Motorcycle Sport & Leisure February 2018 by Mortons Media Group Ltd

INSIDE!

NATHAN MILLWARD’S GETTING INTO ADVENTURE 48 PAGE SUPPLEMENT

Generation Z:

2018 KA KAWASAKI

Z900RS Z90 The most authentic retro bike yet!

Plus:

1973 Z1 Z

February 2018 No.689

Kawasaki’s iconic 70s superbike

1000+ mile test:

BMW MW vs MT T 10 T-10 0 R120 00GS TOU URE ER

Buying gu uide:

USE ED HOND DA

CBR R600RR How tto bag a good one PLUS: LA AUNCH TEST: DUCAT TI MONST TER 821 u R ROAD TEST: HON NDA REBEL u TRAIL TEST: HUSQV VARNA 70 01 u 2018 K KTM RALLY SPY Y SHOTS u KNOW WLEDGE: YOUR BIKE’S S FRAME, WINTER JA ACKETS & LATES ST KIT

Oops, I did it again... Mikko Nieminen

or as long as I can remember, the first questions I have asked about any bike I’ve been interested in buying have been: how fast does it go; how much power does it make; what does it weigh; and what’s the price? From all that info, a formula appears where you add, subtract, divide and multiply the different numbers until you can justify buying the bike. It works on any bike from a trailie to a commuter, and somehow the outcome is always the same – you convince yourself that buying this bike is not just a possibility, it’s your right, duty and destiny to do so. And why not? A bike is a sound investment; no more paying for a travel card, waiting for a bus that’s late or tearing your hair out in a traffic jam. And who knows, it could also be a future investment – have you seen the prices of some of these ‘barn finds’ lately? By the time the numbers have been sufficiently crunched, you can declare anyone who dares to question this logic hopelessly deluded – after all, you have the data on your side. Of course, other factors such as ‘does it actually run’, ‘why is there nothing where you’d expect to see a carburettor’ and ‘is that frame supposed to bend like that’ also come into the equation, but they can be quickly disregarded in the decimal round up. Naturally, the whole thing is a game of charades. I know I’m not kidding anyone with it, even myself. But it’s a time-honoured ritual, and must be repeated every time the bike-buying itch needs scratching. The mechanics of the game have changed slightly over the years. Back in the day, you had to wait for the newspaper with the classified ads to drop through the letterbox before you could let yourself loose, whereas now all you need is an iPad, a cup of tea and a secure

hiding place to go hunting for some precious (or not, as it often turns out) metal. I seem to go through cycles of this buying mania. As the first nice days of spring arrive, my nose starts twitching as I smell a cheap old track bike somewhere upwind. Or maybe a tourer for the summer? In the autumn there’s always a need for a winter hack or a trail bike. These urges don’t always develop into actual buying, often just a good old browse on a well-known auction site is enough to remind me that a) I don’t have any money, b) I don’t really need another bike, and c) buying a bike can be a right hassle when the one you want is guaranteed to be located at the other end of the country. And to tell you the truth, I’m a terrible buyer. I know how I’m supposed to do it – play it cool, check all the angles, and think. What I do instead is hopelessly fall in love with a bike, ignore any real or potential problems and proceed straight into obsessing about it. All that’s left to do is the formality of handing over the cash. So bad, but so good! The latest temptation rolled into my life on two knobbly tyres, a questionable frame and a modest engine capacity of 350cc. I had been on the lookout for a trail bike for a while and when a mate was selling his old Suzuki DR350 I was hooked before I could say ‘how much?’ Once again the old formula started churning the numbers. Perfect time of year, good price. Crunch, crunch. Low maintenance, easy to ride. Crunch, crunch. Must have it, must have it. Crunch, crunch. Sold, to the gentleman who really should have spent his money on his mortgage. Oops, I did it again...

Mikko Nieminen, Editor

Motorcycle Sport & Leisure’s contributors... Alan Cathcart Alan Cathcart has been writing about bikes for more than 30 years, and riding them for even longer. He’s regularly given the keys to factory prototypes and being on first name terms with the bosses of bike companies around the world allows him to bag many scoops.

Roland Brown Has ridden for 37 years and been a bike journalist for more than 30. At Bike he ended up as deputy editor before going freelance. An author of 11 books, as a racer he was Bemsee 1300 champion 1984 and raced UK F1, Superstock and Superbike, plus World F1 races.

Chris Moss Mossy has raced the Isle of Man TT, dispatched in London and ridden everything from CX500s to fullblown GP prototypes. A former chief motorcycle tester for Motorcycle News, the veteran journo admits he’s still loving two-wheeled life, and still learning.

Peter Henshaw Peter knows his stuff – he’s a former editor of this very magazine. Now a freelance journalist, he’s got the same enthusiasm for anything with wheels that he’s had since a child. An all-year-round biker who doesn’t own a car, he has more than 40 books to his name.

Leon Mannings Doc Leon is a man on a mission to promote the rights and interests of motorcyclists in the corridors of power where policy is shaped. He advises various groups including MAG, and reveals what’s really going on behind the scenes...

www.mslmagazine.co.uk 3

Contents

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28 NEWS & OPINION: 7

News The latest two-wheeled news

Products Kit yourself out for the new season

Your letters Our readers have their say

Subscription offer Save £££ by subscribing

Leon Mannings Dieselgate, emissions and dead ends

The High Sider Achieving the impossible

Maynard Hershon Urban bikes

48 TOURING & ADVENTURE 67

Touring news

Return of the prodigal son

Day ride

Chasing Rossi

Visiting Father Ted’s place

Richard Millington The world is a book

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Mid ride Long ride California touring

Morocco on WR250R Trail riding in the desert

February 2018

TEST FLEET

ROAD TESTS

Ducati Monster 821

Time to say goodbye

What’s new?

Husqvarna 701 Enduro

A week in the life of...

Kawasaki Z900RS

Classic test

Honda NC750S DCT Peter hangs on to the Honda

1973 Kawasaki Z1

Suzuki V-Strom 650 Mossy goes touring

Retro with a modern twist

Yamaha X-MAX 400 Meet our winter scooter

Honda Rebel

Suzuki GSX-S1000F Bertie is getting a grip on things

A2-restiricted trail fun

KTM 1290 Super Duke GT

Touring test

My bike Yamaha Fazer 1000 rides again – or does it?

BMW R1200GS & Yamaha MT-10 Tourer

KNOWLEDGE 26

Winter jackets

All you need to know

Kawasaki Z range history From the Z1 to the Z900RS

Tech talk Frames in a nutshell

Pere Tarragó Master model maker

Tried & tested Biking essentials tested

108 Kevin Cameron Recognisable style

Get your knee down

114 Tony Carter

And improve your cornering

Tough love

102

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6 Motorcycle Sport & Leisure â&#x20AC;&#x201C; established 1962

NEW Need to know ◆ Your letters ◆ First rides

TEST PHOTOS REVEAL KTM 790 ADVENTURE R

KTM caught testing the 790 Adventure R prototype, preparing to launch it as a production bike.

emember the middleweight adventure prototype from KTM that we featured in the last issue? Well, now we’ve been sent these pictures of the KTM 790 Adventure R in action. And seeing the bike out in the hands of a factory test rider proves that the bike from the EICMA show in Milan really is a forerunner to a production version of the hot mid-weight adventure bike. The images show that the forthcoming proddieversion of the bike is likely to be nearly identical to the prototype with a high exhaust, serious sump bash plate and the same bulging lower fairing. Powered by the new LC8c motor, the 790 Adventure is likely to make in excess of 100bhp (it’s the same engine as is now used in the new 790 Duke and that makes 103bhp at 9000rpm and 63lb-ft of torque at 8000rpm) and weigh well under 180kg.

The 799cc two-cylinder, four-stroke DOHC inline engine has eight valves actuated via DLC-coated finger followers, electronic fuel injection, two balancer shafts and semi dry-sump lubrication with oil cooler. If the Adventure R that got jaws dropping at EICMA gets anything near the same level of tech in production form as the 790 Duke got then expect the Adventure R to have ABS with Supermoto mode, lean-angle sensing traction control, quickshifter+, launch control, KTM ride mode technology with customisable off-road mode and TFT dashboard. When exactly the new bike will be launched is still unclear. What we are seeing here is still officially a prototype, but it doesn’t look far from being ready. Usually the production bike follows about a year later, but whatever the case, let’s hope we see this bike sooner rather than later. www.mslmagazine.co.uk 7

Test Ride 2018 Ducati Monster 821

The Brembo M4.32 monobloc radial calipers are excellent.

8 Motorcycle Sport & Leisure â&#x20AC;&#x201C; established 1962

LAUNCH Specification DUCATI MONSTER 821 (2018) Price: From £10,095 Engine: 821cc, liquid-cooled, Desmodromic L-twin Power: 109bhp (81kW) @ 9250rpm Torque: 63lb-ft (86Nm) @ 7750rpm Transmission: 6-speed, chain final drive Frame: Tubular steel trellis Brakes: (F) Brembo M4.32 monobloc radial calipers and 320mm semi-floating discs (R) 2-piston Brembo caliper, single 245mm disc Suspension: (F) Non-adjustable 43mm Showa USD fork, (R) Adjustable Sachs monoshock Tyres: Pirelli Rosso III Wheelbase: 1480mm Seat height: 785-810mm Fuel Capacity: 16.5 litres Kerb Weight: 206kg Contact: www.ducatiuk.com

Mellow YELLOW Ducati has updated p the Monster 821. But how much has really changed? WORDS: Benjamin J Kubas Cronin PHOTOGRAPHY: Milagro

ou’ve got to hand it to Ducati – holding a launch for a bike which has, in essence, barely changed over the previous model is a bold move. The Monster 821 isn’t old or outdated, but with the 25th anniversary of the first ever Monster (with over 320,000 being produced and bought since inception), and the rest of the Monster range snugly settled in their lairs after being recently updated, Ducati needed to do something to celebrate, and this is it. While the bare bones and powerunit of the bike are identical to the 2016 version, the biggest visual change is the reintroduction of yellow in the colour options, although the Monster is also available in black and red. There are other additions and tweaks worthy of note, with the new Euro 4 friendly exhaust the next most eye-catching deviation. It’s now a bigger and more angular twin stack rather than the twin rounded exits previously used, and its inclusion allows for another worthy change – the separation of the rider and passenger foot pegs.

On the last iteration, both pegs were connected and fitted via a large cast piece in one unit. If the bike was dropped or in an accident, and that piece broke, you lost both sets of pegs on that side and paid considerably more to replace them. If you’re thinking that’s an unlikely scenario, I am, sadly, talking here from direct experience! The fuel tank has been redesigned for a more svelte appearance, with a fashionable tank-clasp at the fore, although this twiddling with styling has led to losing an entire litre of fuel capacity in the process. Ducati says that with the latest fuelling maps some of the loss in mileage is

ABOVE: The exhaust has been updated visually, and it’s Euro 4 friendly.

BELOW: The full-colour TFT dash is new.

recovered, and though we believe them, who doesn’t get irked having to fill up that little bit earlier? Other new items are the headlight, with LED position lights, and the LED tail-light. The most prominent difference from a rider’s perspective is the full-colour TFT dash. Via the dash (and handlebar accoutrements) you’re able to access the electronics suite and rider modes, see what gear you’re in and watch just how quickly a litre less fuel capacity vanishes through the new fuel gauge (even when riding hard, we couldn’t get it below 39mpg). Otherwise, the bike remains as is, the same 43mm Showa fork and Sachs shock, the same 821cc L-twin Desmodromic Testastretta engine, and the same badge on the tank. The observant may notice the bike appears to have lost a horsey or two from the claimed power figure. The number may be smaller, but this isn’t a result of Euro 4 meddling, rather Ducati is now using a different measurement factor – basically, it makes the same power and torque as before, even if it’s now claimed as 109bhp at 9250rpm, rather than www.mslmagazine.co.uk 9

Test Ride Closest rival YAMAHA XSR900 – £8699

Yamaha’s XSR900, based on the bonkers MT-09 with its eagerly energetic 850cc inline-triple power plant has a wonderful character. The XSR sports a decent electronics suite, fully adjustable suspension and an assist and slipper-clutch. On the visual side, it has a vintage style headlamp, a stitched seat, and an aluminium tank plus covers a whole host of other ‘cool’ little nods towards the sports-heritage segment.

112bhp. Mildly confusing, yes, but hey ho! The 810mm seat height (adjustable from 785-810mm) poses zero issue to my 6ft 2in frame and lanky pins, yet there’s plenty of room to bend my knees and comfortably make feet meet pegs. Likewise the handlebars were within close enough reach to my long arms, enough so that I’ve no doubt that they will be within comfortable reach for pilots of any stature. A few years ago Ducati decided to make the Monster line more roadworthy by essentially binning most of the sporting pretence, so it also dropped the rear of the bike considerably and put a lot of work into please-all ergonomics. I can honestly say that at no point throughout the entire day did my body protest, and this despite me often making it look like I was riding a slightly swollen Grom! The day-to-day general riding experience is also laudable, the clutch easy to use and the balance of bike (despite the low stance) good enough to avoid any awkward walking pace traffic paddling. First gear is fine for dawdling, but as soon as the road opens it zings through it in a heartbeat. Twist the throttle further, change up through a smooth-enough transition and second gear also provides some nice, exciting thrust. After that though, the bike does seem to be a little over-geared at times. Progress never halts, but every now and then you may just like a bit more back put into it. I’m probably making it sound worse than it actually is, but

SEAT & TANK

The seat has been restyled to fall in line with the rest of the Monster range, as has the tank, but with the unwanted loss of a litre of fuel capacity in the process.

ELECTRONICS

TFT DASH

There’s eight-stage tractioncontrol (TC), and three rider modes – Sport, Touring and Urban (the latter lops off 30% power so is essentially a rain mode). How quickly the engine responds can also be adjusted.

ENGINE

The Showa 43mm inverted fork is unadjustable. However, the base setup is excellent and showed no weaknesses on the launch over a huge number of varied road surfaces.

Adaptations to ECU software and fuelling try to fight the effects of Euro 4 exhaust and reduction in fuel capacity. The engine is a structural chassis item in itself, and features an anti-hop clutch.

when a bike is as complete an experience as this 821 is from front to back, splitting hairs is all we’re left with! I chose to ride the bike in the most powerful of the three riding modes, Sport, with the traction-control (TC) reduced to ‘1’ (out of 8) and the ABS also set to the lowest option of intervention. A claimed 109bhp, even sans TC, will rarely trouble the Monster’s mechanical grip nor the superb rubbery purchase from the excellent Pirelli Rosso III tyres. Were I to use the ‘Touring’ mode, the peak power figure remains as is but is

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FRONT SUSPENSION

The new full colour dash adjusts its appearance depending on what mode you’re using, giving more space across its face to pertinent information per mode. The menus are easily accessible, and very simple to pick up.

BELOW: The forks are unadjustable but worked well, even on poorly surfaced roads.

BRAKES

The Brembo M4.32 calipers (biting on 320mm discs) are top notch, and perfectly set up to suit the Monster, with a gentle first pull, but as much power as you ask for, be that progressive or immediate.

delivered without any edge. Then in ‘Urban’ the bike is reduced to 75bhp, which is essentially a rain mode. The Brembo M4.32 front calipers are an utter joy to experience. Literally as much or as little as you ever require from a set of brakes: wonderfully progressive, effortlessly powerful when you need them to be and beautifully set up specifically for the 821, you couldn’t want for anything more. At the front, the Showa fork is unadjustable, but offered admirable damping qualities no matter how much the rippled surface tried to unfazed it. So, was this an update worthy of an entire launch? Just about, and not just to check out the new dash, but to remind us just how accomplished a machine the Monster 821 is. I said right at the start it was a bold move holding a launch, because it would be easy to complain about the scant differences, but it simply highlighted the bike’s overall excellence and proprietary usefulness to a greater range of riders. The days of Ducatis being slightly difficult to live with are long over – the service intervals put many Japanese bikes to shame and with the introduction of uber-popular PCP schemes, now Italian chic is within reach of most, if not all.

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