34lb-ft Engine: Air-cooled, four cylinder Wet weight: 182kg Seat height: 770mm Current value: Dealer £1000; Private £850; Part-ex £650

34 know-how

The home of the Hugger

John Milbank finds out how the aftermarket bodykit industry has evolved since the early days of LCs. In 1986, an industrial designer teamed up with a mate to produce colourmatched belly pans for Suzuki RG125 and RG250s. Working with Cash on Delivery, and communicating with overseas customers via Telex, this was a time when the only aftermarket bodywork available was universal, and in just a few colours.

Ben Bowser’s still passionate about industrial design, and as one of the

managing directors of Pyramid Plastics, he’s as enthusiastic now as when he started modifying the RGs. It’s a different world today: “When I first started doing shows at the NEC in 1987, my average customer was 19 years old. Now I’m 57, and my average customer is 67!

“The market has changed massively, but confidence is definitely returning to the motorcycle industry after a lull for the last few years. Of course, there’s more money available now with the banks paying out on mis-sold payment protection too.”

What’s also clearly proving a boost to the industry is the new range of motorcycles being launched. Look back several years and it was the Honda Hornets and Suzuki Bandits that fuelled the aftermarket parts businesses. Now, with Yamaha’s superb MT-09 and MT-07, there’s a renewed passion for motorcycle individualism.

Screens, Huggers and mudguards

The first Pyramid products were for Suzuki RGs in 1986.

There’s not just the big four brands to worry about now (Honda, Suzuki, Kawasaki and Yamaha): Triumph, BMW, Ducati and more are all bringing out new models every year that need accessories.

A brand-new MT-09 is measured and fitted out with prototype parts by the Pyramid Plastics R&D team.

Parts for sportbikes aren’t as popular as they used to be – partly due to the downturn in that market, and partly because many sports owners now want to keep their bikes completely original. The most lucrative area today is in motorcycles of three to four years old, with the most popular being adventure bikes.

Ewan, Charley and the GS weren’t just a game-changer for BMW; the bike opened up opportunities across the accessory world.

Tucked away in the corner of a Lincolnshire industrial estate, Pyramid Plastics is one of the bestknown body kit suppliers. From bread-and-butter products like the Extenda Fenda, to colour-matched seat cowls and huggers, the chances are you’ve had one of the company’s products on one of your bikes.

Many of the parts are hugely popular in dealerships – bikers calling into their local store will often find something to buy, whether it’s a screen, or the simple but effective Extenda Fenda and Ductail. It’s why Pyramid is impassioned about supporting the bricks-and-mortar bike shops that are so important to the UK’s biking community.

A huge amount of stock for hundreds of bikes is kept in the Gainsborough unit, including the old Kawasaki ZX-7R two-tone, colour matched seat cowls. Hundreds were sold, and the development costs have long been paid off, but there’s still a demand.

Building partnerships

Using UK-based businesses to help produce product is what keeps

A batch of the company’s Fenda Extendas waiting to be shipped.

Pyramid efficient, says Ben: “We haven’t got a £300,000 multi-axis robot to trim plastic, but a business in Leeds has, and they do it for us. We haven’t got a paint plant, but Dream Machine has; we haven’t got injection

know-how 35 moulding equipment, but a guy in Hertfordshire has...” It’s the R&D knowledge, the customer service and the market experience that makes Pyramid able to offer such a massive range of products.

“By teaming up with Puig in Barcelona, and Ermax in Marseilles, it’s far easier to keep up with the demand for kit, making Pyramid a one-stop shop for aftermarket motorcycle bodykit, and allowing us to offer a combined development experience of over 100 years.”

Designing for new bikes

The main priority is keeping pace with the new models coming onto market, which is why there’s an MT-09 stripped, and covered in clay and measuring tools, sat in the research and development department.

It’s already a hugely popular bike, and of course, Yamaha will produce its own range of products, but as Justin Patchett, marketing manager at Pyramid says: “People need a choice.

If you only had Yamaha’s selection,

there’d be a lot more owners trying to do their own mods, and I’ve seen home-made parts made bodged together from cardboard and pop bottles before!

“Ultimately, we’re here for the people who want to customise their motorcycles, while still getting on and riding them. We just want to give them the best choice.”

The MT-09 sitting in R&D was bought from a local dealer in December 2013. The first product on the market was its Extenda Fenda in February 2014, the first batch of which sold out within two weeks.

The development team strip the bike, measuring every point from the swingarm pivot, then create clay parts that are carefully shaped by hand.

These are duplicated in model board (a rigid polyurethane material for prototyping) before being vacuumformed on site. From here, a resin cast is made, sanded and refined further, before being sent away to create the production tooling.

There’s a lot to design: front screens; Extenda Fenda; radiator

The history of the Hugger First recognising the benefit of the ‘slipstream mudguards’ that started life as original equipment on Italian bikes like Ducatis, Pyramid Plastics wanted to be able to offer the same product – that attached to the swingarm and hugged the rear wheel – across a range of popular bikes.

In 1988 the term ‘Hugger’ was born when Pyramid released them for Kawasaki’s AR50/80 and Yamaha’s RD125LC.

An old leaflet, showing the original Hugger brand.

Parts are modelled and crafted by hand.

From clay, through model board, to vacuum-formed prototype. cheeks; side infills; Hugger extension; a full replacement Hugger; belly pan; seat cowl; Ductail and more.

Some machines cost more in time and money than others: Fairing lowers for the new Suzuki Bandit required a full computer-generated render to be produced by Newcastlebased Xenophya. The bike was sent to the company, where designs were visualised before being modelled.

Xenophya’s clients include Aprilia, Royal Enfield, Rieju and Yamaha YEC racing parts. It’s also responsible for the design of Triumph’s Tiger 800 and Explorer.

Even the Extenda Fenda is in constant development, the construction material evolving over time, and its fixings moving from selftapping screws in the early years, through plastic push-rivets, to advanced adhesives – the same used

by Jaguar, Caterham and Aston Martin to stick car body panels together.

Full-size render of the new Suzuki Bandit gives the team accurate dimensions.

Looking to the future

The Extenda Fenda is a great guide to how popular a bike is going to be – the number of calls Pyramid gets for the front mudguard is the perfect guide to the value of investing in R&D for a bike. The Honda NC700 is a good case in point, proving to be a hugely popular machine.

The first seat cowls were seen on Japanese bikes like the RD and RG500.

Pyramid picked up on the idea, and was able to offer it to almost every biker. The same is happening today with the hugger extensions that are bonded to the short items supplied with many new bikes. Pyramid already has several fittings available, with many more to come: “We’re not always first on the market,” says Ben, “but we make sure we do something different, something that – we believe – the customer really wants.”

Find 1000s of bike products at www.pyramid-plastics.co.uk

A clay-built deflector is tested on the bike.

CLASSIFIED

Selling your bike is FREE for private readers

Online: www.motorcyclemonthly.co.uk Email: freeads@motorcyclemonthly.co.uk Post: MCM Reader Adverts, Media Centre, Morton Way, Horncastle LN9 6JR

SUZUKI 1250 BANDIT 2010, Grand Tourer, 9000 miles, 12 months MoT, 6 months tax, service history, extras include Fender Extender, Heated grips, handle bar raisers, touring screen (original included), colour coded hugger, other extras at a price, colour coded Bagster tank cover and bag, genuine reason for sale, no tyre kickers please, £4500.Tel. 07855 327280. Gloucestershire.

SUZUKI BANDIT 650cc, 2010 reg, 10,000 miles, one mature owner, perfect as new condition, serviced with oil change every 1000 miles, all as standardvery good price, thus no offers, but you wont find a better example, £2800. Tel. 01691 661208.

Shrops.

SUZUKI D1 1000 K2,V Strom, fsh, 30,000 miles, photographic proof of work done, vgc, handguards, heated grips, back box plate, Givi touring screen, good tyres & chain. Tel. 07534 427312.

Lanarks.

SUZUKI DRZ400E 2005, 9000 miles, good condition, well maintained, only £1650 or with Supermoto conversion as shown, wheels, chain & sprockets etc, £1950. Tel. 07766 710372.

Dorset.

SUZUKI GS550 1978, 28,500 miles, MoT April 2015, tax August, new rear tyre, many new parts, fitted over three year restoration, £950. Tel. 07718 733075. Notts.

SUZUKI GSR600 2007, silver/black, vgc, 17,800 miles, 12mth MoT, Givi full luggage rack including two panniers, Baglux tank cover, rear hugger, black screen, garaged. £2750. Tel. 07930 446953. Lancs.

SUZUKI GSX1100G Street fighterish, 32,000 miles, MoT from 7/03/14, torn seat, choke cable broken, good runner, £1300. Tel. 07783 373912. Bucks.

SUZUKI GP 125 1981, just 6,500 miles, all MoTs, t&t, exchange Suzuki X5 200cc, standard good condition, with working electric starter, cash adjustment. Tel. Paul 01202 427222. Dorset.

SUZUKI GSF600X one lady owner from new, built to my spec by TrikeShop Cardiff in 1999, 9500 dry miles, always garaged, fully adjustable wish-bone suspension on rear, Gas shocks, 185/65/14 tyres, new service and MoT, £3800 ono. Tel. Kay 01646 651058. Pembs.

SUZUKI GSX650 FLO Sept 2010; blue; only 2400 miles; MoT & tax August 2014, mint condition, hardly used, beautiful bike, one owner from new, full centre stand, full touring screen, £3850. Tel. 07970 843092 or 01923 821223.

Gtr London.

SUZUKI GS 1000 EN new tank, forks, hard chromed, new battery, recent ‘O’ ring chain, good tyres, Boyer ignition system, tested July, will put full test on, any enquiries welcome. £2000 ono. Tel. 01642 488493. Teesside.

SUZUKI 600 GSF 02, needs attention, snapped exhaust bolt, 1200 miles, new tyres, good chain pads, new battery, swap commuter Enduro, value £1800. delivery available Tel. 07796 481113. Durham.

SUZUKI GSF650 2009, 3650 miles, metallic silver, full panniers, heated grips, hugger, full MoT, five months tax, many extras, excellent condition, £5500. Tel. 07766 126140. W Mids.

SUZUKI GS 500 selling useful good spares including standard exhaust system, petrol tank, carbs, starter motor, CDI unit and lots more, no longer needed. Sell individually or as a lot for £115.

Tel. 07817 484177. W Yorks.

SUZUKI GSXR K2 600cc, 2002, 17,740 miles, vgc, hardly used past few years, nearly new tyres, new pads, Suzuki battery one year ago, tool kit, hand/service book, MoT, 6 mths’ tax, £2700 ono. Tel. 01787 319252; 07450 243619. Suffolk.

SUZUKI BURGMAN 650 Exec, ABS, electric screen and mirrors, 2005, 50,000 miles, private plate on Sorn, has MoT, top box, good condition, £2000 or offers. Tel. 01604 880822. Northants.

SUZUKI BANDIT 650 10 plate, faired with ABS, one previous owner, 5700 miles, 12 months MoT, excellent condition, new Bridgestone tyres, fsh and two keys,. Tel. 07818 518003. West Midlands.

SUZUKI BURGMAN AN400 18,500 miles, MoT/tax March 2015, full dealership s/h, one mature owner from new, £1900.

Tel. Eric on 01642 325253; 07974 798874. Teesside.

SUZUKI GS 850 1979, 12 months’ MoT, nylon coated frame, Goodridge hoses, 31k dry miles, new rear tyre, excellent runner/ condition, owned 30 years, full history, £1800. Tel. 07977 374968. W Glam.

Honda CB500

THERE was a time when a 500cc parallel twin was the zenith of motorcycle desirability, but then the motors grew to 650, and the Japanese came along and rewrote the rule books. Japan’s relationship with big twins has always been an on/off affair but it’s arguably Honda that redefined the genre.

Back in 1993 Honda caused ripples by reinventing a concept most had given up on. The press initially sneered, until seeing the interest from the public. Suddenly here was a viable replacement for the venerable Kawasaki GPz500. Almost overnight the bike found legions of fans who wanted power without being frightened, quality and reliability without excessive price, and a return to no-frills motorcycling. Know that Honda doesn’t normally perpetuate dogs, and be reassured by a 10 year model run that was only brought to a halt by Euro 2 emissions regulations.

So what’s so special about a CB500?

Ease of access, comfort, practicality, usable power and decent fuel economy for a start. Any motorcycle beloved by training schools, couriers, and even trackday instructors has to be substantially better than average.

A French magazine used a CB500 for 50,000km/31,000 miles and then took it apart only to find it was in pristine condition. More than double that mileage later only the pistons/rings and camchain were replaced, and then only because the motor was apart; it would happily have kept running on its original components.

Here in the UK the bike was a popular way in to road-racing via the Honda CB500 Cup race series, and 40 examples were used in a Le Mans 24 Hour race in which not one machine experienced a single mechanical issue.

The riding experiences fed back to the pilot from a CB500 are perplexingly greater than the sum of their combined sensory contributions. You know exactly what’s happening, yet there are no sudden inputs, no unexpected changes of chassis geometry and no bottoming out of suspension. Honda is sometimes accused of sanitizing the motorcycle, yet this misses the point; what you have in a CB500 is a willing and involving bike that’s somehow viceless.

There’s even a very useful storage compartment under the seat that will

SUZUKI RG150 classic, two Stroke new & unused bought in 2005 and been on Sorn in storage, has new wheels/forks/ tyres + originals, full power model (36hp) call for details/pictures, £2250. Tel. 01788 815032.

Warks.

SUZUKI SV 1000 K3 2004, red, 19k miles, good condition, tank bag cover, new battery, good tyres,c hair, brakes, can tax, MoT Jun 14, reliable, reluctant sale, £2500. Tel. 01642 872683; 07766 133748. Cleveland.

SUZUKI SV650S white, reg June 2013, less than 500 miles, crash bungs, oil and filter first serviced, £3800 ono. Tel. 07909 687095.

Hants.

SUZUKI T350 1972, UK bike, matching frame & engine numbers, MoT & tax to June 2014, regularly ridden, nearly all major components are original, not a show pony but very good condition at 42 years old, a great bike to be used & enjoyed, £2950.

Tel. 07801 808552. Cheshire.

SUZUKI 650 V-TWIN 61 reg, MoT, excellent condition, 47k miles, £3000 ovno. Tel. 01424 722802; 07852 848615. Sussex.

SUZUKI TL1000S-V 1997, red, superb condition, owned by me since 1999, one previous owner, 20,934 miles, New Pirelli Angel ST tyres and battery, MoT, £1995.

Tel. 02392 267403. Hants.

SUZUKI GSF 600 BANDIT (1995 to 1999) original exhaust downpipes, two silencers, all in good condition, but both downpipe and one silencer requiring Banditmania repair, £50. the lot Tel. 07749 876511. Herts.

SUZUKI GSX 250 1981, t&t June, good engine, tyres, C&S, £250.

Tel. 07979 410337. Hants.

SUZUKI HAYABUSA 1998, bronze/silver, unrestricted low miles, £3500. no offers Tel. 0121 4757249. B'ham W Mids.

SUZUKI RF 900 900cc, 1997, 28k miles, green, t&t, in nice condition and quick, consider p/x or exchange for road registered trials bike or sell £1350. Tel. 07790 51582. Shrops.

SUZUKI RGV 250 UK, 1992, J reg, Classic 2 stroke, only 4 previous owners, new battery, new front brake pads, new spark plugs, full MoT when sold, 19,392 miles, very good condition, only used in summer months, only a few small scratched to paintwork, and a small dent on fuel tank, sold as seen, £3500 ono. Tel. 07517 817839. Cambs.

SUZUKI TEMPTER 400 1997, MoT/taxed, blue, double sided, TLS drum, f/brake, excellent condition, looks like British single, v rare, low mileage, £2500. Tel. 0777 9068009. Shrops.

SYM SYMPLY 125cc scooter, silver, 2009 only 6000km, 4 stroke twist & go, fantastic condition, as good as new, handy underseat storage, needs nothing, long MoT, tax end May, very cheap at £795 ovno. Tel. 01845 523846. N Yorks.

SYM 125 motorcycle silver, 4000 miles, t&t, vgc. Tel. 01246 476659. Derbys.

SYM XS125K black, 2009, approx 14,000 miles, new rear tyre and chain, two female owners, good condition, currently on Sorn, £650 ono. Tel. Claire 01209 212034. Cornwall.

TRIUMPH Speed Triple 955i, 2003 on 53 plate, totally immaculate, pampered bike, just under 12,000 miles with extensive history, valves clearances done last year during major service, new battery, many extras including carbon fibre frame protectors and bar ends, mirror extenders, custom levers, alarm, trident high level Titanium exhaust, original exhaust/seat etc included.. Tel. 07964 275404.

Glam.

TRIUMPH Speed Triple 955i, 2003, new battery, decent tyres, 12 months t&t, £3100.Tel. 07503 623906. Merseyside.

TRIUMPH 3TA (T21) 350cc twin, 1964, "bathtub", new battery, crank Bush (r/h) replaced, easy starter, good runner, very tidy, photos via phone, old age/health forces sale, met blue, £3000. Tel. 07941 473812. N Lincs.

TRIUMPH Rocket Three, 2013/13, Phantom Black, 1400m only, Triumph cat 1 alarm, crash bars, Sissybar, all keys, V5 & paper work, finance clear, immaculate condition, must be seen, £10,000 absolute bargain Tel. 07775 68009. Essex.

TRIUMPH 955 Speed Triple, 2003 on 53 plate, totally immaculate, just under 12,000 miles with extensive history, valves clearances done last year during major service, new battery, many extras including carbon fibre frame protectors & bar ends, mirror extenders, custom levers, alarm, Trident high level titanium exhaust, original exhaust/seat etc included, £3250. Tel. 07964 275404. Cardiff.

TRIUMPH BONNEVILLE T100 spec, 2004, 5800 miles, 2 into 1, rear sets + originals, vgc, £3400.

Tel. 01403 241413. W Sussex.

TRIUMPH BONNEVILLE America, 2007, less than 3000 miles, vgc, £4000 ono. Tel. 07852 673167.

Suffolk.

TRIUMPH BONNEVILLE SE 2013, orange and black, still under warranty, as new, 2000 dry miles, centre stand, Givi box, variflow screen, £5500. Tel. 07778 728058. Merseyside.

Every month Steve Cooper from the Vintage Japanese Motorcycle Club picks out another great example of classic oriental metal. happily accommodate more than just the thinnest over-suit, and add in the half fairing from the later CB500S and it would be hard to find a more comfortable ride. If you thought the bike was dull, try winding one up beyond 8000rpm and feel it pick up.

The cam-driven, eight-valve head and the downdraught carbs that owe more than a nod to the Fireblade’s inlet system all work together to bring a smile to your face.

The fact that Honda reintroduced 500cc parallel twins last year can hardly be coincidence. The biking world is now far more focused on efficiency than speed. You could, of course, spend significant money on a new half-litre Honda twin.

Alternatively you could throw substantially less than two grand at a CB500, get cheap insurance as it’s a classic, and luxuriate in the knowledge that you’re riding one of Japan’s most overlooked modern classics.

Get into classics with the VJMC

It’s funny how bikes go in and out of favour. The Vintage Japanese Motorcycle Club was formed at a time

when a 500 was a do-anything-goanywhere machine, but within a few years the half litre concept was almost a sleepy, forgotten, backwater.

There’s a world of fun out there though – torquey two-stroke Suzuki T500 Titans, sublime Honda CB500/4s, mad Yamaha XT500 trail irons and banzai Kawasaki H1 triples we have in spades. Or how about Yamaha’s quirky XS/TX 500 twin, Honda’s Ascot FT500 flat tracker, the scare-you-witless Suzuki RG500 or the super rare Kawasaki Z500 four.

Want your fix of Japanese classics? Then you need...

5 issues for £12

Visit www.classicmagazines.co.uk/cmmvjmc Call: 01507

529529 and quote code: CMMVJMC

Expiry: 27/06/2014 *UK only offer

If you fancy a UJM (Universal Japanese Motorcycle) the club probably has more examples than you could imagine. If you fancy any of the above you could do a lot worse than tap us up for the inside-line on what are possibly the most overlooked bikes out there.

The VJMC; run by motorcyclists for motorcyclists www.vjmc.com membership_vjmc@yahoo.co.uk 01324 410519

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46 UsEd BIKE RIdE

UsEd TEsT:

2012 Suzuki GSR750

“NICE BIKE MATE…”

2001 Honda VTR1000 Firestorm

Dealer price: £5499 | 105bhp | 59lb-ft liquid-cooled inline-four Tested by Bob Pickett

THE GSR750 takes over the naked middleweight slot in the Suzuki range from the outgoing and much lamented Bandit (and the much unlamented GSR600), sitting above the newbie-friendly Gladius. They are popular second-hand; of the four at the dealer when I called to book the test ride, two went during the week and another was about to leave as I turned up.

Give me some spec...

A twin-spar steel trellis frame houses a mildly tuned version of the GSX-R750 K5 engine (down to 105bhp from the original 145). As is the way with these things, it loses top end, but is aimed to make an already flexible plant more useable in an everyday environment. It is available in ABS and non-ABS options; our test mule featured ABS. A popular modification with owners appears to be replacing the stock end-can with a Scorpion aftermarket item – two of the four

Dealer details

With thanks to Johns of Romford, Rush Green branch, for the loan of the bike. www.johnsofromford.co.uk Tel: 01708 754775

used models at the dealer featured this. Suspension is, as ever, the cost-cutting spec with only the preload being adjustable.

So what’s it like to ride?

The GSR’s sporting lineage is apparent when you sit on it. The riding position is definitely on the sporty side (pegs set well back but very comfortable), firm (but comfortable) saddle, the rider is laid over the tank but rests their hands on bars rather than clip-ons that rake back and up ever so slightly. Odd at first, but once you’re used to them they make perfect sense (though dawdling in traffic this puts pressure on your shoulders).

The retuned engine will handle pottering about in town (lumpy at 2k, but conversely will pull cleanly from the lights in second), and will glide in a relaxed manner when needs be. But what this bike is all about – and why you would want one – becomes clear when you open it up. The traffic cleared as I came to a set of well-surfaced, sweeping bends. So I tipped it in and opened the throttle... and the GSR transformed. Suddenly it was a taut, charging beast, thrusting from one corner to the next with total assurance.

Name: Timothy Bull From: Hook, Hampshire Occupation: Catering development manager Owned bike for: 2½ years

The suspension, wonderful in the above scenario, can get flighty, giving too much feedback through the front on bumpy roads. The ABS brakes give more than enough stopping power, with great control and feel.

What nick is it in?

This one was clearly loved by its previous owner, with nothing I could spot that needed tending to.

With the low miles recorded, it’s barely half-way to the next service, with plenty of life left in the tyres.

Should I buy it?

A 2012 model with 2200 miles for £5499. Prices appear to range from a couple of hundred either side of this, but the miles on the clock tend to be about double (although in Berkshire there is a 2012 model for £5k with just 50 miles ridden!), so given the lower than average miles I’d say it is worth considering if you want a general-purpose bike that will do the commuter stuff, but really wants you to give it a workout.

Tell us about it: I bought it for £1699 with 11k miles – it’s absolutely mint. I took advice from the vtr1000.org forum and got a full service done, and manual camchain tensioners fitted straight away upon collection. I use the forum for any bike related questions and general chit-chat.

I’m 6ft 1in and the bike is comfortable and a pleasure to ride.The aftermarket cans add character, immediate throttle response and power compared with the standard cans – it’s a different bike without them entirely.

The simplicity of bikes around Y2K is what I like: no alarm; no ABS; no warnings and beeps; manual choke. Mine is the last of the 16 litre tank models, with silver wheels prior to the larger 19 litre tanks and updated speedo display being rolled across the range in 2002.

Power: 109bhp (81kW) @ 9000rpm Torque: 72lb-ft (97Nm) @ 7000rpm Engine: 996cc four-stroke 90° V-twin Wet weight: 202kg Seat height: 810mm Current value: Dealer £1600; Private £1450; Part-ex £1200