TESTED
KTM E-SM
THE LEARNER-LEGAL THAT CHEATS THE SYSTEM
MOTORCYCLE FOR THE FUN OF RIDING
12 PAGE SPECIAL
SPORT & LEISURE
March 2015
DUCATI SCRAMBLER
◆ How it rides ◆ Who it’s made for ◆ Why they’ll ALL be different
MOTORCYCLING’S BRIGHT FUTURE “WE’LL SEE REGISTRATIONS BACK TO 135,000” MCIA’S STEVE KENWARD
NEW VERSYS 650 MORE POWER, BETTER COMFORT, STRONGER ROAD FOCUS
PLUS: Suzuki Gladius buyer’s guide ◆ Hesketh revisited ◆ South African superbike safari ◆ Products 2015 – great new kit revealed ◆ Body armour and what you need to know
MSL March EDITOR: Tony Carter: tcarter@mortons.co.uk PUBLISHER: Steve Rose: srose@mortons.co.uk DEPUTY EDITOR: Bruce Wilson bwilson@mortons.co.uk DESIGNER: Sarah Scrimshaw REPROGRAPHICS: Simon Duncan GROUP PRODUCTION EDITOR: Tim Hartley GROUP KEY ACCOUNTS MANAGER: Steff Woodhouse: swoodhouse@mortons.co.uk 01507 529452 / 07786334330 ADVERTISING TEAM LEADER: Richard Sinclair: rsinclair@mortons.co.uk 01507 529538 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 PRODUCTION MANAGER: Craig Lamb: clamb@mortons.co.uk PUBLISHING DIRECTOR: Dan Savage: asavage@mortons.co.uk COMMERCIAL DIRECTOR: Nigel Hole ASSOCIATE DIRECTOR: Malc Wheeler 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 44 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 28 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 DISTRIBUTION: COMAG, Tavistock Road, West Drayton, Middlesex UB7 7QE. 01895 433600 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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CONTENTS
50
NEW 006
ONE TO RIDE
009
NEWS
012
014
HOW WE STAND: THE STATE OF THE BIKING WORLD
A fairly short route this month but it’s one that’ll really test the rubber underneath you.
Suzuki V-Strom 650XT details and more prices for more new bikes are now in.
MAG bites back and there’s some backlash about the Vic Reeves/Barry Sheene thing that was on the telly over Christmas. Ooh.
Some big talk from some of the biggest bike makers in the world about where we are and what’s to come.
032
FIRST RIDE: DUCATI’S NEW SCRAMBLER
The original bike was an instant hit when it appeared in 1973 and now, with custom-cool bikes making such a massive splash, Ducati has gone modern-retro with the scrambler. MSL headed out stateside to find out if it is any good.
046
FIRST RIDE: KAWASAKI’S VERSYS 650
Revised, renewed and revisited. The plucky middleweight has worn many different hats in previous lives and this latest incarnation looks like a real refinement. MSL gave it a shakedown rideout in Spain.
050
FIRST RIDE: KTM E-SM FREERIDE
The first electric bike to be launched by a major manufacturer, and it’s road legal. Not only that but it charges quickly and uses a legal loophole to give A1 licence holders 50% MORE power than you think. Oh Yes!
Touring 065
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5 MINUTES WITH
The teacher who chucked his job in and went touring. 30,000 miles later he got back to find…
TOURING BIBLE
So how come there isn’t much ‘love’ for the touring bikes out there? Are they just workhorses once they’ve got a few miles under their belts?
THAT’S THE WAY, LADDIE!
Southern Scotland without touching a single motorway? S’easy really. And great fun with mega roads.
IT’S MY FIRST TIME
So be gentle, as this rider decides to just go for a huge-mile tour and take in a full 17 days of riding across Europe for his inaugural touring jaunt.
Knowledge 082
084
MARKETPLACE
Aftermarket armour. Don’t buy a pup when shopping for the strap-on bits of kit to add safety in a spill.
SOUTH AFRICAN SUPERBIKE SAFARI
So this is new. A trip to South Africa where not only can you ride a mega route that’s like the TT course crossed with the best that Switzerland has to offer, you can race at the incredible Phakisa MotoGP track at Welkom but you also get to do a safari and swim with great white sharks too. Smiles all-round.
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BUYER’S GUIDE
Suzuki’s Gladius is one of those bikes chosen and ridden by those in the know when they want something unfussy and all-round workable. Here’s all you need to know in order to bag a good deal on one.
REFLECTIONS
Was it really a 1980s version of a Vincent twin? Not with a 242kg weight and a sobering ride, no. But in 1980, the V1000 Hesketh really was one of THE iconic bikes of the time. mslmagazine.co.uk 5
STATE OF THE INDUSTRY
MOTORCYCLING: THE STATE OF PLAY 2015
The health of the motorcycle industry, while not of quite the same level of concern as petrol prices, driving standards and the state of British roads, is still vitally important to our lives as bikers. MSL speaks to key figures in the bike business to find out where we’re at, and if things are getting better, or worse. WORDS: Simon Hargreaves PHOTOGRAPHY: Mortons Archive
R
emember how it felt just over 20 years ago, in 1993; the second year of the FireBlade, Ducati’s 916 just round the corner, and with the UK on the cusp of the 1990s sportbike boom? It was an exciting time to be on two wheels. Motorcycling was on the up, confidence was soaring, and sales of spanking new bikes in Britain reflected the feel-good factor, totalling nearly 41,000 units – and that was despite premium prices (a 1993 FireBlade cost over £1000 more on the road, inflation adjusted, than a new one does today). So even if the early 90s were expensive times to be buying a new bike, they were good years to be selling them. e industry was rosy-cheeked and with good reason. Sales kept on climbing and by 1999 they’d topped 100,000, peaking at 124,000 in 2001. And for the next few years everyone was happy as bike sales skipped along at well over 100,000 per year. But all was not well. Sales of sportbikes, for so long the backbone of new bike transactions, were haemorrhaging away as the same models got the same incremental improvements year in, year out. And meanwhile, our two-wheeled tastes were switching to a new breed of road-oriented, large capacity adventure bike – basically, sports tourers with more spacious riding positions and tall suspension to better cope with ruinous road surfaces – and naked bikes, which made going to prison for speeding less likely. But we weren’t making the transition from one type of bike to the other in quite the same numbers. en, in 2009, the global financial crisis hit, and new bike prices jumped upwards just as we were tightening our belts. e result was a 30% drop in new bike sales in two years, followed by half a decade of stagnation. e bike-buying public, who’d previously purchased a new
After four years of sales hovering around the 80,000 mark, in 2014 over 90,000 new bikes were sold. 14 mslmagazine.co.uk
bike every few years, started hanging onto machines for longer instead of trading them in for the latest version. Japanese manufacturers were worst hit by unfavourable exchange rates, and were wrong-footed by European manufacturers led by BMW – who continued to grow in strength with premium flagship models sporting advanced technology. And by 2011, with overall sales at their lowest since 1996, the combined might of Triumph, BMW, Ducati, KTM, Aprilia and others outsold Honda, Yamaha, Kawasaki and Suzuki combined for the first time since the early 1970s. So that’s the historical picture. But the future is looking brighter. Figures released this month by the MCIA (Motorcycle Industry Association) show the slump in new bike sales has reversed and while the numbers have some way to go to match the heady days of the millennium, they’re moving in the right direction. Aer four years of sales hovering around the 80,000 mark, in 2014 over 90,000 new bikes were sold. e reasons for the upturn are the opposite of those that dented the industry in 2009: returning confidence in the economy, two good summers (it makes a difference), plus a wealth of stimulating new models from the Japanese. At the Motorcycle Live show a few months ago, there was a palpable sense of optimism driven by the appearance of fantastically exciting flagship machinery – Kawasaki’s supercharged H2, Yamaha’s R1 with MotoGP-spec electronics, and Honda’s MotoGP replica RC213V-S lined up alongside more price-conscious but no less worthy models like Yamaha’s sensational Tracer,
Suzuki’s GSX-R1000K5-in-a-frock GSX-S and Kawasaki’s revitalised Versys 650 and 1000. And, of course, the Europeans continue to innovate and excite, with BMW’s S1000XR and new R1200 flat twins, Ducati’s Multistrada with variable valve timing and 1299 Panigale, and KTM’s new bells-and-whistles 1290 Super Adventure. So with more new bikes than ever before, stabilised prices and a range of finance packages making them even more affordable, plus the prospect of falling fuel costs and, fingers crossed, another long, hot summer, it truly is the best time ever to go out and buy a brand new bike. And we thought we had it good in 1993...
TOP: Triumph’s production line has never been as busy as it is right now. ABOVE: We’re not quite back to the sales that we’ve known, but UK figures are going in the right direction.
mslmagazine.co.uk 15
MV AGUSTA:
BUYING POWER
MV Agusta’s a company on the up. So much so that external interest has recently led to Mercedes-Benz purchasing a 25% share in the iconic Italian brand. WORDS: Alan Cathcart PHOTOGRAPHY: Kel Edge
G
iovanni Castiglioni, 34, is the only son of the late Claudio Castiglioni, the man whose love affair with MV Agusta was such that he acquired, sold and repurchased the historic Italian brand no less than three times in the space of 20 years. Most recently it was sold back to the family by HarleyDavidson for a nominal three euros or four bucks – and actually paid them to take it off their hands by putting $26 million in an escrow account to provide the Italian company with operating capital for the next year. Harley’s 16 months of MV Agusta ownership is widely thought to have cost the motor company upwards of $250 million, but now, Mercedes-Benz will stand to benefit from that American largesse. On October 31, 2014, it was announced the German automotive company would be acquiring a 25% stake in the boutique bike brand for an undisclosed sum, under its sports car and performance brand AMG. e chance to quiz Giovanni Castiglioni directly on how this transpired, and the influence it will bring to bear on MV’s operation, as well as his plans for ongoing development of the company, led to some fascinating revelations. MSL: Did Mercedes originally seek to buy the entire company from you? GC: No, we didn’t ever discuss that, for the simple reason that I won’t sell MV outright, and they knew from the start that this was not on the table. I like to develop and manufacture motorcycles, and I’m enjoying doing so. MSL: In that case, why did you sell even 25% of MV Agusta, knowing this will inevitably lead to an automotive giant looking over your shoulder while you run the company? GC: Because we can push MV Agusta forward harder and faster with them aboard. Look, this has become a very successful company in a relatively short time. It was already Italy’s most historic motorcycle brand – perhaps the world’s most historic brand, with 75 World Championships and 270 Grand Prix victories – but we sometimes forget the extreme nature of the task that faced our family in restarting MV Agusta 20 years ago. When we sold Ducati in 1996 it was making about 30,000 bikes a year, aer producing fewer than 3000 a year when we acquired it just over a decade earlier – but 24 mslmagazine.co.uk
in the case of MV we started with zero units of annual production. Today, MV is almost up to producing 10,000 bikes a year, so I think we did a good job of restarting it completely from scratch – but we can do much more with the proper resources. MV’s potential is extremely high, but we lack brand awareness in some countries, and in others a proper sales network. But uniting with Mercedes-AMG can act as a boost factor in taking the company forward commercially. MSL: Before teaming up with Mercedes-AMG, had you already taken steps to improve MV’s sales and marketing operation in the several key markets where you were struggling – the UK, USA, France etc? If you’re selling the numbers you mention, you must have addressed this successfully? GC: Yes, this was a crucial problem which I’m glad to say we seem to be getting on top of, in each case by appointing our own local manager who handles the importation directly, and works closely with local dealers. In the UK we are increasing our sales network dramatically, and will add another 25 new dealers in the coming year. Britain was very disappointing for us before, because we couldn’t find a good importer – but earlier this year we opened our own direct subsidiary with Mark Franklin as country manager. is year we sold around 500 bikes in the UK, 100 more than in 2013, but we’re certain we can sell 700-800 a year very soon there, because the UK economy is the success story of Europe. In fact, we hired new country managers this year for all the key markets we sell in, including the USA, South-East Asia, and now France, where we hired Steve Webster who was one of the key people in putting Triumph on the map aer John Bloor restarted the company. I’m investing a lot of resources in our sales operation, controlled directly from Varese, and I’m confident it will all add up to a better service for our customers, and increased numbers for us. Win-win both sides. MSL: So, looking at the recent past and the near future, was 2014 a good year for MV Agusta? GC: Yes, it was – although I think it would have been even better if we could have won the World Supersport Championship! Cluzel tried his best, but it wasn’t quite enough. But next season, just watch… MSL: Commercially, though, was it a good year for the company?
STATE OF THE INDUSTRY
SCRAMBLER THE BRAND EXPLAINED
Scrambler is the latest mainstream brand to join the global market, but what exactly is it and who’s it for? WORDS: Bruce Wilson PHOTOGRAPHY: Ducati
I
t’s not every day a new bike marque appears on the scene, let alone one with such a focussed image and an international giant behind it to assure success. For most, November’s Motorcycle Live show was the first chance to get a proper glimpse at Ducati’s new subsidiary Scrambler, boasting an impressive, yet independent stand, complete with vibrant colours, lively music and a young and trendy image. It was something exceptional and regardless of whether the four iconic models on display were to people’s taste or not, it was enough to get them wandering over to the area, curious to know more about this newcomer and its intentions. I spent a disproportionately long time by those bikes, studying their design, their differences and trying to weigh up whether I could see myself owning one. Could I see myself buying into the Scrambler brand? eoretically, the bikes are pitched at people my age, but that didn’t stop a plethora of folks, both older and younger, from swinging a leg over the sleek bodied, great looking twins and giving their approval. Like pollen to a bee, the new brand was proving an attractive proposition to many motorcyclists, even if they weren’t entirely sure what they were looking at. Just like those others, I was le pondering a whole range of Scrambler-themed questions on my return, but a catch-up with Ducati UK’s press and racing manager Alan Jones has since helped to shine some light on perhaps the most exciting new addition for 2015.
SCRAMBLER DUCATI
TRIED & TESTED
With the sharks A part of the trip that SBR offers is a chaperoned trip to Cape Town from Johannesburg where you’re then taken to the absolutely beautiful town of Hermanus and down the Gansbaai (Goose Bay). From there you meet up with a shark diving company and taken out on their boat for about 20 minutes to a channel of ocean rich with great white sharks. The beauty of cage diving is that you don’t really need any diving experience. The cage is secure and fixed to the side of the boat and although you get to see the big sharks (3m+) at times just a couple of feet away as they glide
purposefully past your face en route to another attack run on the floating ball of bait used to bring them close up. Gansbaai is one of the premier places on earth to see great whites up close and while there’s never any guarantee that you’ll see these wild animals when you go, it is pretty rare to go on a trip and see nothing. The coast road from Hermanus down to Gansbaai runs alongside a spectacular cliff face and is a worthy part of the riding on offer on the trip, but be aware that you need to build a couple of days into the schedule to get the riding and shark experience when you go.
Our editor is third from the far end. Lunch time, sharky!
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This is a 3.5m long great white, breaching. It is astonishing to see something like this up close. If you can do this in your lifetime then do.
Not exactly a small boat used to get out and see Jaws. You definitely won’t need a bigger boat when you do this trip.
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TOURING
The similarities between there and here One of the most surprising aspects of visiting South Africa for the first time, was the high number of similarities between home and abroad. South African road users drive and ride on the same side of the road as us (the correct side, America!), despite Afrikaans being the national language, all the road signs are in English and even the style of them seems
familiar too. It might not sound like a big deal, but it makes navigating much easier when you’re out riding. In general, the roads are in good condition – certainly the majority of them are in better nick than the roads in Blighty. The width of the roads are a welcome improvement too – mostly the roads are quite a bit wider than in the UK, and the
general ability of people on the roads is surprisingly good too. The topography of the place seems very familiar in places. It’s a mix of hot places abroad, Switzerland, Wales and the Isle of Man. In short, South Africa is a place that feels virtually made for the needs and wants of British bikers.
10 10
The pitlane at the Phakisa Freeway gets ready for the first qualifying session of the weekend. It feels like a real Superbike race event and is terrific fun for all
Off for a race SBR Tours factor in whatever type of riding you want to do on the tour; from trail bike riding on a game farm to adventure bike riding on routes such as the Sabie-Sabie Panorama tour, to more track-based riding like a race-experience weekend at the MotoGP circuit at Welkom. My week was topped off with the track experience at the memorable circuit which has hosted the likes of Valentino Rossi in the past. Called the Phakisa Freeway circuit (Phakisa is a Zulu word which, I’m told, means ‘hurry up’) isn’t actually anywhere as imposing as you might think. I’d never ridden there before and aside from the usual couple of niggles learning a couple of corners, the track itself is wide, well-surfaced and very British in its feel. SBR Tours can offer a range of bikes and will provide all the kit you need in order to take part in the race-experience weekend. SBR has bikes ranging from CBR600s to MV F3s to MV F4s to Yamaha R6s and many more.
For my weekend, I got to stretch my legs on the new EBR1190RX, 185bhp Superbike. On slicks. Oh yes! The idea is that SBR Tours builds into your trip the chance to go and take part in an event at Phakisa that feels like a race, is run like a race meeting and gives you the racetrack experience without the hassle or worry of racing. The event is a time-restricted meeting, which means that you practise and ride at a pace you’re happy with then that marks the time you aim to beat when you’re in the race – the three biggest improvers give the 1,2,3 result in time order, so that although someone in your group might cross the line first, it doesn’t necessarily mean that they are the winner. What makes it even more accessible for riders who perhaps haven’t been on track before, let alone race, is that you are out with a group of riders in a similar time-bracket to you – so there’s no need to worry about being out with faster or more
experienced riders, you’ll all be about the same pace and enjoying riding together and experiencing what a MotoGP track is like with some real fun in a group. What SBR Tours will also arrange is one-toone rider training for each rider who wants it. That’s to learn the right lines around the Phakisa freeway circuit and learn the intricacies of gears and braking markers. That’s on the Saturday where you’ll take in the track, get tuition directly from Clinton Seller – South Africa’s current Superbike champion, get comfortable and happy on the bike and then set a time. Sunday sees a sixlap ‘race’ with all the usual trimmings (grid girls, pre-race interviews etc) and then there’s an awards presentation with champagne spraying later on in the day. It’s a cracking way to get the race experience at a pace that suits you on a bike that’s not yours. And you don’t even need a race licence to do it, just book with SBR Tours, turn up, enjoy.
mslmagazine.co.uk 89
Hesketh V1000
MORE MONEY THAN SENSE The new Hesketh 24 caused plenty of interest following its launch in the summer, but that was nothing compared with the impact of the original Hesketh of 30 years earlier.
WORDS: Roland Brown
REFLECTIONS
T
he V1000 was not merely the model with which Hesketh began as a motorcycle manufacturer. It was billed as the machine that would relaunch the ailing British bike industry. When, in April 1980, the 992cc superbike was first revealed at Lord Hesketh’s mansion at Easton Neston in Northants, the talk was of a modern-day Vincent; a handsome, powerful, comfortable and fine-handling thoroughbred of a quality second to none. It was a mighty V-twin with a top-class chassis, handbuilt in limited numbers to be the finest superbike money could buy. ings didn’t work out quite like that, of course. In fact the V1000 turned out to be plagued by faults that prevented its mostly sound design from being appreciated, and which quickly led Hesketh into financial trouble. Many years later, riding a well-used yet immaculate black V1000 down a good road on a warm summer evening is enough to generate a mixture of emotions. Despite some retained drawbacks, a well-sorted Hesketh is basically a fine bike for its age: smooth, relaxed, stable and comfortable. All of which makes it even more unfortunate that the V1000’s problems rapidly killed off all hope of success. Back in the late 1970s, when what remained of the British bike industry was struggling through its final years, the arrival on the scene of the youthful, titled and wealthy Lord Alexander Hesketh was viewed with great hope. Hesketh’s small but successful Formula 1 racing team, led by future F1 champion James Hunt, had proved it could take on the world and win. Perhaps Hesketh — who couldn’t even ride a motorcycle, but in 1975 had announced plans to buy struggling Norton — could do the same with his own aristocratic breed of superbike. Hesketh and his business partner “Bubbles” Horsley had started with a clean sheet before choosing a Ducatistyle 90-degree V-twin format for the bike they billed as a “two-wheeled Aston Martin”. e air-cooled motor was designed and built by Weslake, well-known engine consultants and producers of a successful singlecylinder speedway engine. Like that motor, the 992cc Hesketh unit featured four valves per cylinder, with chain drive to twin overhead cams. e V-twin produced a claimed maximum of 86bhp at 6500rpm, with an equally healthy peak torque figure of 69 lb- arriving 1500rpm earlier. e engine also had an electric starter (with no back-up kickstarter, unlike some rivals), electronic ignition and an integral fivespeed gearbox. Initially Hesketh had planned to use sha final drive, but at a fairly late stage in development this was changed to a chain whose front sprocket was located concentric to the swingarm pivot, to ensure constant tension as the rear wheel moved. At 92kg, the engine unit was indisputably heavy, and formed a stress-bearing member of a chassis based on a strong frame made from Reynolds 531 steel tubing. e swing-arm was made from the same high-tensile steel, and like the frame was nickel-plated. Cycle parts were all European: Italy provided forks and twin shocks from Marzocchi, mslmagazine.co.uk 105
LONG TERMERS
The Long Goodbye
The elusive one heads off into the horizon with the realisation that although things might look the same they are, in reality, very different indeed.
In detail Rider: Malc Wheeler Bike: HarleyDavidson Ultra Classic Miles this month: 427 Miles in total: 2817 Cost new: £22,395
L
ong-term life is a strange thing. You spend the first couple of months getting to know your new friend and just when you feel comfortable together you have to part company again. But my 2014 relationship with the Harley-Davidson Ultra Classic was going to be different, or so I thought. I’ve done countless thousands of miles, in Europe and the USA, aboard Harley-D’s flagship so I knew exactly what to expect. Wrong. Comfortable in the thought that I knew exactly what to expect, what I failed to do, was swot up on what Harley-Davidson had been up to on the big tourers in the range.
Although the Ultra clearly has the same DNA of my own 2006 Ultra Classic, and to be honest doesn’t look that different, the significant, yet subtle, changes have produced a very different motorcycle. As I’ve already said, I’ve done lots of touring miles on previous Harleys, with the best journey ever on a motorcycle being 3000 miles over 10 days in the US of A, so I knew what great tourers the big V-twins make, but what I rode this time around was sweet handling in all situations, had more
ground clearance than other Harleys I’ve ridden, a stonking motor and superb linked brake set-up. e dual cooled motor was also quieter, heated up your crotch far less in traffic and was coupled to the best Harley gearbox I’ve used. So what’s not to like? Being vertically challenged I would fit a lower screen as the stock one was in my line of vision, not a problem in the dry but a pain in the bum in the rain. I regret I couldn’t engineer more time to add the miles. And I really didn’t want to give it back!
It doesn’t look very different to earlier bikes but is very different in feel... mslmagazine.co.uk 95