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NEWS 3
INSIDE THIS MONTH EBRUARY F
2024
The battle for the commuter scooter crown
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52 WINNING FORMULA?
IT’S YOUR YEAR Our biker bucket list for 2024
8
A longlegged Suzuki GSX-S 1000GT? Yes please.
GOLDEN OLDIE
16
43
A nod from the Editor
I
t’s been a few weeks since I’ve been for a ride. The wintry weather and a few festive commitments have made it difficult to roll the bike out of the shed and get out for a blast. I’ve been missing it; finding myself daydreaming about some of the cool stuff I got up to over the last 12 months. One of the highlights was a properly brilliant trip over to the Isle of Man, mucking about on the trails during the Manx GP. Another was a trip to the north
MoreBikes, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray
Editorial design Fran Lovely Publishing Director Dan Savage Email editorial@morebikes.co.uk Production Editor Mike Cowton Group Advertising Manager Sue Keily
Why the first Gold Wing is worth a closer look
Advertising Simon Meyer 01507 529310 Advertising deadline for March issue February 1, 2024 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm
east to check out the newlyformed Northumberland 250 and tackle the MECVC’s hugelyrewarding Long Distance Trial. I’ve also been replaying the brilliant couple of days I spent recently belting around on- and off-road on Triumph’s newly -released Tiger 900s. What about you? What was the best thing you got up on two wheels last year? It’s also got me thinking about what I’m going to get done in 2024. It’s a big world out there,
rmowbray@mortons.co.uk and I want to see as much of it as I can – and bikes are by far the best way to do just that. If you’re short on ideas, we’ve knocked together a brief bikers’ bucket list. It’s not extensive, but hopefully it’ll help to inspire you for the year ahead. Have you got anything planned yet? We’d love to hear from you.
Editor
Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly by Mortons Media Group Ltd and printed by Mortons Print. Subscribe to MB and just pay the postage!
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4 NEWS
RETURN OF THE DAYTONA Just three years after it was dropped from the line-up, Triumph’s announced that its much-loved sporty middleweight is making a comeback. That’s right. Triumph’s just released all the key information about the latest bike to bear the iconic Daytona name. We knew it was coming, following a not-so-subtle teaser back in December – but now we’ve got the full lowdown on the newest addition to Triumph’s extensive range. The big news is that it’s built from the bones of the massively popular Trident 660. Though, there’s been plenty of tweaks to help it stand apart from the value-for-money naked as it looks to fight for attention in the increasingly crowded sporty middleweight market. It’s a sharp looking thing, with an unmistakable nod to the Daytona’s of old. It should be easy to get on with too, thanks to an 810mm seat height, slim waist and sporty but still practical bar and peg position. It’s powered by the same tried-and-tested 660cc triple engine as the Trident, though it offers a whopping 17% more power and 9% more torque to play with. In real terms, that means it’s kicking out a pretty
punchy 95bhp and 69Nm of torque. There’s some quality kit fitted as standard, including Showa upside down big piston 41mm forks at the front and a Showa preload adjustable monoshock at the rear. For stopping there’s radial four piston brakes with twin 310mm discs and braided brake, and it gets a set of Michelin’s new Power 6 hoops. It gets some top tech too, including three riding modes (Sport, Road and Rain), which each offer a different throttle response and level of traction control intervention. Traction control can be turned off too, which is a nice touch and hints at the bike’s sporty intentions. Priced at a seriously competitive £8,595 on the road, and with a 10,000-mile service intervals and two-year unlimited mileage warranty, we suspect the newest Daytona’s going to do very well indeed, nabbing sales from the likes of Aprillia’s RS660 and Yamaha’s R7. We’ll be getting our hands on one as soon as possible to see how it holds up out in the real world.
BENELLI’S GETTING SPORTY Another favourite among those of a sporty disposition is making a return for 2024. It’s Benelli’s Tornado.
Benelli’s had a tumultuous old time over the past twentyodd years, but since being taken over by Chinese firm QJMotor in 2005, they’ve been going from strength to strength. While its bread and butter is no longer the seriously sexy Italian exotica which won plaudits in the ‘90s and early noughties, it’s been churning out an ever increasing array of sorted, value for money rides that seem to be getting better every year. And this one might be one of the best yet. Sure, it’s more of an ode to the original 898cc triple superbike which bore the Tornado name – but there’s no doubt that it looks the part; sharp, sporty and focused with a pretty funky paintjob. It’s been designed and developed at the Benelli Style Centre in the Italian firm’s hometown of Pesaro, before being knocked into shape in China. The beating heart of the new Tornado is a 500cc liquidcooled, DOHC, parallel twin unit. That might not sound especially inspiring, particularly when you hear that it’s the same lump that’s been the popular and proven (but slightly bloated) TRK 502 adventure bike. Thankfully, it’s had a good going over to meet the latest emissions standards while managing to churn out a respectable 46.9bhp and 34ft-lb of torque. Elsewhere there’s a lightweight tubular steel trellis frame, Marzocchi suspension, Brembo brakes and a set of sporty-styled 17 inch cast alloy wheels, which take a 120/70 at the front and a 160/60 at the rear. There’s a colour TFT dash with Bluetooth connectivity, a tyre pressure monitoring system, and USB sockets for charging too. Nice. No news as yet on pricing, but with the new Tornado 500 expected to be available in the first few months of 2024, we shouldn’t have to wait too much longer for the full lowdown. The big question is if it’ll manage to swipe some sales from Honda’s recently revised CBR500R…? Only time will tell.
6 NEWS
New data has been released to help us find the best and worst roads in the country
GET INTO RIDING Honda’s revealed a new complete rider training package which makes it even easier to get into riding in 2024 Honda’s been getting people on bikes for a few years now; with training schools up and down the country offering top-quality training to fledgling riders who are starting out on their two-wheeled journey. They’re well regarded, well reviewed and well appointed – but that doesn’t make them any easier on the pocket. And that’s why the UK arm of the Japanese firm has chosen to revamp its ‘Honda School of Motoring – New Rider Programme’. Honda will now provide everything you need to get on two wheels for a monthly fee. It’s essentially a PCP deal, but instead of just getting a bike, you’ll get the training, your test, some kit and servicing, too. Nice idea, we reckon. There are deals to be had no matter whether you’re just after your CBT and a 125cc, or you want a full licence and a big bike. There are refresher courses, too, for those of you getting back into bikes after a bit of a hiatus. And you can snag yourself pretty much anything from Honda’s whopping range, aside from the new Fireblade and Gold Wing. For reference, Honda’s broken down the cost of getting your hands on its new CB750 Hornet (plus your training, test, kit and servicing). It works out at close to £134 a month. Breaking it down, you’ll have to lay out a £1643.55 deposit for the bike, after which you’ll be paying £89 a month for the duration of the three-year PCP deal. And on top of that you’ll get your training, test and kit for an additional £44.83 extra (which Honda’s pricing at £1400). Not bad at all – and it’s certainly easier than finding the cash to do it all outright. If you want to keep the bike, you will have to stomach the final £3837.86 at the end of the deal, though we suspect many would be ready to roll over to something newer at that point.
The UK’s roads are notoriously rough. We’ve all seen it. We’ve all lived it; bobbling our way along back roads and being caught out by unexpected, yet-tobe-filled potholes. Thankfully, Lexham Insurance have done God’s work and sifted though the Department for Transport data to identify where we can find the best (and worst) maintained Tarmac in the country. Top of the pile is the North East. A whopping 96 per cent of the region’s B and C roads were considered not in need of improvement. Same goes for its motorways. And it also features the lowest number ‘amber’ and ‘red’ which are markers indicating that repairs are needed. Turns out it’s alright up north. At the other end, there’s the East Midlands. A substantial 38 per cent of its A roads were labelled ‘amber’ or ‘red’. Forty-two per cent of its B and C roads suffer the same fate, which makes it the region in the UK that needs the most repairs to its roads. Another report by the Office of Rail and Road (ORR) suggested that road surfaces across the East of England are among the worst in the country. Its study suggested that major roads in Norfolk, Cambridgeshire, Suffolk, Essex and Bedfordshire were of ‘consistently lower’ quality than other parts of England. The Government has relatively recently announced plans to inject £8.3 billion of funding to help tackle the problem across the country. Back in November, Transport Secretary Mark Harper suggested that the cash will allow over 5000 miles of road to be resurfaced. The only problem is his 11year timeline – with cash being released to local authorities in £150 million chunks each financial year until 2034. For now though, it looks like you’ll be in with the best chance of a smooth journey by heading up to the North East.
For more information, tap Honda New Rider Programme into your favourite search engine, and you’ll not go far wrong.
NEWS 7
Fancy spending a couple of days pretending you’re a MotoGP racer? KTM’s got you covered with its new ‘Academy of Speed’.
The event will run at Salzburgring, Austria on June 20-21; Red Bull Ring, Austria on July 1718; and Slovakia Ring, Slovakia on September 4-5.
The Austrian firm has come up trumps again, with a small selection of dates for its track riding school. The two-day events are taking place at the Salzburgring, Red Bull Ring, and Slovakiaring. Sessions are open to everyone (providing you own a KTM, that is). No matter whether you’re a rookie with no track time under your belt or you’re a seasoned racer, you’ll be looked after with a MotoGP-inspired pit box (and have the chance to chew the fat with the factory’s MotoGP test riders Mika Kallio and Dani Pedrosa). Cool, right? There are three different levels available to choose from, depending on your level of experience. The Rookies sessions run over a single day and include off-track technical skill and safety training before you get a chance to get stuck into a 20-minute track session. It’ll set you back €450. For those a little more experienced on track, there’s
another one-day event. For €890 per person, those ‘beyond the beginner stage seeking enhanced techniques and racing skills’ will be treated to a technical skill training session followed by three on-track sessions in the afternoon. Nice. For €3490 ‘Pro Riders’ get two days to play – and as you’d expect, they’ll get a lot more track time and a lot more hands-on help from Pedrosa and Kallio. KTM recommends that any Pro group riders use the RC390; the RC 8C; some variant of the Super Duke derivatives; a 790 Duke; 890 Duke; or the newly-launched 990 Duke. The event will take place at the Salzburgring, Austria on June 20-21; the Red Bull Ring, Austria on July 17-18; and the Slovakia Ring, Slovakia on September 4-5. There will be 24 places per group available, and for your cash you’ll get food and entertainment to get stuck into each night.
DUCATI’S EXCLUSIVE RIDING EXPERIENCE
The Italian firm has just announced a seriously special line-up of events for 2024 – and if your pockets are deep enough, you can book now.
The DRE is back again for its 21st year and, as ever, Ducati has come up trumps with a tip-top selection of experiences for fans of the Italian brand to get stuck into no matter what they’re into. As yet, we’ve only got the lowdown on the track-based goodness, but we’ve been assured that the DRE Adventure will be back for 2024, offering punters a chance to learn how to ride the Italian firm’s growing off-road offerings properly in some special locations. First let’s look at DRE Rookie. Returning for the second year, it’s primarily aimed at improving confidence and building technique for those a little less experienced (namely those aged 18-24 who as yet only hold an A2 licence). It’ll take place at the iconic Modena Autodrome and will be running alongside DRE Road. As you might suspect, it’s all about improving the on-road skills level of the riders taking part, as well as giving punters the chance to get acquainted with a whole host of Ducati’s latest road-going machines, including the DesertX Rally and Ducati Hypermotard 698 Mono. In a similar vein but for those who like the idea of hooning around on closed circuits, the DRE Track Warm Up is all about offering basic tuition to those who are new to riding on the racetrack. They’ll get shown the ropes on one of the Ducati Panigale V2s. Sounds like a good time to us. And then stepping up a gear, there’s DRE Racetrack. It’s aimed at those who are already relatively handy on a bike, though there’re three levels to choose from depending on just how hot you are on track. Track Evo and Track Evo2 will see you running Panigale V2s, while the Track Master session will grant you access to the remarkable Panigale V4 S, as well as cameras, data and two-to-one tuition with expert riders. There’s the chance to snag some one-to-one tuition for an extra cost; at which point you can swipe the keys to a Panigale V4 R or a Superleggera V4 and get some pointers from folks like Karel Abraham, Alex De Angelis, Lorenzo Zanetti, Franco Battaini and Michele Pirro. If you want to know more, nip over to the Ducati website, but prepare yourself for the cost. Prices range from €250 for Rookies through to €7000 for the one-to-one tuition on a Superleggera.
8 INSPIRATION
BIKER BUCKET LIST It’s a big world out there, and whilst there’s nowt wrong with taking a quick blast for a butty and a brew on your local roads, we wanted to remind you of some of the seriously special things you can do on two wheels. Budget and time permitting, of course.
HO CHI MINH ODYSSEY From £200 per day / www.motorbikeadventuresvn.com We love the sound of this one. It’s a 10-day trip run by some very good folks who more than know their way around Vietnam. This is their big one, running from Hanoi to Saigon (or vice-aversa), along the Ho Chi Minh trail. From ancient temples and dense jungles to sun-kissed beaches and bustling cities, this mega trip brings together all the best bits of Vietnam. And the riding promises to be pretty decent, too, with winding buffalo trails, challenging river crossings, majestic mountain passes and more to get stuck into on your choice of bike (we’d pick the little Minsk 125 or the Honda CRF300L). TRY OUT SOME TRIALS £115 / www.inchperfecttrials.co.uk We’ve been meaning to get up to Inch Perfect Trails for years. They’ve got a whopping great site up near Clitheroe in Lancashire. It’s a proper playground for beginners and experts alike. You can select your skill level and the lads will fine-tune the day to suit, to make sure you can make the most of the full five hours of off-road goodness that awaits. We know a few people that’ve made the pilgrimage, and everyone says it’s brilliant. And for £115 including bike hire, kit and top tuition, it seems like damn good value, too.
TAKE TO THE TRACK £799 / www.yamaha-track-experience.co.uk Riding a factory-prepped race bike might sound like a pipe dream unless you’re a top-level racer who’s got the golden ticket. But it’s not. Yamaha actually offer paying punters the chance to swing their leg over an R6, R7 or R1 at some of the UK’s top racetracks, including Brands Hatch, Donington Park, Cadwell Park, Oulton Park, Snetterton and Blyton Park. The bike, track time, and equipment are all included; you just need your licence and you’ll be good to go. There’s also the option to book some sessions with an instructor as part of the day, or you can opt for the 'Ultimate Experience' which provides 1:1 on- and offtrack instruction from a professional riding coach all day. FLY ROUND THE ‘RING From €30 a lap / www.nuerburgring.de The Nürburgring is a mecca for motorsport nuts. It’s a seriously special place - and if you’ve got the guts, you can take your bike for a blast around the famous German track for a pretty reasonable price. You’ll need to have your wits about you to keep clear of all the other traffic belting round at the same time, but once you’ve managed to safely navigate the 76 corners of the 13-mile course, chances are you’ll be desperate to go round again. Careful though; if you have an off and end up damaging the armco you’ll be laying out for repairs.
PERFECT YOUR OFF-ROAD SKILLS £250 / www.mickextanceexperience.co.uk Fifteen hundred acres of private woodland to play in alongside Dakar legend and all-round top bloke Mick Extance. Yes please. If you’ve ever thought about giving off-road a go and you want some guidance and advice from one of the most qualified instructors in the game, you should definitely book yourself a day at the Mick Extance Experience. HIMALAYAS ON A HIMALAYAN £1870 (inc. Royal Enfield Himalayan) / www.rideexpeditions.com This is an epic trip, offering eight days of exploring the Ladakh region in the Indian Himalayas – on the bike that’s named after the awe-inspiring mountain range. You’ll be blasting about on a Royal Enfield Himalayan along the 5380m high KhardungLa pass; visiting ancient monasteries; passing through the Nubra Valley; spending a night next to the world’s highest salt lake; and wandering the markets on the streets of Leh. Count us in. LEARN TO WHEELIE £265 / www.iwanttowheelie.co.uk Fancy mastering the perfect wheelie but don’t like the idea of looping your pride and joy and smashing it to smithereens? I Want to Wheelie have got your back. They’ve been on the go since 2001, with main man Paul Millhouse training tens of thousands of people to get their front ends pointing skyward with minimal fuss aboard his fleet of specially set up Yamaha Fazer 600s. Sounds like a cracking day out to us.
Mick Extance Experience / Berwyn Mountains, Wales
10 PRODUCTS
TOP GEAR R&G PADDOCK STANDS From £69.99 /www.rg-racing.com
BIKETEK SERIES 3 PADDOCK STAND
Top British accessory firm R&G Racing has given its paddock stand range a fettle, with a new design and added fitting options. The stands are powder-coated black, with new larger wheels for extra stability and easier rolling, plus a stiffer steel tube construction. There are two options for front stands: an under-fork model or a steering head stand for when you’re taking forks out. At the back there’s the choice of a conventional stand for dual-sided swingarms, and you can have a single-sided arm in either right or left-hand fitments. Got that? Good!
HIPLOK AX1000 GROUND ANCHOR £350 / www.hiplok.com British firm Hiplok started out making super-strong locks for bicycles. With some pedal bikes costing upwards of £10,000 nowadays, its products have gradually got tougher and tougher – so much so that they are now on par with motorcycle locks in terms of performance. And now the company has launched a line of angle-grinder-resistant D-locks and ground anchors designed for us lot. These use specially-developed carbon composite/ceramic materials and uber-tough steel, which means opportunists would need to use
stacks of cutting discs, a few batteries, and a lot of time to cut through them. That earns the products a Sold Secure diamond rating. This AX1000 ground anchor is made of this super material, and is also a cunning design, with a rotating arm, eight-bolt base and locking button to adjust the angle of the arm. It lets you lock on to a frame, swingarm, wheel or other secure point with ease, and can attach to a concrete or masonry floor or walls, inside or out. It also looks pretty good and seems like a high-quality unit all round.
CLARKE MULTI-PURPOSE JUMPSTART £119.98 / www.machinemart.co.uk A jumpstarter is an invaluable bit of kit in a biker’s arsenal – and a compact one’s even better. Whack it in your rucksack or panniers, and you’ll make friends wherever you go. This JSM400 one from Clarke looks to be a good one; with a lithiumpolymer power bank and an inbuilt torch which is small enough (and lightweight enough) to fit in a jacket pocket. Pretty cool. Clarke reckon the 12V jumpstart can be used as many as 15 times on a single charge – and because
it’s capable of jumping 6-litre petrol and 4-litre diesel motors, you’ll have no trouble getting your two-wheeled pride and joy back up and running. And if you’re not using it, you should only need to whack it on charge once a month (using a cigarette lighterstyle plug or the mains) to make sure it’s good to go when things go a bit pear-shaped. In addition to the jumpstart, there’s a 5V USB output with 4-way device adaptor cable (including iPhone Lightning, USB C and Micro USB outputs). Nice.
POWERBRONZE REAR HUGGER £125.00 / www.powerbronze.co.uk This is a sharp looking rear hugger from Powerbronze, which is ready-made to fir Triumph’s much-loved Trident 660. As well as looking the business, it’ll significantly reduce the amount of spray from the rear wheel – meaning you and your ride are going to be less likely to need a good wash after every grimy ride.
Designed and manufactured in the UK, the Powerbronze huggers (and other goodies) come pre-drilled, with no cutting or modification necessary. If you’re in the market for a some accessories for your ride, these guys are well worth a look; they’ve got a whopping array of good stuff to choose from.
ZEROFIT HEATRUB ULTIMATE BASELAYER £60.00 / www.zerofit.co.uk ZeroFit have carved out a pretty enviable reputation in recent years, thanks to its award-winning layers to help keep you warm in temperatures as low as minus 10° Celsius. The Heatrub Ultimate is one of its best; and has actually been independently tested and proven to be five times warmer than leading competitors (and twice as warm as a jumper). That’s impressive.
BEST BUDGET OPTIONS
Trying to keep costs down? Don’t worry, there’s plenty of quality kit out there that won’t break the bank.
There’s some clever stuff going on to make that possible, but in laymans terms, it employs ‘Heat Threads’ which gently brush against the skin to generate warmth. Sounds weird, but it works. And it holds the heat well too; the Boken Institute (Japan’s leading testing organisation) saw a Heat Retention Rating of 0.78 (which is significantly more than the 0.1-0.14 rating of a standard baselayer).
Cheap, cheerful and perfectly capable of lifting the back end of your bike in the air, this Rear Paddock £44.9 99 Stand from BikeTek is a cracking bit of kit that won’t break the bank. The sturdy stand might be basic, but with rear swing-arm cup adaptors, HD oil-resistant wheels and protective rubber base bungs, you’ve got everything you need to carry out work on the rear of your pride and joy. www.bikeittrade.co.uk
GEAR GREMLIN GROUND ANCHOR HEAVY DUTY This ground anchor’s fairly basic – but if you’re looking for a costeffective way to help keep your pride and joy safe and secure, this thing’s well worth a look. Compatible with a 14.5mm chain, it’s manufactured from hardened ste eel, comes with M10 raw bolts for securing i iinto t concrete, and some ball bearings to fit into the bolt heads so they cannot be removed. www.fowlers.co.uk
£52.99
LOUIS MOTO PROCH HARGER JUMP STARTER Winter really stresses bike batteries – they have more drain on them from thick engine £52.00 oil when starting; the chemistry that produces the volts is extra sluggish; and there’s additional current draw from heated clothing, grips, seats and so on, so the chance of needing a jump starter is high. Enter this Louis Moto Pro jump starter – a pocket-sized 10,000mAh lithium battery pack that can get a flat bike running quickly. It doubles up as a handy USB power bank, and it has an emergency built-in torch as well. Ideal for sticking in a top box or under the seat if your bike battery is a little bit dodgy. www.louis-moto.co.uk
PYRAMID REAR HUGGER
We’re big fans of the guys over at Pyramid. They make good gear that doesn’t cost the £44.99 earth. The latest part to catch our eye is its new Rear Hugger for the Triumph Trident 660. It’s been designed to sit between the OEM Spray Guard and OEM Hugger in order to connect the two guards up and create a ‘full rear mudguard’, providing plenty of protection from all the road gunge that gets kicked up when the weather’s a bit grim. www.pyramidmoto.co.uk
OXFORD ADVANCED LAYERS Good layering is the difference between being comfortable some of the time and being comfortable all of the time, and Oxford Products have the clothing to make that difference! The Advanced Base Layer is for all-round use, not just for the coldest of months. Designed to draw sweat from the skin, allowing it to evaporate quicker to keep you cool, dry and maintain a comfortable core temperature. The top is £24.99, and the pants are £19.99. www.oxfordriderwear.com
FROM £19.99
ROUTE FINDER 11
COUNTY DURHAM If you like your riding beautiful, but a bit bleak, County Durham’s a must visit. You’ll be treated to panoramic views of the North Pennines Area of Outstanding Natural Beauty and surprisingly quiet, fast, flowing roads which are perfect for motorcycling. We’ve highlighted three cracking roads which cut through the county and, best of all, they can be tied together in a 77-mile loop (of sorts).
A689
Cut off the A68 before you get as far north as Tow Law, jump on the A689 and set the satnav for Alston. It’s a cracking stretch of road, passing through Wolsingham and Stanhope before arriving in Alston (which is technically in Cumbria). It’s a bit of a hidden gem, with people tending to aim for the Lakes or up to Scotland for a ‘proper adventure’. But you’d be wise to head here instead. In addition to some top views, the A689 is a proper rollercoaster of a road, with plenty of twists and turns to keep things interesting. It’s often quiet, too, which is no bad thing if you’re partial to pressing on.
B6277
Now you’re in Alston; you’re going to whip back around and join the B6277 to Middleton-in-Teesdale. You could carry on along the B6276 to Brough if you’re up for a bit more good stuff, or you’re hoping to nip down to the Yorkshire Dales. There’s also a cracking trail which runs from Brough down to Sleightholme, if you’re so inclined. This is another brilliant stretch; windswept and interesting in all the right ways. We’ve been along here a few times and only ever seen a handful of cars, so if you time it right you’ll likely have it pretty much all to yourself. That’s never a bad thing.
B6278
From Middleton-in-Teesdale, nip up Town Head to join the B6278, which twists and turns its way up to Stanhope and beyond, before arriving back on the A68 by way of Derwent Resevoir. It’s a great 26-mile run which brings more of the same good stuff as the other roads we’ve featured. Once again you’ll pass through Stanhope, which is a lovely little town and the perfect place to top up on fuel for both you and your bike.
WHAT’S YOURS?
There’s nothing quite like a bit of local knowledge when it comes to finding the best roads an area has to offer. If you’ve got a top blast on your doorstep (and you don’t mind sharing), we’d love to hear from you.
12 COMPETITION
THE S E K I B E R O M QUIZ
WIN!
It’s time to get out your pens and pencils and put your grey matter to the test
We love a bit of trivia here at MoreBikes. No matter whether we’re at a pub quiz with a beer in one hand and a pencil in the other, or being questioned by our mates when we’re stood around at a bike night, there’s something about knowing the answer to an unexpected question that gives us a nice fuzzy feeling inside. And if we don’t know, then there’s a good chance we might learn something. That’s why we’ve decided to introduce a regular quiz section sponsored by our good pals at Fowlers (who’ll be supplying the prizes). We’ll be asking you questions about all manner of two-wheeled stuff, pushing your
1
memories to the limit and asking you to dig deep to try and remember all manner of strange stuff from right across the biking spectrum. It’s a chance for you to show off your infinite wisdom and be in with a shot of bagging some cool prizes. All you’ve got to do is jot down the answers on the entry form below, and send it in using the details provided. We’ll then pick the winner from an upturned helmet crammed with correct answers, and that person will be sent a brand-new bit of kit that’ll help them stay safe out on the road. It’s that simple. Get cracking for the chance to win. Good luck!
Which British firm is set to revive its middleweight sportbike?
6
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Worth £74.99
When did Kenny Roberts become a team manager at Yamaha? Which manufacturer’s come up with a package deal to get more people riding in 2024?
2 7 When was the first Hinckley Triumph How many ccs did the first generation 8 Tiger 900 released? 3 Honda Gold Wing have? Which Austrian GP track will KTM be Which two firms take it in turns topping 9 taking its race school to in 2024? 4 the scooter sales charts? What’s the top speed of Super Soco’s What’s the name of Benelli’s parent 10 company? 5 TS Hunter? A variant of which iconic engine powers Suzuki’s GX tall-rounder?
LAST MONTH:
Did you get ’em right? 2009, Stelvio, Marlboro, Rieju, Taiwan, Thetford, Benelli TRK502, GSX1300R, 124bhp, Honda
Here’s the legal bit that you need to know
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WHITE DALTON 13
Q&A
Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles
Q
Last year I went out and bought a brand spanking new Hayabusa. I have always hankered after one since my teenage days when the first generation came out with the legendary 220mph clocks from the factory. The new bike was absolutely faultless for the first seven months, but unfortunately I dropped it whilst turning out of my drive and damaged the fairing and mudguard, etc. Since then, I have had an absolute nightmare with my insurer being slow to authorise the repairs and then their recommended garage doing the actual work (who was also the dealer who sold me the bike). The bike has now gone back for the second time because I was not happy as the new mudguard they fitted had a slight scratch/ scuff. Therefore, I am currently once again without a bike. The knock-on from that is I have told the dealer I want to reject the bike and get all my money back because it is not fit for purpose as per The Consumer Rights Act 2015. I have also told the finance company (that the dealer organised) that I am not paying the finance installments anymore and they can take it up with my insurer and the dealer. I don’t see why I should pay for a bike I cannot use. I am also thinking of suing my insurer and dealer for the mental stress they will cause if I do not have a bike for spring. Do you agree with my approach?
SOLICITORS
www.whitedalton.co.uk
A
In short order, no, I do not agree with your approach. Firstly, you need to put The Consumer Rights Act 2015 out of your head completely. It has absolutely nothing to do with this scenario. When the bike was sold to you it was fine. Therefore, you cannot reject it now and get all your money back because the repairs authorised by your insurer, after you fell off it, are not currently up to scratch (no pun intended). As for the finance instalments, you will have a binding agreement to pay them. Therefore, if you don’t pay them what you agreed, expect to get sued by the finance company; to lose, and to owe even more money. If you flip it another way, it’s not their fault if the insurer and dealer have not got the repairs sorted yet after you damaged the bike. Whilst I get you are not happy, in my opinion your best path of recourse at this stage is to liaise with your insurer and dealer to try and get this sorted ASAP and for the bike to be repaired and returned to you. I suspect it can be sorted pretty quickly. Lastly, whilst you can start court proceedings for the ‘mental stress’ you will go down in a ball of flames at Trial as it is not a viable claim in these circumstances. Therefore, my advice is don’t do it.
Q
Me and a couple of friends were pulling wheelies and doing burnouts in a car park
at the local business park, i.e. with a sofa shop and a KFC. Now, I need to stress there were only a few people around and we did this at the end away from the drive-throughs, etc. Anyway, as we were practicing, one of the lads livestreamed it on Facebook. Unfortunately, some local busybody tagged the Police and about a week after that I got a Notice of Intended Prosecution for dangerous driving. I read online that the best thing I could do was not identify myself. That way the CPS can’t prosecute, i.e. because they cannot I.D. the offender. Therefore, I gave my mates’ names and addresses as possible riders and said we were all swapping bikes (we weren’t but it seemed like a good plan). However, the Police then dragged me in for an interview. Someone else online had told me to go “No comment” in the interview so I did that to most of the questions. The Police tried to scare me that it may go against me later and weren’t too chuffed when I laughed and said to prove it was me riding. At this point they showed me another video I had not seen and because I was not wearing a helmet, I had to admit it was me as my face was clear. I then told the Police it was all irrelevant as it happened in a privatelyowned car park, i.e. not a public road, so I couldn’t get done in any event. If they do take me to Court, have I got a defence on this basis?
The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors. The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer
A
I understand a fertile man produces an average total of 80 to 300 million sperm per ejaculation. Only one of the sperm makes it through and fertilises the egg. I mention this as somehow, despite the odds, you now walk on this earth. Take from that what you will… Now, starting with your last point first, whilst the car park may be privately owned, as the public have access to it, the normal rules of the road apply so you can get done if you break the law there. So you are aware, pulling wheelies and doing burnouts is textbook ‘dangerous driving’. Therefore, as you admitted it was you riding, if the CPS can prove beyond a reasonable doubt that your riding fell far below what was expected of a competent and careful rider, and it was obvious that to ride in that way would be dangerous (which they will be able to prove as it’s on video), then a Court will convict you. If convicted, it’s a minimum disqualification of 12 months and you could be locked up for a maximum of 24 months. As for lying about who was riding, you also need to be prepared for a court appearance for attempting to pervert the course of justice. This also carries a custodial sentence if convicted. All in all, you have been a bit of a plonker and you shouldn’t believe everything you read on the internet. If you get summonsed to Court, you need to get some legal advice immediately and make sure you have packed your toothbrush.
to your question, there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor, get proper independent advice. For road traffic offences, call the Motor Defence solicitors on 0800 280 0912. For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191. If you need advice on a biking-related legal question or query, email mail@whitedalton. co.uk. The best Q&A will be published in MB, in confidence, of course.
14 LONG-TERMERS
Kawasaki Versys 650 GT Bertie Simmonds / Six months / 1566 miles A strange, orange icon appeared on the Kawasaki Versys 650 GT’s LCD display the other morning. It stated: ICE. Now, considering the fact that my teeth were chattering and I was urgently stabbing at the Kwak’s heated grips button, I would have thought this was an ‘obvious possibility’. Not so in a car, as I found out to my cost way back when. Y’see, I was a biker first and foremost and there I was, enjoying my first winter in a car. I was driving a modern-ish company car when a little snowflake icon lit up on the dashboard and I wondered what it meant. The heater was on. I was warm. I was listening to Level 42, so life was good. I had no idea what the conditions were like outside. I ignored the icon, spun the car and ended up on the wrong side of the road. It’s fair to say though, that these little warnings aren’t required on a motorcycle… You know if it’s cold… That said, the Kawasaki’s heated grips are stupendous and help enormously. I’ve yet to know just how to switch them to a particular mode –I just stab away at them. Aha… I’ve just looked it up. Yes, it confirms what I’ve thought – they are daft. You press them to activate (amber) then they go green and they are on the high setting, then press again to go down a level, etc. The rubbish bit is that – if you’re on the move – it’s hard to know what level they’re at until you do (or don’t) get hot hands. I’m sure it would be better to remove the ICE icon on the LCD screen and replace it
Suzuki GSX-8S Stu Barker / Six months / 2822 miles
with a heated grips setting? Eh? When things aren’t shining the GT is usefully protective of the body when it’s raining. The grips and knuckle guards do a good job of keeping the rain off, as does that flappy screen. Fuel consumption and tank range are pretty impressive. I never really care (or have cared) about mpg figures (but they are on the page somewhere – we had to work them out ourselves in the old days), but tank range is something I do care about. The best I’ve seen before any fuel warning light is a shade over 200 miles and I’ve left things up to around 220 miles before filling back up with what seems like a couple of litres still in the tank. That will do me… With the nights drawing in I’ve been using the auxiliary lights pretty much all the time – day and night. I’d much rather be seen and mildly annoy road users than end up in a hospital bed and be given a bunch of grapes by a motorist saying they didn’t see me. In fact, one driver was so incensed with the aux lights they swung round after me and eventually pulled up next to me at a junction. To tell me that my ‘effin’ main beams were effin’ on and maybe I should turn ’em effin’ off. I simply informed him that at least he’d effin’ seen me. I did check them – and they’re not aimed ‘up’ at all. Anyways, ’tis the season to be jolly – and get more saddle time on the GT (weather allowing). Let’s see what winter brings on the mini green meanie…
I had been riding for almost seven hours and had covered 354 miles. There were just six miles to go and, while the Suzuki GSX-8S had passed her first touring test with flying colours, I was getting pretty stiff and was just ready for home. I was hungry, thirsty and hot. I wanted out of my riding gear. I just wanted to be home. Then halfway through overtaking a car, I had to abort. The front end of the bike went light, and I couldn’t steer it properly. I pulled over, realising I had got a puncture. Great. Just six miles from home. The only consolation was that, had it happened in a more remote part of my journey back from Scotland (and on a Sunday, too) I’d have been stranded for a long, long time. I had a canister of gunk with me and could have squirted that into the tyre to get me home, but I know how much of a mess it makes of wheel rims, so I opted to try and wobble home at about 13mph. The tyre wasn’t absolutely flat at that point, so I thought I’d make it. Within seconds of me pulling over to the side of the road, another biker stopped to offer assistance. I told him I was going to try to wobble home, so he rode shotgun for me, protecting me from traffic. After a couple of miles, I realised I could manage and didn’t want to ruin the other guy’s day by making him ride at 13mph, so thanked him and flagged him on his way. I didn’t get his name, but thank you, whoever you are. Bikers really are just one big family and it’s at
moments like those that you realise it. The puncture added an hour to my trip, and I’d never been so glad to get home and get out of my kit. I’d sort the tyre the next day. But I’d forgotten that a puncture on a bike usually leaves me bikeless for at least two weeks. I ordered a set of Bridgestone Battlax T32 Sport Touring tyres (£280 plus fitting) and had to wait a few days for them to turn up, but that’s fair enough. What’s annoying is how long it takes to get a set of tyres fitted where I live. The only mechanic I know of locally was fully booked for two weeks, so I was grounded during some of the best weather we’d had all year. I mean, you can get tyres fitted to a car while you wait, so why is it so hard with a bike? Anyway, I decided to try the Bridgestones instead of fitting another set of the Dunlop Sportmax Roadsport 2 tyres that came with the bike. Bridgestone says its new T32 tyres are designed to cover all bases and are particularly good in wet conditions and, with winter fast approaching, it made sense to try them. The Bridgestones are much more rounded than the Dunlops and this gives them a 13% bigger contact patch than their predecessors, the T31s. The firm also claims a 7% improvement in stopping distance in the wet and the T32s won a comparative tyre test carried out by UTAC (a market-leading group in vehicle testing and type approval) at Millbrook. I have to say they feel great and, with their rounded profile and far greater tread pattern they, inspire real confidence going into winter.
16 QUICK SPIN: SUZUKI GSX-S1000GX
LONG LEGS We’ve just had a couple of days to put Suzuki’s new tall-rounder through its paces. The £14,499 bike’s a big deal for the factory, bringing together its much-loved GSX-R1000 motor and its first automatic adjustable suspension system. WORDS: Ross Mowbray PHOTOS: Rugged Media / Suzuki Europe
Suzuki’s been really busy of late; probably busier than it’s been in years, creating an ever-growing range of desirable and downright usable bikes that have big appeal to bikers far and wide – and the newly-released GX looks to be poised to keep the good times going. Based on the GSX-S1000, and subsequently the GSX-S1000GT, the new GX is all about delivering superbikederived levels of performance in a tall-rounder, sport-touring package. That sounds like a winner to us. While it shares plenty with the GT, the new model comes kitted out with the
Suzuki Advanced Electronic Suspension. That’s right. The GX comes kitted out with the firm’s first electronic suspension system – as well the new Suzuki Road Adaptive Stabilisation and Suzuki Floating Ride Control System. That alone is enough to make it worth a look, never mind the Brembo brakes, Showa springs and masses more technological trickery. But how does it go on the road? I had high expectations for this bike, and by the time we stopped for lunch on the first day, I was fairly underwhelmed. We’d not really had a chance to open it up and stretch its legs, and although it proved itself quietly capable, I had
little to write home about. Thankfully, an uninterrupted stretch of twisties on the run back to the hotel presented the perfect opportunity to get a real feel for what the bike’s about. It comes alive when it’s ridden hard. It’s a comfortable place to be. It’s not quite as big or as roomy as I expected, but with the bars 38mm higher and 43mm closer than the GT, and the seat 15mm higher, it feels good (there is an optional low seat, too). That said, some taller riders have reported aches from the seat and pegs being a little too close together. The three-step adjustable screen does a decent job of keeping the
wind at bay even at motorway speeds, and the handguards will no doubt be a welcome addition when we get to ride it back in Blighty. Its road-tuned, tried and tested 152bhp GSX-R1000 engine is the centrepiece – and it’s a lovely thing, being tractable, flexible and super-smooth with more than enough poke. It comes alive higher up the revs, as proved by our spirited ride back to our digs for the night. There is a reason Suzuki’s been using this powerplant for so long – and with 180,000 of them produced over the years, it’s no surprise they’ve got it set just so.
QUICK SPIN: SUZUKI GSX-S1000GX 17
BUYING USED
There’re plenty of cracking older bikes to choose from if you want something big and tall that’ll eat up the miles. There’re a couple of different reviews of the GX to get stuck into, depending on your disposition. If you’re on the slightly more sensible end of the spectrum, you’ll want to check out the longer version of Ross’ report in Motorcycle Sport and Leisure. But if you like your riding a little more spicy, then the lads over at Fast Bikes gave the new Suzuki a proper thrashing. Choices, choices.
Ducati Multistrada 1200 S
2015-2019 / £5500-£11500 The Multistrada is a brilliant long-legged road bike. It’s smooth, stable, packed with goodies and is great fun to ride. It’s versatile, too, easily switching between a mild-mannered tourer and a surprisingly capable trackday weapon.
Kawasaki Versys 1000
2012-2015 / £3500-£6500 The Versys doesn’t always get the love it deserves, thanks to its slightly Marmite appearance. But to those in the know, it’s a consummate mile-muncher, with a cracking Z1000-derived motor and decent handling (despite its size). Well worth a look.
There’s a swathe of electronics fitted to the GX as standard. The big news is that it’s the first Suzuki with electronic suspension, which is capable of automatically adjusting to your riding style, the road conditions and the weight it’s carrying. It’s essentially a sky-hook style system, which automatically adjusts the damping to better absorb lumps and bumps in the road. It works with the Suzuki Road Adaptive Stabilisation, which detects the road surface and adjusts the suspension and throttle response to suit. Another nice touch is the Suzuki Decelaration Damping Control. It smoothes out the suspension under hard braking.
The drive mode selector also integrates the systems into three riding modes (Active, Basic and Comfort), adjusting the damping to suit. You can also choose to dial in the traction control settings and throttle response, which means there’s a load of different ways to get the bike just right. In truth, it’s going to be difficult to really get under the skin of all the tech in such a short space of time, but from what we’ve experienced so far, it’s super-capable. It’s slightly let down by it’s somewhat dated dash, but at least it’s clear and easy to navigate. The Brembo stoppers are capable of
hauling the bike up in a hurry, with enough feel to feather and shave off speed when the turn unexpectedly tightens up. They’re not sensational, but they work well. I’d argue the Dunlop Roadsmart 2 tyres feel like a bit of a weak link. They’re not bad, but they could be better… It is a versatile machine though, and we’ve taken it all over – from rough little lanes to wide-open motorways via sections of fast, flowing twisties. While it’s most at home making swifter progress, it is surprisingly capable of remaining poised on less than favourable Tarmac (thanks in part to that properly sophisticated suspension system).
KTM 1290 Super Duke GT
2017-2019 / £5500-£11,500 The Super Duke GT builds on the bonkers base of the big Super Duke, adding a few touring goodies and a sprinkling of stardust to create a truly special bike that delivers fun by the bucket load. Might be a bit too raw for some though...
18 QUICK SPIN: TRIUMPH TIGER 900 RALLY PRO
BETTER THAN EVER The middleweight adventure bike market is seriously competitive at the moment. Triumph’s Tiger 900 has never really been the go-to choice for those who like riding on the rough stuff, with other, more stripped-back machines getting the headlines. But maybe it deserves a closer look…
WORDS: Ross Mowbray PHOTOS: Triumph Motorcycles
A relaxed ride up into the hills above Malaga was the perfect introduction to Triumph’s tweaked Rally Pro. Despite the greasy, slightly damp roads, the bike shone. Its silkysmooth triple motor and gearbox are highlights, but everything from the brakes to the dash are bang on. It looks trick, too, laden with all the necessary adventure goodies, including spoked wheels and a bash plate. I’ve not ridden the Tiger for a few years, but I immediately felt at home. It’s a very, very well-put-together motorcycle. Although it looks essentially the same as the previous generation Tiger, there have been some key changes to make an already great bike even better. There’s a bit more power and torque (as a result of a load of updates to the motor). There’s also a new ‘advanced braking system’ which automatically
applies the back brake alongside the front. It sounds like an unnecessary addition, but in practice it works well, offering plenty of stopping power and feel when paired with the Brembo Styleemas. The Showa springs are top, too, offering a nice balance of comfort and performance, and although the long travel springs dive a bit under heavy braking, it’s never felt unsettled. With the roads beginning to dry, we got a good chance to push on, and I was incredibly impressed by how agile and nimble it felt despite its 21-inch front. It’s properly versatile, too, just as happy crawling through town as being thrown through twisties and manoeuvring switchback after switchback. We also got the chance to take the trails around the Triumph Adventure Centre on the Rally Pro. It proved excellent on the road, but the big question is if it can hold its own in the
dirt. In short. Yes. Yes it can. It surprises me massively with just how capable it is. With the traction control and ABS switched off in the Off-Road Pro riding mode, it feels ready for almost anything. There have been a few minor tweaks to the model we rode on the road, including adding some off-road pegs, removing the centre stand, softening the suspension and rolling the bars forward. There’s also an excellent feature on the back brake lever, which allows you to spin it and make it higher (and more accessible to access when you’re stood up). There are also some different tyres. We’ve been running some Michelin Anakee Wilds, but you’ll get Bridgestone Battlax Adventures as standard. We’d not tackled anything particularly technical, spending most of the time cutting around on fire trails, though there have been plenty of tight turns to help highlight how agile it is
for a relatively big bike. It’s playful, too, with the triple motor offering a healthy whack of low-down torque, which allows you to light up the back end on command. I’ve been properly impressed with the latest generation Tiger 900 Rally Pro. The GT Pro is an excellent road bike, but I value the versatility of the Rally Pro. I would be perfectly happy to compromise a bit of on-road manners in return for the ability to blast about the rough stuff. I reckon it looks better, too. With a £14,495 price tag, the Rally Pro is not a cheap option in the increasingly competitive middleweight adventure bike market – but in my mind, it’s worth every single penny. It’s been a couple of days exploring some of Andalucia’s finest roads and trails, and the Tiger has been the perfect companion. I’m already thinking about getting my hands on one back home. That speaks volumes.
QUICK SPIN: TRIUMPH TIGER 900 RALLY PRO 19
BUYING USED
Here are some of our favourite middleweight adventure bikes that don’t cost the earth to own, providing you’re happy to go hunting. This is just a small taster of the full, whopping great feature coming to the next issue of Motorcycle Sport and Leisure. It’ll go into serious detail about what makes the latest Tiger 900s top-notch, and get properly into what they’re like to ride. Be sure to snag yourself a copy if you want the lowdown.
Yamaha Ténéré 700
2019 / £6000-£7500 The stripped-back T7 has dominated since it was released a few short years ago, offering another option for adventure bike riders who didn’t fancy taking a bloated 1200cc machine off-road. With its sub-£9000 launch price, it offered cracking value from new – but now you can bag one of the first ones for over half the price of the comparative Triumph.
Suzuki DR800 S
1991-1997 / £2000-£7500 The DR BIG is an icon. It’s the perfect example of the back-to-basic, bulletproof Dakar-inspired trailies that were so popular in the 80s and 90s. They’re getting fairly hard to come by (and some are fetching silly money), but if you come across one for a reasonable price, you’ll find plenty of joy riding this charming, chugging big single.
Honda XL650V Transalp 1987-2007 / £1800-£3000 The early Transalps might not look like much, but it’s more than proved itself as a solid option for riders wanting to cover big distances with no fuss. They’re easy-going, reliable and very easy to live with – which is probably why you see so many round-theworld types running them.
KNOWLEDGE 21
BIKER FIRST AID
PART THREE
CPR
Riding bikes involves risk. There’s a chance that even the most sensible and switched-on of bikers could come unstuck by some sketchy surfaces or dodgy driving. Knowing what to do should the worst happen is invaluable and could be the difference between life and death if you spot someone in trouble. That’s why we’ve joined forces with LIVES, an emergency first responders service made up of trained personnel (including doctors, nurses and paramedics) who give up their time to help save lives. They’ve been up to MoreBikes HQ to share their wisdom, equipping us with the basic skills to save lives by the side of the road, and over the next few issues we’re going to be sharing what we’ve learnt, outlining some key tips, tricks and techniques to help you manage the scene should you happen across a road traffic accident. CPR is an essential and surprisingly straightforward lifesaving technique which can be delivered safely and successfully by someone without any first aid training. It’s incredibly important, too. In the UK, the average
survival from cardiac arrest out in the world (outside of the hospital) is around 10% – but in some parts of the world, it’s as high as 60%. The key to this success is not fancy medical care or advanced paramedic skills, but is actually down to the bystander and first responder efforts. For every minute of no CPR, the survival rate falls by 10%. Yet an untrained bystander who attempts CPR can significantly improve the chances of survival. The key to saving someone in cardiac arrest is to identify it quickly, to call for medical help and then to start chest compressions. It might be daunting, but if a patient is not responding or is not breathing, then you need to get hands on the chest early and start your compressions hard and fast. If there are other people around, then get them to make the 999 call, report a cardiac arrest and relay the exact location of the patient. If you’re alone, call 999 and stick your phone on speaker while you start CPR and relay the key information simultaneously.
TOP TIPS An AED or Defibrillator changes the game and can triple survival chances. While it’s unlikely you’re going to come across an accident beside a Defib, they’re increasingly common in communities up and down the UK – and it’s no bad idea to
get to know where they are in your local area. They’re a brilliant bit of kit which guide you through the CPR process and offer an electric shock to help ‘reset’ the heartbeat. If you can get your hands on one, they’re pretty clearly marked with
instructions. The gist is to get the sticky pads on the chest to the top left and bottom right of the heart and then follow the device commands and prompts until help arrives. It’s important you don’t stop compressions while your getting set up though.
STEP-BY-STEP – CHECK THE PATIENT If there’s no response, or they’ve got an abnormal pulse or are having difficulty breathing, you need to call for help immediately.
COMPRESSIONS
next to the patient and place the heel of your hand 1 Kneel on their breastbone at the centre of their chest. The palm of your other hand goes on top. Interlock your fingers. Shift your weight so your shoulders are directly above 2 Using your hands and lean over the casualty with straight arms. your bodyweight and not just your arms, push 3 downwards 1/3rd of the depth of the chest hard and fast at a rate of 100-120 compressions per minute. after each compression (while keeping your 4 Release hands in position) and allow the chest to return to its natural height. Continue until the first responders or paramedics arrive on 5 the scene. If you’re not alone, we’d recommend swapping out and taking turns.
IF YOU WANT TO KNOW MORE ABOUT LIVES, ENQUIRE ABOUT TRAINING, DONATE, OR EVEN GET INVOLVED, VISIT: www.lives.org.uk
NEXT MONTH: STOP THE BLEED
22 RIDER SKILLS
RIDE MOTORWAYS Motorways are great for covering distance in no time, but they come with a whole set of considerations that you need to appreciate to make your progress safe. We talked to Harrison Browne from Phoenix Motorcycle Training to get an idea of the key areas to concentrate on…
Although motorways are the UK’s safest roads, they are also the fastest. They’re great for getting from A to B quickly, but as your speed increases, so does the potential for things to go wrong, and any crash on a motorway can be very nasty, especially if a motorcycle is involved. It’s always best to avoid a crash in the first place, and good riding skills can play a large part in crash avoidance.
Common mistakes
Riding too close is the biggest mistake you can make on motorways. The two-second rule is a surprisingly long separation when you travel at high speeds, but it’s important to maintain it. Exceeding the speed limit is an easy mistake to make on motorways, but again, it’s important to stay sharp and resist temptation. It is scary how much further your braking distance is at 80mph compared to 70mph. And it doesn’t matter how good a rider you are, the laws of physics apply to all of us the same. Speeding also links in with riding too close. Rear-end shunts unfortunately are a common scenario in motorway crashes. Filtering too quickly between lines of traffic is another issue that easily arises out of impatience. While the ability to filter is a great advantage of riding a motorcycling, be careful not to ride much faster than the rest of the traffic moving. If you are zooming along between slow-moving cars, you don’t have much time to slow down or make an avoidance manoeuvre if someone changes lane or swerves to have a look past a car in front of them. This brings us nicely to the old rule that applies to all roads, and should be remembered on motorways: never assume that other road users are going to do the right thing. Prepare for all eventualities, and expect the unexpected. One of the unexpected things that people often do on motorways is to change lanes late and without warning, so try to put yourself in a position where you can anticipate and deal with such manoeuvres. Undertaking (or overtaking on the left to be grammatically correct) other vehicles, particularly HGVs, is sometimes tempting, but should be avoided as drivers don’t generally expect it and can move to the inside lane without warning.
How to get it right
Unfortunately, there is no magic shortcut to getting motorway riding right instantly. Nothing can beat proper training and practice, and your skills will develop over time. And while there are plenty of sources available to do some background research, remember that not everyone is always right, and consulting qualified trainers is your best bet to get the right advice. One thing that is easy to practice, and that will make a difference to your motorway riding, is looking as far ahead as you can. This will give you information about traffic and hazards much further
away, and consequently give you more time to assess and react to anything that requires action. As well as having an early warning of what is likely to happen, you should also be aware of what other road users are doing now, anticipate what they might do next, and plan your manoeuvres early in relation to this. This creates time and space around you, which is vital for your safety. Having space around you is important, especially when travelling at motorway speeds. Try to leave enough space between you and others, and if you’re wondering what that looks like, remember that the two-second rule at 70mph equates to approximately 14 car lengths. When filtering, travel at a speed that allows you to stop if a vehicle changes lane without warning. This also gives those in front of you time to see you and move over to help. It’s a good idea not to filter when traffic is moving at 25mph or more, and only filter past at a maximum speed of 15mph over the speed of other vehicles. There’s plenty more to think about when it comes to motorway riding, and depending on your abilities and riding style you may need help in specific areas, so the best way to advance your riding is to talk to a qualified trainer or a training school. Stay safe!
Am I allowed on motorways?
Not all bikes and riders are allowed to ride on motorways. Your motorcycle must be above 50cc in capacity, and unless you obtained a car licence before February 1, 2001, you will need at least an A1 licence or higher (a CBT certificate is not enough).
RIDER SKILLS 23
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24 PRODUCTS
BUYING GUIDE:
WATERPROOF BOOTS Proper biking boots might not be required by law in the UK, but there’s a lot to said for seeking out a pair that are designed to handle the rigours of two-wheeled travel. And if you’re riding on these fair shores, they’re going to need to be waterproof.
To help you make a better informed decision, we’ve rustled up a brief breakdown of the key considerations and handpicked a selection of our favourite footwear from the last 12 months and beyond.
e-Numbers
Our feet’s friend is EN 13634:2017. The boots earn this by their resistance to impact abrasion, impact cut resistance and something called ‘transverse rigidity’ (which is a scientific term meaning they resist crushing if trapped under a bike). Taller boots earn Level 2 (as they protect a larger area), whllst lower cut and sneaker-style boots are restricted to Level 1.
How do they keep your feet dry?
The most effective waterproof boots use a technical layer sandwiched between the outer upper, the inner (comfort) lining and the sole. What you want is one that works like a one-way valve, letting moisture escape out (via microscopic perforations) but not get through to the foot. There are loads of great materials: Gore-Tex, Hippora, D-Dry and Drystar are just a few.
Can’t I treat leather ones?
Yes you can. I’m a big fan of Renapur. Not only does it keep your leather supple and in great condition, but it also makes your leather boots
waterproof. Other products are available, going back to Dubbin – the stuff they used to use to waterproof footballs (ask your great grandfather). The drawback of this is you have to reapply on a regular basis.
What about protection?
It’s why you wear them and not something like Wellington boots. Like all bike kit it’s there to take care of you. Like I said, the boots have to resist abrasion and the material shouldn’t cut under stress. They also have to resist crushing, but be flexible (to allow gear changes, walking, that kind of thing). If you’re choosing a low-cut or sneaker, make sure they protect the malleolus (the
bony bit at the ankle, you do NOT want that ground away).
Anything else to bear in mind?
All that tech is going to be useless if you’re wearing something like Nylon socks that make your feet sweat. Damp is damp no matter where it comes from. Do you need to walk far off the bike? Then make sure the boots you choose are suitable for the purpose (for example, race boots aren’t going to be great). If you’re choosing boots to be waterproof, it’s a good guess you’re going to be riding in the rain, so the soles need to be grippy, even with the damp stuff all over the floor. And do they work with the rest of your kit?
PRODUCTS 25
DUCHINI ATLAS
TCX FUEL WP
I was over the moon the first time I hit the road in my brand sp panking new pair of Duchini Atlas boots, in pouring rain no less! The pair off boots I was using previously were, whilst waterproof, only ankle high. Not ideal anyway in terms of shin protection, they would also let an ung godly amount of rain in and soak my socks on any decent ride. The full-grain leather, textile and rubber are all of great quality, and six months later still aren’t showing any signs of scuffing despite being worn just about every day. I’m a big fan of the fit and adjustability, and you can easily fit them both over and under your trousers.They feel plenty comfortable and protective, and come with a reinforced gear shifter zone near your toes. Being a size 11 normally, I did find I needed to upsize to a 12 for these (or 47 in regular motorcycle boot sizing) and was worried they would be a bit loose because of this – and yet they feel almost tailormade, they’re such a good fit. I’ve found myself recommending these to a few people I know who were on the lookout for new boots, and honestly if I somehow managed to damage them now, I’d probably go straight back out and buy the same pair again.
I’m pretty partial to a pair of TCX boots. I’ve had a few pairs over the past 10 years, from fashion-styled boots through to dedicated touring and adventure boots – and these Fuel waterproof boots are my favourite. In fact, they’re probably my favourite boots, full stop. The boots are made from full-grain leather, have a gear change protection pad, and a nice deep tread on the sole which (still) offers great grip. There’s a breathable waterproof lining, toe and heel reinforcements, and a big zip running down the inside to make them easy to get on and off. They’ve been with me since 2017, taking a hell of a beating over that time (including being crashed in twice). They’re still comfortable, look great, and thanks to some regularly waxing and waterproofing, are still managing to keep the water at bay. Aside from the inner sole coming away from the boot, these TCX boots are still pretty perfect after tens of thousands of miles. I’d say that’s pretty good going, wouldn’t you?
£119.99 / www.thekeycollection.co.uk / Chris Bailey
£249.99 / www.nevis.uk.com / Ross Mowbray
DAYTONA ROAD STAR PRO GTX
£469.99 / www.bikerheadz.co.uk / Ross Mowbray
Having wet feet is pretty miserable, so if you’re a proper big-mile tourer, daily commuter or hardcore rider who’s out on the bike all-year round in all weathers, then a top-quality set of boots are a must. Your boots will be the difference between arriving at your destination with bonedry trotters or sodden socks, so I’d argue it’s worth spending the money if you want kit that’s going to stand the test of time and take a bit of a bashing. These Daytonas might be a good whack of cash, but after three years and thousands of miles in every weather, I’m confident they’re worth every single penny. Handmade in Germany, they’re packed with top features, including some special hydrophobic cowhide; Gore-Tex climatic membranes; petrol- and oil-resistant soles; reinforced gear change cushions; shin and ankle protectors; a plastic reinforced foam sole with a galvanised steel inlay; and Velcro and double-sided zips to get them on and off. All that good stuff makes them incredibly waterproof, supremely comfortable, and very easy to trust. If I’m doing big miles, these are the boots I choose every single time. They also come with a threeyear warranty when you register them online, which is a nice touch. If you can stomach the initial outlay, you’ll be rewarded with some properly capable biker boots that’ll last for years to come.
HELD ANNONE GTX
£312.95 / www.held-de / Mark Lancaster-Eastwood
The Held Annone GTX Gore-Tex motorcycle boots are a premium offering from the German manufacturer. These boots are designed to provide maximum protection, comfort, and durability, and I’ve been using these now for about 10 months, through all weathers! One of the standout features is the full-grain leather construction. Full-grain leather is known for its strength, flexibility, and ability to withstand wear and tear. This ensures that these boots will not only last a long time, but also provide excellent protection against abrasion and impacts. Another key feature is the full Gore-Tex comfort liner. Gore-Tex (in case you didn’t know) is a highly-regarded waterproof and breathable membrane that keeps you comfortable in all weather conditions. This means you can ride in whatever Mother Nature throws at you without worrying about getting wet feet or uncomfortable moisture build-up inside the boots. In these, my feet have mois always been ‘just right’. For safety, there’s fibreglass shins and ankle protection. They also have a non-slip rubber sole from experts ‘Vibram’ that offers excellent grip, stability and comfort both on and off the bike. Overall, the Held Annone GTX Gore-Tex boots are a top-of-the-line option for riders who have the cash to splash on quality kit. With their premium materials, waterproofing and safety features, these boots are a reliable choice for long rides, touring, or everyday commuting. I love them; they’re a real treat for the feet and worth the investment.
RST PATHFINDER WP
£179.99 / www.rst-moto.com / Simon Meyer
British firm RST has carved out an enviable reputation for creating quality kit that doesn’t break the bank, and these Pathfinder boots fit the bill perfectly. I’ve had a couple of pairs of RST boots in the past, and they’ve not let me down – but these are probably the best yet. They’re super-comfortable and easy to get on with, thanks to the zips and Velcro secured strap on each side. You can open them up, pull the front down, and stick your feet in there easily – and then zip them up and whip the Velcro around tightly to get the perfect fit. They’re plenty warm and waterproof, too, with no leaking when I’ve been out and about on the bike. The only time I’ve suffered a bit of damp is after rescuing a mate who took a tumble in a greasy ford. I waded into help him get his bike upright, and I was fully expecting the three inches of water to come pouring into my boots. didn’t, It didn t, and although a bit of moisture managed to find ough, I was seriously impressed with just how its way thro eld up. If they can manage that, normal riding’s well they he e no issue. going to be There is pllenty of support from the hard-wearing soles, and decent cushioning from the floating shift pad. And e not (yet) seen how they perform in a crash, although I’ve they’re CE Certified with TPU shin protectors and ed ankle protectors, so I’m sure they’d be up to integrate the task. In short, they’re fantastic boots for the money, and I highly recommend them.
SPADA RAIDER
£149.99 / www.spadaclothing.co.uk / Nicholas Ellis
These boots have had a proper test; being put through their paces trail riding and touring in the north east and in the Isle of Man. I’ve only done 1000 or so miles in them, but they’ve properly impressed so far. These are the only adventure boots in our line-up; which means they’re much more rugged than the other options. As you’d expect, they’ve happily handled torrential downpours and water-filled bogs, thanks to a waterproof Hipora lining, a storm flap and a solid leather and nubuck outer. They’ve suffered more than their share of bashes, too, with the shin, ankle, toe and heel protection sturdy enough to soak up all but the worst off-road terrain. They’re adventure boots, not MX or Enduro, so don’t ask too much of them and you won’t be disappointed. Despite off-road-ready boots often compromising on comfort, the Raiders are pretty perfect for all day in the saddle. Okay, you might not want to go hiking in them after you dismount, but the touring sole and rubber heel grip provide plenty of confidence when the surface gets slippery should the mood take you. I reckon they represent excellent value for money, and are well worth getting your hands on (and feet in), if you’re after a pair of sturdy adventure boots that don’t break the bank. Nice one, Spada.
ROAD TEST 27
IN THE CITY Ducati Scrambler 800 Icon, Full Throttle, Nightshift and 1100 Tribute Pro
Much of the current crop of stylish machinery is aimed purely and purposely at urban riders – those folk that want a cool and stylish machine to ride into town and commute to work. And the greater majority of those bikes are marketed as such by the manufacturers – hip, city-dwelling machines that are ideal for battling through traffic yet will look ideal parked outside the swankiest of coffee shops. And, while the image on this spread is
POWERED BY
clearly displaying the fact that the bikes in the Ducati Scrambler range are expected to excel in the urban environment, we don’t think that any bike should be labelled as being made just for one job, or have the suggestion that there’s only one place where it’ll look good. On the face of it, here are four bikes from one manufacturer’s line-up that are very similar in terms of style, specification and price. The easy assumption would be that
they’re all very much the same bike (with some minor detail changes) that is made with just one job in mind, and that devoting a large part of one magazine to the four machines would be a little frivolous. Yet we wanted to see just how varied these four versions of Ducati’s Scrambler model are, and how they coped not only in a crowded cityscape, but also out where we get the biggest of smiles with the best of biking kicks. And we got some rather surprising results…
28 ROAD TEST
Ducati Scrambler Icon 800 Base model brilliance
WORDS: Ross Mowbray Ducati has hit gold with its Scrambler range. It sells a ton of bikes to the types of riders who probably wouldn’t have been interested in the Italian firm’s more traditional sporty output. With a couple of engine sizes to choose from, and a host of different models built around the same sorted chassis, it’s pretty easy to see why they’re so incredibly popular. While they might be dismissed by more ‘serious’ bikers as a toy for trendy hipsters who want to belt around town in style, there’s much more to them than meets the eye. In addition to their good looks, they’re also really capable – as we can all testify after a few days of putting them through their paces in a whole host of different scenarios. Admittedly, it wasn’t all that difficult to win me over. I’m a scrambler fan. I’m partial to 60s and 70s off-roaders; I’ve got a pair of aging twinshocks in the shed, and I’ve ridden more than my fair share of the retro-inspired machines on the market today, including a bunch of Ducatis since they were first revealed in 2015, and they’ve always impressed. Blending ease of use with potent-enough performance and solid, assured handling. And with a host of changes for 2023, Ducati reckons the latest ones are the best yet. The Icon’s always been a favourite. I’m a frugal man and value for money is always important. At a shade under 10 grand, the base model Scrambler is the cheapest way to get your hands on your very own piece of Italian engineering from the Bologna-based factory. And
TECH SPEC Ducati Scrambler Icon 800
Price: £9995 Engine: 803cc, L-Twin, Desmodromic cams, 2 valves per cylinder, air-cooled Power: 73bhp (53.6kW) @ 8,250rpm Torque: 65.2Nm (48.1lb-ft) @ 7,000rpm Transmission: Six-speed, chain final drive Frame: Tubular steel trellis frame Suspension: (F) 41mm USD Kayaba forks, 150mm travel, (R) single Kayaba shock, preload adjustable, 150mm travel Wheels: Cast light alloy multispoke, (F) 3x18”, (R) 5.5x17” Tyres: (F) Pirelli MT 60 RS 110/80 R18, (R) Pirelli MT 60 RS 180/55 R17 Brakes: (F) 330mm disc, radial 4 piston caliper, (R) 25mm disc, single piston floating caliper Weight: 185kg (kerb) Wheelbase: 1449mm Seat height: 795mm (780mm and 810mm options) Fuel tank: 13.5 litres Fuel consumption: 54mpg Service intervals: 7500 miles/12 months Warranty: 24 months unlimited mileage
it looks good, too, in a stripped-back, simple and classy kind of way. Putting myself in the shoes of a less-experienced rider, I’d go for this one all day long. It’s remarkably easy to live with – and even easier to ride. It’ll turn on a sixpence, flick from side to side with the gentlest persuasion, and will offer all-day comfort (though I’d be after an aftermarket screen if I was planning to do big miles). That said, even in the hands of a set of withered old bikers (not me – the other three…) the Icon held its own, delivering more than its fair share of smiles across the board. Perhaps unsurprisingly, it’s also the simplest. There’re no extra gubbins to mess around with; just grab hold of the tall, wide bars, settle into the flat, comfortable seat, and get going. That said, there is a new 4.3-inch TFT colour dash for this year. It mimics more traditional clocks, but offers easy access to all the usual information; makes it easy to flick through the two rider modes; and comes loaded with the smartphone-compatible Ducati Multimedia System. Nice. Once rolling, it’s easy to see why the Scrambler’s won the favour of so many riders. The updated engine is a particularly lovely thing. With 72hp on tap from its 803cc ‘Desmodue’ V-twin motor, there’s more than enough punch to make swift progress out on the open road. You might think it’d feel a bit lacklustre compared to the big 1100… but it doesn’t. Okay, it’ll run out of steam a little quicker, but you’ll be in excess of the legal limit before you notice.
It’s surprisingly versatile, too, as proven by how easy it was to trickle round town at slow speeds. Feather the clutch, dab the back brake and dispense traffic at will. We were blessed with a couple of scorching days of sunshine, so I can’t really comment on the efficacy of the newly-fitted (switchable) traction control. However, the electronics on Ducati’s bikes in recent years have been second-to-none, so I’m confident it’d do a sterling job of helping keep things in check. The Icon also gets a pair of riding modes to play with (Road or Sport), each offering slightly different throttle map and traction control settings. Road’s much more attuned to the slower speed stuff, helping to smooth out any snatchiness or aggression, while Sport is perfect for when the pace picks up and you want a bit more snap. It’s worth mentioning the new ride-by-wire throttle also means it’s possible to fit an up/down quickshifter for the first time. It’s standard on the Full Throttle and I reckon it’s well worth the extra £237. Oh, and there’s also a 47hp restricted version of the bike available to suit A2 licence holders. While the chassis has had a bit of work done for 2023, including a new bolt-on rear subframe (rather than the original welded unit), the brakes and suspension are largely the same. That’s not necessarily a bad thing though… don’t fix what’s not broken and all that. For stopping, the single 330mm disc at the front with a radial four-pot Brembo caliper offers plenty of bite to haul up the relatively lightweight machine. That
said, it’s not the sharpest, though I suspect that could be intentional, with an eye on the less-experienced riders often buying this model. At the rear there’s a 245mm disc and single-piston caliper. It works well, with enough feel to easily scrub off excess speeds or tightening your turns in town. The front suspension is exactly the same as the previous model; a set of perfectly capable, if not a little soft, 41mm USD Kayaba forks with 150mm of travel, while at the rear there’s a preload-adjustable single Kayaba shock (again with 150mm of travel). It’s a decent set up which suits this kind of bike perfectly, blending comfort with predictability and performance. The tyres proved excellent, though. They’re the same Pirelli MT60RS ones that Ducati used on the last generation, and although they’ve got a shade of scrambler
about them, they proved themselves exceptionally sticky on dry roads under fairly intense pressure. I’d be curious to see how they go in the wet, though I’m certain they’d lap up whatever you throw at it. The Ducati Scrambler Icon is a cracking bike. Okay, so it’s not going to be belting down any green lanes anytime soon, but it’s much more than just an urban commuter, too. It’s a seriously capable road bike that offers easy-as-you-like handling, a punchy torque-rich motor, and bags of fun. While there are probably more affordable options on the market, if you’re looking for a stylish road bike that goes well (including a raft of newly-released middleweight nakeds) for the money, there’s still a certain unquantifiable something about riding and owning a new Ducati – and this is the cheapest way to do it.
ROAD TEST 29
Ducati Scrambler 1100 Tribute Pro
TECH SPEC Ducati Scrambler 1100 Tribute Pro
Price: £12,795 Engine: 1079cc L-Twin, Desmodromic distribution, 2 valves per cylinder, air-cooled Power: 84.5bhp (63kW) @ 7500rpm Torque: 88Nm (65lb-ft) @ 4750rpm Transmission: Six-speed, chain final drive Frame: Tubular steel trellis frame Suspension: (F) Marzocchi fully adjustable 45mm USD fork, (R) adjustable Kayaba monoshock. Wheel travel 150mm front and back Wheels: Spoked aluminium wheels, 18”/17” Tyres: (F) Pirelli MT 60 RS 120/70 ZR18, (R) Pirelli MT 60 RS 180/55 ZR17 Brakes: (F) 2 x 320mm semi-floating discs, radially mounted Brembo Monobloc M4.32 calipers, 4-piston, axial pump, (R) 245mm disc, 1-piston floating caliper. Bosch Cornering ABS as standard equipment Weight: 211kg (kerb) Wheelbase: 1514mm Seat height: 810mm Fuel tank: 15 litres Fuel consumption: 54mpg Service intervals: 7500 miles/12 months Warranty: 24 months unlimited mileage
Flying the flag for seventies scrambling
WORDS: Mikko Nieminen Like it or loathe it, it’s difficult to dismiss the Ducati Scramblers as nothing but trendy hipster bikes of the moment. I mean, yes, they may well be that, too, but their impact on Ducati and the industry as a whole has been massive. Launched in 2015, the modern Ducati Scramblers were a revival of the company’s dual-sport singles made from 1962, hence the number 62 popping up so often on Scrambler bikes and apparel. The bikes were an instant success, with the retro scene growing at least as fast as the sportsbike sales were dwindling, and to date Ducati has sold over 100,000 Scramblers. For a manufacturer of Ducati’s proportions, that’s decidedly unshabby. The first generation of the revived Scramblers were mostly 800s, with just the learner-friendly 400cc Sixty2 tempting the A2 crowd. By 2018 Ducati had decided that more was more, and introduced three new 1079cc Scramblers: the 1100, the 1100 Special, and the 1100 Sport. The bike we have here – the 1100 Tribute Pro – is a descendant of that larger-capacity line, and what separates it from the 800cc Scramblers is that it’s bigger in almost every way. It features the air-cooled 1079cc L-Twin with Desmodromic distribution, and two valves per cylinder, which gives you extra power and grunt over the smaller Scrambler, but is still far from being intimidating in any way. The Tribute Pro is also taller and heavier, with some slightly more higher spec components and a bigger 15-litre tank. In short, it’s exactly what you would expect from a bigger bike: slightly more capable and planted for higher speeds and longer runs, but not quite as nimble and easy to zip through slow city traffic. However, the difference is not as huge as you might think by just looking at the spec sheets, and the big Scrambler is a very versatile bike indeed. Styling has always been the Ducati Scramblers’ strong suit, and the 1100 Tribute Pro is no exception. With the yellow colour scheme, brown seat, wire-spoked wheels and the classic logo on the tank, the inspiration for the look comes from the seventies, and bikes such as the 450 Desmo Mono and 750 Sport of 1972. And on a bike like this, it works.
Visually, the bike is almost spotless, bar the baffling decision to leave the end of the screw that holds the side panel of the tank visible, in the middle of the Ducati logo. Perhaps that’s what of-the-moment industrial design looks like, but to me it just smacks of a half-done job that was abandoned on a Friday afternoon, and forgotten by the time the tools were picked up again on a Monday morning. Retro bikes often take a fairly simple approach to technology onboard, and the Tribute Pro follows the trend. One thing that gives the bike a modern feel is the rider aids. The ride-bywire throttle enables three rider modes (Active, Journey and City) that help you get the best out of the bike in different environments, although the difference in ride feel is not huge. Using the ride modes is easy as the switchgear is pretty simple and the menus easy to navigate. You can swap the modes on the go; just select the one you want, and close the throttle to activate the mode of your choice. There’s traction control and cornering ABS to help keep you shiny side up. During the two days I rode the bike, I didn’t have any issues with either kicking into action too early, so it seems that they have been dialled in nicely to only assist when you need the helping hand. The lights are LEDs, and the dash an LCD jobby, which to be fair looks like it could do with an update to the full-colour TFT item found on the new 800s. It’s not that it really lacks anything, but it looks a little dated next to the flashier TFT screens. The beating heart of the big Scrambler is the air-cooled 1079cc L-Twin with Ducati’s trademark Desmodromic distribution, and two valves per cylinder. The power figures are a step up from the 800s, but not exactly outrageous. You get 84.5bhp and 88Nm of torque, which gives you the edge over the smaller models. Unsurprisingly, the bigger engine gives you a smoother ride at high speeds, but feels a little lumpier than the 800 at very slow city riding speeds. There’s enough pull from the engine across the rev range to make it easy to ride, but you do get a better ride if you don’t let the revs drop right down. The riding position is exactly what you’d
expect from a Scrambler: relaxed and upright, with wide bars, a comfy flat seat, and a relaxed leg angle. The mirrors are pretty good, and all the switchgear buttons and sliders (the few that there are) are easy to use and feel sturdy. The throttle feel is nice and light, but not quite ‘computer game’ light, like ride-by-wire systems can be sometimes. The brakes are not super-strong, but plenty good enough for the bike, and with two discs compared to the 800s’ single discs, they are well up to the job. The levers (both brake and clutch) are span adjustable, which makes the feel a little better, too. The suspension, similar to the brakes, is good but not amazing, although the units are adjustable, so someone with a better understanding of suspension set up might well be able to make them even better with a few clicks.
What all of this adds up to is a very pleasant motorcycle that can be ridden soft or hard, fast or slow, without anything negative really standing out from the experience. There are motorcycles that can offer more in terms of power, refinement and handling, but the Tribute Pro makes up for any of those shortcomings with bags of character, and looks that are guaranteed to turn heads at bike meets. At £12,795, the big Scrambler comes with a premium compared to Ducati’s 800cc Scramblers that start from £9995, but if you want something that’s just a little bit bigger physically, and handles speed and distance a little bit better, the Tribute soon justifies the price difference. And it comes with that stunning seventies styling, too. It’s definitely a bike that’s difficult not to fall for.
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Ducati Scrambler 800 Full Throttle
TECH SPEC Ducati Scrambler Full Throttle 800
Price: £10,995 Engine: 803cc, L-Twin, Desmodromic cams, 2 valves per cylinder, air-cooled, Termignoni exhaust Power: 73bhp (53.6kW) @ 8,250rpm Torque: 65.2Nm (48.1lb-ft) @ 7000rpm Transmission: Six-speed, chain final drive Frame: Tubular steel trellis frame Suspension: (F) 41mm USD Kayaba forks, 150mm travel, (R) single Kayaba shock, preload adjustable, 150mm travel Wheels: Cast light alloy multispoke, (F) 3x18”, (R) 5.5x17” Tyres: (F) Pirelli MT 60 RS 110/80 R18, (R) Pirelli MT 60 RS 180/55 R17 Brakes: (F) 330mm disc, radial 4 piston caliper, (R) 25mm disc, single piston floating caliper Weight: 185kg (kerb) Wheelbase: 1449mm Seat height: 795mm (780mm and 810mm options) Fuel tank: 13.5 litres Fuel consumption: 54mpg Service intervals: 7500 miles/12 months Warranty: 24 months unlimited mileage
Flat-track for the city
WORDS: Charlie Oakman As a pre-test novice to the Scrambler experience, I really did not know what to expect. I have seen the bikes, of course, remembering a few years back the stand at the NEC which depicted a ‘funky’ beach scene located just to the right of the ‘Proper Ducatis’. Indeed, having attended the European launch of these very bikes, the exclusive London venue was full of heavy-hitting influencers, yoof music and even Big-Narstie bobbing about. I felt well out of place – but that was okay, this was the launch of the Next-Gen Family after all and as much as it pains me to say it, I guess I am now in the ‘Old School’ bracket. So, putting these bikes together with two GreyHairs, a Baldy and only one who could pass as the target market onboard made me chuckle from the off – this was an epic mismatch of cross generations who would surely find these 73bhp Next-Gen bikes a disappointment. My misconceptions were addressed from the off. We had a bit of time before starting the test to look round each bike and I immersed myself in the landscape of retro-cool. The Icon may be the cheapest bike on the test but as stunning as the rest, especially given the range of secondary colours available to style your bike before it rolls out of the showroom. Then take the Icon, style it as Café Racer, and, boom, the Nightshift that had me salivating, and finally my ride for the test ‘The Fastest look in the City’, Ducati’s Next-Gen Full Throttle. Taking elements of its design from flat-track, the Full Throttle boasts a bold Red GP19 dominant colour with ‘stealth black’ framing the Scrambler logo on the tank, and #62 emblazoned on each side as a tribute to the dual-sport singles made in 1962. Continuing the theme is a sump guard, a short front fender, no rear fender and tagged wheels that spin the wheel red when on the go. When onboard the handlebars are noticeably lower than those of the Icon, altering your seating position just enough to lean forward a touch, allowing for a slightly more aggressive pose. This does not take away from the comfort and although a more purposeful position, you still benefit from being upright and feel you could hold this stance all-day long on open
roads whilst aiding your vision in traffic. Additional add-ons that make the Full Throttle stand out as the sportiest of the Next-Gen range is the side-slung Termignoni homologated stainless steel exhaust with aluminium pipes, adding a sportier soundtrack than its peers. Not to mention that this is the only bike in the range to come with a quickshifter as standard, which provides seamless shifts when pulling away from the lights in traffic or manoeuvring through the box on sun-drenched twisties. Each of the 800s that we had on test were extremely easy to ride and the Full-Throttle was no different, which is where the Next-Gen will potentially benefit the most in ease of use. Having the Tribute Pro along with its 1100 engine and additional 13bhp to play with, my assumption was that the more experienced testers would be fighting over the big gun. I was proved wrong again, the irony being that that person in the group that the 800s were mostly targeted at was Ross, and it was the Tribute Pro all the way for him. What is striking about the Full Throttle, and indeed all three 800s we had on test, were the road manners. In the city moving through traffic and filtering was a feet-up experience. Such is the slow-speed balance and poise of each of the bikes, it is little wonder that they are predominantly targeted to urban areas, a very real option as style-laden commuter. Take it out of this habitat, chase the revs a little and a whole new world opens up; each 800 may ‘only’ have 73bhp but the 65Nm of torque combined with 185kg of kerb weight makes these bikes shift a bit, and this is where the Full Throttle really comes into its own. Dave likes to spin a wheel or two and maximising the use of the revs and ease gliding up the box on the Full Throttle left the rest of us behind; even the Tribute Pro which on paper should be leading the pack when it comes to speed. Though not one of the faster riders, I felt the pace of the Full Throttle and smooth ride-bywire power delivery, switching modes easily on the go from Road to Sport via the easy-tonavigate controls, the results of which being displayed on an unobtrusive 4.3-inch TFT
colour display. Ducati suggests that this has a modern, classic look, complete with an ample rev counter that surrounds the gear indicator, speed, current setting, fuel, time, and odometer, so all you need really. Unless, of course, you are next gen, thus there is the option to connect your phone managing different apps via the handlebar controls. There is much to celebrate about the Scrambler range. They are reasonably priced, and the expectancy is to pay more when buying a bike with the heritage associated with the Scrambler and, indeed, Ducati. However, it’s not just price, it’s the positioning that excites me, too; a diverse range of bikes of this quality targeting an audience with whom motorcycling may not be the first choice of urban transport. With style and sophistication also come safety; a complete set of LED lights, including daytime running; unobtrusive cornering ABS for those slight misjudgements of pace as standard; and
frankly a range of bikes that are going to be hard to miss from the look of the bike and the cheesy grin from the rider. For the Next-Gen family, ‘individuality’ is extremely important and Ducati has addressed this with the various styling options in its range of 2023 800 Scramblers. What occurred to me as Mikko, Dave, Ross and I got together was that we were all riding in very different gear as supplied by Bikerheadz (which is an unapologetic plug). But given all of the apparel we wore was different, from open face, flip front and retro MX helmets through to leather and textile, none of it looks out of place on the ride. An extremely versatile family of machines that are great fun to ride and allow you to be as individual as you choose to be, we all enjoyed riding these bikes and if youth is wasted on the young… so are these bikes. Don’t be deterred if you are not in the target market and ride one to see for yourself.
ROAD TEST 31
Ducati Scrambler 800 Nightshift Understated and with attitude WORDS: Dave Manning While all four of the Ducati models are based around a set formula, with shared componentry that suggests that little changes in the form of aesthetics or ride experience, the Nightshift is perhaps the most radical of them all, in both respects. The three other riders have all commented on how each bike has a different feel and character, despite the commonality of so many parts, and I can only reiterate the fact. The most obvious visual difference with the Nightshift – aside from the moody dark blue livery, of course – is the fact that it’s fitted with traditional spoked wheels, and it’s probably this one change that is responsible for the fact that this version is 6kg heavier than the other two 800s – not that you’d ever notice the weight difference, even when jumping from one of the others straight on to the Nightshift, but numbers are everimportant, especially when you’re having to focus on the differences between the models, regardless of how small they are. And, in the 21st Century, the equivalent of six bags of sugar is worth a mention. Other tweaks include the ‘variable section’ handlebars (colloquially known as fatbars), and their flat profile (along with the more retro wheels) and gives something of a café racer vibe, without recourse to crippling clip-ons. In fact, throughout the test, all four of us found ourselves
referring to the Nightshift as ‘the café racer’, and it wasn’t just because we kept forgetting the official factory monickers… Other differences to the ‘standard’ Scrambler (i.e. the Icon, for that is the one that seems to have the base level spec around which the other versions are based) include the smaller LED indicators, the bar-end mirrors (that work rather well), and the seat that is a different style yet still has an identical seat height to the other 800 models (and, like the other two, also has lower and taller options). There’s not a great deal of electronic choice here (albeit more than the original Scrambler model had, before the 2023 upgrades), with just two ride modes, although it can be argued that that is all you need, especially when it’s so easy to shift between the two. Besides, the traction control has four levels of adjustment (plus you can turn it off altogether), and the ABS has corner control rather than just the basic that you’d expect from an entry-level model – and, face it, that is exactly what the Scrambler range is, taking over from the Monster now that it has been given a higher spec than it had when it was first brought into the Ducati line-up 25 years ago. Now is also an appropriate time to point out that two-and-a-half decades ago, Ducati’s entry-level model is what saved the company from financial disaster, and I can’t help but draw a
parallel between that original Monster and the Scrambler, especially given the price when compared to that of the premier products such as the V4 Panigale (more than double the retail price of the Nightshift, in case you were wondering). The flat bars, as Charlie points out in the video of the Scramblers (it’s on YouTube, there’s a link hereabouts) give a sportier riding position to the Nightshift, lifting your elbows up for a more aggressive posture that encourages harder cornering and a more enthusiastic throttle style. All of these bikes can hustle through the twisties, but this is the one that feels like it’s built to do it – it’s positively asking for it! With that in mind, I did find it a little peculiar that while feeling like the sportiest of the four, the Nightshift isn’t equipped with the quickshifter, while the Full Throttle is. Okay, so it’s easily added thanks to the Ducati accessories range, at around about £240, but it is a little quirky that it’s the
bike with a flat-tracker style that gains the quickshifter, and not the one that’s really deserving of it. The bike’s inherent desire to go apex-hunting doesn’t mean that it only works out on country roads, for like all of the Scramblers its abilities seem to make it also ideal for a commute through urban sprawl. While the bars may not offer as much leverage as those on the Icon or Full Throttle, it’ll still weave through standing traffic, the only potential issue being the bar-end mirrors adding a little width to those bars. The quick answer is simply to fold them flat, although the truth is that, thanks to cars becoming taller of late (the fad for SUV-style vehicles that are bigger and taller doesn’t seem to wane), bikes that have lower handlebars can often filter easier than the ones with high bars as while the tall bikes used to have the bars-ends further off the floor than car wing mirrors, taller automobiles have resulted in a bar/mirror interface with taller
bikes. Regardless, each of these bikes are brilliant at dealing with heavy traffic, the choice of which model is down to aesthetics and what you do with them when you’re away from the city. And the low bars and more aggressive riding position certainly make the Nightshift the choice for any motorway or dual carriageway riding, if you happen to come across any when en route to the twisty stuff, that is. You’d not choose any of these bikes for intercontinental touring but, with that said, just imagine how much fun one of these would be to ride through the Alps and into Italy? I’m a little unsure as to whether the dark brown seat suits the look, as while it seems to match the yellow of the 1100, surely black would be better with the blue? Although I’m not exactly what anyone could consider as a style icon myself, so what do I know? Better to leave that to the cognoscenti outside the city coffee shops – that’s where we’ll see all the Scramblers, right?
TECH SPEC Ducati Scrambler Nightshift 800
Price: £10,995 Engine: 803cc, L-Twin, Desmodromic cams, 2 valves per cylinder, air-cooled Power: 73bhp (53.6kW) @ 8,250rpm Torque: 65.2Nm (48.1lb-ft) @ 7000rpm Transmission: Six-speed, chain final drive Frame: Tubular steel trellis frame Suspension: (F) 41mm USD Kayaba forks, 150mm travel, (R) single Kayaba shock, preload adjustable, 150mm travel Wheels: Spoked aluminium wheel, (F) 3x18”, (R) 5.5x17” Tyres: (F) Pirelli MT 60 RS 110/80 R18, (R) Pirelli MT 60 RS 180/55 R17 Brakes: (F) 330mm disc, radial 4 piston caliper, (R) 25mm disc, single piston floating caliper Weight: 191kg (kerb) Wheelbase: 1449mm Seat height: 795mm (780mm and 810mm options) Fuel tank: 13.5 litres Fuel consumption: 54mpg Service intervals: 7500 miles/12 months Warranty: 24 months unlimited mileage
32 ROAD TEST
Not a single one of us here at MB would consider ourselves to be stylish, nor to have any real idea about what is in fashion right now and what is not. However, we are aware that a stylish motorcycle will also remain just that regardless of how the powered two-wheeler market changes, and the same applies to motorcycle clothing. Don’t believe me? Then think of an iconic picture
of Steve McQueen aboard a bike… yep, that is style! And, given the wide breadth of clothing that is now available for each and every form of motorcycling, we thought it wise to wear something that’d be appropriate not only for the urban side of the Scrambler’s psyche, but also for the more exhilarating open road times…
If this kind of feature tickles your fancy, then you’d do well to get yourself signed up to Motorcycle Sport and Leisure. There’s big features every month, and plenty of quality, in-depth group tests to get stuck into. There are cool videos to watch, too. Nip over to the MoreBikes YouTube channel and have a gander. You won’t be disappointed.
Scorpion Exo HX-1 Carbon SE helmet: £389.99 Segura Fergus Jacket: £289.99 PMJ Jackson jeans: £199.99 Segura Mojo Gloves: £74.99 Falco Kaspar Boots: £179.99 UVEX Havanna Sunglasses: £52.99
Schuberth E2 helmet: £569.99 Rukka Forsair jacket: £400.00 PMJ Jackson jeans: £199.99 Rukka Kalex GTX gloves: £229.99 UVEX Sportsstyle 232P sunglasses: £51.99
Scorpion Exo Tech Evo Primus helmet: £299.99 Rukka Forsair jacket: £400.00 PMJ Jackson jeans: £199.99 Segura Russel gloves: £64.99 Falco Gordon boots: £184.99
Scorpion Belfast EVO Luxe helmet: £169.99 Segura Mamba jacket: £269.99 PMJ Jackson jeans: £199.99 Racer Guide gloves: £94.99 Falco Ranger 2 boots: £239.99 UVEX LGL 29 sunglasses: £37.99
FEBRUARY 24-25, 2024
All tracks lead to Bristol... Get a head start on the riding season at the best in the west
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race yourself for a brilliant weekend celebrating all things classic motorcycling at this year’s Bristol Bike Show. Special guests James Whitham and Steve Plater will take centre stage on February 2425 to ignite the show with tales from their time on the track. And you best believe, they are not just here for selfies and handshakes! You won’t want to miss James and Steve revving things up at the live start-up area. Dive deep into the legacy of the dynamic duo by turning to the next page.
Brand-new for Bristol is the very first motorcycle auction from renowned auction house Dore & Rees with tons of incredibly rare, incredibly powerful bikes set to go under the gavel. And, of course, there are the trade and autojumble stands where you can only get the very best deals to stock up ahead of the season. The club stands are the beating heart of the show, and this year will be no different. Dozens of passionate club members are all pumped up to put on a memorable performance that
celebrates their legacy. Prepare to admire the very best of restored and collectible classic bikes at the private displays – these cherished machines have been brought out of the garage to heat up the winter chill with their fine bodywork and powerful engines. With only a few weeks out to the event, you can still snag advanced tickets for just £15, against £18 on the gate. Head over to www. bristolclassicbikeshow.com to get your tickets. See you at Bristol!
BUY YOUR TICKETS AT WWW.BRISTOLCLASSICBIKESHOW.COM 35
See you at the best in the west...
TIMETABLE
SATURDAY
For lovers of timeless rides and vintage bikes, Bristol is the place to be this February
W
elcome to the annual extravaganza that is the Bristol Classic MotorCycle Show, our yearly journey to the Royal Bath and West showground at Shepton Mallet, which affords us an opportunity to have the customary get-together and
celebrations of all things two(and some three-) wheeled and old, in the South of the country. Personally, I always look forward to ‘Bristol’ – it’s now over 20 years since I departed the area, headed east and into the world of motorcycle magazines, having been a student in the city itself. Actually, the last motorcycle show
I ever went to before taking a job in the industry was Bristol 2001; literally a few weeks later, I spotted an advert in The Classic MotorCycle for a staff writer and, weeks away from finishing my degree course, I applied and subsequently went for an interview, then a few months later was leaving Bristol for the last time to take up residence on the other side of the country. To me, it still only seems a couple years ago… Pretty much every year, though, I’ve been back to the show, always relishing the return. The event has a special feel and flavour, a different atmosphere to anything else of the season. Partly, its perhaps due to location, some owing to the time of year, but whatever it is, it combines to create a heady, happy habitat for
us to savour and enjoy. And, of course, there are the club stands at Bristol – the very heart of the show. Every year clubs from all over the country, and indeed the world, gather at Bristol to show off their extravagant displays and elaborate costumes that celebrate their heritage. I, for one, never cease to be amazed at just how creative these passionate club members can get! If you are looking to unwind and chat with your fellow bike lovers and racing legends, have a great chat or two with expert club members and get the best trade and autojumble deals ahead of the season, then the Bristol Bike Show is the place to be. Have a great time. James Robinson Editor, The Classic Magazine
10.30am Steve Plater and James Whitham on stage with commentator Rob Jones 12.00pm Paddock fire-up with guests Steve Plater and James Whitham with commentator Rob Jones 2.00pm Steve Plater and James Whitham on stage with commentator Rob Jones 3.30pm Paddock fire-up with guests Steve Plater and James Whitham with commentator Rob Jones 5:00pm Show closes
SUNDAY
10.30am Steve Plater and James Whitham on stage with commentator Rob Jones 11.30am Paddock fire-up with guests Steve Plater and James Whitham with commentator Rob Jones 1.30pm Paddock fire-up 2.30pm Steve Plater and James Whitham on stage with commentator Rob Jones 3.30pm Awards 4:00pm Show closes
Don’t miss the chance to be part of this unforgettable weekend at the Bristol Bike Show 2024. Grab your tickets now for a front-row seat to this enjoyable event at www.bristolclassicbikeshow.com
36 BRISTOL BIKE SHOW FEBRUARY 24-25, 2024
Racing titans to rev things up Buckle up to meet with legends from the racing world, as James Whitham and Steve Plater are set to take centre stage at the 2024 Bristol Bike Show. Expect some cracking stories and plenty of laughs.
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ith a career that spans British and international championships, James Whitham has come to be regarded as one of the finest racers of his
Steve Plater.
time. Under the guidance of Mick Grant, James started racing in a 125cc class, slowly working his way up to larger motorcycles. By 1993, he had won both the British Superbike Championship Supercup and the ACU TT Superbike British Championship for Yamaha. It was while gearing up to return to the British series in 1995 that he received his cancer diagnosis, leaving him no choice but to withdraw to undergo treatment. Despite a string of crashes and his health challenges – the cancer would later recur – James would go on to cinch a total of four World Supersport victories and 12 podiums, stunning the racing world. A glaucoma diagnosis in the early 2000s would unfortunately contribute to his early retirement in 2002. Steve Plater is a name synonymous with tactical brilliance on the Tarmac. His
ability to navigate through the complexities of the track coupled with an innate mastery of the throttle has set him apart from his peers. Steve’s journey through the twists and turns of the racing circuits started in 1994 with his first-ever professional race at Cadwell Park in Lincolnshire. Though he would miss most of the early 2000s races due to injuries, he roared back to victory in the latter half of 2006 with back-to-back wins at both the Superbike races at the North West 200 and the 2007 Albacete 6-hour endurance race, winning the latter on a Kawasaki. At the 2007 Isle of Man TT, many did not find it surprising when Steve was voted Best Newcomer – and he would achieve further success with his first Isle of Man TT victory the next year. His crowning achievement perhaps came about in 2009 when he was named British Supersport Champion and
rounded up the year with a finish on the podium in both the British Superbike and World Endurance Championships. This string of success would, however, be derailed by a debilitating neck injury he sustained during the practice round for the 2010 North West 200. Following extensive treatment and a gruelling recovery process, Steve would make a triumphant return to the track in 2011, participating in the British Supersport Championship. Hopes that this would be a long-term comeback, however, were crushed when he sustained further injuries after an accident at Thruxton, eventually leading to his retirement in 2011. Since retiring, Steve has worked as a commentator for various racing events, a test rider/ racing coach, and has served on the management team of the SYNETIQ BMW Motorrad squad, proving that his passion for racing was far from over.
James Whitham. At this year’s Bristol Bike Show, these two motorcycle maestros will grace the stage to share adrenaline-pumping anecdotes from their time on the track. Be prepared to embark on a journey that takes you through the highs and lows of their careers – a tribute to the triumphs, defeats and unwavering sprit that defines the legacy of these racing icons.
BUY YOUR TICKETS AT WWW.BRISTOLCLASSICBIKESHOW.COM 37
Classic clubs to steer your vintage vibe! The clubs are the beating heart of the Bristol Classic Bike Show, with rare bikes, innovative displays and some of the most knowledgeable bikers in the land on hand to share their love for classic motorcycles.
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ear in, year out, the clubs at Bristol remain the beating heart of the show. This year will be no different, as tons of clubs and societies will take to their stands, putting on astonishing displays that speak to their legacy, expertise, and passion for classic bikes.
With several milestones and anniversaries being celebrated this year, you can expect some memorable displays right across the show! Here is just a small selection of the clubs you can look forward to talking shop with at this Bristol Bike show. The Ducati Owners Club GB will be celebrating 50 years of
preserving the legacy of top-notch machines that have made Ducati a favourite amongst motorcycle lovers. Members combine the Italian flair for finesse and performance with that distinct British charm to showcase their heritage. Visit stand M31 to celebrate with them. Rolling in with true grit is the Honda CB1100R Owners Club that goes above and beyond to keep the legacy of this iconic Honda model thriving. The thousands of members of this club lead the charge in researching, manufacturing and supplying some of the spare parts. If you’ve got questions about the CB1100R, you’ll find your answers here. Gaze out from their gazebo at stand EM10 to view the colourful and powerful Honda machines that dominated the racing circuits of the 1980s. Find scooters more to your fancy? Then you must stop by
the Lambretta Club & Friends Bristol display at stand ER1. This club has got the most up-to-date information on spare parts and technical help for all Lambretta models. Parallel to their main display, they will also be running a ‘Scooter Sport’ section that will feature a 1950s race replica, a 1960s sprinter, 1970s grass tracker and a selection of contemporary British Scooter Sport Organisation competing race scooters. If you are looking to rendezvous with mechanical heroes, the Military Vehicle Trust will be at stand M14 showcasing a collection proudly steeped in history. From Second World War inspired classics to meticulously restored models, this charity is made up of the largest owners and collectors of military vehicles in the world. So, join the ranks as they dish out captivating tales of these wheeled monsters
that braved the battlefields of yesteryear. Not to be outdone, we’ve got a cracking new club joining us at Bristol for the first time! Visit the VMCC West W.LTS Section at stand M51 to see what their knowledgeable vintage bike-loving members have got in store. Other clubs that will be at the show include, but are not limited to, the Raleigh Motorcycle and Early Reliant Club; the Panther Owners Club; Stonehenge Section VMCC; and the Rudge Motorcycle Club. Beyond their polished paint and extravagant displays, club members will be ready to answer your questions and offer advice to curious minds and seasoned collectors alike. So don’t hesitate to engage with these passionate custodians; and explore, learn, and celebrate the rich heritage that they bring to the Bristol Classic Bike Show.
Timeless elegance on display Check out this showcase of classic bikes that defy the frosty season with their vintage charm.
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lassic bike owners are renowned for knowing a thing or two about the tinkering through the winter season. Amidst the cold, we are showing off a selection of just five bikes (private entries in the main hall) that have come out of the garage for the 2024 season. With this entry into the show, Andrew Powell just about blew us away with his astonishingly restored 1977 Yamaha RD400. An icon of the 1970s when two-stroke motorcycles ruled the road, the RD400 would blaze through the rise of the four-stroke
engine and new government emissions standard that saw many of its peers discontinued. Though it would eventually meet the same fate in 1980, it was not without first fostering the legacy of rapid acceleration and solid handling that the two-stroke icon has come to be known for. Desmond Price adds a burst of colour to the dull winter weather with his 1959 Triumph Bonneville T120 in ‘Tangerine Dream’. Hailed as the best motorcycle in the world when it launched in 1959, the T120 was conceived to meet the American market demands for more power in their
motorcycle. Triumph designer Edward Turner ran with it and designed this beast of a machine that included a parallel-twin engine, a one-piece crankshaft and Amal twin carburetors. There’s something about the sleek build of the Suzuki GSX-R that makes riders of a certain disposition go misty eyed as they think back to the days when Japanese manufacturers dominated the road and the track. Garry Lush certainly knows a thing or two about that as he will be proudly showing off his 1986 GSX-R 750F at the show. With its lightweight aluminum frame and
fine bodywork, this slab-sided, retro racer looks like it’s all set for a high-speed catwalk! If you are more of a scootering fan, you won’t want to miss Elwyn Hughes’ 1967 Lambretta SX on display. He is riding in bold with his brightly-coloured SX oozing enough timeless charm to match the Innocenti Lambretta marketing slogan of SX Appeal. The SX was known for its agility, iconic design and stylish curves which made it a favourite amongst scootering enthusiasts in the 60s. Elwyn has also got flags at full mast to proudly show off his
Welsh heritage. Fly high, Elwyn! Last, but certainly not the least, we are taking it all the way back to 1948 as Simon Shirley will be showing off his restored Darvill Vincent. This is an original racing bike used by the legendary racer Peter Darvill, founder of Darvill Racing, and was intended to pay homage to the revered Vincent Black Lightning. The Darvill Vincent was built by Peter himself to Lightning spec using mostly NOS parts and a specially commissioned tank circa 1980. Simon is eager to share this piece of racing history with his fellow motorcycle enthusiasts at Bristol!
Andrew Powell Yamaha RD400 1977
Desmond Price Triumph Bonneville T120
Elwyn Hughes 1967 Lambretta SX
Garry Lush Suzuki GSX-R 750F 1986
Simon Shirley Darvill Vincent 1948
38 BRISTOL BIKE SHOW FEBRUARY 24-25, 2024
Get to know the traders The one-stop shop for classic bike goodies; you’ll be spoilt for choice if you’re in the market for parts, projects or expert advice.
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hether you are seeking that elusive piece to complete your restoration project or quirky accessories that will add a dash of personality to your ride, the trade stands are where you’ll find them all.
With more than 400 traders on site, the Bristol Classic MotorCycle Show is the KING of classic motorcycling events, and offers the biggest selection of spare parts, paint, clothing, reg plates, oils, lubes, chains and carbs; just about everything you could possibly need to get
the most out of our favourite hobby. Both inside the halls and outside you will also find the best motorcycle autojumblers from all over the UK, as this is where retailers and autojumbles unite. You just need to brush up on your negotiating skills! From complete, mint classic bikes to battered garage finds, everything is on sale at Bristol. In 2024, alongside names such as Power Capacitors, New View Products and RPA Engineering, the show welcomes back many more manufacturers and retailers. Browse the stalls to stock up on everything you need to help you get a head start for the season. On this page, we are spotlighting a couple of our traders and exhibitors… Bikertek have got their shelves stocked with one-of-a-kind
performance parts that will make your ride as unique as you are. Stop by their stand at M40 in the main hall to chat with expert modifiers on what custom pieces work best for you. If the Triumph brand is what gets your heart racing, then you simply must visit Russell James Motorcycles at stand M48 in the main hall. From classics to one-offs, they are experts at everything Triumphrelated and are sure to keep you busy with the rare finds they’ve got at their stand. Roll into the world of Central Wheels at stand M3 to browse their wide array of tyres and wheel accessories. You can get everything from classic rims, spokes and nipples to complete wheel sets to help you round up your bike restoration. If your ride needs a touch of
sparkle or a dash of dazzle, swing by stand M58 to chat with the guys at the Polishing Shop. They offer every polishing and abrasive supply needed to add a shine to your motorcycle, from premium-grade polishes, compounds, and abrasives to complete chemical sets. RH Insurance specialise in automotive coverage to help you ride worry-free. Offering tailored policies for all types of bikes, they have got your ride covered against unexpected bumps along the road. Pop by stand M61 to talk shop with them. You can expect to see many more illustrious traders at the show! From restoration part suppliers like Stek Products to riding gear experts like Speedwear, the traders’ stand promises to be a treasure trove of classic finds.
Fuel your excitement with the roar from the Grand Prix Paddock
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uckle up, thrill seekers! The ‘live start-up area’ – also known as the Grand Prix Paddock – is revving up the excitement at the Bristol Classic Show. From seasoned riders
showing off their machine’s abilities to newcomers soaking up the atmosphere, the GP paddock pulsates with the thrill of engines firing up. You can imagine the air thick with the heady smell of smoke from the
exhaust and the occasional rumble from the bikes to get your pulse racing. The paddock is an interactive space where you can connect with fellow enthusiasts and guests on the mechanics of firing up these
metal beasts. Heating things up are our esteemed guests, James Whitham and Steve Plater, who will also be firing it up for the ultimate jam session! That’s right, they aren’t just here for
handshakes and selfies but will be kickstarting awesome machines to drum up the ultimate racket. Get set to witness these racing icons revving up the engines to give you a memorable show.
BUY YOUR TICKETS AT WWW.BRISTOLCLASSICBIKESHOW.COM 39
Brand-new auction Dore & Rees to hold its first motorcycle auction
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repare to be dazzled, folks! Dore & Rees, the cool cats of auctions, are pulling out all the stops at the Bristol Classic Show. The renowned auction house is bringing its reputation for expertise and excellence to deliver plenty of good stuff for enthusiasts and collectors alike. We are giving you a sneak peak at just a few of the iconic
bikes that will be going under the auctioneer’s gavel, including two iconic models from Triumph. The 1972 Triumph X75 Hurricane (estimate £24,000£26,000) is a factory special by Craig Vetter, it’s unrestored and in superb order. Up next, we’ve got a 1974 Triumph T150 Trident Slippery Sam Replica (estimate £9,000-£11,000). Only 28 Slippery Sam Replicas
1961 Moto Parilla Wildcat Scrambler (estimate £5000-£7000).
1972 Triumph X75 Hurricane (estimate £24,000-£26,000).
were ever produced by Triumph and today surviving models are incredibly rare. This bike is a highly authentic 'tool room' recreation. And because it is aiming to suit every budget, Dore & Rees is also offering this 1961 Moto Parilla Wildcat Scrambler (estimate £5000-£7000). Primarily aimed towards the American market, the Wildcat is exceptionally rare today,
MOTORING
especially in the UK. This is a highly sought-after collectible period bike; a throwback to the glory days of ‘scrambling’. So, collectors, enthusiasts and thrill-seekers alike, dust off your chequebook and bidding paddles and get ready for an auction that’s less ‘raise the roof’ and more ‘raise the bids’! Who knows, you just might head home with your dream vintage motorcycle.
1974 Triumph T150 Trident Slippery Sam Replica (estimate £9,000£11,000).
40 BRISTOL BIKE SHOW FEBRUARY 24-25, 2024 HAT LIKE WEAD? YOUUPRA COPY O2F8
PICK T STAND M L TCM A MAIN HAL T IN THENJOY GREA AND E VINGS SA
Fashion Victims or Dedicated Followers off Fashion hi Triumph and Norton’s Efforts at Enclosure
ORDER NOW: www.mortonsbooks.co.uk
Words: JAMES ROBINSON Photographs: GARY CHAPMAN
W
hen I see a ‘bathtub’ motorcycle – generally a Triumph as they’re by far the most common – the thing I ask myself, every time, is ‘Why?’ The thinking, one assumes, was to keep road muck away from the rider but, really, how much detritus gets flung towards the rider from the rear wheel? None, I’d say. TURNER’S AIM Although others had attempted enclosure before, it had been the preserve of niche manufacturers but, from Triumph’s announcement in 1956, not anymore. One of the big boys in the manufacturing playground, headed up by the biggest boy (Edward Turner) in the design of motorcycling personalities, had decided that this was the future. It perhaps shouldn’t have been a shock to those who knew what the mercurial Edward Turner had done before. Easy starting and fancy colours were Turner’s first two moves away from the previously masculine world of motorcycling, and after a few years of machinations, he came out with his masterpiece, the twin-cylinder Speed Twin of 1937. Not only was this a 500cc ‘multi’, in a
market which was the preserve of big singles, it was also painted something called ‘amaranth red’. The fact that it succeeded at all added to Turner’s aura of being possessed with the Midas touch. But after the Second World War and in response to the American cry for ‘more cubes’, Turner responded with faster machines and bigger engines, though one feels these were getting further and further away from what Edward Turner really wanted a motorcycle to be, thus witness his almost antithesis to the models (T-birds, Ton tens, Trophies) that had made Triumph into what it had become – by introducing the Triumph 21. After the 350cc T21 was launched in 1957, the 500cc 5TA Speed Twin followed in 1959 (with the T21 also renamed the 3TA). Still, this all felt a bit out of place; as American influence was becoming ever stronger, the younger generation was less interested in doing the sensible thing like their parents wanted, with excitement and hedonism, if not the norm, then the dream. And so, against this backdrop was the Norton. Nortons were and are the most manly of machines. For reasons which now seem dubious if not wholly flawed, Norton – or more precisely, its
owner, Associated Motor Cycles – went along the route of rear enclosure. As with the Triumph, the Dominator De Luxe (as it was to be called) called upon a smaller model in the maker’s range, in this case the 250cc Jubilee, introduced in 1957, for its inspiration. But rather than being like the Triumph an enlargement of an all-new smaller version, the Dommie De Luxes were a strange amalgamation of the race-bred Featherbed but with rear enclosures seemingly borrowed from the Jubilee, itself finding its influence in scooters. My intention was that this feature compare and contrast the two offerings, with the Triumph basically an overgrown 350, now of 500cc, while the Dominators, in 500cc and 600cc forms, were exactly the same physical size and so they could be compared from that point of view; a good littlun and a good bigun. Simply put, the Triumph feels so much smaller, toy-like even, and that’s despite the Slimline Dommie frame. If I was going for a long ride, it’d be the Norton every time, but for doing as we were now – passes for the camera, turning in the road, paddling backwards, etc. – everything in that manner was just easier and more amusing
Triumph: Pictorial History of the Great British Marque BY THE
EDITOR, JAMES ROBINSON
This new beautifully illustrated hardback delves h deep into the extensive Mortons photographic archive to cover a everything from e Triumph’s first motorcycle in April 1902, right up to the present day.
PRICE:
£25 on the Triumph. To the here and now. Which one makes the better buy? Well, arguably the only true ‘bathtub’ is the Triumph, while
the Meriden machine’s smaller dimensions all round give it an appeal, too. Best thing is to have one of each.
TO READ MORE ARTICLES LIKE THIS, SUBSCRIBE TO THE CLASSIC MOTORCYCLE MAGAZINE AT WWW.CLASSICMAGAZINES.CO.UK OR CALL 01507 529529
42 BRISTOL BIKE SHOW FEBRUARY 24-25, 2024
Useful Bits
EVACUATION POINT A
TRADE ENTRANCE
Make sure you buy your tickets at… www.bristolclassic bikeshow.com
K
ickstart your 2024 riding season with the extravagant blend of the best trade deals and one-of-a-kind vintage bikes the Bristol Bike Show has to offer. You can pick up a new project or get inspired to finish your restoration in time for summer riding, all while obtaining the right gear and spare parts from one convenient location. And, of course, there are the memorable club displays that never fail to light up the Bristol show every year! The show is open from 9.30am to 5pm on Saturday and 9.30am to 4pm on Sunday. We’ve also got free parking for all, including a clearly signposted disabled parking area, along with a variety of
RESTAURANT
BRAND NEW!
February 24-25, 2024
OUTDOOR TRADE
CLUB HALL
BABY CHANGING HELIPAD
MAIN HALL EVACUATION POINT B
TOILETS
OUTDOOR TRADE
MENDIP - CLUB HALL
TOILETS inc DISABLED CATERING
TE PRIVA ES ENTRI
cATERING
DORE & REES AUCTION
SEDGEMOOR - CLUB HALL
EDMUND RACK +
SHOWERS
TRADE + AUTOJUMBLE + CLUB STAND
INFORMATION DESK FIRST AID LIFT
TRADE A DE CAR PARK CAR P AR K
VISITOR ENTRANCE
YELLOW GATE
TICKET BOOTH
EVACUATION POINT C
PUBLIC CAR PARK
amenities available including bar, catering and toilet facilities. The show is open to all ages and offers free entry to children aged under 16 years of age. You can also bring your dogs along.
If you’re not sure what’s going on or where you are, there’s an information desk located in the main hall, where our Classic Bike Shows team will be only too happy to help. You’ll also
find our cracking private entries on display in this hall. Check us out on Facebook @classicbikeshows and Instagram @classicbikeshows and twitter @classicbikeshow
for all the latest news. To learn more about the show visit www.bristolclassicbikeshow. com where you can sign up to our newsletter list.
KNOWLEDGE 43
Cost-effective
Classics HONDA GL1000
A classic tourer that catalysed an entire sub-culture of two-wheelers WORDS: Steve Cooper PHOTOS: Mortons Archive / Honda Archive
44 KNOWLEDGE
You might quite reasonably be looking at this month’s bike and thinking …’Have they lost their minds? Do they actually know how old that ancient shonker is?’ Fair point to be honest but the answers are no and yes. We’re confident the bike in camera is still fit for purpose and despite its age the original global tourer remains very much fit for purpose. Few old bikes have such a loyal following and remain so well supported. It’s the mid-1970s and the horsepower wars are hotting up. Kawasaki rules the roost with its mighty Zeds but Laverda is kicking hard with its beefy one-litre triples. Honda has apparently been left by the wayside with its CB750 four looking older and flabbier by the year. The Big Aitch has focused all its might on four-wheelers and many fans are beginning to think it has walked away from bikes. And then BOOM – Honda unveils a machine the likes of which no one can quite grasp. It weighs over a quarter-of-a-ton; has a motor like no other yet; and supposedly has a topend potential touching 120 mph! The motorcycle world is totally flummoxed.
The bike
The original Gold Wing looks like nothing else out there and that was part of the original plan – to deliver a motorcycle like nothing else. The flat
four water-cooled engine was initially drawn up as a flat six but Honda thought that might just be too much for the public at the time. The use of rubber belts to drive the overhead cams was little short of revolutionary at the time. Such systems were only just being accepted by car owners and many questioned the use of such a system on a bike. But then Honda was employing knowledge acquired from its car divisions and the belts proved to be ideal for the job. The bike was never going to svelte and Honda knew this from the off so worked hard to get the weight down as low as possible. This is why the fuel tank sits under the seat. What looks like the tank is actually a cover for the bike’s various electrical systems. The bike’s raison d’être was as a long-distance tourer pure and simple; in a different world it would have be termed a GT – Grand Tourer. Honda was well aware that America’s vast expanses necessitated a machine that could absorb huge distances with ease whilst being kind to its rider. The fitment of a shaft drive reaffirmed that the bike was a long-distance machine and, at the same time, subtly threw down a gauntlet to the then paragon of the touring brigade – the ubiquitous BMW. At the time of the launch there was simply nothing else in existence that fulfilled such a roll.
“One monthly magazine even went so far as to vociferously question what the bike’s purpose was. This enraged Honda so much the firm pulled all its advertising!”
KNOWLEDGE 45
5 7
1
4 Evven n Honda’s Hond 750/4 was less than ideal for crossing state after state with unaffected ease. The firm reckoned that it would be selling a singularly unique motorcycle to a customer base that, as yet, didn’t know it wanted such a machine… an amazingly brave and courageous decision. The bike was mostly about that motor and the fact that it wasn’t air-cooled which led to some interesting styling cues. Modern bikes would have their radiators painted black in order to reduce their visual appearance but here, Honda surrounded the devise with a painted frame to showcase it. The exact opposite was done with the exhaust system other than chrome-plated heat guards. Having the pair of 2-1 systems in flat black minimised their profile, thereby drawing your eye to the massive motor which was the star of the show. In its intended market, America, after some initial scepticism sales simply took off and within a short time an entire industry struck supplying every conceivable accessory. Here in the UK the reception was altogether less enthusiastic. We’d only recently been politically aligned with Europe and only a few brave souls took a motorcycle ‘sur la continent’. Many looked at the utterly unorthodox design, shook their heads and muttered that Honda had lost the plot. One monthly magazine even went so far as to vociferously question what the bike’s purpose was. This enraged Honda so much the firm pulled all its advertising! Almost half-a-century on the big GL has gone from strength to strength and remains a global seller. Other bikes have taken a tilt at the Gold Wing and generally bombed – the fact that it genuinely doesn’t have a direct competitor says it all. Harley’s full dressers, Yamaha’s Venture and Suzuki’s Cavalcade have all failed to knock it off its throne. And it all started with one of the strangest designs ever.
Lineage and Legacy
The original GL1000 laid down a blueprint that is still being followed today. The initial 999cc motor was upped in capacity first to 1100 and then to 1200. Soon bedecked with fairings, panniers, music systems and fuel injection, the mighty GL simply went from strength to strength. 1987 saw the bike grow to 1500cc, gaining
3
2
Faults and Foibles 1. ELECTRICS
3. FINAL DRIVE
2. CHASSIS
4. ENGINE
Alternators can fail if overtaxed, location makes repair a royal pain. Starter motor brushes can wear, working fine on a cold motor but not when warm. Stand mounts rot out with expensive consequences; swing arms rot from the inside. Heavy all-up mass puts strain on fork seals, brakes lead a hard life, ditto steering head and swing arm bearings.
two cylinders in the process. By the time the fifth generation of the model arrived for the new millennia the capacity was now up to 1800. Now on its sixth iteration there appears to be no end to the Gold Wing’s longevity. For a bike initially reviled by many, the model has spawned a totally new and individual sub-culture with the biking scene and put innumerable bums on seats that otherwise might never have bothered... which is no mean achievement.
Why you might want one now
Modern adventure bikes that you choose to tour on aren’t necessarily inexpensive or the most comfortable. Multistradas, Beemers and KTMs are all well and good but they’re not cheap. For a lot of general touring they might also be genuinely too focused. If you’re not in a desperate hurry to make the French Riviera by sunset, don’t want ballistic speeds on an autobahn and fancy some resort chic then a first generation GL1000 does the job admirably. Serviced and fuelled it’ll take you across continents in style and comfort like little else. And being Honda’s 1970s flagship it will be unerringly reliable.
Typical Prices
The GL1000 sat in the doldrums for years, decades, but the classic scene
Spin rear wheel over and listen/feel for wear or damage. Oil leaks from shaft indicate immediate action required. Universal joints can wear. A little smoke on start-up is fine but motor should be quiet. Check if cam belt needs replacing or is cracked from being idle in one place. Leaking or failed water pumps are a fag to replace.
6
5. TRIM
Parts are hard to obtain and may be costly. Buy the most complete example or negotiate accordingly.
6. EXHAUSTS
Prone to rotting in a variety of places so adjust prices accordingly.
7. CARBS
Prone to issues following long lay-ups, drain float bowls if bike is being laid up.
has finally caught up with the big flat four. We see numerous examples being touted out for £6k, £7k or even £8k, but really this is only where their purists and collectors spend their cash. Something period correct with OEM exhausts can be grabbed for just over £4000. A grand buys you a runner in need of much TLC; a used late Generation 1 with patina might just tip over three large; or a USA market 76 running with everything tidy but in need of recommissioning comes in at £2400. Our choice would be a tidy model from the early years with wire wheels in Antares Red – super-cool with bags of Gold Wing kitsch.
Summary
The original Gold Wings are much nimbler than their looks might suggest and are remarkably well served by specialist businesses even now. With lashing of torque, a level of comfort often lacking on modern machinery and a unique profile, it has to be the ultimate classic tourer. Knowing that they have even been sprint raced when equipped with turbo chargers, you can appreciate just how robust this grand old lady is.
46 LEARNER LEGAL: SUPER SOCO TS STREET HUNTER
ON THE
HUNT
Does Super Soco’s TS Street Hunter dominate on the daily commute? We spent a couple of weeks testing it to its limits to find out if its top build, sharp styling and good value outweigh its limited range and meagre power. WORDS: Chris Bailey PHOTOS: Ross Mowbray
LEARNER LEGAL: SUPER SOCO TS STREET HUNTER 47
In a wider sense, Super Soco are a relatively new player in the motorcycle game. But in the electric motorcycle market they’ve actually been around for a while. It’s all relative. Founded in China in 2015, they partnered up with the wellestablished Australian group VMoto, and since then they’ve been turning out a wide range of funky electric two-wheeled machines which are primarily aimed at learners and commuters. We’ve ridden a few of them, and they’ve largely impressed – offering style, practicality and value-for-money in spades. They’re constantly innovating though, and after decent success with its punchy, pocket-sized café racer and selection of scoots, they’ve released the sort of street-scrambler-styled TC Wanderer and the super-modern TS Street Hunter urban commuter. Slightly less powerful than the predecessor, the aim of the game was to offer more style at a more affordable price. Sounds alright to us. Never one to turn my nose up at trying something new, I took to Lincolnshire’s towns and country roads to see just what the Street Hunter was like to live with. The TS Street Hunter is a looker, in a sleek, super-modern kind of way. There’s not much to it, but it works. Immediately I’m drawn to the angular headlight unit at the front; stylish and potent enough to promise some great night visibility. The digital display is smart, too, showing the bike’s remaining charge and estimated available range; individual battery levels (if you have splashed the cash on the dual battery setup); speedo; a trip computer; and where you’d normally see a gear indicator, there is a little number letting you know
which of the three available riding modes you’re in. The back of the bike is just as striking as the front, with a clear brake light attached to the bottom of the seat, and indicators on stalks coming off the sides. The mirrors come out a decent length to offer some great visibility. The handlebars themselves are comfortably spaced apart, with the left side having your regular headlights, horn and indicators. Although, slightly frustratingly, there isn’t a push-to-cancel button on the indicators, which means you need to slide the indicator back carefully to the middle after each turning. The first few times I found myself over-flicking the switch, and ended up signalling that I was off in the opposite direction. It’s a small thing, and I did get used to it in the end, but it’s worth a mention. On the right-hand side of the handlebars there’s the kill switch and hazard lights, as well as a switch for the bike’s three available riding modes: Level 1 (Eco), Level 2 (Normal) and Level 3 (Sport). Where you’d have the fuel tank on a regular bike, instead you have a storage compartment as well as the battery (or batteries). The storage compartment was a bit smaller than I’d have liked on the dual battery model I had, and it was a real struggle to fit just the charger in. But if you had a regular commute and didn’t need to ferry one round with you, you’d have a decent bit of space for a few valuables/your lunch. Super Soco make no bones about it; the TS Street Hunter is an urban commuter bike. That’s a very important caveat – and something which I tried to keep at the forefront of my mind when judging the bike.
For instance, it’s powered by a fairly meagre 2.5kW motor. What that means in real money is that the rider modes will offer a maximum speed of 31mph, 37mph and 47mph respectively. Yes, that’s perfect for making your way through towns and cities, but sadly not so good on my 18-mile commute across national speed limit roads every day! This led to more than one impatient driver not understanding I was giving the throttle all I could and overtaking in pretty tight places. Not an experience I relished. A few of the other riders in the office who had ridden electric bikes before had told me that the acceleration on these new-fangled bits of technology were insane. However, I found that the Street Hunter’s acceleration didn’t quite live up to the hype. I found that in ‘Sport’ mode, it would take about 15 seconds to get up to 40mph. Which means you have to be a bit more patient at junctions, waiting for that perfect opportunity. That said, newer riders will be much less likely to be taken by surprise by the whopping levels of torque which feature on other ‘learner-legal’ electric bikes. Ultimately, the acceleration did
feel nice and smooth, although the first time I pulled away on the bike, it felt sort of eerie riding in complete silence. I grew to quite like the quiet, except for when I was in town. I had many a near-miss with pedestrians who would step out into the road without looking, as they couldn’t hear anything coming and didn’t look both ways (clearly the ‘King of the Road’ hedgehog road
safety ads need to make a return!). I couldn’t find any officially stated information on the brakes anywhere. However, from my experience the front brake handled fantastically, which is great being the main brake you’d use. On the other hand, I found the rear brake needed a much firmer squeeze in order to provide any quick cutting of speed, which will stop any newer
48 LEARNER LEGAL: SUPER SOCO TS STREET HUNTER
riders from getting caught out with a sudden bite. When it came to suspension, again this bike was very focused on getting you around urban areas, so it felt absolutely fine ambling through the towns. Howeve, taking it down the country roads I became more than aware of every imperfection in the road. The TS Street Hunter handles well, with its comfortable, upright riding position helping to offer complete control and poise. However, whilst the bike was capable of leaning to get round sharp corners easily enough, it was less happy changing direction quickly. I had to fight to whip it back to the other side for any sudden changes in direction, though, I suppose you wouldn’t be doing that in town too often. The elephant in the room with an electric bike has to be the batteries. The single battery model has an estimated range of 32 miles, whilst the dual-battery model has an
TECH SPEC Super Soco TS Street Hunter
Price: £2999 (single battery), £3599 (dual battery) Engine: 2.5kw Transmission: Automatic Wheels/Tyres: (F) 100/980-17 (R) 120/70-17 Seat height: 927mm Weight (single battery): 103kg Contact: www.supersoco.co.uk
estimated range of 67 miles. This very much depends on the ride mode you’re in, though. I found that if I stayed in Sport mode an 18-mile round trip could claim over 30% of my battery, whilst Eco mode would only claim about 12%. When it comes to charging the bike itself, the charger is a regular three-pin, which can either be plugged directly into the bike to charge the battery (or batteries) directly, or each battery can be easily removed and brought inside to charge separately (the batteries weigh about 12kg each).
Since there’s no way of securing the charger, charging the bike directly seems better if you have a garage or somewhere secure. I opted to bring the batteries inside every evening, which was a pain-free experience, and charge them one at a time. Super Soco reckon each battery takes 3.5 hours to charge, which is pretty spot on, although I did find some evenings it would take another 30-45 minutes each to fully charge up.
The Super Soco TS Street Hunter is £2999 for the single battery, or £3599 for the dual-battery version. That’s not cheap, but it’s pretty much bang on the money when you consider what else you can get for your money in the learner legal market from the more established
players. If you’re looking for a lightweight town runaround, and you’re feeling ready to step into the world of EV vehicles, then this is a great entry point. However, if you frequent faster roads or are partial to heading out for long, leisurely rides, then this probably isn't for you.
50 PRODUCTS
SPECIALIST SPOTLIGHT:
WEISER TECHNIK
Proof that there’s plenty of good to come from the ‘special relationship’ between the UK and the States, Weiser Technik create some seriously capable aftermarket lights that are capable of transforming your pride and joy. Here’s what you need to know about them.
Founded in 2007 after spotting a gap in the market for trick turn signals that are far brighter than their OEM counterparts, Weiser Technik have carved out an enviable reputation for their quality kit that’ll help you be better seen out on the road.
PRODUCTS 51
A CLOSER LOOK
Weiser Wizards
From £74.96 - £274.17 (exc. VAT)
With offices in California and Hertfordshire, the tech-focussed firm are big into bikes - and that’s what inspired them to launch their first UltraBRIGHTS LED turn signals back in 2007. Dissatisfied with the poor levels of brightness from stock indicators, they’ve created a product which they claim is up to 10 times brighter than the standard option. And they last longer and look better, too. Even better is the fact that they fit neatly into the bike’s original housing, removing the need for brackets, drilling or clamping, and keeping the bike looking like it was intended. Over the subsequent years, they’ve sold tens of thousands of the original UltraBRIGHTS sets – and that success inspired them to expand the range and launch 2-in-1 light/turn signals and brake light/turn signals in 2017. Their bread and butter are BMWs – and Weiser were the first company in the world to offer brighter multifunction, multicolour aftermarket LED upgrades for the Bavarian brands’ bikes. But they
Not happy with your brand-new BMW’s multifunction indicators? Weiser have got you covered with their range of ‘Plug and Play Wizard Dongles’. They reckon that they massively improve the effectiveness of the OEM units on the R1250GS and S1000 range. By resequencing their functionality, they provide a no-nonsense solution which makes your indicators as clear and easy to see as possible. They consist of amber running lights with a brighter indicator function up front and three function indicators: running, brake lights and indicators at the rear. You might not see the need to switch out your existing OEM kit for something else from Weiser, but plenty of riders aren’t fans of the functionality of the standard BMW units. Owners came to Weiser Technik and asked if they could find a solution that’d retain the existing aesthetics, while improving their functionality. Here’s the clever ‘Plug and Play’ solution they came up with. Weiser can reprogramme the front indicators, rear indicators and tail lights to help to ensure other road users see you and know exactly where you’re intending to go. also offer a whole host of single function, dual function and triple function LED lights for a wide variety of makes and models, including rides from KTM, Aprilia, Husqvarna, Triumph and Zero. Oh, and in 2022 it also launched complete replacement units which include LED turn signals, brake lights and driving lights, which are designed to replace OEM units in their entirety. Nice. They do custom stuff, too, so If you’re not happy with your original indicators, these are the guys to speak to.
Front Indicators
Rather than being always on with low level amber lighting, these now function as normal indicators. Simple and clear, just how they should be.
Rear Indicator and Rear Light
This is where things get a bit clever. The rear set up continues to function as both red running and brake lights until the indicator is actually activated. But when you flick the indicator, the module cancels out both the running and brake lights, leaving only the amber indicator light on. That means there’s no mistaking the rider’s intentions.
Rear Light (S Series)
You might not have realised, but there’s actually no full-time rear running light on the main brake light unit on the 2021-2024 GS and GSA. This module reactivates the rear running light function to help you be better seen. Seems like a good idea to us.
WANT TO KNOW MORE? www.weisertechnik.co.uk
52 ROAD TEST: HONDA PCX VS. YAMAHA NMAX
CHART TOPPERS It’s easy to forget just how important small-capacity scooters are in the UK. They’re the backbone of the country, ferrying commuters to work, youngsters to college and takeaways to your front door. That’s why we decided to take the two best-selling ones out for a blast. WORDS: Ross Mowbray PHOTOS: Gary Chapman While bigger, sexier and more powerful machines often get the headlines, learner legal 125cc twist n’ go bikes quietly go about their business – offering value for money, remarkable fuel consumption and proper practicality. Our European cousins seem to get it. A visit to any major city on the continent will see streets awash with scooters; suited and booted office workers cutting through traffic alongside teenagers two-up in shorts and flipflops. It’s the same in Asia, where the denselypacked urban environments make affordable two-wheelers the only sensible way to get around. And with that big old pool of people to sell to, it’s no surprise that pretty much every big
name in the game has a learner legal scooter in its range (aside from a few outliers who value prestige and performance over selling big units). There are machines for every budget and every disposition; with lower-cost Chinese imports available for less than a grand, classy retro-styled options from the likes of Vespa at the more expensive end of the market, and a whole host of competent commuters from the Japanese old guard sitting somewhere in the middle. There’re two that do very well on British shores, selling shed loads of units and consistently topping the UK sales charts, beating the likes of BMW’s near-omnipresent GS to the spoils. Honda’s PCX 125 and Yamaha’s NMAX 125.
The Honda’s been around the longest, introduced into the range over 10 years ago in 2010. It’s been tweaked, fettled and updated a few times since and has earned a solid reputation for its ease-of-use and seriously frugal motor. The Yamaha’s just a nipper by comparison. First launched in 2015 and updated in 2021, it’s taken it to the PCX in a serious way – and now the two regularly trade places at the top of the sales pile. But how do they actually fare in and out of town? Is one actually better than the other? Or do they offer all the same good stuff in slightly different packages? We decided it was high time we rode two of the most important two-wheelers on the market back-to-back to see what’s what.
ROAD TEST: HONDA PCX VS. YAMAHA NMAX 53
54 ROAD TEST: HONDA PCX VS. YAMAHA NMAX
I’ve spent a lot of time on learner legal machines over the past decade. Before I took over the helm at MoreBikes, I was our in-house A1 and A2 licence specialist. Basically, that means I’ve ridden an awful lot of scooters over the years, including a couple of versions of Honda’s PCX 125 and the most recent iteration of Yamaha’s NMAX 125. I remember being impressed by both; appreciating their sharp handling, off-the-line zip and fuel-sipping frugality, but I don’t really recall being enamoured by one more than the other. Maybe that’s why they keep alternating as the UK’s best-selling two-wheeler…? Or maybe not? As it’s been a few years since I’ve been for a blast on either, I thought it was time to find out for sure. The PCX and NMAX are compact. That shouldn’t come as any great surprise – they’re 125cc scooters after all. But despite their diminutive dimensions, they both feel reassuringly solid and offered plenty of room for my 6ft 1in frame. That said, the seats do make a difference. It’s all subjective, but I preferred the Yamaha’s slightly flatter set up. It allows for a little more flexibility in where you perch yourself and seems to afford a little extra legroom and arm-stretching space than the PCX. They’re both light, with the PCX tipping the scales at 130kg and the NMAX at 131kg with a full tank of fuel. That’s a difference which I don’t notice when shifting them around in the car park or whipping about in town. They might be built to a budget, but they’re both bolted together very well, as you’d likely expect from two of the biggest names in the game. There’s a largely similar level of equipment across the pair, too. The NMAX gets traction control; a stop-start engine; the same keyless ignition system as the XMAX 300; basic Bluetooth connectivity (you can pair your smartphone when someone’s calling you or sending you a message); and a 12-volt power socket which is tucked in a little cubbyhole up front. There’s more storage in the form of 23 litres of space under the seat (which’ll stash an open face, not a full-face lid, despite Yamaha’s claims). The Honda has a whopping 30.4 litres of underseat storage and will quite happily stash a full-face helmet with room to spare. I’d call that a win. There’s also a neatlydesigned USB-C equipped glovebox; Honda’s traction control system; ABS up front; a classy colour LCD display; and a keyless ignition which operates the ignition, fuel cap and storage. The NMAX is powered by a liquidcooled ‘Blue Core’ 125cc single cylinder motor which kicks out 12bhp
"They might be built to a budget, but they’re both bolted together very well, as you’d likely expect from two of the biggest names in the game.”
ROAD TEST: HONDA PCX VS. YAMAHA NMAX 55
and has enough punch to reach speeds of 67mph. The PCX is slightly more powerful, with its 12.3bhp single cylinder ‘lump’ capable of hitting 71mph on the speedo. While that might sound like the Honda’s faster, in the real world the Yamaha will begin to pull away gradually from about 45mph. Neither are speed demons, though there’s plenty of punch to get the jump on four-wheeled traffic from the lights, which is what it’s all about. Arguably, fuel economy is just as (if not more) important. Once again, they’re both very similar and will easily manage in excess of 100mpg. However, during our test the Honda trumped the Yamaha by a very small margin, eking out a few more miles from the same amount of fuel. And when you consider it’s got an 8.1-litre tank (over the Yamaha’s 7.1 litre), you’ll have to traipse to the garage slightly less frequently. Stopping’s no trouble for either of them; although the NMAX’s ABSassisted system at the front and rear trumps the Honda’s ABS-prepared front and cable-operated drum at the rear. The suspension set up is largely the same across the pair, with 31mm telescopic forks and twin shocks for the PCX, and 30mm telescopic forks and twin shocks for the NMAX. However, the NMAX does have adjustable preload at the rear, which makes it easy to stiffen it up if you’re going to be lugging round a pillion (or a load of pizzas). They both handle exceptionally well, proving plenty nimble to squeeze through tight gaps in the traffic, zip around corners and remain composed on cobbled streets. The Honda’s probably a little less playful than the Yamaha, but what it lacks in throwability, it makes up for by being superplanted and seriously composed, even when the pace picks up out of town. It’s a tricky one to call. As we expected, they’re both very evenly matched, despite each having their own respective pros and cons. If it’s all about cash, then you’d likely opt for the slightly cheaper £3599 Honda PCX 125. The Yamaha isn’t a great deal more though, coming in at £3777. It’s more exciting to look at, and more exciting to ride, too, with better handling, a little more pace and better brakes. But if you’re in the market for a small-capacity scoot, are you really interested in performance? Probably not. In which case, the tried, tested, long-standing Honda likely makes the most sense, thanks to its larger underseat storage, superior fuel efficiency, top-quality finish, and a wider and more accessible dealer network. But no matter what you decide, you won’t be disappointed. They’re both cracking scooters, with all the right stuff to keeping you moving for years to come. And after spending a few weeks putting them through their paces, it’s easy to see why they sit right at the top of the sales charts.
56 READERS’ RIDES
In partnership with Forcefield Body Armour
We love to see what you lot are riding – and we know the rest of you like it, too. It’s just like pottering around a bike night and checking out what’s been brought out for a blast. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.
Another ‘Blade. This one belongs to Chris Peters – and he’s been riding and loving it since 2002.
His and Hers. Cheers to Lynn Perry for this snap of her and her fella’s Kawasaki Z1000s. Nice.
Adrian Shipley loving life on his BMW K1600 Bagger. And who can blame him? Surprisingly sporty handling, proper all-day comfort and some built-in speakers to belt out his favourite tunes.
Right: And another Fireblade! Judging by that lovely Yoshi exhaust and the olde skool PB sticker, Dave Stanyer’s had some fun on this over the years. John Hough’s a lucky lad getting to blast round on this brilliant but bonkers KTM 1290 Super Duke R.
Above and Below: Andy Langer’s got a thing for retro Hondas. Here’s his pair of mint Fireblades. We’re not jealous at all. Honest.
Below: Daniel O’Brien’s got it right with his Kawasaki ZR-7S. We’ve got a bit of a soft spot for this excellent (and near bulletproof) all-rounder.
John Speers has good taste. We’re more than a bit partial to Kawasaki’s Ninja 1000SX. Just look at it.
58 ELECTRIC
BUYING GUIDE:
E-BIKES With some of the biggest names in motorcycling getting into the battery-powered bicycle game, we thought it was high time we took a look at some of the seriously-cool kit you can get for your money. We’ve been known to dabble in the world of electronically-assisted bikes from time to time. In the last few years the market’s gone from strength to strength – and while they’re never going to be our bread and butter, several top motorcycle manufacturers have begun producing their own e-bikes and we’d be remiss for not having a closer look.
With the likes of Yamaha, Ducati and Husqvarna turning out some trick bikes that stand up to the stuff from the established cycling firms, we’ve had a bit of a nosy to see what’s what and make sure you’re abreast with the latest happenings in the world of pedals.
ELECTRIC 59
TOP PICKS Five cool rides from some of the biggest names in motorcycling 3
1
BMW Active Hybrid from £2795 / www.bmwgroup.com The German firm’s been into electric for a while; and with its range of battery-powered cars, motorcycles and scooters, it only made sense for them to get into the pushbike market. They’ve gone down a slightly different route to the others, focusing their efforts on creating sleek city bikes rather than stuff that’s more competition-ready. Its Active Hybrid E-Bike is a sharply-styled modern number, with a punchy mid-drive motor and decent, mid-range equipment across the board. It’s the cheapest of the bunch we’ve featured, but promises that famed BMW build quality, so should be a safe bet if you’re looking for a versatile ride for the commute.
Fantic Issimo Fun £2999 / www.fantic.com Now for something completely different from Italian firm Fantic. The funkystyled Issimo is available in two versions, depending on whether you want to ride in town or on the trails. We’re pretty partial to the slightly more expensive off-road focussed Fun model which gets some chunky 4-inch tyres. But aside from the rubber, the two models are pretty much the same, with a 250w motor which kicks out 80Nm of torque and gets some Shimano hardware. Sounds like fun to us.
4
Yamaha MORO 07 £4195 / www.yamaha-motor.eu We’ve actually ridden this one. It’s really good, and comes packed with premium goodies, including full RockShox suspension, Magura MT5 brakes, and Maxxis tyres. Unlike some of the other firms, Yamaha actually makes its own motors, too. Its PW-X3 is a peach, offering instant assistance as soon as you start to ride – and there’s even a special freewheel system to stop the resistance you’d get above 25kp/h on other machines.
5 2
GasGas MXC 5 £7999 / www.gasgas.com GasGas know the drill when it comes to the dirt. They’ve taken all the lessons learned over decades of off-road success, and created a properly capable mountain bike that looks an absolute blast to ride. It’s powered by a quality SRAM Eagle Powertrain, which blends a powerful motor and automatic gears – and there’s in-house suspension brand WP, plus some trick add-ons that’ll be familiar to any MX, Enduro or Trials rider.
Ducati TK-01 RR Limited £10,890 / www.ducati.thokbikes.com This is a different proposition entirely. It’s a properly capable Enduro model that’s kitted out with some of the finest components on the market, including a Shimano EP8 motor with 85Nm of torque. There’s also a 12-speed drivetrain, 4-piston Shimano XT brakes, Öhlins DH38 double-plate front forks, and an Öhlins TTX rear shock. If you’re into tackling tricky terrain, but you need a bit of a hand getting up to the top of inclines (before the fun really starts), this is a great choice. It’s pretty pricey – and it’s hard not to consider how much motorcycle you could get for the same cash – but if you look at the level of kit, it’s pretty much bang on the money in the cycling world.
ANOTHER OPTION
Of course, there’s a whole host of other brands to choose from if you’re after a taste of pedal-assisted pleasure. Here’s a model we’ve clocked, courtesy of our pals over at Pedal Electric Cycles. Velo De Ville SEB 990 RANGE From £5559 / www.velo-de-ville.com Velo De Ville are a cool firm which are big on customisation. You pick a base bike and then select the specific bits and bobs you need to build a bike that works for you.
They’ve got a whopping 24 base models to choose from, but the SEB 900 Range is the one that’s caught our eye. It’s a proper travel bike with a fully connected Bosch drive system and a big old battery that’s good for long days in the saddle. Nice.
NEED SOME KIT? OXFORD LUGGAGE A recent addition to Oxford Products’ cycling line is the AquaEvo range of cycling luggage which is getting some extremely positive reviews from the cycling press. Each product below is made from a ‘Super Light’ 400D Ripstop TPU material combined with an IPX6 waterproof construction and welded seams, meaning each is 100% waterproof when closed correctly.
Adventure Handlebar Pack £29.99 Boasting numerous features, this pack offers a 9-litre capacity with a recommendation of up to 4kg of weight. With openings either end, you cannot lose anything at the bottom of the bag. There is an additional zip pocket and bungie cord to offer additional capacity outside your luggage. Adventure Top Tube Pack £19.99 A handy item that attaches to the stem and top tube via strong Velcro straps and ideally placed to keep items of value clean, dry and, importantly, in sight. Easy to remove and fit, this is a really useful piece of on-bike luggage for items that you don’t want in your pockets but need to keep close. Adventure Frame Pack £39.99 This pack is designed so that the rider can find the perfect balance point on the bike’s frame to distribute the weight evenly that the 4-litre capacity will allow. Six robust straps hold the bag in place and there are two internal chambers that allow access from either side of the bag. Great for a road bike, though this bag’s position may cause problems on a full suspension Mountain bike. Seat Pack £54.99 An expanding seat pack with roll closure so you can adjust the size dependant on how much of the 10-litre storage you want to use. Attached via two straps to the underside of the seat and a further two on the seat post which do not hamper dropper post usage, this pack has external bungees and loops to fit your rear lights.
60 THE INSIDE LINE TO CLASSIC JAPANESE IRON WITH STEVE COOPER FROM THE VJMC
IRONING OUT THE KINKS Despite building a better bike than ever, Yamaha couldn’t keep up with Honda and Spencer Words: Steve Cooper Photo: Mortons Media Archive In search of making a faster steering motorcycle, the factory race team boffins must have burnt an awful lot of midnight oil. Yamaha’s Communication Plaza website makes big of the changes effected over the closed season: ‘The V-4 engine on the 0W81 was fully redesigned. The unique design in which two shafts of the twin-shaft crank were designed to revolve in opposite directions (forward shaft revolving in direction of machine forward motion, rear
shaft opposed to direction of forward motion) reduced the negative effect of the gyro moment on the handling stability.’ Simply put the contra-rotating crankshafts effectively cancelled out each other’s gyroscopic forces, thereby making it significantly easier to move the bike from one position to another. And it didn’t matter whether the bike was approaching a corner at high speed or banked over navigation one – the rotating parts inside the motor were no longer fighting the will of the rider. The twin spare chassis that had helped Lawson take the 1984 title was retained, but with a few minor upgrades.
Despite all this and more including extra boost ports in the cylinder walls, a brief and unsuccessful dalliance with auxiliary exhaust boxes supposed to enhance bottom end power, and a 16-inch front wheel, Yamaha was unable to retain the title. Honda had reverted to a conventional chassis and extracted a small amount of extra power from the motor. That alone might not have been enough to wrest the title but they also had the phenomena that was Freddie Spencer. Lawson and Spencer duelled across the season, ending up with 133 and 141 points respectively. Not the result Yamaha wanted but with Spencer on a competitive machine it would be
a brave person that betted against him. Elsewhere though, Yamaha’s new machine did them proud with Christian Sarron in third position in the world rankings on his Sonauto Gauloises-Yamaha and Raymond Roche seventh on the Marlboro Yamaha-Agostini machine. Japanese rider Tadahiko Taira only managed 21st on his Malboro-sponsored bike but had the consolation of taking his third consecutive title in the 500cc class of the All Japan Championships. Over the winter of 85/86 the team in Iwata, Japan, embarked on a series of upgrades to the OW81 that would give the 140bhp motor another five horses. Widening of the rearmost transfer
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port and supporting the piston rings with a bridge to the exhaust port aided gas flow and reliability. Tweaks to the exhaust and revisions to the suspension completed the work. By 1986 King Kenny was back but as a team manager; Yamaha now had three tobacco sponsors with Roberts fronting the Lucky Strike Team. The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am4pm (please leave a message)
CLASSIFIEDS ACCESSORIES
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MEMORABILIA
WEB WATCH
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For Sale
ARIEL Huntmaster, 1958, extensive restoration, concours condition, buff logbook, V5C, 12V electrics, full chaincase, indicators, mileage showing 51,000, offered from private collection, photos available ready to ride, free delivery, £6250 Tel. 01723 372219. North Yorkshire.
BMW F650GS, 2006 (06), mechanically sound, structurally safe, cosmetically challenged, perfect commuter bike, 71,000 miles, MoT July 2024, £1100 Email. iancally88@gmail.com BSA GPO, 1970 Bantam, 175cc D10 rebored, not used for 3 years, good condition, £2950 ono Tel. 07833 906774. Oxfordshire.
BMW F650CS, vgc, MoT June 2024, new exhaust, new battery, all works, nice ride, new rear tyre, £1495 Tel. 07956 666969. HARLEY-DAVIDSON Low Rider Sportster 1200, low mileage, every extra needed, MoT, just like a new one, now on Sorn, a very clean honest bike, £6850 ono Tel. 07988 149448. Lancashire.
DUCATI 796 Monster 20th Anniversary, 12,500 miles, reg January 2013, excellent condition, service history, standard spec except for a Puig flyscreen, original manuals, 2 keys, the 796 is an 800cc air cooled engine with the classic Desmo valve gear, future classic, £5000 Email. sb8@uwclub.net
HONDA Firestorm 50th Anniversary Edition, 1998, number 4 of 50, useable appreciating classic, 23,000 miles, family owned 16 years, MoT, currently on Sorn, £3850 Tel. 07787 121178.
HONDA Transalp XL700VA, excellent condition, well maintained, 60k miles, fully kitted with tons of quality accessories for a world touring, message me for more questions, £3000 Tel. 07904 541547. LONGJIA LJ50QT, 2016, low mileage in good condition, no MoT suit learner rider Tel. 07886 567706.
HONDA CB650F 2017, great condition, 3790 miles, MoT September 2024, extras: Datatag, gear indicator, front and rear mudguard extension, fuel tank traction side knee grip, Evotech radiator guard, pyramid seat cowl, R&G racing Aero crash protectors, £4590 Tel. 07540 840771.
HONDA VFR1200 DCT 2012, amazing condition stunning bike, 2531 miles from new, located on the Isle of Lewis, Scotland £6400 Email. iainmaciver7@ btinternet.com HONDA CB750/4 K8, 1979, black, original L/M, serviced tyres, battery, new 4 x exhaust. Racing one piece unused leather suit height 5’10” chest 44”. New black leather jacket five pockets, £70. New Jet helmet, 7 3/8” visor, £30. Used Alpinestar boots 10, good nick, £50 Tel. 07759 607498. Berkshire. HONDA CB125 GLR, 2015, good condition, only 850 miles, MoT October 2024, colour blue, £1550 ono Tel. 01449 257745. Suffolk. MOTO GUZZI 1100 sport carb model, standard bike in good condition, family owned since 1999, contact for more details £5750 ono Tel. Andy 07771 834069. West Yorkshire.
HONDA CB360T, 1974, professional re-spray and ethanol proof liner done, new silencer, cam chain guides, reg/ rectifier, brake pads and shoes, carbs ultrasonically cleaned, new diaphragms, many other new parts, full service done, 16,720 miles, £3295 Tel. 07931 166038.
INDIAN SCOUT 2016, it has 4000 miles on the clock, full service history, years MoT and £3800 worth of accessories fitted, £9500 Tel. 01890 850603. North Northumberland.
KAWASAKI ZZR1100, 1997, D5 in scarlet, 11,450 miles, not original, new Black Widow exhaust, new rear tyre, new mono shock, new fork springs, race front brake line, new suspension bearings, the carbs have been sonic cleaned twice and new jets fitted, in good condition with an MoT till May 2024, has a top box rack and a tank cover, open to offers £1250 Tel. 07908 697363.
LEXMOTO Michigan 125cc, 2020 and only 9400 fair weather miles done, owned by retired exhydraulics Instructor for day trips, excellent overall condition and selling to buy 350cc, MoT July 2024, £1750 Wiltshrie Email. nodrog.robert.son@hotmail. co.uk
LEXMOTO Vendetta 250 V twin, 20 plate turns heads with stainless steel straight through exhaust, only 3200 miles, excellent condition, Scottoiler, recently serviced, currently Sorn in garage, £2500 ono Tel. 07505 003737. North Yorkshire.
ROYAL ENFIELD Classic 350, Halcyon green, reg’d Aug 23, warranty till Aug 26, mileage 60 miles, showroom condition, fine/ dry use only, genuine enquiries only, £3100 Tel. 01513 345927. Wirral. ROYAL ENFIELD Meteor 350, October 2022, immaculate only 2000 miles, many extras included, still under makers warranty, full service history, contact for details, £3750. Tel. 07836 700313. Kent.
ROYAL ENFIELD Thunderbird 350cc, just 3600 miles and lovely condition, part service history but Main Dealer serviced in May this year, £2500 Tel. 07785 516700. Derby. SUZUKI SV650, 2020, black, 4000 miles, MoT, good extras fitted, standard bike, excellent condition and not used in bad weather, £4500. Tel. 07984 352539. Worcestershire.
TRIUMPH Bonneville T140E, 1978, 29,000 miles, starts and runs very nicely and oil tight, used regularly on TOC summer runs, lots spent over the years and bills to prove, lovely condition, £5200 Tel. 07714 213045. Wirral.
TRIUMPH T955I Daytona, loads of recent parts, good tyres, runs great, slight problem with 3rd gear which isn’t there sometimes from cold but once it shows up stays for the day, possibly a bent gear change shaft after a low speed fall in IOM last year, I have spare gear parts to go with it, 52,000 miles, £750 Tel. 07808 823688.
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1 ONLINE www.morebikes.co.uk 2 EMAIL freeads@morebikes.co.uk 3 POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR
YAMAHA XT350, 1985, 350cc, Enduro motorbike motorcycle 30,000 miles, for restoration, owned for a number of years, full V5, matching frame and engine numbers, £1495 Email. andy_at_home@hotmail.co.uk SUZUKI Bandit 650cc, excellent condition, with just 7900 miles, two owners, MoT May 24, totally standard, £2800 consider p/x for smaller lighter machine, 2 wheeler Tel. 01743 860362. Shropshire. SYM Joymax 2022, 22 reg, 300cc, showroom condition, maxi scooter, 90mpg, not seen rain, large under seat storage, 2 keys, genuine 240 miles, my 5th SYM, blue, new SYM forces sale, £3299. Tel. 07784 499299. South Yorkshire. SYM ADX, 2023, 1800 miles, only 125cc, learner legal grey gloss, 2 keys, superb condition, used to pass test my fifth Sym Ace Maxi scooter, 23 reg, garaged, offers around £2899. Tel. 07784 499299. South Yorkshire. TRIUMPH Bonneville, 1970, T120R 650cc, matching frame and engine numbers, excellent condition, runs very well, no smoke or rattles, can send photo by phone, £6995 ono Tel. 07887 674467. Hampshire.
Parts For Sale TRIUMPH Thunderbird 900, chrome headlight bucket, mint, £90 + £7 postage. Also chrome sprocket cover new in box, £400 + £7 postage fits also Legend Sports Adventurer 7” diameter Tel. 07434 513161. Lancashire.
TRIUMPH Thunderbird 900, brand new chrome sprocket cover, original box, £400 + £7 postage. Also rechromed sprocket cover, £300 + £7 postage. Chrome headlight bucket + £90, £5 postage Tel. 07434 513161. Lancashire.
Wanted
HONDA CB125, 93, 1963, Keihin carburettors, manifolds wanted. Tel. 07807 504202. Staffordshire KAWASAKI ER5 carburettors wanted in good working order Tel. 07577 005168. West Yorkshire. Email. michaelmoriarty@gmail.com SUZUKI GR650, 1983, Tempter starter motor and clutch lever wanted Tel. 07434 762911. Manchester. CLASSIC motorcycle wanted any make or age from a box of bits to a mint machine British or Jap, decent price paid Tel. Colin 01514 470147.
Miscellaneous CLYMER Workshop Manual for Honda VFR800 FI 1998 to 2000, very good condition, 466 pages, £20 free postage Tel. 07779 783260. North East Wales. CRAVEN classic carrier and top box struts, suit CB750K2, easy modification, suit other classics, dry stored, 40+ years, vgc, all trade marks intact, £125 ono. Tel. 07974 822880. West Midlands. SHOSHONI armoured motorcycle jeans, Blue Denim, removable hip and knee armour, waist size 40 inches, inside leg 30 inches, unworn, wrong size ordered, never returned, £50 plus £4.50 postage Tel. 07889 828410. TOOLS large collection, all brand new, spanner sets socket sets, drill bits etc, unwanted legacy must be few hundred in total, £400 ono will split if required Tel. 07708 701866. Edinburgh.