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PLUS: TELE-FORKED ARIEL ACE V4 SPORT RIDDEN ◆ ROYAL ENFIELD’S FUTURE ◆ SAM MANICOM’S ADVENTURE ENCOUNTERS ◆ 11 LONG-TERM TEST BIKES ◆ SUZUKI GS850 ◆ SUPERCHARGED TRIUMPH THUNDERBIRD ◆ MUCH MORE...
No. 10 October 2015
Small, light & FUN!
Time travel is possible John Milbank
A
ccording to my wife, it takes just 10 minutes to get from the centre of London to Peterborough – a journey of about 80 miles. While we may well have experienced a temporal shift, I’m yet to find the Versys’ flux capacitor, and I was certainly aware of every minute of that trip. Helen swore she wasn’t asleep: “Do you remember Apex Corner?”… “No.”; “Do you remember the Hatfield tunnel?”… “Hmm, No.”; “Do you remember the S-bend at Southoe?”… “Ermm, No.” I knew she was nodding off when she kept headbutting the back of my lid. After a few minutes, I ended up hunched forward and over the tank so she could rest her head against my back; it must have been pretty comfortable for her, as she didn’t move again, but it definitely wasn’t for me. I also had to not only concentrate on the road, but feel for Helen’s every movement, so afraid was I of her rolling off the side of the bike. Surprisingly, she was really stable; the Givi Trekker luggage seemed to help keep her in place, though in future I’ll maybe need some extra bungees, just to be sure. This month I took the Off Road Skills course with Simon Pavey and his team. It’s incredible how it can change your riding on the Tarmac, and has transformed some of my ingrained techniques. Simon told me that many students end up pursuing more advanced off-road riding too, which got me thinking… how do new riders know where they can ride ‘off-road’, outside of a motocross (scary) or enduro (exhausting) track? Jim Cairnduff is a member of the Trail Riders Fellowship (TRF), and also offers guided trail rides in
Somerset and Wiltshire, along with his friend Gabriel: “Firstly, join a group like the TRF, secondly never mention off-road again! Let’s change your thinking… ride legally away from the Tarmac and you are either green laning or trail riding; the mention of off-roading implies you may be doing something illegal. “You may be on a dirt road or extremely vegetated track, but it is a road and you have every legal right to be on it. A very important point to remember for insurance purposes… you never, ever, take the bike off-road! “The TRF has groups all over the country, and one of our members – usually the group’s rights of way officer – will mark up your local OS maps for you as a baseline. This will often consist of a series of byways and unclassified roads. Occasionally the group may know of a white road (a track without status) that may be legal too. Many members are now using sat-nav based GPX files with pre-recorded routes that are shared around.” We reckon one of the best ways to find out what it’s like to ride green lanes would be to book a trip out with Jim and Gabe – call them on 01749 679018, or visit www.zenoverland.com/trail-rides. As Jim told me; “Even though England and Wales are small, it’s a big country out there, so make the most of it.” Very true – let’s make the most of not only the Tarmac roads we have in this green and pleasant isle, but the gravel, grass and mud ones too… We recently asked for some feedback on the mag.. We’ve already been tweaking things a little, but don’t worry – MSL will always be the grown-up, real-world magazine you love. Just even better!
Bruce’s view It’s crazy how one bike can draw so much attention, but the MV Agusta Brutale 675 has been something of an attention magnet these past few weeks. I’ve never known such interest for a similarly priced motorcycle. It’s been another busy month in the saddle of many different bikes, including the sportsadventure machines on page 37. All three proved great to ride, each with completely different characters and qualities. Another reminder of how lucky we are to have such a variety of fantastic models on the market. Bruce Wilson, Deputy Editor
John Milbank, 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 53-year-old 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.
Sam Manicom Adventurer and author Sam’s four books cover his epic journey that started as a oneyear trip across Africa just three months after learning to first learning to ride a motorcycle, and became an eightyear, 200,000 mile adventure across 55 countries.
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IBEred SCSR SUsB elive d L s, get M ier
MSL October EDITOR: John Milbank: jmilbank@mortons.co.uk DEPUTY EDITOR: Bruce Wilson bwilson@mortons.co.uk DESIGNERS: Justin Blackamore, Charlotte Turnbull, Fran Lovely PRODUCTION EDITOR: Dan Sharp REPROGRAPHICS: Paul Fincham, Jonathan Schofield PUBLISHER: Steve Rose: srose@mortons.co.uk GROUP KEY ACCOUNTS MANAGER: Steff Woodhouse: swoodhouse@mortons.co.uk 01507 529452 / 07786 334330 ADVERTISING MANAGER: Martin Freeman: mfreeman@mortons.co.uk 01507 529538 ADVERTISING SALES: Leon Rose: lrose@mortons.co.uk 01507 529410 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 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 30 for offer): (12 months 12 issues, inc post and packing) – UK £50.40. Export rates are also available – see page 30 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
Pay le et it earl oor and g to your d e poor people s than th the shop rushing to e sell w re befo ). out (again
32 NEW 6 9 10 16 18
One to ride: Cambridgeshire Royal Enfield’s future News: The supercharged Triumph
78 82 83
Searching for elephants on a Serow
84
Chinese whispers on the Silk Road
Your letters: Win a Kriega pack More motorbikes to make the Northern Powerhouse rock? Leon Mannings
Events and club focus Why aren’t driving standards… standard? Richard Millington
KNOWLEDGE 86 92
Buying Guide: Honda CB1000R
93 94 95 96
Long-term test: Suzuki GSX-S1000
97 98
Long-term test: BMW R1200R
Long-term test: Kawasaki Versys 650
20 26 30 32 41
Test ride: MV Agusta Brutale 675
46
WORLD EXCLUSIVE Test ride: Brough Superior SS100
52
Leaving iron behind: Kevin Cameron
54
How a Dakar racer can change your road riding
99
Long-term test: Triumph Tiger 800 XRx
TOURING
101
Tested: Tucano Urbano Pol jacket and Alpinestars Drystar gloves
102
Tested: Givi Maxia topbox and Redant cleaner
103
Tested: Roadskin jeans & Weisse Strada gloves
104 114
Reflections: Suzuki GS850
Test ride: Ariel Ace 1200 V4 Sport Subscribe and save money! Group test: Tall Rounders Interview: Honda UK’s head of motorcycling
64
Anna Grechishkina’s round-theworld adventure
66
The people you meet: Sam Manicom
72 74
A day ride in Arizona Touring Top Trumps in Germany
46
Long-term test: Suzuki V-Strom 650 Long-term test: Honda VFR800 Long-term test: Yamaha XJR1300 & KTM RC390 Long-term test: Indian Roadmaster, KTM 1290 Super Adventure & Ducati Scrambler
Won’t get fooled again: Steve Rose
66
Peterborough A605 Norman Cross Great Gidding Winwick Alconbury Thrapston
Ellington
Huntingdon A14
Grafham Water
A1 Bedford
THE ROLLING HILLS OF
CAMBRIDGESHIRE WORDS: John Milbank PHOTOGRAPHY: Joe Dick
One to Ride: Route: Norman Cross round trip via Grafham Water Distance: 45 miles Time: 60 minutes (plus ice cream) Cambridgeshire isn’t best known for its mountains, and while the relatively flat scenery can give wonderful views to open corners, if you know where you’re going there are some fantastic rolling routes. Much of this journey is used by the Cambridgeshire BikeSafe team, so don’t be surprised if you’re overtaken by a fully-marked police bike. We’re starting at Norman Cross roundabout, atop the A1M. This was the site of the world’s first prisoner of war camp, built by the navy during the Napoleonic wars. While it was intended to be a model of humane treatment, you can find the
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impressive bronze eagle monument to the 1770 prisoners who died at Norman Cross just beside the A15, from the eastbound exit of the roundabout. Heading south, turn left to cross the A1M before reaching Stilton – the birthplace of Stilton cheese, and home to the May Day cheese rolling competition. Pick up the B1043/Old North Road, which is actually the old A1. It’s a fast, sweeping road with little traffic but a few side roads to be aware of. Turn left immediately before the Ratcliffe Recovery site for the B660 (Glatton) and enjoy some truly fantastic roads; head west through Glatton, then on through Great Gidding and Winwick (turn off for Hammerton if you want to see some tigers), before reaching a T-junction. Just after leaving Great Gidding you’ll
see a beautiful stretch of Tarmac running up the hill, surrounded by low bushes... beware! Hidden in the foliage is a sharp left-right, known to the police as ‘Bike Safe Bends’. Read the signs properly (there are plenty), and you won’t be caught out. It’s worth mentioning that while the open roads are stunning, please make sure you scrub the speed off in plenty of time for the villages along the way. At the T-junction, turn left for Old Weston, which was first noted in the King’s Charter of 974, and continue on the brilliant route through Catworth, until you reach another T-junction, to turn left into Kimbolton – a large, pretty village, and the resting place of many of the Montagus. Ride through Stonely, and look out for a sharp left turn taking
you on the B661 towards Perry. After the village, a long, fast sweeping bend around the south east of Grafham Water eventually heads back up, with a left turn taking you on Buckden Road towards Grafham village. Stop at the Marlow Park visitor centre for an ice cream, and if you’re feeling energetic, stroll the pleasant 10 miles around this Site of Special Scientific Interest that was built in the 60s to meet the demands of new town Milton Keynes. Continue through Grafham and Ellington, before picking up the A14 east, then north on the A1M. You can soon hop off again at Alconbury, onto the B1043 before picking up the Old North Road again for a blast back up to Norman Cross. Or turn off at Ratcliffe’s and do it again… I do.
IF YOU’RE PASSING
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Test Ride
NAKED BRUTE MV Agusta Brutale 675
Stylish, exotic and quirky in so many ways, the MV Agusta Brutale 675 is an attention magnet. WORDS: Bruce Wilson PHOTOGRAPHY: Gary Chapman / Alex James Photography
P
ark it anywhere and watch as people cross the road to come and take a closer look. Maybe it’s the stacked triple exhaust cans. Or the gorgeously crafted fuel tank. The Brembo monoblocs are another talking point, along with the tubular steel trellis frame. And then you’ve got that race-style dash and the single-sided swingarm. The features don’t stop coming… and nor do the questions. MV owners should be warned at the dealerships of the realities of living with such a striking motorcycle, which hit me by surprise during my two week test of the Brutale. To be honest, it was a nice experience on all occasions, and even those not tempted to own one couldn’t resist expressing some form of admiration for a machine first revealed at the EICMA motorcycle show in Milan, back in 2011. As with its main rival – Triumph’s Street Triple 675 – the Brutale is essentially a stripped variant of the brand’s mid-capacity supersport 20 mslmagazine.co.uk
machine; the F3 675, the key differences being a lack of fairings, wide bars and a rework of the inlinetriple-cylinder motor. Flatter pistons and lower-profile cams have helped to reduce compression and increase torque throughout the rev range, though to the detriment of peak power (the F3 claims to make 128bhp, while the Brutale packs around 110bhp). The suspension is also less focused, with the only adjustment being to the rear shock’s preload. It is pretty basic, although, rightly, the standard setup is on the firmer side. Technologically speaking, the Brutale gets the same great features as the supersport sensation, including eight levels of traction control, four different power modes and switchable ABS.
ON THE ROAD On paper, it all sounds great, and in reality it sounds even better. Firing the triple into life is an audible pleasure, being treated to a cacophony of burbles emitted from those three cans. The noise is deep and throaty, with
additional (and unnecessary) revs making the experience even more tantalising. Slinging a leg over the Brutale’s sleek 810mm seat – which feels as though it wraps itself around you – plonks you well forward on the bike in the eyeline of the racestyle dash. The bike’s display flashes that it’s cold, allowing a few moments to scan around the rest of the motorcycle until things get up to temperature. The bike carries minimalist switchgear, with a two-button control on the left bar to toggle through dash info, plus the options for traction control and ABS. On the right side is where the power modes sit (Rain, Normal, Sport, Custom), with my preference being the sharper throttled Sport option. Right in front of you is the allencompassing and stereotypically shaped plastic MV fuel tank. It looks massive, although much of the space beneath it consists of the airbox. On the whole, the bike looks wellbuilt, considered and premium, but
NEW
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Test Ride Brough Superior SS100
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NEW
THE
LEGEND RETURNS After building replicas for the past few years, Brough Superior is about to launch a new, high-performance streetbike. And we’re the very first to ride it… WORDS: Alan Cathcart PHOTOGRAPHY: Kyoichi Nakamura
T
he freezer section of motorcycling’s history store is stacked high with defunct brands from all our two-wheeled yesterdays – but just once in a while one gets defrosted. Triumph, MV Agusta, Norton, Horex and now of course Indian are just some of the born-again brands, but now it’s the turn of the one-time so-called RollsRoyce of Motorcycles, Brough Superior, with the SS100. Founded in 1919, Brough was the manufacturer of the world’s fastest, most desirable and exclusive bikes in the pre-Second World War era, of which only 3000 were made before the company ceased production in 1940 with the advent of war. Holder of the World Land Speed Record for motorcycles for much of its 21 years, Brough Superior swiftly built a formidable reputation under the direction of its founder, George Brough, based on a winning combination of unrivalled performance, dazzling looks, competition success, and some clever marketing. Brough did not resume production of motorcycles after the war ended, but that’s about to change under the direction of its present owner Mark Upham, the Austrian-based Brit who acquired the company in 2008, and since then has been building brandnew examples of the iconic 1920s-1930s SS100 model. This was in
many ways the first true Superbike, and in the vintage era became the motorcycle of choice for cognoscenti of speed. These included the legendary T E Lawrence (‘of Arabia’), who owned seven Broughs in succession before he died riding one in 1935. Upham is back-ordered in manufacture of his vintage-style SS100 recreations, which are authentic down to the smallest detail – but may be ordered with the added benefit of electric start!
THE NEW MACHINE Production is about to commence in France of the first new streetbike for 75 years to carry the famous name. Upham is to relaunch Brough Superior with a modern range of highperformance, high-quality models costing €50,000 plus tax; employing advanced technology, high-class materials and radical design. To do so, he’s forged a collaboration with iconic French designer Thierry Henriette – owner of Boxer Design in Toulouse – to create the all-new SS100 which made its debut at the 2013 Milan Show. It will be powered by an 88° V-twin engine produced to Boxer’s design by Akira Engineering in France – builders of the Kawasaki ZX-10R motors which powered Tom Sykes to the 2013 WSBK crown. The first 10 machines will carry motors built by Akira, then engine production will be transferred to one of Henriette’s two ultra-modern Boxer mslmagazine.co.uk 47
REFLECTIONS FORKS
UK spec GS850s had forks with adjustable preload, plus damping-adjustable shocks, but we Brits didn’t get the US market’s air-assisted forks and gas shocks.
INSTRUMENTS
Suzuki’s tourer didn’t give its rider the benefit of any wind protection, but at least its instrument panel gained an accurate fuel gauge.
FUEL TANK
The 22-litre fuel tank was usefully larger than those of the GS750 and GS1000, and helped give the four a respectable range of around 200 miles.
WHAT THEY COST One benefit of the GS850 being less popular than its GS750 and GS1000 predecessors is that all these years later it’s correspondingly less expensive. “They tend to go for anything from £800 to about £2500, depending on condition,” says Charlie Garratt, of old-Japanese specialists Oxford Classic Honda (www.classichondamotorcycles.co.uk). “I sold one recently for £2500. That was a really nice example that was standard apart from a Motad pipe. If it’d had the standard four-into-two it would probably have been worth £3000, but even the best GS850s wouldn’t be much more than that. A GS1000 with original exhaust is worth about £4000, and a GS750 a bit more, but the 850 wasn’t universally loved, so it’s worth a bit less.”
WHAT TO LOOK OUT FOR Buying a motorbike that’s well over 30 years old will never be without risk, but if you want to avoid problems you could do worse than choose a GS850. Of course, 108 mslmagazine.co.uk
ENGINE
This 843cc, dohc aircooled eight-valver was essentially the 749cc unit from the GS750, bored out and fitted with the softer cams from the GS1000.
TRANSMISSION
Suzuki’s first ever shaft final drive system added weight that didn’t help handling, but at least the five-speed transmission was smooth and reliable.
there are horrors. A quick trawl of the internet turned up several basket cases, ‘projects’ and even choppers. But Suzuki’s air-cooled eight-valve fours were all mightily strong. If looked after a GS850G is capable of six-figure mileages without mechanical issues and most have covered nowhere near that. “They’re absolutely bulletproof and well catered for with service parts from firms like Crooks and Robinson’s Foundry,” says Charlie. That’s not to say that they never give trouble, especially if they’ve been left unused, which can cause gummed-up carbs or rusty bores. Valve stem seals can harden with age (check for smoke on start-up) and there’s the familiar problem of rotting silencers, which is why most GS850s are fitted with aftermarket pipes. “The original four-into-two systems are tricky to find but most other parts are available,” says Charlie. “As always originality is important. Quite a lot of 850s are imported, mainly from the US. There’s not a lot of difference in values, especially with earlier models, because there was less difference in the specification.”
SEAT
Another touringfriendly change was the thicker dual-seat, which also benefited from a grab-rail, though seat height was an issue for shorter-legged riders.
EXHAUST
This immaculate blue GS is fitted with a standard four-into-two system but back in the Seventies and early Eighties most bikes ended up with four-into-ones.