Whathappens when you blend a1930s BSAwitha 1950sAriel? Bringing YOU the BEST of biking JULY 2025 #228 Gettingtogrips with Triumph’s 2025Speed Triple1200RS.
THINK YOU’RESPECIAL?
Exposingthebrilliance oftheiconic Ducati916SP.
CLASSICAL MIX
DESERTDELIGHT
We hitthe Agafaydesert on Yamaha’s new Ténéré700.
Wanting acrackingroute on the coast of Northern Ireland? Check this out!
don’tknowabout you, but I’ve been loving the great weather we’ve been having.We’ve been spoiltsofar this season, and long may it continue. Ironically,the only rain I’ve ridden in has been on arecent launch in Germany to test the R1300s and R12G/S. While the bikes weretop drawer,the non-stop rain was absolutely miserable. Honestly,Ican’t remember the last time Igot thatdrenched, but that’show it goes sometimes. If anything, it made me think thatlittlebit moreabout the kit thatI wear as it can make such adifference. Iwas reminded of
the phrase out in Germany along the lines of ‘there’snosuch thing as bad weather, just bad clothes’. Which kind of makes sense. But it’sajob to arm yourself with kit for every occasion, especially considering how expensive products can be.
Another wet outing wasonthe launch of Triumph’snew Speed Triple 1200 RS, at adrenched Portimao race track. The bike was abelter and owing to decent wet tyres and very sophisticated tech, Iwas lapping up the experience. Actually,Ifind the challenge of crackingoninthe wet quite exciting. Sure, therecan be morerisk,
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This month we’re talking protection, and how things have changed over the years.
bwilson@mortons.co.uk
but that’ssomething you can mitigate with smoother riding. Isay this acknowledging I’ve crashed plenty of times in the wet, so who am Itopreach.
The point is, as disappointing as the wet can be on occasions, riding bikes is always still fun –atleast, that’swhat Itell myself. But if Ihad the choice, I’d ask for another few months of belting weather.Wecan always hope. Enjoy the issue…
Words: Alan Dowds
With 2025 updates for the MT-07 andTénéréappearing late last year,the only real surprise with this release is that it’staken so long. Actually,there’s onemoresurprise about the 2025 Tracer 700 and GT, but we’ll come to thatin a minute (can you feel the suspense building?).
This is afairly hefty update for Yamaha’smiddleweight adventuremachine. It gets the new Euro5+ engine, of course, which uses anew ride-by-wireengine management set up to improve emissions, but also gives easy access to aheap of modernfunctions: cruisecontrol, rider power modes and moresophisticated rider aids like switchable traction control. Powerisabout the same as beforeat72bhp though, and with adecent203kg wet weight, it should be lively enough for theclass. There’sasolid chassisupdate as well, with anew 41mm USD adjustable front fork and preload/rebound adjustable rear shock. The USD fork also now wears radial-mount brake calipers which should add atouch more sharpness to the front end overall. The swingarmis40mmlonger giving morestability,the steel backbone frame has been tweaked forimproved handling, andthe new Tracer 7 comes with premium Michelin Pilot Road 6GTrubber
Both the Tracer 7and Tracer 7GThave afull style overhaul for 2025, with new bodywork and slicker styling.There’s
LED lighting, abigger, adjustable windscreen, revised hand guards and abigger 18-litrefuel tank, plus aneat 5” colour LCD dash and the latest corporate switchgear design. The GT is about £1300 pricier,and for that you get hard panniers, taller screen, centrestand, rubber-inset footrests, acomfier seat and three-level heated grips. The standard bike costs £8804 andthe GT is £10,104.
What’sthe surprise, then, Al? Well, there’snooption at the moment to have the Y-AMT automatic gearbox on the Tracer,despite it being available on the naked MT-07. You’d definitely expect it to featureonthe moretouring Tracer, so we guess it will appear later,orperhaps come on aGT+ model as with the Tracer 900. We’reoff to ride the new Tracer 7next month, so will report back on the thinking then.
With the financial collapse of parent firm Pierer Mobility at the turn of the year,MVAgusta finds itself operating as an independent outfitoncemore, separate from KTM and the otherfirms in that group.It’sissuedanupdate from boss Luca Martin, detailing how it’ssetting up new logistics, parts supply,and anew dealer network, with the UK as an important part of that. The firmalso says it’s workingon newbikes andnew engines, which it certainlyneeds to do.
In themeantime, though,the Varese outfit is continuing to do what it does very well –making pieces of fine moto-art which tick all the‘exotic Italiansuperbike’ boxes.This is the latest limited-edition variant:aspecial ‘Ago’ version of the Superveloce 1000retro-superbike to mark the 83rd birthday of GP legend Giacomo Agostini, who made history on MV bikes and has an incredible 15 world titles plus 10 TT wins. It wasreleased on hisbirthday,June 16, withjust 83 bikes produced, priced at€83,000. For that, you get asuper-exclusive machine based on the ‘standard’ Superveloce 1000 design, which has an inline-four 16v DOHC 999cc superbike engine putting out a claimed 208bhp, and featurestitanium radial valves and con-rods, lightened pistons, titanium fasteners and afull titanium Akrapovic exhaust.Engine management is the MVICS 2.1 system with 50mm throttle bodies and eight injectors, whichintegrates the extensive rider aids package:IMU assisted traction and wheelie control, up/down quickshifter,cruisecontrol, rider power modes, and integrates with the suspension controlunit,too. This trick motor lives in ahybrid frame with steel tubetrellis sections and aluminium alloy swingarmpivot plates. But the Ago adds afull carbon fairing, with the retrowinglets, Ago
logos and yellow number plates.
The bike also comes with unique Kineowheels, which aresimilar to the spoked/cast composite rims on the 800 range but redesigned to deal with the extra torque and mass. And the suspension is the top-end Öhlins EC semi-active kitwith electronic dampingcontrol and manual preload settings. There’salso an integrated Öhlins smart steering damper,and the chassis spec is rounded offwith Brembo Stylema brakes and 320mm discs. Wetmass is 209kg:not amazing but not horrendous.
The extras on the Agomodel are extensive.Agusta has commissioned aset of special Dainese Demone GP 3X race leathers and acustomAGV Pista GP RRlid to go with each bike, and unlike with the likes of Ducati and its Lamborghini models, the kit is includedinthe price of the bike rather than anextra cost. There’san 18-karat gold plate on the topyoke with the number of the bike, Agostini’s signatureonthe tank, and the Ago name embroidered on the seat and stampedon to the leather tank strap.
The firm hasreallygoneabove and beyond with the ignition key: it’smade with two engraved metal medals, made from anactual piece of bronze alloy from one of Ago’smany trophies. The engineerswent to his museum and took an angle grinder to amassive cup from one of his Imola 500GP wins, chopping offbig strips of metal, which were then formed into the key medals. Amazing attentiontodetail, and a fabulous piece of genuine history from Agostini and the Agusta brand.
The Ago replicas areavailablenow, with delivery in September.But you’ll probably needtohave an ‘in’ with the factorytomake an order: only the most dedicated Agusta collectors, fans and followers arelikely to get hold of one.
Smart-lookingChinese bikes arebecoming like London buses –lots of them appear all the time, andthey’repretty cheap and efficient. Thereisless chance of beingstabbed on one, though. Probably.
Anyway,here’sanother one: theKove 800XRally.It’sgot an 800ccparallel twin enginewhichseems to sharethe foundationsofthe KTM 790/890 LC8c engines (it hasthe same boreand stroke as the799cc version), presumably reworked for theKove brand’sneeds. That’s no bad thing: the KTM motor was great fun,and if they have sorted the reliability problems that have been widely publicised, it should make for asweet machine.
The motor makes 95bhp, good for this sector,and it lives in adirt-biased chassis that includes a21” frontrim, long travel fully-adjustable suspension andtough enginebars and sump guard. There’snorear footpegs either: this is a hardcoreoff-road adventure tool, it seems.
Kerb weightisavery commendable 176kg (wet, with five litres of fuel), there’sa20-litrefueltank, anditcomes in teal or gold. It’sgot plenty of usefulkit like USB sockets, TFT colour dash,traction control, smartphone app –and is priced very well at just £8700. Should be aLOT morefun than aLondon bus we reckon.www.kovemoto.com
To lovely Lake Como in northernItaly, wherethe annualConcorso d’Eleganza Villa d’Este carand bike show takes place.BMW is one of the organisers of this high-end gig (apparently it makes Goodwood look like the BMFshow) and always showsoff aconcept car and bike or two. This year was the turnofthe firm’s1000RRsuperbike range to get the concept treatment,withthis, the BMW Concept RR.
It’salittle less madcap than some of the wild creations of past years, and much of it looks likeastraightlift from the firm’s M1000 RR homologation superbike. That includes a230bhp version of the inlinefour 999cc DOHC 16v ShiftCam M1000 RR WSBK engine, inthe standardcast aluminium main frame. The swingarm is fullcarbon, wheels areforged aluminium race parts, and the Bonamici yokes and rear subframe arealso competition components. Öhlins suspension looks to bethe same kit as on the race bikes, as arethe BremboGP4 monobloc nickelplated brakecalipers with 330mm T-Drive discs. It, of course,wearsPirelli Diablo WSBK race slicks, andcomes with the latestelectronics suite from the M1000 RR.
The most striking featureis probably the bodyworkthough. It’s full carbon, withgolden-finished metal highlights, extensive air management ductingand heftyaerodynamicwingletsonshow.
Afull titanium Akrapovic race pipe and brushed aluminium race fueltank round off the saucy style.
Speaking about the concept machine, Markus Flasch, head of BMW Motorrad,
said; “Never before has BMW Motorrad provided such an early glimpse into a futuregenerationofthe RR models. The BMW Motorrad Concept RR is atrue masterpiece of our developmentteam, both technically and in terms of design language.
“Guided and inspired by the BMW Motorrad factory superbike M1000 RR, with which BMW Motorrad factory rider Toprak Razgatlioğlu was ableto dominantlywin the FIMWorldSuperbike Championship last year,the Concept RR offers atrue firework of superlatives for both street and track use. Thetransfer from racing to road has never been shown more clearly.ItrepresentsBMW Motorrad’sleadershipclaim to offer the highest engineering level and maximum performance in this segment.”
Alot of words –but it’snot clear what the Concept RR will lead to in production form. We’rehoping for amodernvariant of the HP4 and HP4 Race machinery of the last decade, with limited-production run, exoticengine and chassistech, and performance that’sarguably even better than arace bike (the HP4 Race almost approached MotoGP-spec in terms of kit, weight and power).
The other elephant in the room is the rumour of MotoGP involvement from Bavaria in the near future. Whatimpact will aGPbike wearing the blue andwhite roundelhave on the firm’sroadrange? We could definitely see the Germanfirm leveraging its MotoGP tech into asupertrickexotic road bike,just as Ducati did with its Desmosedici. Atempting idea for sure.
Another concept supersport machine,but at the opposite end of the scale from the BMW on anumberoffronts Wherethe BMW Concept RR wasaprimped-up fullfactory project, this is alabour of love,handbuilt overa couple of years by an artisan British custom bike builder, MarcBell of Haxch Moto in Kent. Dubbed the XZR900 Thunderbolt, it’sbased on aheavily-modified Yamaha XSR900 retro-roadster, reimagined as ahomage to the Yamaha road and race supersports machinery of the 1980s and 90s.
The most striking part is the bodywork, which has strong echoes of the likes of Yamaha’sTZR250, FZR600/750/1000, YZF750 and YZR500 road and race machinery.Incredibly, it’snot fibreglass or plastic, but is made from thin, handshaped, aluminium sheets, formed using traditional tools like the English wheel and soft mallets.Hundreds of hours went into making template shapes from card, beforecutting and forming the metal into the 3D panel shapes, and the result is stunning up close.
The classic retropaint rounds it offbeautifully, too: pastel teal, blue and purple slashes on awhite background tips ahat to the various peacock/cocktail colour schemes of the 1990s. Even the Thunderbolt graphic is retrostyled, with ahint of the ‘Streetfighter’ video gamelogo.
It’snot just all cosmetic either: thebodywork needed awhole set of bracketry fitted, and Bell wenttoextreme lengths to get thelook right, relocating the rear subframe and removing standardcast frame mount points then renewing thefactory finish. He’salso rejigged the chassis, pushing moreweight over thefront end fora sportier ride.
Dynamically,it’sgot amild enginetune for an extra 10 per cent power from an exhaust and stage one remap, and the chassis gets aBritish update, with Maxton suspension front and rear,and HEL four-piston front brake calipers, hoses and master cylinders. It’scurrently notroad legal, but Haxch Moto is workingona version with lights and an MOT,aswell as developing aplastic fairingdesign (the aluminiumpanel production process is far too labourintensive to be practical, andwould cost tens of thousands of pounds to buy).
The bike itself wasbuilt in association with Yamaha UK, as part of the firm’s‘Yard Built’ custom programme,so is sort of factory approved –though we’d not expect to see an officialversion: the XSR900 GP doesmuchofthe same job.
“I wanted to channel the soul of the 90s race erabut deliver it with modernperformance andcraftsmanship, with factory build quality,” said MarcBell, founderof Haxch Moto.
And Bell is now taking orders. Moreinfo at www haxchmoto.com or follow @haxchmoto on Instagram.
Words: Alan Dowds
Motegi 5TC-1
£819.99 www.shoeiassured.co.uk
MarcMarquez is the manofthe moment once again, and proper fans canshow their love with this, thenew Shoei X-SPR ProMarquez Motegi 5replica. It’sShoei’shigh-end race lid, with FIM and ECE 22.06 approval, thanks to the Japanesefirm’sAIM+ outershell material and multi-density EPS liner. An aerodynamic rear spoiler, integrated wings, and aerochannels improve stability at speed, while boosting airflow through the extensive ventilationsystem. Add in aQR centre-lock visor,hydration systemprep, widervisorportand adjustable cheekpad angles, andyou have areally premium track design. Add in Shoei’sPFS (professional fitting service), wherethe dealer measures your head and installs customised inner padding,and you’llhave theperfect bespokefit, too.
2Alpinestars C-1 Air jacket
£139.99 www.alpinestars.com
£139.99. www.nevis.co.uk
Another optionfor the hotsummer that we areDEFINITELYHAVING –the Richa Stradale is priced at the same sensiblepointasthe Alpinestars C-1. It also comes with Level 1elbowand shoulder armour –this time from British firmD3O –and has pockets forchestand back protectors, too.Neoprene collar and sleeves add comfort, and it’sgot plenty of useful pockets. Comes in black or black/red, in sizes S-4XL.
4RG Racing adventure rack
£119.99 www.rg-racing.com
British accessory firmR&G Racingis best known for its crash protectors, but it’salso branching out into other kit, like these new Adventureracks. Made from tough powder-coated aluminium, they let you fit atop box
or bag to aload of current bikes, including the Honda Africa Twin and NT1100, Triumph Tiger 850/900/1200, KTM 890 SMT,and manymore. Fitting kits let you use the rack with Givi, SHADand SW-Motech cases.
£99.84 (alternator cover), £114.98 (clutch cover), £204.08 (both) www.gbracing.eu
is essential when mercury hits 25°+ we say, and
As we’rewriting this, it’shot in MB Towers –which could mean we’ll get some proper sun this summer. Avented jacket is essential when the mercury hits25°+wesay,and this Alpinestars C-1 Air is agreat option. It’smade from tough mesh outerpanels, with reinforcements at impact points, and comes with elbow and shoulder CE Level 1Nucleon protectors. There’s apocket for aback protector, and it will work well with a Tech-Air airbag. Available in both men’sand women’s fitments, in black or silver, and at adecent price –useful for ajacket you might only use afew times each year.
The new Ducati 698 singlecylinder Hypermotardisa pretty thing,and you’dbe very sad if youdropped it. Reduce the misery potential with some of these –GBRacing’s supertoughengineered engine case covers. Thereare two covers available, forthe clutch and alternator, and they’re aquick, easy bolton fit.Materialsand design arethe same as seen in the WSBK paddock, and they’re all made in-house by the firminthe UK.
£349.99 (plain carbon) or £379.99 (graphics) www.ls2helmets.com
Anew full-face performance helmet from premiumChinese maker LS2, the Dragon lid has atop spec at avery decent price. Designed at the firm’s R&D centreinBarcelona, the Dragon comes with a6K carbon fibre outer shell –giving alight lid(from 1400g), with full ECE22.06 approval. All the vents and channels are also made from carbon,and there’saquick-release3D visor supplied with aPinlock insert and breath guard Double-D ring fastening, emergency release chin pads and extensive venting channels round offthe spec, and it comes in plain carbon or four colourways.
RRP: £9.99 (500mlcan) www.oxfordproducts.com
Cleaning adrive chain is the most miserable task, so you need the proper kit for the job. This Mint foaming chain cleaner from UK firmOxford Products claims to lift even the most stubborn caked-on chain lube and grime, with afoamy action and apleasing minty smell. Sounds like toothpaste –but presumably works much better
8Ducchini Youth Speed Racer jacket
£119.99 https://duchinni.com
Ducchini Youth is the kidspecificbrand from UK firm Fowlers of Bristol, and offers arange of protective riding kit, ideal for carrying your offspring on the back of the bike. This Speed Racer jacket is alittle more stylish than thetypical basic textile design, with elasticated cuffs and red/ white stripe detail. It’smade to AA safety rating,with CE-approved armour in the shoulders, elbows and back, and has awaterproof outer shell. Available in sizes XS-XL, or aged 6-8 and 14-16 years.
9
£376.99/pair,plus fitting brackets www.puremoto.co.uk
Neat expandable soft panniers from luggage firmSHAD, these TR30 bags fit on to bikespecificmounts, giving anicehalfway house between big, bulky hardcases and insecure soft bags. The SHAD system locks the bags closed, andontothe bike witha key lock, so youhave adouble level of security.Each bag hasa30-litre/6kg storage capacity, and comes with lock, key and apadded carryinghandle.
10Akrapovic pipe for Suzuki GSX-8S
£1310 www.performanceparts-ltd.com
Aroad-legal two-into-one system for theSuzuki 800 roadster twin, with neat stylingand asleek under-slung silencer.Made in onepiece from stainless steel and carbon fibre,ithas anonremovable catalyst included in the design for full Euro-5 compliance, but still gives an extra 2.5bhp claimed power at 9500rpm. It’slighter,too –a useful 2.2kg over the stock pipe.
Youcan win apair of Weise Outlast
Sirius 2.0 Gloves RRP £129.99
Crafted with afull-grain leather palm and soft-shell textile,these versatile 3-season gloves offer warmth, drynessand protection with comfort and flexibility.Certified Level 1KP, they feature mcFit™ anti-twist lining, mcTex™ waterproof membrane and Outlast® temperature regulation. 3M™ Thinsulate provides targeted warmth, while avisor wipe,reflective details and touchscreen compatibility enhance every ride Find out more at https://www weiseclothing.com/
For those that love their bikes and telling people all about them, this is your time to shine. Head over to the MoreBikesFacebook page andupload apic of your bike, tell us whereyou’ve beenonitand why you love it… and youcould findyourself staring back at yourself from within these verypages. Oh, and we’llalso pick a winner at random each monthfor awell-earned prize,courtesy of our friendsatthe Key Collection. What areyou waiting for?
Bob Jones
Yamaha Niken
Are three wheels better than two?
We’ll let you answer that one, Bob Interesting choice of machine
Ryan Noonan
Suzuki GSF1200F
Ryan gets ’em interested early doors on the back of his smoothold Suzuki GSF1200 FBandit. Some proper riding kit and they’ll be away!
Darren Shepherd Aprilia Tuareg
Now,that’sone fully loaded bike Definitely needs afew clicksof preload. Enjoy your adventure,Darren
Robert Bean Tuono V4
Thanks for sharing ashotofyour Tuono,Rob.Looks like you’vefettled it abit. Cracking choice of asupernaked.
TomHatcher Yamaha MT-01
The original Master of Torque.Amazing to think what Yamaha’sproduced off theback of this ethos.It’salso great to seethe origins.Thanksfor sharing,Tom.
WINNER -Lee McNair Honda CBR2500RR
Remember these? The early90s broughtabout some cracking grey imports.Thanks for showingusyours,Lee
Simon Long Suzuki GSX-S1000GT
Simon’s sent us this picofhis GT,on tour,just outsideofRosedale Abbey Perfecttoolfor the job.
Keith Graham Ducati 848
An old-schoolDucati on an old-school track, nicely done by Keith Graham.
Steve McGill BMW S1000RR
The latest version of the BMW S1000RR is an incredible thing to ride fast on track, as clearly demonstrated here by Steve McGill: proper job
Des Gibbon Honda Monkey Bike
This bike just screams fun! Hope you have plenty of laughs on it, Des
Steve Normington Triumph Tiger Steve’sbeen clocking the milesonhis Tiger,over in Spain. Great view and great weather.We’re jealous
Words: Bruce Wilson Pics: Chippy/Triumph
Ahooligan at heart, the latestSpeed Triple 1200 RS comes brimmed with brains to help you make the most of its brawn...
It’sthree decades since Triumph rewrote the rulebook and created the performancenaked sector with their T309 Speed Triple. Since then, the iterations have come thick and fast,the performance figures have gone through the roof, but the ethos behindthe scantily clad renegade have remained very much true to form. While it’snot theBritish brand’sbest seller,over110,000 Speed Triples have rolled off Triumph’sproduction lines… and that’safigurethat’slikely toget awhole lot higher following the introduction of this prime cut of British beef. Building on the firmfoundation of the 1200 RS that hit the market back in 2021,the 25-spec Speed has taken the model’s
sophistication to awhole new level. Think moreevolutionthan revolution, with perhaps the most salient of differences being tothe techonthe bike
The big news is the introduction of Ohlins’ thirdgeneration, semiactive SmartEC3 suspension, making this the first bike we’ve tested in thesupernaked sector to getthese goodies. It’sa proven system that’s so far been the preserve of high-end sports bikes, so its fitmenttothe Speed is somethingthatreallydeserves shouting about Why have Triumph gonedown this route? Well, it was asurefire way of makingthe bike as suited to bumpy back lanes as it is at smashinglap times on abilliardsmooth racetrack. And to give
it even moreofanedge, other technological advancements include aMotoGP-derived shifter and blipper package, the introductionofstepped engine brake management and, for the first time, the fitment of aseparated wheelie control package that allows youtoswitch between four different levels of loft, from tame to outright ASBO. Add into this mix cruise control, heated grips, slide control, cornering ABS, plus power modes, and you’ll appreciate the Triumph’snow fully loadedwith features, including acustomisable 5” colour dash that plays host to tech such as alterable rider modes, power maps andcornering traction control. Even the ABS is switchable, with anew Track-spec
function in place for those that demand they get the best from the bike’sBrembo Stylema calipers, that arepaired with afancy Brembo MCS master cylinder
So, those arethe new model’s techy highlights, but there have also been lots of other enhancements to the Speed in other areas. For instance, the Triumph’snow gained aforkmounted steering damper,while the bars have been made taller and wider to make the ride more comfortable and that biteasier to lever into bends.
While the mass of the machine has actually gone up akilo over the last version, there’san abundance of new parts that should have made that figure much higher.Tohelp in that department, new lighter wheels have found themselvesonboard, plus alithium battery. The actual frame, swingarm and overall geometry of the bike remain the same because it wasn’tbroken in the first place; the engine’snow producing 3bhp morepeak power, with an extra 3Nm of torque, that kicks in 250rpm lower than before. How so? Well, that’smainly down to the exhaust package because it’smuch freer flowing, despite being cleaner than before. Internally,the balancing of the crank has meant that delivery is smoother than ever, thanks to the adding of around 20 grams of material,that’s then blueprinted as needed to ensureperformance perfection from this key player in themotor. What this means is the Speed’s now Triumph’smost powerful production bikethey’ve ever released, with aclaimed output
of 180.5bhp, backed up by 128Nm for good measure. While the torque figure’s unquestionably impressive, therewereafew people on the model’slaunch in Portimao that threw it out therethat some of the Speed’ssupernaked rivals had upwards of 20bhpmorethan the Triumph… so why hadn’t they gone all in on themotor to squeeze awhole lot morefrom the Triple? The answer was a straightforwardone: they didn’t want to.
There’snodoubt about it that with some different cams and ashift of performance from the midrange, morepeak could have been achieved. That kind of thinkingmakes sense on a race bike, but theSpeed’sroadfocused originsdictate that it has to perform at its best in that environment first andforemost… even if it means theoretically being second best in the power stakes department to moretop-end inclined rivals. Havinghad this explained to us, we wereasked to judge the bike’sperformance on what we felt, not what we read, with acomprehensive two-day test on road and track lined up for the taking.
First up was aday at Portimao racetrack, which is acircuit I knowand love. Fast, flowingand with plenty of scope to assess the Triumph’spower,handlingand braking performance… the only thing we weremissing was abit of decentweather.Weawoke to acircuit that was drenched, and mechanics flat-out changingthe bike’styres to Pirelli wets. Iwas gutted, but also trusting in the bike’schassis engineer who was
adamantthat agood time was still to be had, alongside apotentially even morethorough evaluation of the bike’stech
Proving this point, everyone’s bike had been dialled in to make the package as user friendly as possible, with the suspension set to its ‘comfort’ position (meaning the dampinghad been backed right offtomake the bike supple), while the ABS got switched to ‘road’ (most intrusive) andthe traction control was set on ‘rain’ (in abid to prevent me high-siding at the first corner… again). And with that, we wereoff,lapping up the puddles andgettingour first thoughts on the Triple.
I’ll save you the session-bysession shenanigans, but needless to say that within afew outings Ihad got my eye in and was loving life behind the bars of this brute. There’salot to like about the Speed, with perhaps the engine being areal high point. The track’ssilly fast down the start straight, seeing high revs in sixth gear beforeyou back offthe throttle and go for the anchors. Getting up to speed is areal joy because the bike’spower delivery is so linear,sosmooth and made effortless to extract thanks to the slick operating shifter system. Add into that mix an epic soundtrack, that only gets better when backshifting, and you’ll know why that start straight experience was ajoy with every lap clocked.
It wasn’tjust the straight-line section that got my juices flowing, however,asI learned on each and every bend that the motor’s so pliable and usable, regardless of whether you’repushing out of asecond gear bend, or holding asteady degree of drive as you moderate the throttle marginally when navigating some of the most demanding sections of the track. The final corner on the circuit is an absolute mind-twister,and especially so in the wet, where you’repowering on in fourth gear at big lean, downhill, justwaiting for the moment to go all in and pull the pin as the corner exit arrives and the start straight appears. Asmooth operator is the order of the day,and if you’retainted with alumpy,snatchy or hunting motor,this particular bend would show up all its weaknesses, and either leave you mentally scarred for life, or perhaps facing astint in hospital. That corner takes no prisoners, and Iwas supermindful of that when relishing the smoothness and flow of the bike’smotor
Of course, with time on my hands and an ever-growing confidence, it hadn’ttaken too long for those initial base settings of the machinetowear thin and become alittle frustrating. For instance, thecornering traction control meant that at big lean therewas zerochance of highsiding, as the tech culled the power delivery,regardless of whether the throttle was back to the stop.Standthe Speed up, and the drive would kick back in, but way later than Iwanted it. In ‘track’ or ‘rider’ mode, you can alter the set up on the fly,so weaning theTCengagementoff became areal priority for me. A switch to ‘road’mode was better,
Triumph SpeedTriple 1200 RS
Engine:
Type: 1160cc, triple cylinder,liquid-cooled Bore xStroke: 90mm x60.8mm
Compression: 13.2:1
Fuelling: EFI
Claimed Power: 180.5bhp @10,750rpm
Claimed Torque: 128Nm @8750rpm
Chassis
Frame: Aluminium twin spar
FSuspension: Fully adjustable, 43mm Ohlins
SmartEC3
Rsuspension: Ohlins SmartEC3 monoshock with adjustable rebound, compression and preload
Front brakes: Brembo Stylema, four-piston monobloc calipers, 320 discs
Rear brake: Twin-piston caliper,220mm disc
Electronics.
Riding Modes: Yes
Traction Control: Yes
ABS: Yes
Quickshifter/Autoblipper: Yes
Wheelie Control: Yes
Launch Control: No
Dimensions:
Wheelbase: 1445mm
Seat Height: 830mm
WetWeight: 199kg
Fuel Capacity: 15.5 litres
Info:
Price: £17,495
From: www.triumphmotorcycles.co.uk and ‘sport’evenmoreso, but it wasn’t until Igot the level into ‘dynamic’, the least intervening of thelot, that Itrulyfelt happy.I’d still see theTClight flash on the dash,but much moresporadically, and the comfortblanket of limiting drive at leanwas now prettymuch null and void.Iwas on my own, responsible for my ownmistakes, yet knowing that if Ireallytook the mick, the system was likelyto kickin andsave the day… or so I hoped.
Another area Iworked hard on throughout the test was the handling of the bike. It’sbeen a yearsince Ilast rode on wets, and on that occasion, at the very same track, Idestroyed abikeand gaineda dislocated finger.That wasaperformance Iwasn’tina hurry to replicate,somyprogress was steady,making sureIhad agood grasp of the bike before tweaking awayatthe Ohlins. The problem was, owing to the soft natureof‘comfort’ mode, the damping on tap was actually making the bikesketchy.Even in the wet Iwas still up at nearly
300kph beforesqueezing hardon the Brembos, squatting the bike on its nose and leaving the forks at the bottomoftheir travel.The third-gear first corner arrives on the scene soon afterwards, and while the initial pitch into it was fine,the bike wouldthen run wide, and even moresowhen getting on the gas.Inessence, more support was needed… and not just alittle of it.
As per the tractioncontrol scenario, Iwent through the process of switching through the different levels of preprogrammed suspension support, feeling the improvement of ‘normal’ before settling on ‘dynamic’.Withthat inset, the bike’spitch on the brakes was far less notable, and the agility and stability of the Triumph was on a whole different level. There was the optiontohave gone into altering the bike’s set up even moreso, asking for additional support under deceleration,acceleration, cornering and for general firmness, but on the damp track,
alittle bit of suppleness, made all the sweeter by the ever-changing characteristics of theautomode, was far moreappealing. Had the track of been dry and with consistent grip levels, I’d have been all over the multitude of
set up options that wereonthe cards, but ‘dynamic’ proved to be everythingthat Ineeded. Knee downwas effortlessly achieved, and throwing the bike in and out of bends was up there with stealing cakefromafat kid
with tied shoelaces… easypeasy.The thing Iliked bestof all was the very telling natureof the handling package. Therewas never atimethat Ifelt caught out by the level of traction available, or surprised by a sudden sensation from thetyres that Ihadn’texpected. Ican’t pinpoint whether that’spurely down to the feel of the Ohlins orthe talkative chassis,oreven the telling rubber,for that point, but what Ican say is everything worked together nicely By the sixth andfinal session of the day,Iwas loving life in the puddles, riding at afair old lick andwith very little concern Throughout the course of the day,I’d not just learned totrust in the Speed’stech, but to actively push myself and the limit of every single corner
Despitefinishing the day on a high, it wasimpossibletoignore that the real testfor the Triumph was going tobeout on the roads the following morning.Inevitably, we had amassivelywet day on the cardsand the prospect of getting drenched, with zero weather protection, let alone a screen, hadmequestioningmy life choices.
It was hammering it down as we left base and trundled offtowards the first shoot location, nestled high in thestunning Algarve. It’s at this point Ishould mention we wereriding on the bike’s stock tyres, which arePirelli Supercorsa SPs.
If you’reunfamiliar with them, the first thing to knowisthey’re pretty lacking in tread, being moreinclinedtowards fast road and track riding than inclement
conditions. As you’dexpect, the traction was loaded back to rain mode, the power was weaned right off, and the suspension was set to comfort… it was like déjà vu from the day before.
Following the leadrider,his lack of hesitation only egged me on into trusting the bike andthe tyres that little bit more, conceding that if his bike could do it, so could mine. Inevitably,the TC light was flashing like apelican crossing and therewerelots of moments where Ifelt the power culled to calm my overly ambitious ways, but Iwas soon having ablast. Thatsaid, with the heavy rain had come a lot of debris, littering the roads and making them look morelike amotocross track at times, and probably even slicker.Ifever there was atime for the bike’ssystems to earntheir crust, this was it.
With the first shoot in the bag and my boots wetterthan afish tank, the ride cracked on and we wereblessed with the occasional patch of dry roads. In an instant, the ride would go from survival mode to afull-on assault, bidding to extract the brutal brilliance of the Triple’smotor at every given moment.
We’d only ever get amile or two beforewewereback on wet roads, but during thosespells we had succinct windows to reaffirm what we’d learned the day beforeonthe track: this bike handled fantastically,could stop impressively,and that the engine on the Triumph made the whole package an absolute treat.
As you’d imagine, our revs often ran agreat deal lower on the road than they ever did on the track, but regardless of whether Iwas simply pulling away from ajunction or gassing out of ahairpin bend, the triple was effortlessly on hand to get the bike up to speed, never stuttering, hesitating or lacking in excitement. Not only was therenever any dawdling from it, but the smoothnessand table manners of the engine rendered it up therewith the best of them in class.
I’m not going to turnthis into aslagging match, calling out other bikes and questioning their principles, but whatdeserves hammering home is that the usability of the Triumph made life so brilliant and effortless on the roads. And, of course, the Ohlins suspension made the job awhole lot better.Riding everything from back roads to carriageways, we undertook every kind of lump and bumpimaginable, but there werealso lots of fastand smooth sections for us to tackle.
On the whole, ‘comfort’ mode made great sense, but on the morespirited, dry bits Inever hesitated to taught things up on the fly,dialling in ‘road’ or ‘dynamic’ from the predetermined menu options Youcould literally feel the bike transform, with added support and capabilitiesasa consequence. In those fleeting moments, when the conditions were in our favour,the genius of
this potent roadster really won me over.I only wish we’d of had moreofthose windows, but it wasn’ttobe.
With 100 miles of riding in the bag, we arrived back at base, wetter but wiser… and ready to take on awheelie session down Portimao’sstart straight. With the weather so bad the day before, our scheduled appointment to try out the bike’stiered wheelie system went out the window, so this unexpected opportunity demanded no persuasion for every man and his dog to try out the tech.
Told to simply pin the throttle, lean back and trustinthe system, Iwas eventually doing just that. It was nothing short of mind boggling to appreciate how effortlessly the tech made each and every one of us awheelie god beforethe crowds staring over the pit wall.
Therewas no thought of a balance point, no moderating of the throttle necessary,and as for covering the rear brake to avoid flipping it, there was simply no need. Ironically,the people who got on best of all with the system werethe ones who had less ability at pulling wheelies naturally,with one or two such folk sitting on the backwheel for the length of the start straight. It was hardnot to be impressed, and it was nice to end the Speed Triple launch on such ahigh, with alot of people having ticked a box they’d have never thought possible.
Triumph aren’tthe first to offer such afeature to the market, but they’reone of the first, and consideringthe natureofthis high-powered headbanger,Ican imagine it will prove an allure to those debatingwhichsupernaked to put their money on The truth is, the Triumph’s got someserious competition out there, but it very much delivers the goods and perhaps in amoreversatile way than most of its competition. From the riding position to the tech, the performance to the great handling, therewas alot to like about this bike, and Ifor one can’twait to get back on one. Preferably in the dry
Indian’sa name that needsnointroductiontothe heavyweight cruiser scene, but its new fleet of Chieftain baggers is certainly worthy of somenoise.
While circuit racing has been very distant from the world of laid-back, American-style cruiser motorcycles, therehas been something of atidal change of late, thanks to the King Of The Baggers race series in the US.
The fully dressed, big inch vee twins from Harley and Indian battle it out in an exciting fashion on the racetracks of North America. Given the expanding popularity of the King Of The Baggersrace series, the success of the Indian ‘wrecking crew’, which for 2025 is
now athree-rider team, including ex-MotoGP and WSBracer Loris
Baz, has undoubtedlyshed more light on their range of cruisers, specifically those with hard luggage thatreflect the baggers on theracetrack.
The ‘wrecking crew’ team name comes from the worldofflat track in whichthe hugely successful Indian FTR750 race bikenolonger competes (after the introduction of rule changesthat were presumably aimedatexpanding the field), butitcould be argued theKingOfThe Baggers series
has moreincommon with the sort of folk who spend their hardearned on the product that is available at your local motorcycle dealer
The FTR750 was never aroad bike, norcoulditbeboughtat your nearest bike shop, whereas bikes such as the Indian Chieftain and Challenger areavailable for youtobuy and ride away tomorrow.And besides, the phrase ‘Win on Sunday,sell on Monday’ was coined at atime when race machinery was very different to that which rolled off
the production line, and was more of areferral to thebadge that appeared on the tank (or bonnet) rather than the precise bike (or car) used in competition
But Idigress. What we’re looking at here arenew machines fromIndian,atatime when the racetrack results aregiving the manufacturersome important publicity.For 2025, theSpringfield factory has enhanced their water-cooled Powerplus engine (that was initially brought into the product linein2019),with afour cubic inch larger capacity attained
by abigger bore, with the engine’s stroke remaining as per the108 model, although changes aren’t just limited to engineinternals.
The head honcho behind Indian’sdesign team, Ola Stenagard, gave us some insight to the design and production process for the models that use the new Powerplus engine, and he reiterated the phrase he used with last year’slaunch of the new Scout models. That of ‘three reads’ –the way we observe abike in three ways. Firstly,atadistance and
appreciating the overall form and proportions, then closer with observation of surfaces and textures, and finally at the details and build quality
Development of the watercooled 60° vee twin has resulted in acapacity of 112 cubic inches (or 1834ccin real money) and an impressive torque output of just shyof 134ft-lb.
Cast alloy as per the Pursuit and Challenger,rather than the steel frame used for the air-cooled Chieftain and smaller Scout, morelikely chosen for the ease of manufactureofthe specific shape required rather thanfor any performance benefits.
With the overall mass, there’sa lot for the brakes to deal with, but the Brembo four potsand 320mm discs cope admirably, with agood level of feel and
While the company’sChieftain with its fork-mounted fairing has provedtobeagreat seller,the air-cooled engine is no longer viable for sale in Europe, so a
feedback, while the hill-hold facility (somewhat vital on such abig bike) is switchable, and can hold for aslong as three minutes!
Unlike some machines, there’s no confusion here with avast arrayofoptions, just three modes with obvious suitability –Rain, Standard and Sport –with Rain cutting the power output, and throttle sensitivity being changed in the other two.
We’reusedtothingslike traction control being switchable, but the Indian expands thattosafety devices that may,attimes, actually be distracting to the ride. Therear radar thatdetectsapproaching vehicles, etc., and gives avisual
version of the Chieftainusing the water-cooledPowerplus engine (as seen with the Challenger and Pursuit launched two years agoin Chamonix, equipped with frame-
warning on the dash and/or in the rear-view mirror can be switched off.
Indian’soptions aren’tjust aimed at owners having some individuality,but also at improving rider fit and comfort, Aproduction bike is going to be acompromise in terms of ergonomics, and the rangeof aftermarket parts negates that issue. Thereare over 90 factory accessories.
Despite having little in the way of adjustability –with just an electrical preload on the rear shock operated throughthe touchscreen dash –the suspension deals with the significantmass in an impressive fashion.
mounted fairings) was deemed necessary.Indian still use claymodelling (alongside sketches and CAD) to finalise thedesigns, with the convenientside effect that aclay model can be used for wind tunnel testing andbeeasily tweaked andchanged to suit or improve.
Aside from creating those vital surfaces for the‘second read’, you may see some muscle car influences that directed thedesign team in theform of the fairingand headlight surround, all of which points to the fact this wasn’tjust acase of whipping the forkmounted fairingoff the old aircooled Chief platform andbolting it ontoaChallenger/Pursuit –it’s afar moreinvolved development that has approached theprocess in the same way as building an entirely new model, yet retaining the style and designsfor which Indian have become known.
The priorities that weredecided upon, bearing in mind it’sa heavyweight cruiser,werestyle, performance and technology.The first is obvious, thesecondless so, but adirect influence coming from the racingsuccesses, while the final is due to somethingofa shift in customer demand.
Adecade ago, cruiser owners had no interest in havingnew technologies added to their bikes, but that’sdifferent now, they actually want it, andinall the different ways that it can be delivered –not just in safety and control, but in entertainment and efficiency,too.
The style and functionality of the cruiser market is routed in heritage. But it’snow evolving forwards. The prime example is the rider assist options that have been added in order to aid the rider in terms of safety,yet not be distracting. The radar-operated rear and side proximity warnings, that show on the dash and in the mirrors respectively,can be switched offand, thanks to the widget on the touchscreen dash, this is an astoundingly easy one-touch process. Even atechnophobe such as myself can suss it in seconds. What is an importantsafety function on busy motorways could quite easily become exceedingly irritatingand distracting in heavy town traffic (especially so at night and in the rain, flashinglights galore!), and the ease at which it can be turned offisamasterpiece! And there’srear cylinder deactivation
The factory’stwo models that have the fairing fixedtothe frame –rather than to the fork –are the Pursuit and the Challenger (shownhere). Bothare now fitted with the larger Powerplus engine, plusthe improved electronics and sound systemslikethe Chieftain and Roadmaster.
While it retains thesame fork-mounted fairing asthe Chieftain, the Roadmasterhas additionalleg shrouds (with extra speakers), plus acapacious 140 litres of luggagecapacity with the topbox, thus moving away from the popular ‘bagger’ style and closer to amoretraditional‘full dresser’ touring machine.
when at astandstill, too, which you can aurally notice, aiding fuel consumption and reducing heat soak from the rear pot.
‘Rider modes’ is aphrase that, until very recently,wouldn’thave been in acruiser owner’s lexicon, yet hereweare on a2025 cruiser that has three rider modes(Rain, Standardand Sport), and the ride-by-wire throttle control
that enables this also allows for supremely efficient cruise control. Not so verylong ago, amilemunching cruiser such as this would have cruise control (invariably mechanically operated, that would speed up on downhills, and go sloweronclimbs), and an entertainment system that had a radio, and maybe atape player
The entertainment suite on the
There’s more, too, with ahillhold function,and electronically linked brakes (that applies therear when using just thefront, and vice versa) with lean-sensitive ABS thanks to the new 6-axis Bosch IMU. Given that overall mass, the Brembo radial calipers do a decent enough job of hauling the plot to astop, andthere’s some good feedback from the lever,too, which isn’tsomethingthat can always be said aboutcruisers. The spec sheet lists the seat height at amere672mm, although that figureissomewhat deceptive as the riding position and the width of the seat itself means that you’ll not have the feeling of being quite that low to the ground. That said, having your feet flat on the floor,with knees bent, does go some way to contradicting both the 366kg mass, and the physical dimensions of both the Chieftain and Roadmaster models.
SPECIFICATION: Indian Chieftain 112
Price: £26,895
Engine: 112” (1834cc), 60° vee twin, water-cooling, SOHC, 4valves per cylinder,dual throttle bodies, 110mm x96.5mm bore/stroke
Power: 126bhp (94kW)
Torque: 133.8 lb-ft (181.4Nm) @ 3800rpm
Frame: Cast aluminium
Wheelbase: 1668mm
Rider aids: 3ride modes(Rain, Standard, Sport), cruise control, leansensitive ABS and traction control, blind spotwarning, rear collision warning lights, tailgate warning, bikehold control
Brakes: Electronically linked(F) Radial 4piston Brembo calipers, semi-floating 320mm discs, (R) 298mm disc, 2piston caliper
Transmission: 6gears, belt final drive
Suspension: (F) 43mm invertedforks, 130mm travel, (R) single shock, hydraulic preload adjustment, 114mm travel
Wheels/Tyres: 10-spoke machined cast aluminium wheels (F) 130/60x19” MetzelerCruisetec tyre, (R) 180/60x16” Metzeler Cruisetec tyre
Seat height: 672mm
Fuel capacity: 22.7 litres
MPG: n/a
Weight: 366kg (382kgwith fuel)
Warranty: 5years
Contact: www.indianmotorcycle.co.uk
We rode the new Chieftain (and Roadmaster) on the desert roads east of LasVegas, with the fast and swoopinghighway running alongside Lake Mead (thelarge body of water created by the construction of the Hoover Dam) proving just how well thebike handles at speed, and while there weresome strong winds present, the ‘batwing’ fairing didn’taffect the handling in the same way that I’ve noticed on other similarlystyled bikes –only thevaguest of weaves when leant over on
Indian is flexible–aneasy-toaccess radiosupplemented by Apple CarPlay with automatic overrides for phone calls and satnav operation, while the speaker set up, while already impressive, has afactory upgrade for those who wish to entertain the entirestate with their personal choice of music (orpodcast, for that matter).
undulating corners when really pressing on.
And that Powerplusmotor really can press on! 126horsepower may not soundmuch in these days of 200bhplitrebikes, but that stump-pulling133.8lb-ft of torque really fires the bikeout of corners. Yetthe power delivery was flexible, and accessible, and the tight and twisty corners through the Valley of FireState Park wereatrue pleasure,with the neutral handlingexcelling at showing how well over 400kg of mass (with me aboard) can be piloted with ease and precision That mightsound alittle too gushing, but Iwas impressed! We spent agood half-hour on some fast freeway,too, giving us the chance to sample the easy-to-use cruise control, and to fiddle with the electricallyadjustable screen that offers 100mm of adjustment –the lowest looks the best, the highest is the quietest.
While the Chieftain Irodewas in an understated satin white colour scheme, models available in the UK will be of the Metallic Black or Sunset Red metallic schemes, while the Dark Horse versions (with no chrome) come in the satin finish Black Smoke (as seen in the annotationspicture) and Sunset Red Smoke liveries. And the finish is deep, lustrous and, given that’sthere’sa five-year warranty, probably rather hard-wearing, too.
Words: Bruce Wilson Pics: Yamaha/Drew Irvine
Brimmed with mechanical upgrades,fresh electronicsand asharper,more refined ride, the2025 Ténéré isn’tjustmorecapable…it’smorecommitted thanevertoruling the off-road world.
Covered in dirt, breathing like an asthmatic shoplifter and slowly roasting under ascorching sun, Ineeded no convincing that I was in my element. As sadistic as it might sound, miles from anyone or anything, staring at the endless mass of desert before me, my sense of adventurewas bouncing offthe limiter,and that was all thanks to Yamaha’s newly launched Ténéré700.
In true keeping with the original spirit of this best-selling middleweight masterpiece, Yamaha didn’tbeat around the bush when it came to ascertaining the kind of terrain and trails to launch their latest iteration adventurebike; it had to be hard, it had to be hairy,ithad tobe here… in the Agafay Desert
Therearen’tmany invites that come to us with arequest for blood types, or the caveat of needing tobeanexperienced off-road rider to attend, but this was one of those times and I’d been looking forwardtothe trip for many weeks in the buildup. Of course,the thing Iwas most looking forwardtowas experiencing just how far Yamaha had pushedthe envelope with the new Ténéré Building on the firm foundations of the versions that’d come before,withover 70,000 units sold in Europe alone since the modelarrived on the scene in 2019, therewerenotwo ways about it; this next generation had to hit the mark. And to ensureit did so, asurprising amount of the
bike’sbeen changed. Admittedly, from 20 metres away you’dbe forgiven for thinking that’snot the case, but from that distance youprobably wouldn’tbeable to notice that the seat’slower at the front, the tank’sbeen moved farther forward, or that the KYB forks arewholly different, and now fully adjustable. At the rear,the shock linkageis adifferent shape and the unit’s got an extra 7mm of stroke, despite keeping the same amount of wheel travel.And then thereare the new pegs. While those that areusing this bike forcommuting and suchlike might not get what the fuss is all about, the 36 per cent increase in surface area means alot when you’re riding this bike in its natural, all-terrain
habitat. Morepeg equals more grip, and with moregrip you get morecontrol. Keeping on withthe smaller,but significant, details, Yamaha’seven gone to the effort of rotating the clutchcover forwardby35˚so the rider’sboots have morespace to play. Get abit closer and thechanges keep coming hardand fast Perhaps the most obvious of all is to the full colour, 6.3” TFT dash. Still in aportrait stance, it’sfully loaded with the kind of features and connectivity you would expect from acontemporary display,includingturn-by-turn navigation, music control and even email previews… so there’s no escaping the office.
The dash is the hub fornew tech, in the formofpower modes, traction control and switchable ABS. Moreonthat later,but what you needtoknow is that this newraft of electronic wizardry is largely owed to the switch to a ride-by-wirethrottle, as per the latest MT-07. That’sone of the major changes to the Ténéré, whichsees the same CP2 motor in place,albeit with revisions to the gearbox –for slicker shifting –and an earlier arrival of peak torque, thanks tothe optimisation of the Yamaha’s fuelling and a new airbox intake duct. Last, but not least, everypiece of bodywork on the bike is new for 2025, being sleekerand morepurposeful,
while the quad lights up front are also uprated for the new bikes. In astuffy tent, gagging to get the ride underway,this amount of info delivered seemed to take alifetime to hit our ears, but it was nonetheless the clearest reflectionofhow much time and effort Yamaha had put into the new model… or,Ishould say models. For 2025 there’satrio of new bikes on the cards, including the Standard, Low Seat and Rally-spec options.
For me, the day was set to kick offonthe Rally,which differed to the Standardthanks to taller and fancier KYB suspension (up by 20mm at both ends), while aRallyspecific seat, that’salso 20mm
Compression: 11.5:1
x68.6mm
Fuelling: EFI
Claimed Power: 72bhp @9000rpm
Claimed Torque: 68Nm @6500rpm
Chassis Frame: Doublecradle, steeltube backbone
FSuspension: Upsidedown, 43mm forks, fully adjustable
Rsuspension: Monoshock with full adjustability
Front brakes: Four-piston monobloc calipers, 282mm discs
thicker and sports three grip ribs, meant the saddle heightwas up at awhopping 910mm. Throw in titanium pegs, a 4mm aluminum skid plate, plus a‘Raid’-themed dash (two individual trip metres), and that would leave just the sky blue paint job to talk about. It really did look the part, and having clambered on to its seat with relative ease –despite being just 5’ 9” –Isoon found myself at home on the beauty.Itfelt every bit atall-seated, widebarred adventurebike, albeit without an overbearing of weight to catch you out when sat static on the thing. Don’tget me wrong, at 210kg the Rally is SPECIFICATION:
Rear brake: Single-pistoncaliper,245mm disc
Electronics.
Riding Modes: Yes
Traction Control: Yes ABS: Yes
Quickshifter/Autoblipper: No
Wheelie Control: No
Launch Control: No
Dimensions: Wheelbase: 1595mm
Seat Height: 910mm
WetWeight: 210kg
Fuel Capacity: 16 litres
Info: Price: £11,404 From: www.yamaha-motor.eu
no featherweight, but itsmass seemed well packaged, and theminutewehad our wheels in motion, the lardy-ness of the bike seemed to vanish quicker than my monthly salary… which is saying something. For us, having already woken up at acamp in the desert, there was no gentlewarm-up to get acquainted with the Ténéré, instead being egged on into the wild, passing camels, rocks and wadisaplenty.The adventurewas underway and it felt remarkable howquicklyIwas at home on the Ténéré, stoodtall on the pegsand breathing in the endless swirls of dust from our lead rider.At times, it was anightmaretosee
anything, which meantthe poor Yamaha was havingtosmash its way through an endless flow of rocks and other unsighted lumps and bumps, butitdid it with utterly brilliant table manners.
I’ve ridden every Ténérésince the model first came about and never beforehad one felt as plush and forgiving as the Rally did, literally taking whatever abuse came its way without any tantrums.Itjust floated over the ever-changing terrain, while stomaching lastminute changes of direction a treat. To get the bike turning at its best, weighting the pegs was undoubtedly the preferred approach, while abit of rear brake action soon got the tail end steering the bike that bit sharper Acrossall models, thereare three levelsofABS on tap: ABS front and rear; ABSfront only; ABS offcompletely.I’d started the ride with the former,before switching to the middle option, but beforelong Irealised Ifelt most in control with the ABS off completely.Not only because it meant Icould slide the bike into turns, but also because it meant I wasn’tvulnerable to being caught out by the tech engagingwhenI needed it least.
Described as adesert, the tracks we werehittingwereso varied, ranging from completely off-piste anddesolate, to tight and nadgery climbs up theside of big rock faces; lock the front on the latter and you’d be wishing you’d packed aparachute over acamelback. Ionly had afew such moments, but it was enough to make me thinktwice about the tech, and Iwas also alittle skeptical of the traction control. There weresome pretty steep climbs on ourtravels, bounding up very loose surfaces, and
despite the best efforts of the CP2 motor,with theTCon, the bike felt morechastised than a 16th century servant. It really did not like the tech, and nor did I. It had to go, which meantstopping the bike andtogglingthrough the TFT dash with the Yamaha’s new 5-way joystick on the left switchgear.Bycontrast, it’sworth mentioningthat switchingthe ABS to your preferred setting is much easier to do, andcan be done on the go by holdingthe ABS button in the cockpit area for three seconds.
Last, but not least on the tech front, now’sprobably agood time to mention the power modes The Ténéréhas two to toggle between (1-Sport /2-Explore). Iactually preferred the delivery of the level one, whichwas alot sharper and moreplayful, but far from intimidating. If we’d been riding on typical, wet and muddy UK green lanes, Idaresay the softer hitting level 2would have come into its own, but our ride was all about going fast, breaking traction and seeing how many rocks we could fireatthe rider in tow
Perhaps one of the most memorable parts of the ride was across arecentlydried flood plain, with super-grippy mud that was exceptional for drifting the rear on over massive arcs, imitating the look of muck spreaders in the process. At this point Igot agood andproper appreciation of both the CP2’s clinical spread of power,but also how effortlessly it could brake traction on demand, thanks to its thumping 68Nm of torque.
While thereare some that’ll say Yamaha should havecranked up the output of the Ténéré (the 72bhp and 68Nm of torque
remain the same as before), I beg to differ.I’ve ridden much morepowerful adventurebikes off-road and they’renot often anywherenear as much fun,or manageable.
With power often comes mass, which never helps, and then you’ve got the lack of finesse that arises when trying toput excessive amounts of power down into an often broken or inconsistentsurface. It cansoon catch you out and leave you questioning whether you’d be better offputting the thing in limp mode, or such like. Whereas, on the Ténéré, Ihonestly found myself content with the exact amount of power it had on tap; not too much,not too little Best of all was how direct the connection felt between the throttle and the rear wheel’sdrive There werenolulls, very little snatch and once the wheels were spinning, it was easy to moderate the throttle in either way without
and the same can be saidofthe handguards that tookquite afew blows along the way
In total, we got three solid hours in the saddle of the Rally, tackling everything from wadis to mountainpasses, deep sand sections to hardpacked berms. It really,reallyimpressed me, to the extent that Iwas alittle bitgutted to be parting company with it. Of course, by doing so,itmeant I’d get achance to try outthe Standardversion, but coulditlive up to the Rally’sbrilliance?
For context, the two bikes largely sharethe same components, meaning the biggest real difference from ariding point of view was the suspension and the seat height. If the Rally’swas described as bloody tall, the seat height on the Standardissimply tall. But once Iwas riding and stood on the pegs, the saddle height became irrelevant.
causing the bike to get tooupset. That said, it’sworth mentioning that the back torque on this thing is pretty substantial and can catch you out if ever you’re rolling on andoff in first gear.I rarely dropped below second, for this reason, preferring to slip abit of clutch if, and when, necessary, as it made the rideawhole lot smoother.One particular area wherelots of slip was needed was during arocky climb that would’ve been best suited to a lightweight and nimble enduro machine, butthe Ténérétook it all in its stride, bouncing from one rock face to another It was yet another chance to appreciatethe sheer brilliance and versatility of this bike, while taking note of how hardthe aluminum sump guard was working.There weren’t many moments when it wasn’tbeingsmashed into the ground, or deflecting rocks that’d been pingedupbythe front wheel. It certainly earned its crust,
That said, we didundertake a little bitofroadriding first on the Standardbike, which gave me the chance to appreciate how firmbut spacious it is. With the new design,it’ssomuch easier to sit that bit farther forward, while cocooned behind the tall, narrow screen. Theergonomics on the bike arehardtofault, being both spacious and relaxed, while the new switchgears have really upped the game, as far as controls areconcerned.
As short-lived as ourstint on Tarmac was, the Ténérégave agood impression. But things tooka slight changewhen we got on the dirt. Within amatter of metres it was notablehow much less plush and forgiving the suspensionwas on the Standard bike. It seemed to feel everything that much moreand pummeled you in the process, owing to much lesser refineddamping characteristics and less travel Idaresay the experience would have been wholly different had we riddenthe base bike before the Rally,but that’snot how the cookie crumbled. What’salso worth noting is that we’d switched from Michelin Anakee Wilds on the Rally,toslightly moreroad-biased Pirelli Scorpion Rally STRsonthe
Standard. In essence, this meant we had that bit less grip on the rough stuff, and it showed on a mountain pass we wereshooting on soon after leaving the roads. The rear was much moresusceptible to coming round on me, albeit sporadically,rather than when asked to. It nearly caught me out a few times, which wasn’tmuch fun considering the several hundred feetfall that wasshouldering the route.I also lacked confidence in the front tyre,which was alot less telling through the KYB suspension. It’satthis point that Ishould say my criticism isn’ttoput the Standardbike down,but to reiterate how impressed I’d been with the Rally.It’d simply set a much higher standardthanwhat the base model could match, but with moremiles clocked and a better understandingofthe model engrained, it did begin to make more sense, and Iwas still very much enjoyingmytime on it. The route back was different to the route to the place we’d switched bikes, with this second half being moretrail inclined, taking us on slower,more technical routes, interjected by the occasional mountainside village. The ride was exceptional, made all thebetter by the smiling and wavinglocals of the habitats we passed through. It was one of those moments that hammered home thebrilliance of motorcycles, ridingtoplaces that few people will ever see, undertakinganexperience that even fewer will ever know.
That, to me, epitomises thespirit of the Ténéré, that had shone through on both machines. In fact, towards the end of theday’sride, tired, achingand thirstier than a piece of ancientparchment, it was still depressing to stomach that soonwe’d have to hand these bikes back and accept that our joyride was over
And then achallenge came our way: to race apro-rider back to camp on aslightly moredirect section of desert; theloser bought the beers. Let’sjust say,Ididn’t want to buyany beers, andone or two of my mates had thesame thought. Idon’t know if thereare
speed limits in the desert, but I’m pretty surewebroke all of them on ourfutile race against an ex-Dakar winner.Obviously,he won, but we won oneofthe most treasurable of ridingexperiences ever on that half-hour blast. At times theTénéréhad made the most unholy of shapes and I’d accepted acrash was inevitably only astone’sthrow away,but somehow the bike and Imade it back in one piece, anda beer was welcomely bought as we retraced our tales from the adventure we’d just shared. My time on the Ténéré had come andgone too soon,but the impression it’d left will take some beating. In all honesty,while the changes made to the2025models areirrefutably significant, the familiarity and pleasureofthe Ténéréremain the same as what I’ve experienced on every one I’ve ever ridden.It’sjust that the capabilities have been cranked up that bit further,the looks arethat bit sharper,and thescope for this bike remaining the best-selling machine in its sector arelookinga whole lot rosier
SPECIFICATION:
Yamaha Ténéré 700
Engine:
Type: 689cc, twin-cylinder,liquid-cooled
Bore xStroke: 80mm x68.6mm
Compression: 11.5:1
Fuelling: EFI
Claimed Power: 72bhp @9000rpm
Claimed Torque: 68Nm @6500rpm
Chassis
Frame: Doublecradle, steeltube backbone
FSuspension: Upside down, 43mm forks, fully adjustable
Rsuspension: Monoshock with full adjustability
Front brakes: Four-piston monobloc calipers, 282mm discs
Rear brake: Single-pistoncaliper,245mm disc
Electronics.
Riding Modes: Yes
Traction Control: Yes
ABS: Yes
Quickshifter/Autoblipper: No
Wheelie Control: No
Launch Control: No
Dimensions: Wheelbase: 1595mm Seat Height: 875mm WetWeight: 208kg Fuel Capacity: 16 litres
Words : Dave Manning Pics: Dave Mand MattyBaker
The North West 200 course is atreat to ride, but so are the roads around it…
Having never witnessed any kind of road racing on the eastern side of the Irish Sea, Iwas keen to get my first experience of the North West 200, despite over the last couple of decades having promised myself that ‘I’ll go next year!’ after Iwatched each year’s racing onthe television. Thanks to the good folks at Honda UK, and at Ballymena Honda, Ihad the chance to not only attend the event, but also do abit of exploring of the area.
Leaving our digs just south of Coleraine (fantasticChinese restaurant by the river,bythe way), we headed north towards Portstewart, in the process heading the wrong way along the road circuit. Now, of course, this was the perfect time to take in a quick lap of the NW200 ‘Triangle’ running from Portstewart via Coleraine and Portrush, in much the same traditional fashion as circumnavigating the Mountain Circuit is part and parcel of attending the Isle of Man TT or, for that matter,any road racing circuit. It reallyisthe only way to getsome perspective on just how hard the competitors areriding,at any venue.
So, with alap of the 8.97-mile circuit under our belts, we took the A2 eastwards outofPortrush, with abrief stop at the ridiculously scenic Dunluce Castle, dodging the tourist coaches and their zimmer-framed contents, before continuing eastwards through Bushmills (yes, whiskey with an ‘e’) and Ballycastle. The ferry to Rathlin Island, ahaven for ornithologists and divers (therebeing over 40 shipwrecks around the island), leaves from Ballycastle, but we settled fora coffee and an ice cream.
Moving on, we turned left on to some smaller roads, heading for Torr Head, the headland that is the closest point between Ireland and Scotland, with just 12 miles of sea separating the two
Heading south now,the road hugs the coast, initially running high above the sea,atop cliffs with spectacular views, although the tight and twisting road needs some concentration that sightseeing becomes adistraction. After dropping through Knocknacarry, and then Cushendall and Waterfoot, the road runs right alongside the sea’sedge, to the point whereIwas wondering how much of the road became seabed during the winter months.
Heading westwards, and inland, from Carnlough, the road is smoother,faster,and less twisting, running throughdairy pastures through to Ballymena, with some fighting throughschool-leaving traffic, andonwardstojoin the A6 at the northerntip of Loch Neagh. Afast blast tookusupwards, and to the Ponderosa, reputedly the highest bar and restaurant in Ireland, for some superb food and apint of 0% Guinness.
Another couple of milesofA6, and then we turned right and north-east, to head through Aghadowey and on to our final stop, and aplace that I’d been wanting to visit since Ifirst heard about it when Joey Dunlopfirst took overthe bar at Ballymoney’s railway station.
With adventureand ‘going the distance’ at its heart, Motorcycle Sport and Leisureis the must-have mag for those with itchy feet or looking for first-class motorcycling inspiration on aglobal scale. Treat yourself to acopy by scanning this link.
Avisit to the memorial garden, and areminder of just how successful the Dunlop family had been in international road racing, was rounded offbyapint in thesunshine outside of avery
crowded Joey’sBar.This was a day ride that was not only very enjoyable, but also memorable for so many reasons. Highly recommended.
If you’re into rare and exotic sports bikes, Ducati’s916SPS takes some topping.
Thereare some things in life that need zerointroduction, suchas the Great Wall of China,Big Ben, and chief of them all, Ducati’s 916.Itisamotorcycle that has done formotorcycling what the Pyramids have done for Egypt, creating acult-likefollowing for those that love two wheels, and an education for those that don’t
From movie scenes to race tracks,itisamotorcycle that has done it all, whilst dutifully delivering exotica on alevel so many of its peers could only dream of. In essence, the916 is special, but as is often the case in life, thereare different levels of special out there.
Ducati’s916SPS is nota motorcycle you will see every day.Infact, chances areyou’ve never seen one in the flesh before, mostly based around the fact that so few werewheeled offthe production lines some 30 years ago, and anumber of those that did ended up obliterated in a gravel trap. It’sahen’stoothof amotorcycle, albeit with much moredesirable vibes… and probably morecostly,too
If youwereonthe hunt for one of these, you’d look to spend upwards of £16,000, whichisfar morethan I’ve got kicking around down the back of the sofa. But for that sum of money you’renot only buyingaslice of history,but afeat of engineering, too.
When we talk about homologation specials,we’re basically describing bikesthat aredesigned and built to sporta number plate, but ultimately give amanufacturer an edge on arace track. Making 23bhp morethan the standard916 and weighing agood chunk less, this trackinclined reprobate was bornwith intent to give Ducati’sriders the edge they needed to lifttitles. Which ultimately means that it is arace bike for the roads. But does that meanit’snogood for the streets?
Well, therewas only one way to find out and Ididn’texactly hang about, volunteering tofind out. I’ve got alot of love for the whole 916/996/998 era of Ducati v-twins, which arguably owea chunkoftheir architecture and success to the 851 and 888 that came beforethem. It should be pointed out that Ducati was/is the master offine tuningand developing platforms, often only changing things drastically if, and when, needed. The point being that as different as this bike might appear on paper,itstill felt very much a916 Strada when it came to trying it out for size. The seat felt tall,the bars nice and low,and the tank was minuscule in width.Infact, the whole bike is super-narrow and it’sonly when you park one up next to aconventional in-line four that you realisethe advantage this package offers when parked up against the likes of ashed-sized ZX-7R, for instance.
In terms of aerodynamics, Ducati really nailed the brief but they also got it so right in many other areas, least of all in the sound department. Firingthe SPS into life, with the fitted Termi cans, slung iconically under the rear
The first thing to check when buying any limited-editionDucati model is the fact it is actually what it claims to be.It is very easy to make aStrada (which lacks apillion seat, thatarrived with the Biposto) look like an SP.The ideal thing to do is get its frame number and run it through Ducati, who keep records of every bike. They will tell you if it is anSPora Strada.The frame number is located on the headstock andisanotherthing tocheck, not only that it matches the logbook, but also thatitiseasytoread and is comprised of aseriesofraiseddotsmakingupthe numbers.
Whena 916 is restored and its framerepainted, these dots trap paint, making theframe number hardtoread. If thisisthe case, the bike hasbeenresprayed and you need to ask why.Also check the engine number with Ducati, in case themotor hasbeen swapped (the SPSengineisquite trick, see below) forastock engine. An SPS hasanaluminiumsubframe withnopillion pegmountings wherethe Strada has asteelitem, so check it with amagnet, and also look for thenumberedplaque on thetop yoke.
When new, the SPS came with afew goodiessuch as apaddock stand painted in the same colour as thebike’sframe, whichishard to track down and costly used, and adust cover.Ideally getthese parts as they add to the bike’s value to collectors.
When it comes to the mechanicals, theSPS is thesame as any916-based Ducati model. Youneed to check its service history for when its belts werechanged(everytwo years) and valve clearances werelast checked (every 6000 miles); ensure the alternator’snut has beentightenedrecently; theswingarm’s eccentrichub isn’t seized; and that theengineisn’t leaking either coolant or clutch fluid from the slave cylinder
Generally,anSPS model willhavefairlylow mileagesoit’s moreacase of getting one with agood service history from aknown Ducati expert than become hung up toomuch on mechanical worries.
seat, is an experience in its own right. Therumble and grumble this thing makes is sensational and only adds to the excitement before you let slip with the clutch and trundleoff down the road.
And when Isay trundle, Imean it. Thereare moments in time whereIhave to hitthe pause buttonand put thingsinto context, which is exactlythe case herewhen talking about the Ducati’s performance. For amachine of its era, this thing was cutting edge and pumping out some serious horsepower… but by comparisontoanything of today’sstandards, the energy from the V-twinfelt alittle asthmatic the first time Iwound the throttle back in anger.I hate to sound negative about such abeautiful machine, but the performance just simplydidn’t live up to the looksofthe thing
Of course, having dried my tears, Isoon learned to love what was on offer,which can be best described as playful and predictable power,befitting to back lane blasts without concern for your collarbones. The spread of power in the motorisboth linear and easy to master,with perhaps alittle morepeak up top than on aStrada, but not to the extent that you’d really tell
the difference between the two specs unless you had themina drag race.
One thing that was hard to ignorewas the impact of the shorter gear ratios, achieving peak revs much quicker than you can on the longer geared base model. The fuelling was also impressive for abike of its age, smoothly translatinghandfuls ofgas to therear wheel without pause or delay
Wherethings got alittle more exciting was when downshifting, which could prompt some serious back torque and rear wheel hopping if Iweretoget alittle over-zealous with my riding. That said, it helped form acharacter to this bike and I quite liked the fact it would throw some abuse back at me if Iwas being abusive to it. In fact, the thing that sets this machine apart from pretty much any motorcycle of today is its character, owing to its quirks and idiosyncrasies And, of course, that booming soundtrack. It’svery much alive, and the moreI rode it the moreI came to appreciate its offerings.
To try this bike out for size properly Idid alot of miles down my favourite routes andcame to appreciate that theSPS was a stable motorcycle that required
abit of energy to get it in and through abend. As light as it is, you can literally feel that the handling is generationally lesser than even the 999, let alone anything that came after that. It makes you thinkalittle harder about yourlines, your entry speed, and how early you can get on the throttle. If ever Iweretoo greedy,the bike had atendency to run alittle wide, prompting me to question
Ducati 916SPS (1996-1998)
Price: £16,000-£22,000
Engine: Type: 996cc, liquid-cooled, 8v,desmo V-twin Bore xStroke: 98mm x66mm
Compression: 11:1
Fuelling: Electronic fuel-injection
Tested Power: 123bhp @10,500rpm
Tested Torque: 99Nm @7000rpm
Chassis Frame: Steel trellis
FSuspension: Showa 43mm invertedforks, fully-adjustable
Rsuspension: Öhlins monoshock, fullyadjustable
Front brakes: 2xfour-pistonBrembo calipers, 320mm discs
Rear brake: Two-piston caliper,220mm disc
Dimensions: Wheelbase: 1410mm
Seat Height: 790mm DryWeight: 190kg
whether abit morerear ride height wouldn’t have gone amiss. Likewise, abit morecompression up front could’ve stopped the forks from diving so muchwhen squeezing on the plentifully powerful Brembo 4-pots. Truth is, Ididn’twant thisbike tobeperfect. Ididn’twant it to feel like any other contemporary
sports bike –I wanted it to be exactly howitwas. Every ride on this thing won me over alittle bit more,and providing Istayed away from newer machines, its eccentricities seemed to feel much morenormal and less of a shock to the system. And even when thereweretimes when I felt like it needed fighting alittle
morethan Iwanted, I’d soon forgive theDucati by simply looking at it Parked up, it looked spectacular and when riding,taking in details such as the numbered top-yoke or the top-mounted steering damper,Icouldn’thelpbut warm to the thing.Hell, even the double analogue dials won me over
While I’ll probably never know why Ducati decided to go fluoro green with the revcounter digits, Ialso know that it somehow makes sense and helps to make this bike what it is, along with the abundance of gold found on the frame, the wheels and even the bolts that hold this thing together. It truly is athing of beauty and something to be savoured more so than savaged. And as for those headlights… I’m yet to findamoreiconic set that’sever existed. Bellissimo!
Technically,the SPSisactually the second of Ducati’shomologationspecial road bikes, however few either remember or have seen its predecessor.The 916SP arrived in 1995 (a year after the916 Strada road bike) and was made in 1995 and 1996. Agenuine916cc, the 916SP has the usual SP goodies (moreonthese later) butlacks the SPS’snumbered plaque on its top yoke, which is the reason few realise it exists –unless you are areal geek, it looks much like a tarted-up 916Strada! Now on to the SPS, of which less than 1400 weremade.
The SPS features a996cc engine (the road bikes were
916cc) thanks to a4mm bigger bore(like therace bikes) and within the engine thepistons are lightweight, the H-section con rods built from titaniumbyPankl, the cams moreaggressively profiled,valves bigger andthe crank lightened and specially balanced. The gearbox also has lower ratios than the 916Strada runs, which areactually taken from the 748.
Wherethe 916 made aclaimed 100bhp, the SPSmakes 123bhp and it also runs twin injectors per cylinder wherethe Stradaonly has single items and arrived with both road-legal cans andraceonly Termignoni carbon end pipes. Chassis-wise, theSPS features fully-adjustable Showa forks with an Öhlins shock and Brembo brakes with cast iron fully floating discs (which rattle). While the SPS’sfairing is made from plastic, the V-piece is carbon andsois the undertray and front mudguard, and some bikes also hadcarbon chain guards and occasionally acarbon airbox, depending if Ducati had any kicking around when it was built!
The SPS was updated in its second model year butthe differences areminimal with the con rods’ design upgraded, rocker arms tweaked andlogos changed on the fairingand tank for some markets.
Each issue our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles.
Q.I am currentlyridingaVFR 1200F.Iget that it is abit of a‘Marmite’ bike, and not everyone likes it.However,inmyopinion it still lookssharp,and Honda’sbuildquality is second-to-none.Anotherbig draw for me wasthe service intervals.Ithas an 8000-mile interimservice interval and as Iliketouring Europe through the summer,Ican usuallyget away with aservice aboutonce ayearwhenI getthe MOTdone. And that is exactlywhatI did twoweeks ago. Idulydropped the bike off andwhilstI wastherethe sales managersaid I could takeout anew Gold Wing.I dulysigned some paperwork. IconfessIdid not read it properly as Iwas excitedtoget outonthe iconic six-cylinder beastIcould seegleaming on the forecourt. Ihavesince read thepaperwork and Idid sign sayingIamliable to pay an excessifI hadanaccident. This thing hadall the bells and whistles and whilstitwas massive, it carriedits weight lowdown, so it wassuper-easytoride and manoeuvre. Unfortunately,Ionlygot to ride it for about30minutes as some blithering idiot decidedtopull straight outinfront of me from theleft. Itried to swerve and avoid her, and nearly made it,but she kept comingand clipped the rear left of the bike. Thatsentme into awobble,whereupon Iendedupfalling over to the right. And that is whereI stayed until the ambulance turnedupasIhad hitmyknee on the curb and shatteredit. Notgood. So,Iam writingthis from ahospital bed. Ihavelots of
problems to deal with,asyou canimagine,but the first oneisthe dealer excess.Thepaperwork Isignedmakes me liable to paya£4000 excess andtheyare chasingmefor it.Ihavepolitely told them Iamnot payingfor it,and they need to speaktothe cardriver, buttheyseemvery reluctanttowait.Isthe dealer righttoask me? And what happens if Iignorethem?
A.Iamreallysorry to hear aboutthe accident and your injuries.That sounds bloody painful, and Iwish youaspeedyrecovery. I have good news and badnews.Starting with the good,fromwhat youhavedescribed,you are goingtowin on liability, i.e.because youwere on the main road when the womanpulledout of asideroadand collidedwithyou.Therefore, you should be able to recovercompensation for your personal injuryand lossesfromthe womanand her insurer.This takes me on to the badnews.Isuspect these‘losses’ will include the £4000 excess, if the dealer will not hold off.I saythis becauseyou signed the paperwork making youliable to payanexcessifyou hadanaccident, whether it wasyourfault or not. Therefore, Iamafraid the dealer is rightto askyou.Asfor ignoringthem,perhaps nothing will happen. However, if youdonot paythe dealer,theycould takeyou to Courtand they would win. My advice is to continue to speakto the dealer and ‘keepthem’inthe loop.Atthe same time,you need to getaspecialistsolicitor
to startyourclaim ASAP.Therefore, if you do have to paythe £4000 (whichyou mayhavetoif the dealer will not wait,and you do not want to getsued) youcan askyoursolicitor to requestan interimpaymentfromthe other side,soyou are notout of pockettoo longhopefully. If theother side will not pay, then your solicitor canstart Courtproceedings and make an application to getaninterim
Q.I am very lucky as Ihaveseveral bikes.Some areveryold (a BSABantam for example), and some areverynew (myKTM 1290). However, the one Ikeepreturningto is my belovedYamahaFazer 1000. Ihavehad it since new and have nowrackedup70,000 miles.Duringthattime it hasn’t misseda beat.However,bits have naturallyworn out and on this occasion, it wasthe handlebar grips.UsuallyI service my bikes myself,but as Iwas away for afew weeks, Iput it into my localgaragetosortthe new grips along with splicinginapower cable for anew Garmin XT2(Iamuselesswith electrics) and changingthe chain and sprockets;plus some new tyres. So,all in all, nothingtoo taxing, or so Ithought. Once back in the UK Iwent and pickedupthe bikeand setoff to scratch in the new tyres. Iheadedout of town to my favouritetwistyB-roadand as Iwentroad asharp left-hander,mylefthandlebar grip slipped abouttwo inches left.Thankfully,
it gotstuck on the barend. If not,Ithink it, and I, wouldhavebeenoff the bike. Iturned around promptly, headedtothe dealer and did my biscuit.Hewas very apologetic and said the apprentice haddone them and clearly forgottouse the glue.Hesorteditthereand then and offered to refund half the bill for the inconvenience.Itoldhim he could shove it,and Iwould be instructingsolicitors. My view is Icould have been killed. Ialsotake my wife on the back,and she could have been killed. As such,a few hundred pounds doesn’t reallycut the mustardwherelife and death areinvolved, and Idon’t think ajudge will either.Doyou agree?
A.No, Idonot agreeand neither will a judge. In simple terms, compensation is to compensateyou for your actual loss. Therefore, if the handlebargriphad fallen off and caused you to fall off and die,then the dealer would be liable to compensateyou/yourEstatefor the applicable losses. However, whilstIagree it is pretty shoddyworkmanship (and Isuspect the apprentice gotripped a‘new one’) thankfully, you did not fall off and die and neither did yourwife.Therefore, your lossisverylittle, especiallyasthe dealer then rectified the mistake. My advice is accept the apology (weall make mistakes) and accept the offer of apartial refund. Youwill not do anybetterinfront of a judgeinmyopinion.
Words: Alan Dowds
I’m getting old (aren’tweall), but still like to think Ican keepupwith the kids when it comes totech and the like.
Ican wrangle anon-booting Apple Mac, build aPCfromscratch, clean the sensor on adigital camera, and swap the cam belt on acar, as well as all the bike-related jobs
I’ve done over the years in this job. All of which,Ilike to think, puts me closer to European qualification than the relegation zoneofthe geek premier league.
I’ve become afan of tech in the bike world too. Yes, Iknowthat
some of thesmart kitonbikes nowadays is abit moot (I don’t think Iwill everbeable to trust a‘slide control’ setup enough to slam open a210bhp throttle leant over at100mph on arace track).
But stufflike sat-nav,Bluetooth headsets, trip computers, tyre pressuremonitors, electronic suspension, cruise controland quickshifters are allright up my alley,asit were. Iwas thinkingabout this the other week, when Iwas preparing for along ride out. Ihad my Sena 50C helmet
headset plugged in and charged up, and my Alpinestars TechAir 5airbag wassat next to it, flashing away on amicro-USB cable. I’m agenuine convert to airbags ever since Iwent to a presentation by the IN&MOTION airbag firm acouple of years back. Therewas avery clever professor of biomechanics there called Oscar Cherta, and he revealed that the second source of fatal injuries in bike crashes was not, as Iexpected, the spine. Rather,the impact area that causes most deaths after
the head is actually the thorax/ chest.The numbers werestark: 48% of fatal injuries werethe head, 23% thorax and just 10% werethe spine (abdomen was 8% and lower limbs1%for those completists out there). Chest injuries result in rib fractures, and damage to the vital organs in there: Youdon’t get far once you’ve smashed in your lungs or your heart. And it’s obvious when you think about it: If you crash you’re(generally) travelling forwards, so the firstpartofyour body to hit a
car, tree, road sign or wall will probably be your chest.
Dr Cherta then wentonto outline the solutions: Conventional chest armour,which helps absorb some impact, or an airbag, which absorbs much moreenergy than any practical thickness of body armourcould manage. IN&MOTION’sresearch with the Gustave Eiffel University suggests airbags deliver a38% drop in injuries to vital thoracic organs on the road, while in competition, MotoGP riders with airbags suffered 67%fewer broken
collarbones, and Dakar riders had half as many thoracic injuries. It was asobering moment.
I’ve been riding since 1989, and although it took meawhile to get around to getting bodyarmour, I’ve had aback protectoronfairly religiously since the mid-1990s. Back then, proper protection was unusual and expensive, with stufflike CE approval along way off, but Istill remembermy first Dainesespine protector,a sort of hardplastic thingy
Inever used achest protector though,even through the early
2000s and 2010s when Iwas festoonedwith the best riding gear while working on various bike magazines. AfterDrCherta’s presentation, Isorted myself out ‘toot sweet’. Iactually hadnot onebut TWO Alpinestarsairbags in my kit cupboard,a race suit inmy custom leather suitand aroad one which fitted into aBig Sur Gore-Tex jacket. Theywereearly models of the tech from about 2018, abit heavy and abit stifling (and Ionly hadone suitable jacket for the Road bag), so Ididn’t
always wear them on the road. Post-Cherta though Ibecame inseparable from the computerised funbags and the addedsafety they seem to impart. I’ve been using the Alpinestars Tech-Air 5for the past few years, and it’smuch more user-friendly: It’sastandalone vest so you don’tneed aspecial compatible jacket or suit, andit can be wornunder pretty much any kit. IN&MOTION obviously produces agood alternative, as does Dainese, and the electronic technology inside them seems set to get better and better.
It’snot cheap of course: RRP for the Tech-Air 5is£670, street price alittle less, with similar costs for the competition. Arethere less pricey alternatives outthere then? Well, yes, the technology in standard‘dumb’ armourisalso improving all the time too. British firmD3O uses cunningchemistry and smart design to produce ever-better body armour, including back and chest protectors. These meet the latest CE safety standards, in Level 1orLevel 2 (L2 being higher protection) and will help reduce injuries better
than ever,while still beingflexible, cool and comfortable on thebike. Whichever tech you choose to improve your personal safety though, it has to be money well spent. One thing about getting older is that you also fear death far morethan you did as ayoungster, and the extra peace of mind from agood airbag or premium armour, together with all the moderntech on the bike, goes along way Hell, Imight even give that 210bhp-compatible slide control agood go next time I’m out on track…
Like what you see?
If tales of old, bikes of yesteryear and agood dose of Castrol-R are what get you revving, scan this linkand treat yourself to more great content from TheClassic Motorcycle.
Words: James Robinson &Pics: Gary Chapman
In today’sclassic motorcycle market, pedigreeisoftenpreferable, butwhen passion andpracticalitypreside overthe purity of amodel’smakeup, theend results can often prove refreshing, as this BSA-powered Ariel goes to show…
Having looked at this BSApowered Ariel in real life, morethan once in fact, and having gone over the pictures several times, too, I’m still undecided: is it abrilliant period specialwhich should be maintained as it is, or is it a monstrosity that deservesbreaking and its exquisite engine relocating to amoresuitable home?
Like all these things, really it’s neither black nor white, but,for me, somewhereinthe middle Grey maybe, but the machine beforeusisanything but ‘grey’ and dull, that’sfor sure. It’s purple, for astart…
The paint finish is particularly suitable in some ways, as the chosen hueisasecondary colour, made from combiningtwo others, just like the motorcycle itself. Though there’sactually probably morethan two machines gone into this creation, the two are the most obvious, it being amix of 1950s Ariel and 1930s 750cc BSA V-twin. Theresultant beast has had me pondering aplenty. What would improve it? Doesit need improving? Or shoulditjust be left as it is, an example of the personal natureofthe special builder’sart?
This machine has an unusual history,insomuch as, apparently, the motorcycle was discovered, abandoned, in some woodlands in the 1970s. Now,most of us have only unearthed far more unwanted, abandoned rubbish. Having grown up on the edge of Breckland Forest, as achild I spent alot of time roaming in the woods; purloined prams, stolen bicycles, abandoned lawnmowers and the occasional fly-tipped
setteewereaboutasgood as we ever came across.
Thediscovered BSA’s engine wasremovedfromits well-worn chassis and came into the hands of an enthusiast based near Portsmouth, who created this special, using anAriel rolling chassis, plus various other parts –apparently,the petrol cap comes from aSaabcar.The headlamp nacelle is Triumph, while the rear mudguardhas morethan ahintof Royal Enfield about it.
Once thespecial wasfinished, the builder/owner,who was a skilledcarpenter,clocked up several thousand miles on it, and when it was not being ridden it was stored in the front room of his dwelling, along with another 17 classic machines; it was apparently alarge bungalow,with the front room given over to the motorbikes. Pretty much sounds idealtome.
On the builder/owner’spassing, all the other motorcycles were sold beforeowner,Andy Tiernan, acquired the machine from his family.The special sports aJuly 1954 registration number and was originally from Reading;it’s now recorded on the V5 as a purple 750cc Ariel, though there is an old logbook showing in its earlier,Arieldays,ithad ended up in Liverpool, going through well-known dealer (and ex-TTand Brooklands racer/tuner) Victor Horsman’sdealership.
Andy Tiernan has apersonal affection for all BSA V-twins, and has several examples himself, but this bike’supfor sale so I was wonderingwhy he wouldn’t want to keep the Beesa special?
He said: “Wheredoyou stopand start? Idid look at it and was tempted to keep it or perhaps build it back into aY13, as there was aframe kicking about which we thought might be theoriginal one for this engine, but it wasn’t. I’d have been more inspired if it had been, and perhaps taken it on, but there’sonlysomuch I can do.”
As aresult,this oneisfor sale at £16,000. Reckons Andy: “Most specials, especially V-twins and however wellthey’redone, you struggle to make anything more than the value of their component parts… Obviously, the value of this bike is in its engine.”
The standardY13 was launched in 1936, when it joined in BSA’s rangethe 500cc V-twin version, the J12, which had originally come about in civilian form in 1934 (J34-11, with 1935 J3412), with it rather incongruously intended as amilitary motorcycle, with the first supplied in late 1933 –incongruous as the Armed Forces tended to prefer simpler, more rugged types and, of course, wouldgoback to them, with the 126,000 M20s supplied during the 1939-1945 Second World Warasthe example. This compared to the circa700 500cc V-twins ordered between 1933 and 1936.
On its launch inlate 1935 (a 1936 seasonmodel) the 750cc version, the Y13, was afforded what is an illuminating write-up, insomuch as it explained that the Y13 wasn’tsimply aboreand perhaps stroked versionofthe smaller twin, but actually alargely new model.
From The Motor Cycle,October 3, 1935: ‘Model Y13, though founded on the same lines [as the J12], is new,and has a748cc (bore and stroke 71x95.5mm) overhead valve engine with cylinders set at 45 degrees. The crank unit is remarkably sturdy and has twin bearings on the drive side. The big-end arrangement is interesting, for instead of the bearings being placed side by side,asinthe smaller twin, aforked connecting rodisused. Thereare two rows of half-inch rollers in the crank pin, shrouded by ahardenedsteel sleeve which is pressed into the eyes of the forked rod. On
this sleeve works abronze bush, mounted in the central rod. The forked rodiswebbed, and the forks joined round the periphery with agap only large enough for convenience in erection, and to provide room for the small swing of the central rod. The system, and indeed the whole engine, has proved most satisfactory under prolonged test and thereisno doubt that the new twin will be one of the stars of the BSA range.’
The description then goes on to explain aboutthe chassis –forged backbone chassis and ‘26x4in’ tyres, which is actually 19-inch wheels –all of which is of no real
relevance to our featuremachine, owingtoits rehousing.
Acouple of weeks after The Motor Cycle description, athorough road test of the newcomerappeared in Motor Cycling,complete with what could be construed as, perhaps, aslightly barbed comment. It went thus: ‘The BSA Company has, deservedly, ahigh reputation, not only for the quality of its products,but fortheir silent and unobtrusive behaviour in service, andwhen
Motor Cycling learnt that a 750cc ohv twin model was to appear in the 1936 programme,it immediately made arrangements to publish thefirst details of its behaviouronthe road.’
‘On the road’ is the bit which perhaps isaimed at the write-up from The Motor Cycle?However, the feature–published in the October 16,1935 issue–then rather obsesses about what it construes to be the most importantfeature of anew motorcycle: thenoise it makes…
‘For herewas amachine designed first and last, and in the widest sense, formodern conditions, in which silence plays an important part.’
Now,unless motorcyclists have changed wholesale, not only since the perioduptothe date of the test and the period since, ‘silence’ has never been an important part, notfor the vast majority anyway.It’sthe oldtrap that so many manufacturers have fallen into over the years, backed up by the regular letter writers to
the weekly press, detailingtheir ‘ideal’machine, which led to the likes of –atopposite ends of the scale –the Velocette LE and enclosed Vincent V-twins, which hardlyanyone bought, with police purchasers being the saviour of the LE. Or at least the public didn’tbuy in the numbers required to make them sustainable and profitable, while the majority of young enthusiasts –needed for the industry to survive andhave a future–pretty much ignored these idealised offerings andwent back to B31s andTriumphtwinswith upturned handlebars andhomemade ‘meggas’.
Motor Cycling’s Y13 write-up continues, with something that would be of moreinterest to red-blooded younger (and older) readers:
‘Such amachine, however,ifit is to find favour, must have a number of virtues in addition to that of silence. Present-day road conditions demandsuch qualities as rapidacceleration and, on occasion, sustained high speed.’
That’smorelike it! Even Motor Cycling seems to acknowledge it was thus: ‘In fact just those qualities which the public has, in the past, sometimes found missing in motors wheresilence was aleadingcharacteristic.’ I spent abit of time ponderingwhat they meant –Icame up with the decade-and-a-half earlier ABC flat-twin andthe five years since side-valve V-twin Matchless Silver Arrow –but any other ideas, let me know
When it was launched, the Y13 cost £75 dead, exactly thesame
as the 1000cc G14 side-valve, and opposed to £70 for the 500cc J12;incidentally,the most expensive 500cc BSAsingle, the ohv EmpireStar,was £6310s. Other new-for-1936 models included 350cc Velocette’sMk.II KSS at £62-10s, Vincent-HRD’s 1000cc V-twin Rapide £138, and the attractive MG TA was £222. Incidentally,aMatchless-engined SS100 Brough Superior was £140, though the spring frame job was £10 more. Brough sold 16 SS100s that year…
Over its threeyears of production, numbers of Y13s made werecertainly morethan those SS100s, but seem to be hardtoascertain,with numbers from 1600 to 750touted in various places. This bike hasthe engine number JY13 –the ‘J’ indicates 1938. Dis1936, His1937, then J is 1938. Hence JM24(1938) and KM24 (1939; the Kbeing 1939) pre-SecondWorld WarGoldies. How the number of production Y13s was split, it’shardtobe sure, but onesuspects that there weremoreinthe earlier model years, as of thefew that do come up for sale, they seem to generally be 1936 or 1937.
Iasked Andy Tiernan (who has aY13 of his own) how many he reckoned weremade. He said: “My feeling is thatabout 12001300 werebuilt, about the same number as Rocket Gold Stars, coincidentally.The primary year for the Y13 was 1936, with 400 or 500 made, then theytailed off. Thereweresome made in 1937 and 1938, in decreasing numbers year-on-year,while Ithink therewas
perhaps the odd one made in 1939. But most you’ll see are1936.” Andy had another Y13 through his business relatively recently,its Irish owner selling it to mainland Europe, it being advertised on Andy’swebsite (www.andybuysbikes.com) on acommission basis for its custodian, who’d boughtitfrom Andy; apparently,the owner was only selling it as he had another one, too. That machine ended up in Belgium, Andy thinks. As for value, Andy reckons “around £35k”, though some have sold for abit more.
Meanwhile, Iasked Mike Davis at H&H what he’d value aY13 at, if he had a‘minter’ to sell; coincidentally,Mike’sdad John has just such athing, as well as amatching J12, so they’rewell acquainted with the model. He said: “I’d have to say thatI think, in myopinion, an immaculate, all matching numbers Y13, in concours condition, would be somewhereinthe regionof £40,000.” Which largely ties in with what Andy thinks, too. And, in full disclosure, there’saJ12 (well,aJ34-11 if we want to be pernickety,ortothatspec, although it was probably initially supplied to the Forces.
Most people call them J12s from my experience; the rebuild of dad’sbike was written about in the winter 1978/79 issue of Classic Bike by its restorer, who refers to it as aJ12 throughout) in our family,too, my dadhaving boughtitin2009, while Phillip Tooth did afeatureondad’sbike, too, printed in TCM,April 2014. The Y13 is ararer fish though. We’ve only ever featuredthem sparingly; in the second ever issue of The Classic MotorCycle
(August/September 1981) and February 1991, the latter of which Irememberbeingtransfixed by as achild, especially when it would occasionally appear at VMCC club runs localtous; it was oneof the most handsome motorcycles I’ve ever seen.
Though I’ve never been particularly obsessed with V-twins (I’ve beentrying to work this out; Ithink theyalways seemed unobtainable in my younger days, my ownership ambitions were moremodest and such a machine seemed so far beyond my means…) Ihave ridden my dad’s500 for anumber of miles, while Ialso had agood ride on one restored by Robin James Engineering Services and featured in our March2017 number.They are/wereboth fine machines, but I’ve never totally ‘clicked’ with dad’s, there’sotherthingsI prefertoride;for the most part, Iprefer my 500cc mounts to be singles, I’ve realised. But one has to agree, those 1930s ohv V-twin BSAs areundeniablyincredibly handsome looking machines. That’snot acharge which can be levelled at our subject machine, not to my eye anyway.Ofcourse, that engine remains glorious, but the cycle parts; well, not so much. But with the absenceof aY13 crossing my path, it still afforded an opportunity to sample that engine and experience the (expected to be smooth) power delivery of the 750ccengine. The beast firedupeasily,quickly settling down intotickover,a flip of thetwist grip producing a lovely noise; not too quiet, Inoted, though not unobtrusive. Settling on the saddle, the handlebars felt probably Triumph, too, with aslight upturnnot to my liking,
while Ialso found the front brake lever abit awkward, though abit of manipulation movedthatround the bar to amorecomfortable position. Setting off, the V-twin engine gathered itself up and moved impressively,though the power delivery and characteristics of the engine definitely felt ‘older’ than the cycle parts; perhaps this was apsychologicaltrick, but the combination of aTriumph nacelle and handlebarsmeant Iexpected Triumph-esque performance. In fact, the special (which has ‘Mistura’ on its petrol tank, incidentally,which has afew apparent mythical meanings, but is Italian for ‘mix/mixture, blend’, was pretty much the polar opposite Changing gear didn’treally seem necessary,asitjust basically went, however high the gear
While photographer Gary and Phil Turner busied themselves with other tasks, Ijust had aride about, settling into the machine quite happily,loving its smooth, delightful power.Slowly down to low speeds and then pulling away in top gear was no bother at all. While using the gearbox and revving it abit more made progress impressively brisk; it goes pretty wellindeed.
As Iwas riding, Iwas thinking, if it weremine, there’d be a few thingsI’d alter,like the handlebars, thoughreally, it’s actually nicely sorted and a pleasuretobeastride, amix of perhaps the best of pre- and post-Second World War. It does seem ashame that the fate of the special is, perhaps, to be split apart, as it represents what could be, with alittle bit of time and effort, aglorious motorcycle. Though I’m not sureifIcould leave it purple though.
Once you’re at the track, there’sa lottoconsider if you’re wanting to makethe most of your day…
Words: Dean Ellison
If youwant some garage space then you reallyneed to getthereearly.Atsome circuits that means getting therethe night before,but if you’renot the type to queue at 6am, then expect to be operating from your vaninthe paddock areaand not agarage. If this is the case, makesureyou takeagazebo and a generator if using tyrewarmers. If you’ve followedthe above infoand advice, your bike should be pretty much readyto roll and allitwillneedisnoise testingand the tyrewarmers switching on. Here’s howI would approach the dayasa customer:
• Securemygaragespace by rolling in the bike and plugging my extension lead into the mains or getmy paddock spacebyparking the van and setting up my gazebo to prevent anyone else squeezing into that area.
• Get signed on as close to 7.30am as possible (this is the earliest youcan sign on).
• Get my bike noise tested; if it onlyjust gets through then Iwould fit the baffle anyway,just to prevent getting Black Flagged during the sessions and missing valuable track time.
• Set my tyrepressurescold and then switch my warmers on.
• Get my riding kit on before8.30am so I’m not rushing after the briefing. Especiallyif you’reinthe Upper group because youare normallyfirst on track at 9am.
• Be at the designated briefing area before9.40am so that youdon’t miss thestartofbriefing; anyone seen to arrivelate will not be given asticker fortheir bike and maybedelayed getting on track because theywill need aseparate briefing. Youwill need to collect asticker at the end of the briefing to proveyou attended. The sticker must match the colour of your wristband and you cannot pretend youhavetwo bikes
and collect asticker foryour friend who’s running late.
• This reintroduction of amorning briefing given by the trackday organiser is essential, it’s an opportunity to talk aboutthe circuit specifically. It helps newor inexperienced riders who maynot knowwheretoleave this circuit or what the procedureisfor getting on to the circuit or wherethe fuel station is; maybe there’s aparticular corner that catches riders out in the wet/cold weather,etc.This briefing is important forsomanyreasons so make sureyou getthereontime
• Finally, at thelast minute Iwouldcheck my hot tyrepressurejust before heading to the holding area toget my wrist band checkedand my sticker signed to showI’vedone sighting laps
No Limits alwayshave three-four instructors at each event to provide free instruction. They’reonhand tohelpon andoffthe track but when shared between afull trackday, theysometimes getbooked up quite quickly. Track riding is alifetime of study so youwillalways learn something new. Iwouldrecommend that whateverlevelyou’re at, getdown to the instructors’ garage earlyinthe morningand booka slot. Trytoavoid straight after briefing becausethey’re getting ready to do the sighting laps,and
don’t wait untilthe afternoon because youwillprobablymissout completely.
Idon’t knowwhy,but having to do sightinglapsseemstobesucha chore forthe regulars, but it hasalwaysbeen, and alwayswillbe, arequirement, so consider these points next time outand remember that theinstructors aregoing at aspeed that keeps the whole group together.This speed will vary from track to track and from daytoday
• If you’relucky enough to getbehind the leading instructorthen stick to the line they’reon. Remember that they’regoing at aspeed the whole group is comfortable with but will still be on the correct line.
• If you’reinthe middle of the bunch then just use this timetorefine your line, look out forpotential braking markers or turning points and apex points marked by cones or worn-out grass at the edgeofthe track. You wouldn’t normallynotice these small details when trying to ride flat out
• No overtaking during sighting laps. I’vehad to bring in too many riders fordoing this and theycome up with some crazy excuses when, really, theyjust thought the rider in front wastoo sloworwantedtowork their way nearer to the front of the group.
• Once the twosighting laps are complete,takeyour timeonthe first
lap because your tyres could nowbe slightlycooler than when youfirst left pitlane if yourun with tyre warmers and youshould build up the pace gradually.
• Alwaysexpect to have your wristband checked when lining up. Youcould be one of 180 riders depending on the circuit and you can’t expect the circuit staffto remember each and every one of you, so getinline and make it easy forthe person checking to clearly see the colour of your wristband.
• Don’t getstuck in agroup and end up frustrated forawhole session. If you find yourself in this situationand struggle to overtakethen plan to come in and start again. Clearly indicate that you’recoming in and then youcan rejoin in aminute or so with ideallysomeclear track.
• Don’t be the cause of an unnecessary RedFlag. If youhaveasmall off on to the grass or amechanicalfailure, then providing youare okay,you should reallyget out of the wayand let the session keep running. Sometimes it’s as simple as freewheelingthe bike to one of the marshalaccess points marked out by an Orange Square and parking your bike against the fence andyou getbehind it. Thismeans that the session cancarry on running,
even if under aYellowFlag, and everyone else can carry on enjoying the session.
• If youthink aBlack Flag is being wavedatyou then it probablyis. Just pull straight into pitlaneand speak to the organiser or pitlanemarshal to find outwhat the problem is.
• No overtaking if yousee Redor YellowFlags and that includes the in lap after the Chequered Flag. Circuits will displaywaved YellowFlags to remind youthat it’s time to come in and youshould notovertake if you see them. This should prevent those going fora cheeky extralap which has been all too common at Oulton Park, Brands Hatch andSnetterton As an example, youcan clearlysee the lights and flags at CorumCorner at Snetterton or from Druids Hairpin at Brands Hatch; there’rea number of wavedYellowand then RedFlags at the final marshal post.
I’vesaid this beforeinaprevious article, but 7x20-minute sessionsisvery physical and mentallychallenging. There’s alot of decisionstobemade and if you’renot fuellingyourbody with the right food then you’re at risk of fatigue and making mistakes. Make sureyou’reeating little and often,with plenty of water or rehydration fluids consumed throughout the day.
Get on track with Dean… If you wanttoupyour game on track, Dean’sthe man you want in yourpitbox. An exWorld and BSB spec racer, he’salso honed his craft in endurance racing andhas since goneontoestablish,, arguably,the best track riding tuition on offer here in the UK. Check out his page on Facebook and drop him a line if you’reafter some next level rider coaching- www facebook.com/deanellison42
What’snot to love about a1077cc V4-powered streetfighter?
Words: Jon Urry Photos: Mortons
What’smad, bad, and totally bonkers to ride? Yep, Aprilia’s hooligan-inducing Tuono V4. And what’seven morewild thana Tuono V4 –aTuonoV41100, the bike Aprilia introduced in 2015 when the first generationofits crackers supernaked was in need of abit of ashot in the arm... Heavily based around the original Tuono V4, as its name suggests, the 1100’sstandout upgradeisa bigger-capacity motor.Developed to add extra
torque to the naked bike, it’snot actually1100cc but is instead 1077cc, whichisa78cc increase on the original 999cc V4 and has beenachievedvia a3mm wider bore(the stroke is unchanged). Upping itsclaimed peak power from 170bhp to 175bhp (rearwheel that’s 155bhp from 143bhp),the torque is also boostedfrom110Nm to 120Nm (tested109Nm from 97Nm), figuresthatin 2015made it the most powerful super naked on the
market. Handily,Aprilia also gave its aPRC electronics packagean upgrade. And added connectivity to the dash so you couldcall your mates for assistance should you end up in ahedge.
Alreadya class-leading array of safety assists thatincludes eight-level variable traction control, three-level wheelie control, launch control and a quickshifter, the thirdgeneration of aPRC not only refined its settings butalso introduced
Race ABS. Although initially not angle-responsive (this feature arrived in 2017), thethree-stage Race ABS system (it can also be disengaged) is incredibly advanced and features dedicated track and road settings. And all on anaked bike! Could life get any better? Yesitcould because alongside the standardTuono RR came ahigher-spec sibling, the Tuono V4 1100 Factory.Atlast, afull-fat V4 Tuono for those truly unhinged...
Using atried andtested formula, the Factory version adds Öhlins suspension (taken from the RSV4 RF) alongside asportier riding position and, well, notalot else. Unlike older top-spec Tuono models, thereare no lightweight wheels, upgraded brakes (aside from aluminiumdisc flanges) or even dashes of carbon,it’svery much asuspension upgrade and that’sit. While this is initially abit disappointing, let’sbehonest, did it need much more? Aside from
In 2017 both the RR and Factory wereupdated with cornering ABS, variable wheelie control, apit lane speed limiter,downshifter andcruise control all becoming standard fitment. The V4 was made Euro4 compliantwith no loss of performance andthe brakes and suspension upgraded.
The 2019Factory was the first Tuono V4 to gain Öhlins semi-active suspension.The Smart EC 2.0system has three rider modes and can be customised to yourown individual preferences. It is fully rebuildable (unlike the RR’s Sachs shock) should it require new seals, which is good news forused bike buyers.
The TuonoV4models were last updated in 2021 with new ‘winglets’ added to their sides,the electronic systems evolved and anew chassis and swingarm developed.The RR was repositioned slightly with more of afocus on comfort and refinementwherethe Factory was moved to beingeven more sports-targeted. TheV4 engine’sperformance remained unaltered.
The Tuonohas always featured aquickshifter as standardbut the downshifter function only arrived in 2017. Despite being factory-fit, thequickshifter can put alot of extra strain on the gearbox so check all is well as worngears and bikes hopping out of gear as aresult aren’t uncommon. It’sacassette-style gearbox, so replacing gears isn’tthat tricky,but thegears themselves arepretty pricey
Engine: Type: 1077cc, liquid-cooled, 16v,V4
Bore xStroke: 81mm x52.3mm
Compression: 13.6:1
Fuelling: Electronic Fuel Injection
Tested Power: 155bhp @11,200rpm
Tested Torque: 109Nm @9300rpm
Chassis:
Frame: Aluminium twin spar
FSuspension: 43mmSachs forks, fullyadjustable (Öhlins on the Factory)
Rsuspension: Sachs monoshock, fullyadjustable (Öhlins on the Factory) Front brakes: 2x four-piston Brembo monobloc calipers, 296mm discs. ABS Rear brake: Two-piston caliper,220mmdisc. ABS
Dimensions: Wheelbase: 1447mm
Seat Height: 825mm WetWeight: 184kg
18.5 litres Running costs:
6,000
12,000
clearances: 12,000
the ECU reprogrammed so that the cooling fans kick in earlier is agood idea but alsokeep aclose eye on the radiator itself (and oil cooler), which can become clogged with dirt and thereforelose cooling efficiency
Nearly every Tuono hasarace pipe fitted, it’sjust that kindof bike. If this is thecase, always check it has had its fuelling altered to suit as the V4 runs much better after abit of careful mappingset up. Owners report that hotstart issues are eliminated after some dyno time with someonewho knows their stuffand also theTuono’s direfuel economy marginally improved...
Faulty switchgear is acommon complaint from owners with the indicator switch generally packing up first.Check it all functions and also scrolls through and selects the various fuel maps, etc., as reports of enginemanagement lights coming on arealso pretty common. Anydoubt, walk away,you don’t want to be chasing down electrical gremlins.
The quickshifter unit is abit weak with owners finding that it can stop working intermittently Thereisn’t really afixbut check all is well during atest ride.
The Tuono runs fairly hot, especially in summer.Getting
lightweightwheels, the Tuono V4 has it all, as it soon demonstrated.
Whenthe V4 1100 landed it more than lived up to its promise, destroying all its super naked rivals through notonly its sporty chassis (which hasvery slight geometry changes when compared to theTuono V4 anda 6mm longer swingarm) andbrutal performance, butalso its nature
Sister magazine Fast Bikes tested aFactory against aSuper Duke R, Monster 1200R and BMW S1000R and aswell as leaving theminits wake on the road, none could hold acandle to the Aprilia whenitcame to the sheer enjoyment of the ride. And this is asensation thatstill rings true nowadays.
The changes that Aprilia made to the Tuono’schassis in the 1100 update areabsolutely spot-on what this kindofbike needs to make it agreat road bike. Impressively stable, theTuono is sporty andprecise, transmitting huge amounts of feedback and
It is always best to treat an Aprilia like aDucati andensure you buy abike with afull service history (or as near full as possible) from an authorised Aprilia workshop. Aprilia specialist mechanics know the best way to make theoftenfickle Tuono reliable andwhat to check or keep an eye on to prevent breakdowns before they occur, notafterwards.
with it, confidence in what the tyres aredoing. Youaren’tjust connected to theTuono, you are virtually at onewith it!
To match this brilliantchassis set up (which,tobehonest, doesn’t even need the2019model’s semi-active suspension,although the early Factory’sconventional Öhlins units arenoticeably better responding than the RR’sSachs items) is aballistic V4 motor with bags of spirit and heaps of
Private: £6500 Dealer: £7000
Apractical naked with a hefty sting in its tail andan impressive spec list, the R feels atouch sensible until you really wind it up.
Engine: 999cc, l/c, 16v inline four
Power: 148bhp @11,500rpm
Torque: 106Nm @9000rpm
Private: £5500 Dealer:£6500
Alovely road bike thanks to its wonderful triple motor,but it’s not really atrue super naked and its chassis is atouch lardy when pushed hard.
Engine: 1050cc, l/c, 12v,triple
Tested Power: 127bhp @ 9400rpm
Tested Torque: 106Nm @ 7750rpm
Private: £8000 Dealer:£9000
KTM’snaked bike is predictably wild. However, as the generations mature it gets increasingly practical and refined. In abonkers way.
Engine: 1301cc, l/c, 8v,V-twin
Tested Power: 150bhp @ 9450rpm
Tested Torque: 125Nm @ 8000rpm
attitude. As well as auseable midrange–which is important. With so much performance on tap, it would be easy for the Tuono to be just too fast to be fun. But it isn’t andthat’sthanks to the new bigger-capacity motor
Packed with mid-range, you can take it easy on theTuono andit never stutters or complains, yet once you allow therevs to build, the airbox and exhaust howl and the Aprilia goes absolutely loopy. In agood way.Avery good way
At fullgas the Tuono is alittle bit overwhelmingsuchisits speed, but youwill be laughingsohard due to the adrenalin flowing through your veinsyou will never find yourself wanting to complain.
Powering outofthirdgear corners with the front hovering quickly becomes the norm (the anti-wheelie and traction control arefantastic) and every straight becomes an excuse for another hit of acceleration. It’saddictive, hysterical and quite simply brilliant, and that’swhy everyone at Fast Bikes just loves theTuono 1100.
If you areafter asuper naked that puts ahuge grin on yourface during and after every ride, the Tuono V4 1100 won’t disappoint. And as it was so far ahead of the competition in its day,even nowadays a2015 model will stand shoulder to shoulder with any modernrival. What abike...
If you’relooking for anexcuse to getout andabout on your bike, take alookatthese upcoming events…
JUNE
27-29 June: Dragstagia at Santa Pod,Airfield Rd, Podington, Beds (NN29 7XA). Moreinfo’ from www. santapod.co.uk
27-29 June: Inner Circle RRC’sGoosin’ the FoxRally at TheFox &Goose,The St,Greywell, Hook,Hamps (RG291BY). Tickets £20, day tickets£10. Moreinfo’ from Facebook.
27-29 June: HOG Rutland Chapter’s HorseshoeRally at Greetham Community Centre,Greetham, Grantham, Lincs (LE157NG). Tickets £37.50. More info’ from 07989 859908 or rally@rutlandchapter.co.uk
27-29June: Wolfpack MCC’sYeknod Rally at Mill Lane, Chalgrove, Oxon (OX44 7SL). Tickets£15 prebook or £20 on gate, day tickets £10. Moreinfo’ from 07871 200140 or Facebook.
27-29 June: Bracan MCC’sPistons &Pints Rally at The Breighton Ferry,Breighton, Selby,Yorks(YO8 6DH). Tickets £20 prebook or £25 on gate. More info’ from www bracanmcc.co.uk or Facebook.
27-29 June: Greenman MCC’sChaosonthe Isle of Guernsey,Channel Islands. More info’ from www chaosevents.com
27-29 June: Blackpool Area MAG Rally at Fleetwood Rugby Club, Melbourne Avenue, Fleetwood FY7 8AY. Tickets £18.50 pre-book or £20 on gate. Moreinfo from 07943 254009 or Facebook.
27-29 June: Shoulder of Mutton MCC’s Cowpat Rally at AmberValleyRugby Club, Somercotes, Derbys (DE55 4NQ).Moreinfo’ from Facebook.
27-29June: Monsters IncMCC’sMonster Bash at Mary Jo’s,Barntown, Co. Wexford, Eire(Y35 H626)/ Tickets €15. Moreinfo’ from 00353 872 490461 or Facebook
28 June: Sunbeam MCC’sFour Dales Tour from Arkengarthdale, N. Yorks. Moreinfo’ from www.sunbeammcc.co.uk
28 June: Walsham WheelsMotorcycleFun Day atNorth Walsham Memorial Park,New Rd, North Walsham, Norfolk (NR28 9DF). Moreinfo’ from Facebook
28 June: Gotts Park Custom Show atGotts Park, Armley Ridge Rd, Leeds (LS12 2QX). Moreinfo’ from Facebook.
28 June: North WalshamWheelsShow ata site in North Walsham, Norfolk. Moreinfo’ from Facebook 28-29 June: Kyndred Spirits MCC’sShotinthe Dark Rally at Hexham Racecourse, High Yarridge, Hexham, Northumberland (NE46 2JP). Tickets £10.Moreinfo’ from Facebook.
29 June: Triton/Cafe Racer Day &BSA GS& RGSOC at the Ace Cafe, London. Moreinfo from www.london. acecafe.com
29 June: Romney MarshRide-In Show &BikeJumble at Hamstreet, Kent (TN262JD). Tickets £5. Moreinfo’ from www.elkpromotions.co.uk
29 June: Sunbeam MCC’sNorthern Pioneer Road Test from Tennants Auctioneers, Auction Centre,Harmby Rd, Leyburn,N.Yorks (DL8 5SG). More info’ from bsmith648@ btinternet.com or www.sunbeam-mcc.co.uk
29 June: Motorcycles at the Manor at West Ashby Manor,West Ashby,near Horncastle,Lincs (LN9 5PY) Moreinfo’ from motorcyclesatthemanor@gmail.com or Facebook.
29 June: Ride to Remember from Winchester Auto Barn, Sutton Scotney,Winchester,Hants(SO21 3NS) at9.30am. Moreinfo’ from Facebook.
29 June: Scooter Day at the Sammy Miller Motorcycle Museum, Bashley CrossRoad, near New Milton, Hamps (BH25 5SZ). Moreinfo’fromwww.sammymiller.co.uk
29 June: NCC Cambs’ Custom &Classic Bike Show at Foreman’s, March Rd, Ring’s End, Wisbech, Cambs (PE13 4DB). Tickets £3. More info’fromFacebook.
29 June:East Coast Harley Club’sCustom Show at The Thurton George &Dragon,The St, Thurton, Norfolk (NR14 6AL). More info’fromFacebook
30 June: Ride Out to Cassington BikeNight at the Ace Cafe, London. More info from www.london.acecafe.com
30 June:Cassington BikeNight at Cassington, Oxon Moreinfo’fromFacebook.
JULY
4-6 July: Antelope MCC’sRally at Barker Butts RFC, The Bob CowardMemorial Ground, PickfordGrange Ln, Coventry (CV5 9AR). Tickets £15 weekend or £5 days. Moreinfo’fromFacebook.
4-6 July: MPH Vintage Sprint at RAF Deenthorpe, near Weldon, Northants (NN17 3AN). Weekend tickets £65, Sunday day ticket £15. More info’ from www mphvintagesprint.co.uk
4-6 July: LeviathanMCC’sBilly Goat Rally at Wigton RUFC, Lowmoor Rd, Wigton, Cumbria (CA7 9QT). Tickets £20 prebook or £25 on gate.Moreinfo’from07974 350810 or Facebook.
4-6 July: FutureRC’sClay Pigeon Rally at the South Wingfield Social Club, HighRd, South Wingfield, Derbys (DE55 7LX). Tickets £15 prebook or £20 on gate. More info’frommark.hd@btinternet.com or Facebook
4-6 July: AMOC Sussex’sIndependence Rally at The Fishbourne Centre, BlackboyLane, Fishbourne, Chichester,W.Sussex (PO18 8BE). More info’from Facebook.
5July: NCC London Diamond Day at the Ace Cafe, London. More info from www.london.acecafe.com
5July: Shelsey Walsh Bike Bonanza at Shelsey Walsh, Worcs(WR6 6RP).Moreinfo’ from www.shelsleywalsh. com
6July: Bike Day at the Ace Cafe, London. More info from www.london.acecafe.com
6July: Ride Out to Brooklands Motorcycle Day at the Ace Cafe, London. More info from www.london.acecafe. com
6July: Old Boot Bikers’ SummerBashatasite in Dane End, Herts. More info’fromFacebook
6July: Classic MotorcycleDay at Crich Tramway Village, Cromford Rd, Matlock,Derbys (DE4 5DP). Moreinfo’ from www.tramway.co.uk
6July: Smokin’ to Sammy’sTwo-Stroke Day at the Sammy Miller MotorcycleMuseum, Bashley Cross Road, near New Milton, Hamps (BH25 5SZ). Moreinfo’ from www.sammymiller.co.uk
10-13 July: Rock &BikeFest at the Notts &Derby Showground, Longmoor Lane, Long Eaton, Derbys (DE72 2BU). Earlybirdtickets £60. Moreinfo’fromwww rockandbikefest.co.uk
10-13 July: Unwanted MCC’sCock Out Rally at The Rockbar,Shobnall Sports&Social Club, ShobnallRoad, Burton upon Trent, Staffs (DE14 2BB). Moreinfo from www.unwantedmcc.co.uk
10-13 July: Southern Comfort V-MaxRally at Lodsworth VillageHall, Heath End Ln, Petworth, W. Sussex (GU28 9BY). More info’ from Facebook
11-13 July: Tomintoul MotorcycleGathering at Tomintoul,Moray,Scotland. Tickets £25 prebook or £30 on gate. Moreinfo’ from tomintoulmotorcyclegathering@ yahoo.com
11-13 July: Harley-Davidson Club Wales’ Rally at Usk RFC, Baron Ct, Woodside, Usk, Monmouthshire, Wales (NP15 1SU). Tickets £30. More info’fromFacebook. 11-13 July: Barflys Rally at The Lower Lode, Bishops Walk, Tewkesbury,Gloucs (GL19 4RE). Moreinfo’ from Facebook.
11-13 July: HDRCGBRegion 18/20/Coaster’sTriple Rally at Langney Sports Club, Priory Lane,Eastbourne, E. Sussex (BN23 7QH). Tickets£20 members or £25 non. Moreinfo’ from 07751 364063 or coasters@ hdrcgb.org
13 July: BrazilianBikeDay at the Ace Cafe, London. Moreinfo from www.london.acecafe.com
13 July: Sunbeam MCC’s SummerPioneer &Vintage Run from The Motorcycle Workshop, London Rd, Bolney,W Sussex (RH17 5PY). Moreinfo’ from paul@danick.co.ukor www.sunbeam-mcc.co.uk
13 July: Sunbeam MCC’sFen Tiger Run from Wadlow Shoot Lodge, Wadlow Farm, SixMile Bottom Rd, West Wratting, Cambs (CB215NE)at10.30am. Moreinfo’ from www.sunbeam-mcc.co.uk
18-20 July: Halfway Heroes MCC’sLeathered in Lincs Rally at anew site in Hainton,Lincs (LN8 6LX). Tickets £25 prebook or £30ongate. Moreinfo’ from www.halfwayheroes.co.uk
19 July: The 101Run at Dreamlands, Margate, Kent. More info’ from www.the101run.com
19 July: Evergreens Bike Meet at TheEvergreens Lodge, Westbury,Dorset (DT9 3QZ). Moreinfo’ from Facebook.
19 July: NCC Mercia’sBike &Car Show at Alcester RFC, Birmingham Rd, Alcester,Warks (B495QF).Tickets £2 Moreinfo’ from Facebook.
19 July: Wheelie Wednesday CharityRideout from Fendick’sFishery,Methwold Rd, Whittington,Norfolk (PE33 9GP). Moreinfo’ from Facebook.
19 July: Kempton Park Autojumble at Kempton Park, Staines Road East, Sunbury on Thames, Middlesex (TW16 5AQ). Moreinfo’ from www.kemptonautojumble.co.uk
20 July: VJMC &70s Bike Day at the Ace Cafe, London Moreinfo from www.london.acecafe.com
20 July: East Anglian Copdock Bike Show Charity Run from Copdock &Washbrook Village Hall, London Rd, Copdock, Ipswich,Suffolk (IP83JN)at9am. Moreinfo’ from www.eacbikeshow.co.uk
20 July: Supergood Bikers for Autism Ride-Out from Ryka’s(Box Hill) to TheCeasefireCafé at 9am. Moreinfo’ from Facebook.
20 July: Honda Owners’ Classic Bike Show at the Sammy Miller Motorcycle Museum, Bashley Cross Road, near New Milton, Hamps (BH25 5SZ). Moreinfo’ from www.sammymiller.co.uk
24-27 July: Rock &Blues Old SchoolWeekender at the Coneygrey Showground, Pentrich,Derbys (DE5 3RL). More info’ from www.therockandblues.com
24-27 July: Bridge Rats MCC’sRat Pack RallyatHeath RFC, StainlandRd, North Dean, Greetland, Halifax, Yorks (HX4 8LS). Moreinfo’ from www.bridgerats.com
25-27 July: Flanders Chopper Bash at asite in Belgium. Moreinfo’ from www.flanderschopperbash.com
25-27 July: HAMC Lincs’ Bullfrog Bash at The Coach & Horses, Tattershall Rd, Billinghay,Lincs (LN4 4DD). More info’ from 07921 838694 or bullfrogbash@hellsangelsmc. co.uk
25-27 July: George Formby Society’sNoLimitsat90 on the Isle of Man. Moreinfo’ from www.georgeformby.co.uk
25-27 July: IX Legion MCC’sRally at Corus Sports & Social Centre,South Ave, Dormanstown,Redcar,N.Yorks (TS10 5LZ). Tickets £22. Moreinfo’ from ixlegionmcc@ gmail.com or Facebook.
25-27 July: West London Harley Riders’ Burning Budgie Rally at Beaconsfield Town FC, Windsor Road, Beaconsfield, Bucks (HP9 2SE). Tickets £30. Moreinfo’ from 07747 005199 or Facebook.
26 July: Jurassic Coast Rock &Motor Show at Hampton Farm, Hampton,Dorchester,Dorset (DT2 9D). Tickets £10. Moreinfo’ from Facebook.
26 July: Calne Bike Meet at Calne, Wiltshire(SN11 0EH). Moreinfo’ from www.calnebikemeet.com
26 July: LittleportBike Show at Littleport Leisure Centre, Camel Rd, Littleport, Cambs (CB6 1EW). Tickets £5. More info’ from Facebook.
For Sale
BMW GS310, reg 2021, only 4000 miles, colour red and blue, superb condition, extras include top box and windscreen, £4250. ono Tel.01920 468490.
BSA Golden Flash, 1960, black, 650cc, twin, very original, starts easily and running well, enclosed rear chaincase, new battery,offeredfrommyprivate collection, delivery arranged, £2950 Tel. 01723 372219. Yorkshire.
BSA C12, 250cc, 1956, £2300
BSA B33, 500cc, 1953, £3500. Triumph T100, 500cc, 1965, £4000. Triumph 2018, 1200cc Bonneville, under 7000 miles, £7000, all in good condition, contactfor more information Tel. 07593 438795.
BUELL M2C Cyclone, 1998, 28,000 miles, one ownerfrom new, majoroverhaul 2020,new MoT, recent new Harley battery, good tyres, email for details, £2500. South Hants/Dorset Email. newforestxyz@gmail.com
CAGIVA Raptor 650IE, 2007, UK bike, 28,000 miles, well care for example,currently Sorn, lots of service history, contact for more details, collectionfrom Bedford MK41 area, £1495. Tel. 07754 518245. Bedford. Email. lonelybloke69@gmail.com
HARLEY-DAVIDSON Sportster 48 Custom Cruiser, 2018, 1200XL,1200cc, immaculate condition, 12 months MoT, full service history,also comes with original peanut tankand filter as extras, 2keys, V5 present, £8500. Cambridgeshire.Email jakesmum@live.com
HARLEY-DAVIDSON 2006, 13,000 miles, MoT Oct 2026, Screaming Eagle 110cu inch 1803cc power Commander engine,oil temp gauge,cable less handler bar conversion, Legend electric air suspension kit, diamond cut billet wheels stage 3conversion, dry clutch conversion VPC centrifugally clutch assist pack, £14,000 Tel. 07816 922364. Staffs. Email. andy.colman@lovell.co.uk
HARLEY-DAVIDSON Pan American, 1250cc, reg 2021, 4000 miles only, extras including top-box,alwaysgaraged and in excellent condition, £11,000 or nearest offer Tel. 01920 468490.
HONDA NTV600K, 1993, Revere, 34,000miles only, sheets of old MoT’s, bike rides well, shaft drive, will come with new MoT, bike is regularly serviced, normal marks for age, £1500 Tel. 07415 458754. Kent. Email.tonytaylor12@btinternet.com
HONDA Firestorm, vgc, blue, less than 16,000 miles, runs really well, cam tensioners done, Scorpion Cans +originals, two original keys, grab rail included (not fitted), £1750 Tel. 07966 446439.Worksop. Email. robbeaton@btinternet.com
HONDA CB550F Supersport, 1976, electronic ignition, fuel tank cleaned, sealed, resprayed, new fuel tank filter and hoses, carbs removed and cleaned, new carb air filter rubbers, tyres, coils, HT leads, spark plugs, oil and filter, battery, gear lever oil seal, vgc, 28,643miles Tel. 07794 752822. Clacton-on-Sea. Email. briansword58@gmail.com
HONDA Forza 350, 2023,7500 miles, blue, showroom condition, service history, standard genuine condition, no winter, use garaged £3999.Tel. 07784 499299. South Yorkshire.
HONDA CB500S, 2000 reg, 31,000 miles, 2new tyres, highand lowseats, excellent condition, no rust, MoT August, now too heavy for me, £1200 Tel. 01670 521432. Northumberland. Email. avedlev@hotmail.com
HONDA Valkyrie F6,one owner from new, engine size 1520cc registration 1999,excellent condition with many extras, hand made seats, 45,000 miles, £5999. Tel. 07843 713612. Tamworth. Email. lindashilton@ yahoo.co.uk
KAWASAKI Z1000SX, 2018, 1043cc, 7456 miles, optional extra fully synthetic oil and filter change at 3106 miles, stored in dry garage since last test, was only summer dry weather ridden, good condition,£5500. Tel. Phil 07726 462564. Email. philhomeport2@gmail.com
KAWASAKI ZRX1200S, 2004, 12 months MoT, 38,000 miles, good reliable bike starts first time, the front calipers have been refurbished,it’sfitted with engine crash bars, the Beowulf exhaust sounds great, £2500. Tel. 07840 836997. Kettering. Email. lobrdlc@hotmail.com
KAWASAKI Ninger 250R, 2010, privateplate,year MoT, black, 20,000 miles, £1800 or p/x Rebel cruiser Tel. 07395910839. Norfolk.
MZ 251ETZ, 1993, full Burwins engine no expense spared full refurbishment, rebore/piston/ recone crank/seals, bearings refurbished, new battery, tyres, tubes,vape etc, £1500 onoTel Roger 07473 789550. Kent. Email. rjb146@yahoo.co.uk
MOTO GUZZI California, 1996, 1100i, new MoT, 29,500 miles, good condition, many extras, new leather upholstery, offers around £3250 Tel. 01205 760322. Lincolnshire.
ROYAL ENFIELD Super Meteor 650cc, 2023, just serviced, custom Zard Italian exhausts, Stage 2air filter, fuel xsystem, luggage carrier, Whitewall tyres, only 4800 miles, superb like new condition mechanically and visually in not so common, £5000Tel. Terry 07969 546025. Chichester. Email. surreyfoster83@gmail.com
SUZUKI Intruder, 1995, 805cc, VTwin, purple Dragon on tank, shaft drive, twin Harris, twin spots, Double damped shocks on rear, red dual seat, lovely polished alloy, lovely handler, comfortable ride,16,235miles £2500 ono Tel. 07766 119203. TRIUMPH Bonneville,1970, T120R, 650cc, matchingframe and engine numbers,excellent condition, runs very well, oil tight, giving up biking, contact for details, £5995 ono Tel. 07887 674467. Hants.
TRIUMPH Bonneville T140E, 750cc, 5speed, left gear change,historicvehicle, 48,500 miles, one owner 45 years, recommissioned 250 miles ago, MoT, Craven panniers, Rickman Polarisfairing fitted all colour matched, £4995Tel.07788 636027. Cambridge.
TRIUMPH Trophy, 1991, good condition, needs work, 95% finished project, would like £1500for it needsto be seen to judge Tel. 01522 820717. Lincolnshire.Email. metellus2797@outlook.com
TRIUMPH Trident T160, 1976, red, rebuilt wheels, Williams lightened balanced hydraulic clutch, belt primary, upgraded reg rectifier, rubber mount footpegs, new carbs, lots more done with receipts, can do more pics or video on WhatsApp upon request, £7500 ovno Tel. Garry 07526 886305. Email. gcre350bullet@gmail.com
ROYAL ENFIELD Himalayan 411, 2024, 3000 miles over two years, warranty left, just had 3000 miles service, one owner, colour blue, £3100. Tel. 07980 536006. Doncaster
TOMOS classic moped 2013, 2633km, on Sorn, £575 Tel. Chris 07394 975749. East Sussex.
TRIUMPH Trident T160, 1976, 44,000 miles, reconditioned cylinder head, wiring harness replaced,new battery,new discs, new tyres, vgc, £7500 Tel. 07906 502194. Derby. Email. pdfutter@hotmail.co.uk
YAMAHA Fazer FZS, 1000cc, in silver, MoT till November, good condition, oddage related marks, 29,000 miles on clock, the bike will need anew front tyre for the next MoT, runs and
TRIUMPH TT600, 2001, 27,000 miles, new tyres, very good condition, fast reliable, smart in red/silver, full workshop manual, owned 19 years, £1650 Tel. 07931 204726. North Yorkshire. YAMAHA Diversion900, bike is thirty years oldwith42,736 on the clock, still runs like adream, it needs some tlc, open to offers, there are leather saddlebags and atank bag, £2500.Hampshire Email. vic.thorn@btinternet.com
