RETRO BMW R
HOW TO BUY:
USED SUZUKI Rn nineT Urban G/S V-STROM 1000
STEVE
PL LATER Ya amaha MT-10 SP
VS
HYPER NAKEDS Aprilia Tuono V4 1100 Factory
November 2017 No.686
ROYAL ENFIELD HIMALAYAN 400 Indian adventurer tested
26 PAGES OF
TRAVEL & ADVENTURE From Skegness to Tokyo
EXCLUSIVE
Behind the scenes at Triumph Thailand
PLUS: YAMAHA SCR950 ◆ SUZUKI GSX-R125 & GSX-S125 ◆ MOTO GUZZI V7 III ◆ 1987 YAMAHA V-MAX ◆ MOTO MORINI CORSARO 1200 ZZ ◆ DUCATI DRE ENDURO TASTER ◆
Small is beautiful Mikko Nieminen
I
love surprises. And life on two wheels is full of them. Sometimes you’re elated at finding a new route to ride to work, sometimes you wince at the sight of ice on the seat of your bike on a winter morning – you win some, you lose some, but it’s always interesting, always surprising. This month, my biggest biking surprise came in the unlikely shape of a diminutive Suzuki GSX-R125 – a bike that represents everything that I lusted after at the tender age of 16 (okay, I may have had a few other topics of ‘personal interest’ bubbling under my acneridden teenage skin back then, but you get the point). I had pretty much forgotten about my desire for 125s since then, with much bigger bikes having stolen the limelight of my attention in recent years. Back in the day, my parents insisted that if I wanted to get on one of those 125cc death machines, I would have to pay for it myself – they weren’t remotely interested in sponsoring my quest for being cool and fast. They didn’t seem to appreciate that being cool and fast were pretty much the only things that mattered to a boy of that age. As it happened, my feeble wages from summer jobs never came close to paying for a 125cc bike in full running order, insurance and tax. Instead, I continued to ride my desperately uncool and distinctly slow 50cc Suzuki S around for another couple of years. No drama, I just had to be careful not to line up next to any of those ‘big’ bikes at traffic lights. It was still better than a push-bike. Years went by, I grew older, got jobs that paid enough for me to buy a bike, and all was good. But the allure of the 125cc class was somehow branded into my subconscious, just waiting for the Suzuki GSX-R125 launch ride to pull the plaster off and expose the old wound. And what an amazing
time I had on that little bike – it blew me away! There’s something intoxicating about riding a bike you can wind wide open and without getting spat you out of the seat. It made me feel fast. It made me feel cool. And it made me ride with much more awareness of where I was in the rev range, how much speed I could afford to drop in a corner, and how long a stretch I needed to get it to full speed. I felt like I was reliving my lost youth! And what a great time this is to be reunited with small-capacity bikes. Whether it’s because of the bike manufacturers satisfying the demand in developing bike markets or a genuine call for small bikes back home doesn’t really matter. What matters is that there are loads of exciting small bikes out there. From the GSX-R125 that I tested for this issue to the Kawasaki Versys-X 300 that featured in our last edition; small bikes are making big waves, and there’s plenty of choice regardless of your style. It also seems that people are doing more with smaller bikes than before. Sure, people like Austin Vince used small-capacity bikes for big trips a good while ago, but now it seems that travelling great distances on small bikes is becoming more of a ‘thing’, with increasing numbers of adventurers abandoning big litre plus machines in favour of nimble little bikes. One of the biggest reasons why I love small bikes is that they take biking right back to the basics – there are no fancy electronics or super high-spec components, they’re simply about the fun of riding. And travelling with less horsepower, at slower speeds, brings with it a whole new set of surprises. Did I mention? I like surprises!
Mikko Nieminen, Acting 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 bike tester for Motorcycle News, our man admits he’s still loving twowheeled 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 he’s had since he was 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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36
NEWS & OPINION 7 News The latest news from around the biking world
22
16 Latest products Kit and accessories
18 Your letters Our readers’ views
20 Subscription offer Subscribe now and save £££s
28 Leon Mannings: ‘Rising’ seas and seeing climates change
62 Maynard Hershon: With the Son on the Tuesday ride
101 The High Sider: Ladies first
TOURING & ADVENTURE 63 Touring news Lone Rider: The first British female round the world rider writes
64 Day ride: Chalk country in a day
67 Richard Millington: Maps are fantastic
68 Mid ride: No train, no strain
4 Motorcycle Sport & Leisure – established 1962
72 Long ride: Not all American road trips involve a Harley. This one was done on a Deauville
78 Turning Japanese: Riding in Japan is an experience on and off the bike
84 Touring on a cruiser: Nathan Millward rides the Yamaha SCR950 up the east coast
30
November 2017
TEST FLEET 94 Honda NC750S DCT Peter’s Honda takes a break
95 Suzuki GSX-S1000F Back on the chain gang
96 Ducati Multistrada
1200 S
Mikko heads up to Scotland
97 KTM 1290 Super
Duke GT
Tony’s toy gets toys of its own
52 ROAD TESTS 08 Moto Guzzi V7 III: The special one
12 Flat out fun with Suzuki’s
new 125s
Small bikes, big smiles
22 Royal Enfield
Himalayan 400: First test of the Indian adventurer
30 Back to basics: BMW R nineT Urban G/S
36 Steve Plater tests: Aprilia Tuono V4 1100 Factory & Yamaha MT-10 SP
46 Handmade: Moto Morini Corsaro ZZ
102 Buyer’s guide: Suzuki V-Strom 1000
112 Classic test: 1987 Yamaha V-Max
98 BMW R1200GS TE
Exclusive
The journey so far...
99 Suzuki V-Strom 650 XT Bikes and deer don’t mix
100 Aprilia Shiver 900 A shiver of excitement
KNOWLEDGE 52 Triumph’s Thai factory: Behind the scenes report
58 Ducati DRE Enduro: Welsh taster
92 Luggage debate: Hard or soft?
108 Tried & tested: Shark D-Skwal helmet, Weise Marin trousers, AlcoSense Pro Fuel Cell breathalyzer and Eigo waterproof backpack
111 Kevin Cameron: Stuck in the middle
122 Tony Carter: Oi, China. Leave that tech alone!
102
ACTING EDITOR: Mikko Nieminen: mnieminen@mortons.co.uk ASSOCIATE EDITOR: Tony Carter: tcarter@mortons.co.uk SENIOR DESIGNER: Justin Blackamore DESIGNERS: Fran Lovely, Charlotte Turnbull PRODUCTION EDITOR: Dan Sharp PICTURE DESK: Paul Fincham, Jonathan Schofield, Angie Sisestean PUBLISHER: Dan Savage: asavage@mortons.co.uk GROUP KEY ACCOUNTS MANAGER: Steff Woodhouse: swoodhouse@mortons.co.uk 01507 529452 / 07786 334330 DIVISIONAL ADVERTISING TEAM LEADER: Zoe Thurling zthurling@mortons.co.uk 01507 529412 ADVERTISING SALES: Sam Lawson: slawson@mortons.co.uk 01507 529468 SUBSCRIPTION MANAGER: Paul Deacon: pdeacon@mortons.co.uk CIRCULATION MANAGER: Steve O’Hara: sohara@mortons.co.uk MARKETING MANAGER: Charlotte Park: cpark@mortons.co.uk COMMERCIAL DIRECTOR: Nigel Hole EDITORIAL ADDRESS: MSL Magazine, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR WEBSITE: www.mslmagazine.co.uk GENERAL QUERIES AND BACK ISSUES: 01507 529529 24 hr answerphone help@classicmagazines.co.uk www.classicmagazines.co.uk ARCHIVE ENQUIRIES: Jane Skayman jskayman@mortons.co.uk 01507 529423 SUBSCRIPTION: Full subscription rates (but see page 20 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 20 for more details. UK subscriptions are zero-rated for the purposes of Value Added Tax. SUBSCRIPTION AGENTS: Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR CUSTOMER SERVICES NUMBER: 01507 529529 TELEPHONE LINES ARE OPEN: MONDAY-FRIDAY 8.30AM-7PM SATURDAY 8.30AM-12.30PM DISTRIBUTION: Marketforce UK Ltd, 5 Churchill Place, Canary Wharf, London E14 5HU. 0203 787 9001. PRINTED: William Gibbons & Sons, Wolverhampton The publisher accepts no responsibility for unsolicited manuscripts or photographs. If you are sending material to us for publication, you are strongly advised to make copies and to include a stamped addressed envelope. Original material must be submitted and will be accepted solely on the basis that the author accepts the assessment of the publisher as to its commercial value. © Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher. ISSN: 1478-8390 MOTORCYCLE SPORT & LEISURE (USPS:001-522) is published monthly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK. USA subscriptions are $66 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Bancroft WI and additional entries. Postmaster: Send address changes to MOTORCYCLE SPORT & LEISURE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@ classicbikebooks.com
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NEW Need to know ◆ Your letters ◆ First rides
DUCATI’S 208BHP V4 ENGINE FOR FUTURE ROAD BIKES The new 1103cc Desmosedici Stradale is the first Ducati V4 engine for a standard production bike.
D
ucati has pulled the covers off its new V4 engine directly derived from the Desmosedici GP soon to go into production. The new engine features Desmodromic timing, counterrotating crankshaft and Twin Pulse firing sequence. The first bike it will power is the new Ducati Panigale V4, to be unveiled November 5, 2017, followed by a range of Ducati’s supersport models of the future. Called the Desmosedici Stradale, this engine marks the first time ever that the Bologna-based motorcycle
manufacturer has equipped a standard production bike with a four-cylinder engine. The official unveiling took place in Misano during the San Marino and Rimini Riviera GP, the 13th round of the 2017 MotoGP championship. A perfectly natural setting for the presentation, as MotoGP is the proving ground from which the new engine has drawn experience, technology and grit. Ducati chief executive Claudio Domenicali said: “This engine highlights the close collaboration between Ducati Corse and the factory bike development team, proving
just how instrumental racing can be in developing the technology that is later applied on production bikes.” The Desmosedici Stradale engine is designed for both track and road riders. To maximise low and mid-range torque, the engine has a slightly larger displacement than its MotoGP counterpart (1103cc, to be precise). Power output from the Euro 4 compliant engine exceeds 208bhp at 13,000rpm while maximum torque exceeds 88.5lb-ft from 8750 to 12,250rpm. As on the Ducati bikes used in racing, the crankshaft is of the counter-rotating type. This
reduces the overall gyroscopic effect and makes the bike faster and more agile when changing direction. A 90° V4 configuration makes the engine extremely compact, allowing centralisation of mass and smoothing incorporation on the vehicle. An R version with a displacement of less than 1000cc – which revs higher and is intended more for track use – is currently at the advanced development stage. This will provide the foundation for the homologated version that competes in the Superbike championship, where this engine will be used starting in 2019.
SPECIFICATION • 1103cc 4-cylinder 90° V
• Bore x stroke: 81 x 53.5 mm • Compression ratio: 14:1 • Power 208bhp at 13,000rpm • Torque: 88.5lb-ft (120Nm) from 8750 to 12,250rpm
• Counter-rotating crankshaft • Twin Pulse firing sequence, crank pins offset at 70°
• Euro 4 emissions • Desmodromic part chain,
Ducati's first production bike V4 is a beast of an engine: 208bhp and 88.5lb-ft should be more than enough on any bike that you bolt this engine on.
part gear timing with dual overhead camshaft, 4 valves per cylinder • Wet multiplate anti-patter servo clutch • Semi-dry sump lubrication with four oil pumps: 1 delivery and 3 return • Fuelling with four oval throttle bodies (52mm diameter equivalent) and variable-height intake horns • 6-speed gearbox with DQS up/down system • 15,000 miles ‘Desmo-service’ maintenance interval.
www.mslmagazine.co.uk 7
Test Ride
2017 Moto Guzzi V7 III Special
THE SPECIAL ONE
Moto Guzzi’s new V7 III range celebrates the bike’s 50th anniversary. But are the new models good enough to keep the fun-loving V-twin going for another half century? We rode one to find out… WORDS: Mikko Nieminen PHOTOGRAPHY: Jakob Ebrey & Moto Guzzi
M
oto Guzzi launched the third generation of its V7 retro machine, aptly named the V7 III, to coincide with the 50th anniversary of the iconic V-twin model. The V7 III family consists of three different models: the V7 III Special, the bike we tested, which is available in blue or black; the V7 III Anniversario, with a chrome finish tank and a brown leather seat; and the V7 III Stone, finished in matt black, blue, green or yellow and sporting matt black exhaust pipes and mudguards. The latter also runs on lightweight alloy wheels, while all the others have spoked wheels. The 50th anniversary came at an opportune time since the bike needed an update anyway in order to meet
the Euro 4 emissions requirements. That’s taken care of by the new engine, now a little more powerful, with 52bhp at 6200 revs compared to the old motor’s 47bhp at 6250rpm. The engine feels a little more refined compared to the last generation, but retains enough of the V-twin character to put a smile on your face when you roll back the throttle. The bike still starts with a gentle shudder, and a handful of revs lets out a beautiful burbling exhaust note. The power on offer is not endless, but delivered low in the range and in such an easy and enjoyable way that riding the V7 III at a more sedate pace is actually more enjoyable than thrashing it around. Not that it lacks oomph, it just feels a bit more grown up than the last generation.
8 Motorcycle Sport & Leisure – established 1962
With such a smooth power delivery and sufficient torque, this is a bike that a beginner would feel perfectly happy with, while a more experienced rider would be unlikely to feel short-changed either.
ABOVE: The clocks are analogue, with a hint of digital.
NEW Specification MOTO GUZZI V7 III (2017) Price: £8702 Engine: 744cc air-cooled 90° V-twin Power: 52bhp @ 6200rpm Torque: (60Nm) @ 4900rpm Transmission: 6-speed, shaft final drive Frame: Double cradle, tubular steel frame Brakes: (F) 320mm floating disc, 4-piston Brembo calipers, (R) 260mm disc, floating 2-piston caliper Suspension: (F) 40mm hydraulic telescopic fork, (R) 2 shock absorbers with adjustable spring preload Tank capacity: 21 litres Wheels: (F) 18in spoked, (R) 17in spoked Seat height: 770mm Kerb weight: 193kg Contact: www.motoguzzi.com
In addition to the new engine, Moto Guzzi has also made some changes to the bike’s chassis. The frame is new, with updated steering geometry, and you can feel the bike turning more keenly than the previous model. It almost caught me out at the first corner, where I ended up over-steering the bike as it tipped into the corner surprisingly eagerly. After a couple of bends you get used to the handling and the ride feels nice and settled. The torquey engine helps to ride the V7 III out of corners with enough drive to widen the smile that you already have on your face. Suspension has also been updated, with new preload-adjustable Kayaba shocks at the rear, again adding a more refined touch to the ride. Riding on the same bumpy roads where I tested the previous incarnation of the bike, this model feels more stable and connected to the road, if not quite to the extent of the bigger and even smoother Moto Guzzi V9. The riding position has been slightly altered too, with a lower seat (now 770mm compared to 790mm) and new foot pegs, although I didn’t notice much of a change there.
ABOVE: Looking youthful for a 50-year-old.
ABOVE RIGHT: There’s plenty of stopping power at the front. ABOVE LEFT: The updated engine still has plenty of character. BELOW: The new steering geometry makes the V7 III turn keenly.
To be honest, both the old and new bikes are equally pleasant to sit on and ride. They’re not bikes you’d want to spend a whole day on, but for cities and shorter day runs they’re fine unless you’re much over 6ft tall. The new model gains three kilos compared to the last generation V7 II, but the bike still feels light and easy to shift whether you’re riding it or pushing it around a car park. Rounding up the 50th anniversary updates for the V7 III are the cosmetics. Like the rest of the changes, these too are subtle, but show that Guzzi has gone above and beyond simply updating the bike for Euro 4. Notable differences are the new fuel cap that’s no longer flush with the tank, but a screw cap. The side covers have been redesigned, as have the injector covers. The indicators and mirrors are also new (the latter are also wider and pleasantly un-shaky). With all the updates – both cosmetic and technical – the V7 III is an impressive package, and plenty of fun to ride. The more refined feel means that it will be a bike for anyone new to riding, or just wanting an easy life with a good looking bike. Let’s be honest, a bike this pretty could handle a lot worse and still be loved – the fact that it’s a pleasure to ride is a convenient bonus.
Other models in the V7 III range V7 III STONE £8002 The Stone is finished in matt black, blue, green or yellow, with matt black exhaust pipes and mudguards. It runs on lightweight alloy wheels.
V7 III ANNIVERSARIO £9002 The Anniversario comes with a chrome-finish tank and a brown leather seat.
www.mslmagazine.co.uk 9
Top Stories Motorcycle shows
STAFFORD SHOW
• 01507 529529 | staffordclassicbikeshows. com/october The Carole Nash Classic Motorcycle Mechanics Show is due to take place over the weekend of October 14-15, with flying Kiwi Aaron Slight – the best rider never to win the World Superbike title – as the guest of honour. The Stafford show features nearly 1000 trade and autojumble stalls, stunning club stands and private entries. A stunning display of Honda RC45 race bikes adds to the mix. The Stafford Bonham’s auction has more than 50 bikes up for sale including championship speedway and long track motorcycles. Advance tickets cost just £12 for adults, £11 for seniors or £3 for under-12s. Parking is free.
DIRT BIKE SHOW
• 01507 529529 | dirtbikeshow.co.uk The Dirt Bike Show takes place at Stoneleigh Park in Warwickshire from October 26-29, 2017. In addition to fantastic dirt bikes and apparel from the likes of Beta, Honda, Husqvarna, KTM, Sherco and Yamaha, visitors can witness a Motoball match between France and Germany, where the four-strong teams will go wheel to wheel and try and score past the opposition goalkeeper, who is on foot. There will also be a Minibike Supercross track, a Wall Of Death and many other have-a-go experiences. Advance tickets start from £8.
Metropolitan Police launch trial of hydrogen powered Suzuki Burgman The Met are trialling seven Suzuki ‘Burgman Fuel Cell’, zero emission hydrogen scooters, in line with the Mayor of London’s plans to tackle high levels of pollution and low air quality in the nation’s capital. The trial will last for 18 months and will enable the force to assess the vehicles’ suitability for a variety of roles. The hydrogen fuel cell scooters will be used initially by police community support officers within the Roads and Transport Policing Command. The lead partner of this project is British fuel cell technology company Intelligent Energy, in association with Suzuki GB and Cenex. Fuel and maintenance costs are to be met by a collaborative project part funded by the Advanced Propulsion Centre. The trial is being run at no cost to the Met, with the vehicles on loan from Suzuki Motor Corporation. Commander Neil Jerome for Territorial Policing said: “Being the UK’s largest police service, we constantly have vehicles on
the roads and therefore it is our aim to make our fleet as clean as we can, while maintaining operational capability.” Suzuki GB managing director Nobuo Suyama said: “Deploying these vehicles into service with the Met marks a significant milestone in the extensive development of this groundbreaking technology. Being able to release the Suzuki Burgman Fuel Cell to the Met has only been made possible by the support of a number of technology partners; including
Intelligent Energy Ltd, with whom Suzuki has jointly developed the Fuel Cell unit for the scooter.” This trial complements the Metropolitan Police Service’s recent policy of stopping the use of diesel for its fleet. It has been actively exploring ways to hybridise and electrify its vehicles, in addition to exploring other new technologies such as hydrogen – as the force works towards a goal of running 550 vehicles as zero or ultra-low emission by 2020.
Malaysian couple complete epic honeymoon journey on their Honda RS150R scooter An intrepid Malaysian couple have just completed the journey of a lifetime on their Honda RS150R scooter. Having married in April, ‘Alfi’ Bin Zakaria and Diana Binti Latief set off from Selangor on an extended honeymoon, that took in no fewer than 24 countries
10 Motorcycle Sport & Leisure – established 1962
(including Thailand, Nepal, India, Pakistan, Iran, Armenia, Georgia, Turkey, Greece, Albania, Croatia, Slovenia, Italy, Switzerland, Germany and France) before reaching journey’s end in London where they were welcomed at Honda UK’s flagship dealership in Chiswick.
Test Ride
2018 Suzuki GSX-R125 & GSX-S125
FLAT OUT FUN Suzuki’s latest 125s are sporty, capable and much more fun than you’d expect. WORDS: Mikko Nieminen PHOTOGRAPHY: Suzuki
W
hen I was 16 and rode around on my 50cc Suzuki S, all I dreamt about was a 125cc sportsbike. All the cool kids were riding them. There were Gileras, Hondas, Cagivas and all manner of other exotic – and oh-so-unattainable – bikes on the roads. But I never got one. The price of a bike alone was too high, and the extortionate insurance fees on top of that were the final nail in the coffin. So I carried on pootling along on my little Suzuki instead. I managed to get over the whole affair without being too traumatised, but it left me itching to ride those beautiful little sportsbikes. The European press launch of the Suzuki GSX-R125 and GSX-S125 finally offered me a chance to scratch that itch. It might have been a quarter of a century ago that I hankered after these kinds of bikes, but as I jumped
on the R at the Silverstone Stowe circuit I was immediately reduced to that little boy who finally got his toy. So was it worth the 25-year wait? Too right it was!
ON THE RIGHT TRACK WITH THE GSX-R125
With the sporty new GSX-R125 and its naked GSX-S125 counterpart, Suzuki wanted to create A1 licencefriendly bikes that were lighter, more powerful, cheaper and more accessible than the competition, and aim them at teens and first-time buyers. The two bikes share the same engine and chassis, with the only differences being the fairings and handlebars, as well as the flashy keyless ignition on the R, while the S relies on a good old-fashioned key. The engine is brand new and everything from the bore and stroke ratio (62.0 x 41.2) and lightweight pistons to the large 4.3-litre airbox
12 Motorcycle Sport & Leisure – established 1962
ABOVE: It’s not quite as big as the silencer on the GSX-R1000, but still not the smallest pipe out there. RIGHT: Keyless ignition on the R adds to the quality feel.
and the Euro 4 compliant exhaust system has been designed to get the most out of the 125cc four-stroke, single-cylinder, liquid-cooled, DOHC engine. The result is peak power of 14.6bhp at 10,000rpm, and 8.48lb-ft of torque at 8000 revs.