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R TRIUMPH SCRAMBLE0) 400X (AND STREET 40 IT’S SHOWTIME! YOUR ESSENTIAL 12-PAGE GUIDE

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ROYAL ENFIELD HIMALAYAN 450

ON THE TRAIL

Exploring with the experts

POCKET ROCKETS

Yamaha R7 vs Kawasaki ZX-4RR

NEWS 3

INSIDE THIS MONTH 2024 APRIL

DOMINATE DEVON

29

Our top rides through Dartmoor and Exmoor

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MIDDLEWEIGHT ROYALTY Living with Yamaha’s T7 and KTM’s 790 Duke

GREAT GADGETS

The best sat-navs and comms systems on the market

21 TT AND TRAILS?

22

There’s plenty of fun to be had away from the racing over on the Isle of Man

A nod from the Editor

I

’ve been in a reflective mood this past month. It’s been a particularly busy one, but in between the back-to-back launches, big miles and long nights in front of the laptop, I’ve found myself thinking about how people get into bikes.

My old man’s always had them; progressing from MX racers in his youth to big trail bikes today (via sportbikes in the 90s, of course).

And it was clear from an early age that I was going to ride, too, cutting

MoreBikes, Media Centre, Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray

Editorial design Fran Lovely Publishing Director Dan Savage Email editorial@morebikes.co.uk Production Editor Mike Cowton Group Advertising Manager Sue Keily

Advertising Simon Meyer 01507 529310 Advertising deadline for May issue April 8, 2024 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

my teeth tearing up the garden on my Puch scrambler.

And I think it’s comparatively easy to understand why people continue riding. It’s a special thing; the perfect union of man and machine that feels closer to flying than it does driving.

But how do you get them to that point? How do you get them to have a go? It’s becoming an everimportant question, with the ageing motorcycling population slowly dwindling but not being replaced by younger riders in nearly the same

rmowbray@mortons.co.uk volume. Why is that? Testing is more expensive and laborious than it was ‘back in the day’, so maybe it’s a cost thing? Maybe it’s because we’re increasingly risk-averse as a society? Maybe it’s just the British weather?

What do you reckon? I’d love to hear your thoughts – and how you first got the biking bug ,too.

Editor

Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly by Mortons Media Group Ltd and printed by Mortons Print.

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4 NEWS

HINCKLEY HEAVIES Following in the footsteps of its suite of adventure-ready 900s, Triumph’s giving its flagship Tiger 1200 range a serious overhaul for 2024.

Triumph’s sold over 14,000 Tiger 1200s since they were introduced back in 2021, which is pretty good going in such a short time. And to keep the good times rolling, the factory’s announced a raft of changes largely inspired by customer feedback.

There’s now going to be two models to choose from: the ‘base’ model roadready GT Pro and rugged Rally Pro. But both are also available in Explorer trim for 2024, which’ll see them kitted out with a bigger 30-litre fuel tank and a load of additional electronic goodies including heated grips and a heated seat.

The beating heart of all the bikes is a 1160cc T-plane three-cylinder engine.

Kicking out a respectable 150bhp, Triumph’s worked to make its shaftdriven motor smoother and predictable low down in the revs. Triumph reckons it’s much better at slow speeds, with greater feel from a longer clutch lever and tweaks to the crankshaft, alternator rotor and balancer shaft helping to increase engine inertia. Sounds good to us. The clutch has had some work, too, to make it easier to find first gear.

The ride’s also been looked at, with a focus on long-distance comfort.

Triumph’s rolled out the dampened handlebars from the old Explorer models right across the range; the GT gets repositioned pegs; and there’s a lower, flatter seat, too (850mm on the GT and 875mm on the Rally). There’s an optional lower seat if that’s still too tall for you – though the ‘Active Preload Reduction’ feature should help you out by compressing the springs to drop the seat by 20mm when the bike rolls to a stop.

There’s more clever technology, including a rear-facing radar system (which offers blind spot detection on the Explorer models); a seven-inch smartphone-compatible TFT dash; leansensitive traction control; a raft of riding modes; and a quickshifter.

Priced from £17,295 for the GT Pro up to £19,695 for the Rally Explorer, Triumph’s certainly pitching itself right at the top of the adventure bike tree. We can’t wait to ride them – and thankfully, with the bikes due to start arriving in dealers anytime now, we won’t have to wait too long.

We’ve finally got the full lowdown on how much cash you’re going to have to splash to get your hands on one of three new versions of Moto Guzzi’s much-loved middleweight adventure bike.

The Italian firm has kept its cards pretty close to its chest when it comes to its new and updated range of V85 adventure bikes – but now at least we know how much they’re going to cost when they arrive in dealerships later this month.

Progressively better equipped as the price increases, the newly-introduced, £11,200 V85 Strada becomes the cheapest way to get your hands on the Guzzi adventurer. It’s pitched as more of a ‘daily use’ kind of ride; with cast wheels and road-focused rubber, a low-level front mudguard and three riding modes (which each adjust engine map, the level of ABS intervention level, and the traction control). Simple as that.

The ever-popular and slightly more rugged V85 TT will set riders back £12,000. For that you’ll get some spoked wheels, more off-road focused tubeless tyres, and an additional ‘Off-Road’ riding mode. There’s also a some hand guards, an engine guard, a pillion grab rail, and preload adjustment for the rear shock.

The top-of-the-range V85 TT Travel builds on all that – but adds a few extra goodies into the mix for the princely sum of £13,300. As the name suggests, this is the one that’s designed for proper big-mile on- (and off-) road adventure travel. That means you’ve got a pair of hard panniers; Moto Guzzi’s MIA multimedia platform; heated hand grips; a heated seat; and a larger touring screen, too. There’s also another riding mode, so in addition to Road, Sport, Rain and Off-Road, you’ve also got a Custom one to play with.

We’re big fans of the V85 range and have actually snagged an invite to ride them on the launch.

If you want the full lowdown, keep an eye on the MoreBikes website for our first impressions – before the more in-depth review goes live in Motorcycle Sport and Leisure magazine very soon.

NEWS 5

ADVENTURE POTENTIAL? Could the twin-tanked, A2 licence legal, Rieju Aventura be the do-anything bigmile machine we’ve been waiting for?

If you’re an adventurous type who’s not fussed about having the biggest, baddest or most expensive steed in your stable, then you’re absolutely spoilt for choice in 2024.

There’s an ever-growing abundance of small-to-midcapacity bikes to choose from. No matter whether you want a rugged round-the-world ride like the Royal Enfield Himalayan, or a reliable, revvy mile-muncher like the Honda NX500. But there’s another choice: and it’s got a pretty unique selling point.

The firm’s Rieju, the bike’s the Aventura 500, and its party trick is a whopping 40-litre fuel tank which could carry you 1000km (621 miles) from a single trip to the petrol station. Pretty impressive, right?

Ever heard of Rieju before?

The Spanish firm has actually been building bikes with engines in since the mid-1940s, but it’s probably best known in recent times for its competition-ready enduro and supermoto machines, and its small but mighty range of learner legal bikes.

But now it’s getting into bigger bikes; making use of a copy of Honda’s CB-powering 500cc parallel twin motor that’s built by Loncin over in China. Don’t let that put you off though, they’ve got a

solid track record and have been building small engines for BMW since 2007.

The 47bhp liquid-cooled motor might not be the most innovative, or the most exciting, but it’s a capable thing, happy being worked hard all-day long. There’s more good stuff: fully adjustable suspension with 190mm of travel at the front and rear. It gets spoked tubeless wheels, with an 18-inch rear and 21-inch front, and a sump guard, engine bars, handguards, a centre stand and a radiator guard.

Its seat stands a fairly manageable 840mm, and dry weight is believed to be a reasonable enough 190kg.

However, fill that 40-itre twin fuel tank set up to the brim and you’re going to have a bit of a lump on your hands.

While we’re still waiting to get our hands on all the facts and figures, the Rieju definitely looks to be an interesting option in the mid-sized ADV market. We do know it’ll be priced at a fairly hefty £7499, which (along with the photos of it in action) suggests that it should be a fairly capable bit of kit. We’re not going to have to wait too much longer to find out for sure though, as it’s expected to become available in the UK anytime now.

NEWS 7

Yamaha’s YZF-R1 is the latest bike to fall foul of ever-tightening emissions regulations.

It’s a sad day for riders of a sporty disposition; the Japanese factory has confirmed it won’t be updating its R1 and R1M superbikes.

First launched in 1998, the R1’s had some serious success over the years – and holds a special place in the hearts and minds of riders far and wide. It’s had various changes over the years, but was last updated in 2020, when it was tweaked to become Euro 5 compliant. And yet, despite being a little long in the tooth compared to some of the competition, it’s still a winner.

And that’s probably why Yamaha’s decided the R1’s going to follow in the footsteps of the dearly departed R6 – and from 2025 will be available exclusively for use on track. No news as yet whether it’ll be the base model R1 or the fully-loaded, more expensive R1M. There’s also been no official word about whether or not Yamaha will continue to shift its existing road-ready models.

Technically they’re allowed to, under rules which allow them to register a limited number of non-conforming models.

It’ll be very interesting to see what comes out of Yamaha. While superbike sales aren’t massive, they are an important part of the market. We can’t see them not replacing the R1 in some way or other. Remember, the R6 was replaced by the R7, which was built from the bones of the MT-07. Could we see a new R9, built around the successful MT-09 format?

It’s looking increasingly likely… we’ve heard whispers for months, and there’s also been talk that an R9 prototype has been spinning laps at Misano. Will it be for the road?

We don’t know. But with the R1 being slowly phased out, we shouldn’t have to wait too much longer for the lowdown.

CFMoto is after a piece of the supersport pie, revealing a host of performancefocused upgrades for its 450SR.

Chinese firm CFMoto seems to be going from strength to strength. It’s been doing good business in the UK for years, but since it’s properly joined forces with the Pierer Group (who own KTM, Husqvarna and GasGas), things have certainly seemed to ramp up.

The latest bike to be added to its ever-expanding range is the 450SR S, which builds on the solid base of the standard 450SR and adds a host of trick bits to help make it look better and go faster. Sounds like a winner, right?

The 450SR S appears to be largely the same as the standard 450SR. There’s the same tubular steel frame and the same 449.5cc 270-degree parallel twin-cylinder motor, which kicks out the same (A2 licence legal) 46bhp. And there’s 29lb-ft of torque to play with, too.

But the differences are also pretty impressive. There’s some pretty striking aerodynamic wings up front; traction control and ABS as standard; a slipper clutch; a five-inch TFT display; and a USB charging port.

Back to the chassis, and the

S has a new sharp-looking single-sided swingarm.

CFMoto has also confirmed that the front forks have been upgraded, though they appear to be the same dampingadjustable 37mm upside-down numbers as the base-model 450SR. The rear shock looks the same, too.

There is a larger 240mm rear disc for more stopping power, but the front retains its Brembo stopper and 320mm single disc set up.

All that combines to make it very slightly lighter, too, down 4kg to 175kg. It might not sound like much, but every gram helps when you’re chasing performance (and the competition).

Priced at £6499, it’s no budget option – and despite a solid track record and an ever-growing dealer network, CFMoto is going to have to work hard to convince potential punters to go for the S. Particularly when you consider that you could get a new Aprilia RS 457, Honda CBR500R or Kawasaki Ninja 500 for similar money.

Only time will tell.

8 EVENTS

Fancy a crack at the Cannonball Bike Run? Here’s how The Cannonball Bike Run’s heading to Asia to celebrate its 20th anniversary – and there’s still time for you to get involved.

The bonkers eight-day, 3300km rally kicks off at the Brno circuit in the Czech Republic and finishes at Sunny Beach in Bulgaria via the gateway to the East – Istanbul, and the infamous Transfagarasan Pass in Romania. Not a bad run, right?

The Cannonball pays homage to Erwin ‘Cannon Ball’ Baker who raced trains across the US, racking up over 800,000km in high-speed, coastto-coast bike runs – while inspiring car races and Hollywood films in the process.

It was revived back in 2005, and over the past 20 years has offered an action-packed adventure to bikers of a certain disposition. And despite what you might think, it’s no race. There’s no timing, and no prizes for arriving first.

It’s all about having as much fun as possible; covering big miles, meeting cool people, riding special roads and making memories. Nice.

It’s pretty much hassle-free, too, with the organisers sorting the digs; luggage transfers between them; putting on support vehicles between the stages; and setting up proper snappers to capture the action. There’s even an option to ship your bike back home if you’re short on time.

The ‘InvAsia’ Cannonball Bike Run kicks off on June 28 at Brno (where you can take to the track before hitting the road on the 29). Away from that, details are intentionally a bit hazy. Daily activities, destinations and the route you’ll be riding will be announced each morning. We do know that by July 5 you’ll be in Istanbul, before jumping back on the bike and heading for Sunny Beach in Bulgaria for a mega party to celebrate making it to the end.

Speaking about the event, founder Steve Mason said: “There’s a lot of misconceptions about CBR; we’re not a crazy group of bikers racing each other to the next destination. We’re all about relentlessly searching out

the most epic riding roads, savouring the raw thrill of motorcycling far away from tourist traffic, and creating an unrepeatable shared experience with the most legendary group of people.”

Priced at €2499, it’s not exactly a cheap trip. But when you consider you get eight nights in luxury digs; breakfast, lunch and dinner daily; technical support; luggage transfers; on-event activities; detailed road maps; insurance; some merch; trophies; and a batch of photographs, it starts to look like pretty good value. If you’re interested, you’d better act fast as places are limited.

For more information, visit: www.cannonballism.com

NEWS 9

BIG BROTHER Husqvarna’s getting ready to reveal a larger version of its Svartpilen roadster-cum-scrambler. And it’ll be powered by the same motor as the KTM 790 Duke. Yes please.

The news from the Austrian-owned firm isn’t exactly a surprise, following its not-so-subtle social media teaser a few weeks back. But that doesn’t mean it’s not exciting.

Historically, it was only possible for riders to get their hands on the sportier, more-focused Vitpilen if they wanted something punchier than the 401 versions of the bikes. Speaking of which, this reveal follows swiftly on from the release of the new range of smaller capacity Svartpilen and Vitpilen 401s and 125s - and there’s a good chance that the larger capacity version of the somehow retro yet modern street scrambler will follow the same winning formula.

While we haven’t got all the details just yet, Husky has shared a few bits of key information which give us a taste of what’s to come when it’s revealed in full on March 19.

Based largely on the KTM 790 Duke (though not built-in China by CFMoto), the new Svartpilen 801 is a pretty big deal for the firm. It’ll become the biggest purely ‘street-focused’ bike in its range; and as you’d expect, it’ll

have all the good stuff necessary to make it an absolute blast on the road.

It tips the scales at a svelte 181kg and has 105hp on tap from its feisty parallel-twin motor… that sounds like a winning combination, doesn’t it?

There’s WP suspension and all the electronics you’d expect too; including rider aids, an Easy Shift system as standard and more.

Despite being more street than scrambler, Husky gone out of its way to put the bike through its paces in some pretty exceptional circumstances, taking it for a blast on a flat-track oval, and sticking some spikes in its tyres and handing over the keys to an ice track racing champion. If nothing else, the photos are super cool – though actually, it’s actually a pretty smart way for the factory to reinforce the message that its bike is perfectly placed to help riders ‘escape the ordinary’. And even without the spikes, there’s no doubt it’s a different proposition to the rest of the middleweight naked bikes on the market. We like that. Now we’ve just got to sit tight until March 19.

PRODUCTS 11

TOP PICKS THIS MONTH RST PRO SERIES ADVENTURE-X LADIES TEXTILES £319 (jacket) £249 (trousers) / www.rst-moto.com We’ve got a lot of time for RST’s adventure gear. We’ve tried and tested its numerous top-of-the-range suits over the past few years and have always been impressed. This one’s been tailored specifically to suit women – but still comes with all the good stuff that makes the men’s version so popular. Made from ballistic Maxtec, featuring a removable X-Liner (which consists of a quilted thermal liner and a SinAqua waterproof membrane) and kitted out with Level 2 armour in all the usual spots (including the back), this is a proper bit of kit that’s capable of keeping you protected from the elements and the worstcase scenario. There’s also plenty of ventilation, loads of storage, and plenty of adjustment to help you get the perfect fit. What more do you need?

TOURATECH TRAVEL SOFT LUGGAGE SERIES From £77.28 | www.touratech-uk.co.uk The new Touratech Travel soft luggage range combines practical functionality with a distinctive design that fits universally on almost any bike. Manufactured in the EU, the bags are welded waterproof and the particularly robust material guarantees long durability. There’re also hardshell lids as standard, to give the bags additional robustness, and there’s a Molle system (Modular Lightweight Load-carrying Equipment), too.

There are a number of different items of luggage. The easily-

accessible rear bag (£154.64) can be strapped to the pillion seat or luggage carrier (or both, as on the GS picture), while the side bags have an ingeniously simple fastening system.

A docking panel is an integral part of the bag, forming a stable back panel that ensures that the bag is firmly and comfortably locked to the carrier. The fastener is locked with a flick of the wrist when the bag is attached to the carrier and can be unlocked just as easily.

In between, it fixes the docking

panel – and thus the side bag – to the carrier without play and is bombproof. An optional lock set is available to lock the fastener. As a guide to pricing, the 40-litre bag is £300.

R&G LEVER GUARDS From £38.33 plus VAT / www.rg-racing.com Planning to hit up a trackday in 2024? You’ll need to kit out your bike first. Lever guards are now compulsory at UK circuits, but the good news is that R&G’s got an extensive range to get you track-ready. Approved for use in the British Superbike paddock (they are actually the ‘Official Crash Protection Supplier’ to British Superbikes, with a dedicated support service attending each round), the durable R&G guards are designed to suit any bike and budget.

Whether it’s the cost-effective Moulded Lever Guard or the ergonomically-designed Brake Lever Guard, they take just minutes to install and protect against the accidental application of the front brake while passing other riders. Of course, the R&G lever guards are also ideal for road riders, helping to keep them safe while filtering through traffic.

SHOEI NEOTEC 3 HELMET From £589.99 / www.shoeiassured.co.uk This is Shoei’s top-spec touring flip-front lid, packed with the best the Japanese firm can provide. It’s got all the usual features: internal sun visor; one-hand flip-up; locking button and quick-change mechanism on the main visor; removable liner; and micro-ratchet chin strap fastener. It’s fully ECE22.06 approved, loaded with vents, and prepared for a Sena SRL 3 intercom system.

Shoei is also launching a new PFS fitting service, which takes measurements of your head and tailors the helmet lining to fit perfectly, and that will be available for the Neotec 3 and other lids this spring.

OPTIMATE 4 QUAD PROGRAM CHARGER £92.50 / www.optimate.co.uk OptiMate 4 Quad Program is the ultimate battery charger for the hightechnology 12V lead-acid or lithium battery, typically found in adventure, touring, cruiser and performance motorcycles. It’s also useful for other vehicles.

The OptiMate 4 Quad Program is apparently the perfect solution for owners of any motorcycle with a 12V system and is particularly useful for those with more than one bike to look after, because you can select the type of battery that is fitted. A one-

stop solution to battery care, it is a 9-step 1.25A charger and maintainer that can be connected to all 12V STD, AGM and GEL lead-acid and LiFePO4 or LFP Lithium batteries.

Super-simple to operate, the user can toggle between main modes at the push of a button, then just leave the OptiMate 4 Quad Program to do its thing automatically. We like that as we’re lazy…

For long-term use, connect the battery lead directly on to the terminals, and the charger will keep a

AFFORDABLE ALTERNATIVES OXFORD SPARTAN WOMEN’S TEXTILE SUIT

£99.99

Need a cheap, female-friendly commuting outfit? Or a suit for occasional lady pillions? This entrylevel Oxford Spartan suit could be just the job. For £180, you get trousers and jacket with waterproof membrane, taped seams, tough polyester outer shell, and CE level 1 armour at elbows, shoulders and knees. Available in black or high-viz yellow in sizes 8-20. £79.99 www.oxfordproducts.com

MOTO DETAIL SADDLEBAGS Waterproof panniers from the folks over at Louis moto for less than £100.

Nice. With around 25 litres of space, the roll-top pair should see you able to stash all your gear for your next adventure. There’re also some additional compartments which can be accessed from the top, and there’s padded shoulder straps to make it easier to lug around off the £85.7 6 bike. www.louis-moto.co.uk

OXFORD BRAKE Oxford know how to built quality kit that doesn’t break the bank. These single lever guards are the perfect example; readymade to prevent accidental engagement of the levers during close wheel-to-wheel £85.76 racing (or from wing mirror strikes on the road when filtering). Lightweight and easy to install, they fit 22mm handlebars (but also come with 12-18mm inserts for different types of bars). www.oxfordproducts.com

SCORPION EXO-TECH EVO HELMET Scorpion make some seriously funky helmets that are jampacked with quality features, yet don’t break the bank. This ECE-2206 approved dualhomologated flip-front number comes in a couple of different shell sizes for the perfect fit, and gets KwikWick 3 antimicrobial internal liner; new Kwikfit cheekpads to make the £279.99 helmet easier to use for glasses wearers; a new MicroMetric Fastening Buckle; a new 100% Max Vision Pinlock insert; and an integrated Speedview Retractable Sun Visor. Proper. www.bikerheadz.co.uk

YUASA YCX1.5 SMART CHARGER

ry in peak condition and battery nd extend rking life. It can als its work also recover a ‘dead’ unit u from m as llow as 0.5V (most batteriess app appear ‘flat’ when they drop to 9V and are almost impossible to recover from below 2V).

You’ll no doubt be familiar with Yuasa batteries – but you might not have realised they also make top-quality chargers to keep your ride in top health. This one features an automatic 7-stage charging and maintenance process which is compatible with 6V and 12V motorcycle batteries. It’ll detect and communicate faults, and maintain £44.99 an optimum charge while your bike (or battery) is sat doing nothing. www.yuasa.co.uk

12 EVENTS

The wheres, whats and whens of the most iconic motorcycle race on the planet.

THE SCHEDULE* QUALIFYING MAY 27 Morning Practice & Afternoon Qualifying MAY 28 Evening Qualifying MAY 29 Evening Qualifying

Since 1907, a little island in the Irish Sea has played host to one of the most exciting motorcycle races in the world. The ultimate test of man and machine, the Isle of Man TT sits high of bikers’ bucket lists the world over – and with 200bhp race bikes flying down public roads at speeds in excess of 200mph, it’s not difficult to see why.

There’re still a few months to go before the action kicks off, but if you want to get the most out of the biggest biking event on the calendar you need to start getting sorted now (if you haven’t already).

HOW DOES IT WORK?

The TT is essentially a time trial with riders competing against the clock.

They set off from the start line in Douglas at 10-second intervals – but because some riders are faster than others it’s quite common to see riders racing around the Mountain Course in close proximity. And with little room to manoeuvre, passing slower riders on the course can be a tricky (and often time-consuming) business.

WHAT DOES IT ALL MEAN?

There’re two types of racing at the Isle of Man TT event: solos (motorcycles with one person on them, the rider) and sidecars (one rider, one passenger who sits on the side of the threewheeled outfit).

Within the solo class there are a variety of different races for different specifications of motorcycle, with different sizes of engines and different methods of propulsion. The biggest motorcycles compete in the Superbike and Senior races over six laps (although, just to confuse you a bit, the Senior is also open to Supersport and Superstock bikes, too).

The Superstock race is for big cc motorcycles that look and sound very similar to the top, top spec bikes you’ll see in the Senior race but are largely kitted with race parts that you can buy over the counter.

The two Supersport TT races are for 600cc solos over four laps. Both races are held on different days with each counting as a separate race. There’s no aggregate scoring in TT races.

The Supertwin TT race is for 700cc (and below) twin-cylinder bikes. It replaced the Lightweight TT, but the rules are largely the same: change whatever you want, but not the frame.

Then there’s the Sidecar TT, too. They get two races during Race Week with each standing alone as a result in its own right.

WHERE SHALL I WATCH?

There’s something truly special about the Isle of Man TT, and a big part of it is the iconic Mountain Course. The ‘track’ cuts through the Isle of Man’s rugged landscape, with a single 37.37mile lap of the Mountain Course taking in long, bumpy straights, winding country roads, tricky, twisty

MAY 30 Evening Qualifying MAY 31 Afternoon Qualifying

RACING JUNE 1 Supersport TT Race 1 and Sidecar TT Race 1

village sections, jumps, hairpin bends and fast-flowing corners; the TT’s got it all. Here’re our top five spots on the course to take in the action:

DORAN’S BEND

Very scary and very fast lefthander that the riders go into fully committed. Riders have, in the past, scraped the tops of their lids on the wall on the exit.

BARREGARROW

The scariest place on the TT course, where riders roll off the throttle from flat out and aim for the inside kerb at the bottom of a severe dip in the landscape. The bike’s suspension bottoms out and it’s not unheard of to see a rider’s feet come off the footrests as the bike tankslaps its way up the hill.

RHENCULLEN

JUNE 2 Superbike TT Race 1

The toughest section of the course and a place where you can see the riders wheelie, dive into a blind right/left set of corners and then hit a hump in the road that lofts the front wheel at 140mph. This is a classic TT spot.

JUNE 4 Superstock TT Race 1 and Supertwin TT Race 1

BALLAUGH

JUNE 7 Superstock TT Race 2 and Supertwin TT Race 2

Truly this is one of the most famous spots of the TT course and jumping the humpbacked bridge is a TT classic all on its own.

VERANDAH FOUR

A blistering, four-part series of righthand corners right on the edge of the Mountain. Fast racers actually count their way round Verandah so they know when they’re coming out of the corner.

JUNE 5 Supersport TT Race 2 and Sidecar TT Race 2

JUNE 8 Senior TT Race *Subject to change. The island has it’s own little microclimate, and there’s no guessing what the weather might do.

COMPETITION 13

THE S E K I B E R O M QUIZ

WIN!

It’s time to get out your pens and pencils and put your grey matter to the test.

We love a bit of trivia here at MoreBikes. No matter whether we’re at a pub quiz with a beer in one hand and a pencil in the other, or being questioned by our mates when we’re stood around at a bike night, there’s something about knowing the answer to an unexpected question that gives us a nice fuzzy feeling inside. And if we don’t know, then there’s a good chance we might learn something. That’s why we’ve decided to introduce a regular quiz section sponsored by our good pals at Fowlers (who’ll be supplying the prizes).

We’ll be asking you questions about all

1

manner of two-wheeled stuff, pushing your memories to the limit and asking you to dig deep to try and remember all manner of strange stuff from right across the biking spectrum. It’s a chance for you to show off your infinite wisdom and be in with a shot of bagging some cool prizes.

All you’ve got to do is jot down the answers on the entry form below, and send it in using the details provided. We’ll then pick the winner from an upturned helmet crammed with correct answers, and that person will be sent a brand-new bit of kit that’ll help them stay safe out on the road.

Which Indian firm has worked with Triumph to create its pair of 400s?

6

While it might not be quite time to whip out the summer gloves just yet, we are getting g closer. The evenings are getting lighter, the days are getting warmer, and those few frosty mornings are becoming an increasingly distant memory. But in the UK, U even in the height of summer, there’s still a fair chance you could get caught out in a downpour. That’s why these Wave gloves from Weise look like a winner to us.

Slimline, lightweight and comfortable – but with a McTex waterproof and breathable membrane to keep the worst of the rainfall at bay, with TPU knuckle and finger armour, padded palms and critical dual-layered synthetic suede. Nice. Want to know more? Visit: www.weiseclothing.com

Worth £99.99

What’s the name of the green-lane mecca close to Stonehenge?

7 2 Which Spanish firm’s revealed a bike When was Yamaha’s original limited8 with a whopping 40-litre fuel tank?

3 run YZF-R7 released?

When did Guy Martin make his debut at Which Taiwanese manufacturer got its start making stuff for Honda?

9 the Isle of Man TT? 4 Where does this year’s Cannoball Bike What’s the name of Royal Enfield’s 5 new 452cc single-cylinder engine? 10 Run kick off?

Which Italian firm has just added VVT to its 853cc adventurer?

Which UK kit specialist is celebrating 30 years of business in 2024?

you get ’em right? Triumph, K5, 999cc, Honda and Yamaha, 47mph, 1986, Honda, LAST MONTH: Did 1993, Red Bull Ring, QJ Motor

Here’s the legal bit that you need to know

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14 ROUTE FINDER COAST-TO-COAST

DEVON There’s some spectacular riding down in the south west corner of the UK. With two distinct coastlines and two National Parks, Devon’s the place to go if you’re looking for dramatic scenery and top riding all in one spot. From dramatic seascapes and wide-open moorland to nadgery little lanes and picturesque towns and villages, this little corner of England really is a paradise for bikers.

This is a coast-to-coast route starting from Slapton Sands in the south of Devon, ending up at The Valley of the Rocks near Lynton in the north, passing through both Dartmoor and Exmoor National Parks on the way. Once you leave the A38, much of the first part of the route is tight and twisty and extremely rewarding as you wind your way up to the famous B3212 that cuts right through the centre of Dartmoor, passing through Princetown on the way. From there you’ll pass through Widdecombe on the Moor, Moretonhampstead and Chagford (all great places to stop for a brew, a bite to eat and stretch of the legs), before leaving Dartmoor and taking a slightly more direct route up into Exmoor. The middle section isn’t the most exciting (and more scenic routes are available), but it’s all about making decent progress and getting into Exmoor as quickly as possible.

The moor here is a bit more open, with some smoother and faster stretches of road to enjoy as you make your way up to Minehead where things really start to get interesting when you join the A39 that leads you all the way to Lynton and beyond. This is one of the best stretches of road in the country – fast, freeflowing and great fun.

DARTMOOR CIRCULAR

Start the route at Buckfastleigh and briefly head north on the A38 before turning left towards Hele and Buckland in the Moor. At the junction with the B3387 turn left and a short distance further, right towards Bonehill. You are now heading towards Southcott. It is worth watching out for a sign to the medieval village of Hound Tor. Turn left in Southcott and head towards Lettaford. Turn right on to the 3242 to Sloncombe, and left on to the A382. This will take you to Whiddon Down, passing three castles off to the right: Cranbrook, Prestonbury and Castle Drogo. At the junction with the A30, turn left to Okehampton, and then south through Meldon, picking up the A386 towards Sourton. You are now skirting the western edge of the National Park as the road passes through Beardon and Mary Tavy to Tavistock. Watch for a left turn on to the B3357 on the northern edge of the town and signs to the right for Sampford Spinney and south to Walkhampton.

Turn left on the B3212, which will take you to Princetown. Carry on this road to the B3357 towards Two Bridges and east to Poundsgate.

You can then cut south to Buckfast and back to the starting point.

TRICKY TRAILS

WHAT’S YOURS? There’s nothing quite like a bit of local knowledge when it comes to finding the best roads an area has to offer. If you’ve got a top blast on your doorstep (and you don’t mind sharing), we’d love to hear from you.

Devon’s an off-roaders’ paradise. There’s an abundance of legal lanes to explore; and a good OS map will see you right for days of dirt-based fun.

There’s another option, though… the Trans Euro Trail runs right through Devon. Twice.

Never heard of it before? It’s essentially a whopping Europe-wide route which runs from the top of Scandinavia to the top of Africa.

And best of all, you can download free GPX files or even load the app on to your phone to make it easy to seek out the legal lanes which make up ‘the Trail’. One of the Devon routes runs from just north of Lyme Regis all the way into Plymouth, via Exeter. And the other, which forms part of the Great Western Way, runs from near Launceston all the way over the border to Chard.

It’s also worth mentioning that many of these lanes are on the trickier end of the spectrum, and although talented riders might be able to manage to heave a big adventure bike along them, us mere mortals would have much, much more fun on smaller dirt-focused trail bikes.

16 QUICK SPIN

SHORT KINGS Size doesn’t really matter. Royal Enfield’s Himalayan 411 proved it, finding favour with riders small and large, old and young. And now Triumph’s after a bit of that, with a pair of new 400cc machines that won’t break the bank.

WORDS: Matt Hull PHOTOS: Chippy Wood and Gareth Harford

h Scrambler 400 X Triumph Scrambler Speed 400 and Triump If you are interested in the new Triumph 400 ‘T-range’, then the facts have been out for a while. The Speed 400 is the road bike and comes in from £5995, the Scrambler 400 X it’s off-road-styled sibling at £5695. The platform has been in development for five years in conjunction with Bajaj from the start, utilising their small bike, large manufacturing capability skills.

Both models have a brand-new 400cc, four-stroke, 4v, liquid-cooled single cylinder, with six gears giving at just under 40bhp. But despite the looks, the similarities get less from there. The frame is different for less compromise of geometry, suspension, wheel, exhaust, brakes, tyres, seat, and even the electronics are slightly tailored to suit the two applications. Wet weight is a lithe-like 170kg for the Speed 400 and 179kg for the Scrambler X. So far, it’s really quite impressive.

The clever peeps have been playing with their calculators to get both models to feel as similar as possible, yet still stick to their chosen discipline: road or road/faux off-road. The Scrambler may have longer

suspension and a bigger front wheel, but the frame has different geometry to accommodate the taller stance. You may also notice the Scrambler has a longer wheelbase (just from the chain adjusters) and the tyres are narrower than the Speed for its combined uses and height, again showing the attention to detail given to the riding manners.

Jumping on to the Scrambler first, everything falls to hand. A good start, though it is tall – 835mm compared to 790mm of the Speed. However, the preload and narrow nose of the seat aids getting back down to the floor comfortably. The wide handlebars give a great feeling of being in control and able to push the bike into a corner – but for those who whizz through traffic, the Speed 400 has ’bars that are more than three inches (85mm) narrower. These are brand-new bikes, run-in but production models off the line, not preproduction, yet from first moving off (in front of all the mechanics and Triumph suits) the clutch feels smooth and predictable. Phew. And we head straight into rushhour traffic. In this environment it feels no different to a

Scrambler 900 in size, quality or feel. In fact, I’m having more fun as the 400 is lighter and I may even say has more character.

Riding through town is lovely and easy, and the Scrambler 400X feels at home. Gear changes are slightly jerky as it feels low geared and a single always needs smoother control than a twin, but you quickly compensate. Spanish roads are notoriously shiny and slippery, so care is the aim of the game.

We have to negotiate a six-lane roundabout to get out of Valencia, which, with faded lines and Spanish drivers, is like something from Squid games. But the bike is nimble and quick, and yet feels large enough to have a presence others will (hopefully) see. As the day goes on the Speed has just as much time to impress me. Lower to sit on, less suspension travel and a firmer brake give more confidence when riding on Tarmac and getting quicker, and in my eyes, the Speed has the edge in looks. Anyway, out of the city we go.

Taking the speed up has no issues. With 39bhp @ 8000rpm and 28lb-ft @ 6000rpm it feels different at first;

QUICK SPIN 17

BUYING USED

If you like your road tests with a bit of historical context, then the folks at Classic Bike Guide magazine have got you covered. They get their teeth stuck into the coolest modern-retro rides, and offer loads of practical advice about buying, running and restoring old bikes, too. Scan the code to get your hands on the latest issue where these two lovelies are given a proper onceover.

Royal Enfield Scram 411 2022-on / £2500-£3699 The Scram 411 builds on the solid base of the much-loved first generation Himalayan; adding better road manners and some funky styling to the mix. It might be a little agricultural, and performance isn’t exactly earth-shattering, but it still offers a level of charm that’s difficult to quantify.

Yamaha SR400 2014-2018 / £3500-£4500 The short-lived retro SR400 should have been more successful than it was. The back-to-basics roadster had plenty going for it: easy-going road manners; a super-friendly motor; and diddy dimensions that anyone with a heart struggled to dislike – but it didn’t really sell. Slightly too pricey, not enough punch and no electric start. If you can find one of the few models on the market for the right price, it’s well worth a punt…

I’m not used to a potent single, but the bike pulls nicely from low down in the lower gears, though does need the revs to keep accelerating as the speed grows. 60mph is easily achieved, with the bike sitting nicely on a constant throttle whether on the flat or heading uphill.

Take it up to 70mph and things get louder, feel busier, yet the engine doesn’t vibrate. Only after 70mph does the engine balance start to make its presence felt.

80mph is viable as is more, but not without feeling strained and buzzy.

The gearbox isn’t as slick for changes as a ’box can be (though on a five grand, single-cylinder bike, maybe it is). No false neutrals, it just likes a firmer foot than I would like. There’s no slipper clutch and you cannot bang down the gears like you would on a four-cylinder bike. It’s no bad thing, using the clutch sorts all these elements, but to keep the ride smooth requires more attention. Having said that, the damn thing is so good in general, you find yourself comparing it with bikes it really shouldn’t be!

The Speed and Scrambler X will genuinely cruise and

can even be used to tour, or at least to commute decent distances everyday. But it’s in the back roads that these bikes excel. Both can hustle the twisties with aplomb.

The tighter the corners, the more these 400s feel at home. Instant pick-up; excellent feel from the brakes; predictability from the 43mm Big Piston Fork forks; good Metzeler tyres; and plenty of ground clearance mean either model will stick with any sportsbike like a limpet.

If I had to choose a bike for back roads, the Speed 400 would be it. It must be noted, these bikes on a set of twisty back roads where the lightweight and quick steering are a must, these are a hoot.

Off-road is a similar story. We’re talking mild off-road, like finding a green lane and wondering where it goes, not Motocross here. The Scrambler X is obviously more suitable; the ABS can be switched off easily but it’s the riding position that helps the most. The longer travel suspension will help, as will the 175kg weight and those Karoo tyres with wide handlebars and bark busters.

Leave climbing mountains to MX bikes but enjoy the back lanes you have always wanted to seek out.

Benelli Leoncino 500 2018-on / £2500-£5299 The super-stylish roadster from the resurgent Italian firm is a lovely thing. Comfy, well-built, easy to ride and loads of fun.

What more could you need if you’re in the market for an A2compliant retro-ish ride? While there’s been question marks over Benelli’s build quality, these seem to be holding up well – so don’t rule out an earlier model, providing it’s been looked after.

18 LAUNCH RIDE

The brilliant, bulletproof Adventure from India has had a serious overhaul for 2024 – and we’ve been to its birthplace to see what it’s made of.

Royal Enfield Himalayan 450 WORDS: Adam ‘Chad’ Child PHOTOS: Royal Enfield, Chippy Wood, Jason Critchell The original Royal Enfield Himalayan quickly became a significant player in the adventure motorcycle market, thanks to its rugged simplicity and affordability (it was priced under £4000 when first launched). Now, the introduction of an all-new 450cc single-cylinder engine with water-cooling, ride-by-wire throttle, and double overhead camshafts – all firsts for the Indian manufacturer – represents a considerable advancement in terms of performance and technology. New features such as Showa suspension, riding modes, switchable ABS and a TFT dash with connectivity and navigation should also make the new Himalayan an even more capable and versatile machine.

We flew all the way to the Himalayas for 48 hours of crazy testing at 11,000 feet (and higher). Two days’ travelling, three planes and a scary taxi ride to get there: could the Himalayan live up to the name?

The introduction of a new 452cc single, the Sherpa 450, signifies a significant milestone for Enfield, as it introduces water-cooling, ride-by-wire technology and a dual overhead camshaft (DOHC) configuration – all firsts for the manufacturer. The Sherpa 450 unit is also an impressive 10kg lighter than the air-cooled engine it replaces.

In terms of performance, the 452cc single produces 40hp at 8000rpm and 40Nm/29.52lb-ft of torque at 5500rpm, and making a smoother, broader band of power.

Some 90% of that peak torque is available from as low as 3000rpm, ensuring that the bike generates plenty of grunt wherever it is in the rev range.

The Himalayan’s new-found performance can’t really be described as spritely or thrilling, especially at altitude, but it does deliver a lovely slug of torque and fuss-free acceleration for a low-capacity single. At lower, more normal-to-Europeans altitudes, it will perform even better, making everyday overtaking and motorway cruising far more achievable. After all, keeping up with faster traffic on the outgoing Himalayan risked a dislocated wrist in a bid to squeeze out every last molecule of power.

The new Enfield Himalayan features a completely redesigned chassis and suspension set up but retains the old bike’s crucial and defining go-anywhere DNA. The 21inch front wheel and 17-inch rear wheel combination are still present and correct, so, too, long-travel suspension and excellent ground clearance.

The non-adjustable 43mm Showa forks have 200mm of travel, which absorbs rough terrain effortlessly and provides a comfortable ride. At the rear there is a new single shock with spring preload adjustment and, like the front, 200mm of travel, which is 20mm more than the older model. This set up results in an impressive 230mm of ground clearance, which is 10mm more

than the air-cooled Himalayan.

While inconsistent road conditions limited the ability to push the bike’s handling to the limit, initial impressions were positive. The CEAT Gripp tyres handled the heartstopping transformation from asphalt to moonscape without drama, although further testing with different road conditions may provide more insight into their performance.

Off-road, the Himalayan 450 excelled and, much like a trusty old Land Rover, navigated calmly around and over obstacles without fuss or once losing traction. Stable, reassuring and, in this wild and at times scary riding environment, immensely reassuring, it just kept plodding along.

The switchable ABS, which is either road or off-road (where there is no ABS on the rear wheel), allows for enhanced control in varied conditions. ABS can’t be switched off entirely. Traction control isn’t available and wasn’t missed due to the bike’s natural balance, perfectly metered low-end torque and excellent suspension, which enabled it to find traction and power – so long as it was dry and rocky (more off-road biased tyres would be required for any serious mud adventures). While some adjustments, like higher handlebars, could improve the bike’s standing position, the new Himalayan is as robust and reliable a companion for explorers and adventure riders as the older bike.

The new braking system features Indian-made Bybre calipers and represents another significant update. The front disc diameter has been increased to 320mm from 300mm, while the rear disc has also grown from 240mm to 270mm. The addition of ABS as standard, with the offroad setting, enhances the bike’s versatile safety features.

These new brakes provide sufficient stopping power for the relatively heavy Himalayan. They’re not exactly razorsharp but do deliver progressive and smooth braking performance, making them well suited for new riders and those exploring off-road terrain for the first time. In the Himalayas at least, the ABS system is not overly intrusive.

In the flesh, the new design of the Himalayan 450 makes the older 411 model appear dated. The neat headlight, integrated indicators and brake light, TFT dash and the unique crash bars around the fuel tank are cleverly designed and executed. The design department clearly has been working overtime; I like the new design, and a wide choice of colours and accessories allow for easy personalisation. Finally, a Himalayan you can be proud to own – and with prices starting at £5850, it’s not the bargain £4000 of the original, but it’s still priced very competitively. I reckon Enfield’s revamp of the Himalayan has clearly paid off.

LAUNCH RIDE 19

BUYING USED Honda CRF250L This is just a tasty teaser of the full test in the current issue of Motorcycle Sport and Leisure magazine.

If you want a proper lowdown on one of the most important bikes on the market, scan the code and get yourself a copy delivered direct to your door.

2012-2018 / £2000-£4500 The CRF remains a favourite among off-road-loving adventure bike riders for good reason. It is a truly brilliant motorcycle. A proven roundthe-world adventurer that’s easy to ride, easy to live with and easy to love. Having been replaced by the new CRF300L, you might be able to snag yourself a bit of a bargain.

Kawasaki KLR650 1987-2002 / £1500-£5000 The 42bhp back-to-basics, bulletproof big KLR remains a brilliant choice for adventurers who aren’t bothered about speed. While it might be a fair bit bigger than the newest Himalayan, the comfortable, quietly capable, remarkably rugged and surprisingly affordable Kwaker offers a lot of the good stuff that makes the Enfield so popular. And super-easy to work on, too.

CCM GP450 2013-2017 / £4000-£5000 At the time of its release, hopes were high for the lightweight enduro-cumadventure bike from the Bolton-based firm. And it more than proved itself, earning favourable reviews from the media. But sadly its success was short-lived; with its ageing 450cc motor from BMW unable to meet ever-tightening emissions regulations, it was quickly dropped from the range.

It’s still a great buy though, if you can find one for the right price.

LONG TERMER 21

Yamaha Ténéré World Raid Dave Manning / One month / 472 miles / £11,910

When it was dropped off at my gaff, my first thought was, ‘By the cringe, this is loads bigger than the normal Ténéré!’ Even though it’d been a couple of years since I rode the T7, over in the Lake District on one of our National Park tours, it was immediately clear that the World Raid’s dimensions were bigger in every direction.

My first ride was down to Motorcycle Live, and fully clobbered up in winter riding gear it was a tad awkward to get my leg up and over the seat and hard panniers, and then only tippy-toe once I was seated.

They say that first impressions are all-important. When it comes to motorcycles I tend to disagree, as a bit more seat time allows you to explore the full character of a bike, and the World Raid is a prime example, from my perspective. The first few miles I covered on the Yam saw me grumpy: too tall; too wide; too heavy; no cruise control; the seat digs into my thighs when I have my feet down; whine, whine, mutter, grumble… I calmed down, of course, and by the time I reached the NEC in Birmingham two-and-ahalf hours later, warm and dry, and feeling not quite as fresh as a daisy, but probably as fresh as I ever feel nowadays. Yer, it’s okay this Yam. The ride home that evening, leaving in the dark in really fine misty rain, could’ve set off the grumbles again. It did not. Despite the dark; the pitiful state of driving on the M42, M1 and A46, and the persistent drizzle; I actually enjoyed the ride home.

The dual fuel tanks were big enough to just require one fill-up for the two-way journey (repeated the next day), with a comfortable 200 miles covered before a required refill, and the advantage of that slightly-too-tall seat height is that I got no leg cramp, and no knee pain like I get with bikes with a more confined seating position.

The screen is reasonable too, in that it deflects a decent level of road spray, and is quieter than others (Honda Africa Twin springs to mind).

Now it’s time to get some more seat time, although I already have stuff to talk about next month, like the lack of electronic doodads and gadgets (I like that. A lot); the peculiarity in fuel gauge action; and the convenient nature of the removable panniers…

KTM 790 Duke

Ross Mowbray / Six months / 2530 miles / £7999

The KTM 790 Duke is built in China. Up to now, I’ve not really mentioned it. Plenty of stuff we own and consume is built over in the Far East, and yet plenty of you have an awful lot to say about bikes built in that neck of the woods. I understand some of the concern, though any criticism about the quality of the build is becoming less and less pertinent with each passing year. There’s still some rough stuff out there, but if you stick to the larger, more established brands that aren’t simply focused on building cheap, you’ll not go far wrong.

One that’s come out on top is CFMOTO. They’ve been around for quite a few years now, making a name for themselves by knocking out value-for-money middleweight and small-capacity motorcycles. That’s probably why KTM decided to join forces with them back in 2011, before entering into a joint venture in 2017.

There’s evidently a lot of trust there, and the CEO of KTM, Stefan Pierer, has said exactly that. “We built up a very good trust level with CFMOTO. They are a very serious Chinese company. We’ve now arranged to do a 50/50 venture on KTM products made in China for sale worldwide. I’m happy to attach the KTM name to something made by them.”

And that’s what happened, with CFMOTO recently handed the designs to the previously defunct KTM 790 Duke, which was dropped from the range in favour of the 890. It’s largely the same as the old model, minus a few minor tweaks. KTM and CFMOTO have made some subtle changes, including revising the engine (with 20% more rotating mass to help improve handling and stability).

It’s a brilliant motor. Fun, flexible and free-revving with enough bite and a desire to be worked hard. It’ll have no qualms holding its own with bigger and ‘more capable’ bikes on the road.

The chassis is spot on, too. It’s unchanged for 2023, which means there’s the same decidedly budgetfocused 43mm WP Apex forks up front and Apex shock at the rear. They’re set up pretty much perfectly for the bike, with a definite focus on performance over comfort.

A pair of radial-mount four-piston calipers help to haul it up to a halt, offering plenty of bite and more than enough feel.

It’s near on impossible to ever really know a bike without owning it, but six months together is a pretty good amount of time to get a good feel for it. As it goes, I’ve been seriously impressed with the CFMOTO-built KTM 790 Duke. It’s sharp, agile and surprisingly easy to ride – essentially offering all the good stuff that made

the original 790 Duke a winner. Only now it’s made by CFMOTO in China instead of KTM in Austria.

Importantly, the build quality of the new 790 Duke looks just as good as the previous generation, and I’ve had absolutely no issues in my three-and-a-bit thousand miles. The older 790s have been known to have a few reliability issues, though we’d like to hope most of the niggles have been ironed out for the ‘new’ version.

Ultimately, if this new deal helps the Austrian firm keep costs down enough so that they can continue pricing it seriously competitively (there’s a deal on at the moment which’ll snag you one for under £7000), we’re all for it. A world in which more people ride this bike can’t ever be a bad thing, I reckon…

22 PRODUCTS

BUYING GUIDE

TALKIN’ TECH With every passing year future-focused firms continue to come up with new and original kit that aims to make bikers’ lives better. It’s endless – and we could talk your ear off about all of it, from immobilisers and trackers to heated kit and heads-up displays. But to keep things a bit more focused, this month we’ve decided to concentrate on our favourite biker goodies that make navigation and communication simpler.

I don’t need a sat-nav, do I? I’ll ask you a question. Do you have a great sense of direction? And do you only do local rides? If you ticked those boxes, then not really. But if you go further afield or ride to places you don’t know, or you want to plan a nice ride somewhere interesting, a sat-nav system is a great addition to your kit.

That makes sense, so what should I be looking for?

Broadly speaking there are two options: a dedicated sat-nav or something based on an app (such as Google Maps). A dedicated device is powered from your bike, is waterproof, and has all the maps stored on it, but you may have to pay a regular fee to keep this updated on top of the purchase price.

The advantage is that the information

is stored locally, so you’re not having to rely on a good data connection.

Smartphone navigation apps are cheaper (or free), but you’re relying on a strong signal (signal drops, navigation goes, or the instruction to turn comes too late – looking at you Google Maps).

If you’re aiming to look at the screen you’ll need a strong case to protect your phone and secure it to the bars (and probably something to smooth out the vibrations, too). Alternatively, you can listen to the directions, which’ll mean running earphones into your helmet (risking getting tugged out), buying Bluetooth earplugs or a comms system for your helmet.

Comms Systems.

What do I need to consider?

I’m going to answer another question

with a question. Do you ride in a group or mostly on your own/pillion/one other biker? In groups you’ll want a Mesh system; for smaller numbers a Bluetooth system is ideal.

Mesh is superior in many ways: greater range; allows large groups to talk; if one drops out as they get out of range, the others all stay connected and the other rider may well reconnect automatically once back in range.

Downside, not all Mesh systems talk to one another so if you’re doing regular group rides you need the same kit.

Bluetooth has a shorter range, only handles small numbers, and it’s harder to keep connected. But – and this is a BIG But (inevitable joke about liking big buts deleted) – Bluetooth is universal.

Any Bluetooth unit can speak to another Bluetooth unit.

PRODUCTS 23

TOMTOM RIDER 550 PREMIUM

GARMIN ZUMO XT2

CALIMOTO

The Rider 550 has a few real benefits against much of the app-based competition. Firstly, you can download all the maps to the device and you are not reliant on a phone signal. You also have a nice big screen, which offers very clear directions. The device is easy to put on and take off the bike as the power cables are run from the mount to the battery or auxiliary power socket. Because you run it from the bike’s battery, the device will not run out of juice mid-journey (if it does, you may have some more pressing issues to work on with the bike). You can store lots of routes and destinations on the unit, and use the online tools (TomTom MyDrive, very easy to use once you get the hang of it) to plan your own routes or pick some from their free library. Then you can load the routes to the device wirelessly as long as you have added the unit to your Wi-Fi. I was impressed by how much easier it is now to use the route planners and to get the routes on the device. When I tried a few years ago I rapidly lost my patience with the systems, but now it all makes sense. You can link the satnav to your phone if you want traffic alerts, and you can link it to your headset for audio guidance, but it’s just as easy to leave it running on its own and just glance at it every now and again to see where to go. One of the nifty features is the windy and hilly route settings that can open up a whole new world of riding to you – simply select this setting to divert you from the highways you normally take and discover what’s around you. It takes a bit longer to get to your destination, but it’s a lot more fun. If you ride in the city, the app-based options are still more convenient, but for finding the best country roads, planning longer trips and making sure you stay on the right path, the Rider 550 is my weapon of choice.

We’ve been getting to grips with the latest iteration of Garmin’s Zumo biker sat-nav.

Packed with features and ready-loaded with European maps (with free access to the R.O.W), there’s a lot to like about this top-of-the-line bit of kit But is it worth the money? And why would you go for it over the cheaper TomTom? Or the older Garmin XT it supersedes?

It’s got all the good stuff you’d expect for something that costs over 500 quid: a super-clear 6” TFT screen; live traffic updates; hazard alerts; an adventurous routes option (which’ll search out twisty roads so you don’t have to); a selection of different map layers (depending on your terrain); and the option to record your rides, too.

It’s also easier to map out your routes on the sat-nav itself; though there’s also a new Tread app on which you can plan routes and wirelessly whizz them over to the device. It’s clever and very easy to use, but probably not as capable as the BaseCamp software that was both loved and loathed by Garmin owners of old.

There are more differences to the old model: it’s lighter, has a longer battery life, and features a new USB-C connection to make it easier to plug into your bike.

It’s also better at tracking your location, updating your position 10 times every second (instead of just once).

The big selling point of the Garmin is its ability to provide mapping for off-road routes. It’s something the TomTom doesn’t do; and while you can find apps for your phone that’ll do a good job, the Zumo XT2 is far superior. It’s super-easy to load GPX files on to the device, and with 32GB of internal storage (and an SD card slot), you’ll have no trouble with space.

The XT2 builds on the winning formula of its predecessor, but it more capable, longer lasting and easier to use. That’s a win in my book.

This is a slightly different option to the others. It’s an app for your smartphone which can be downloaded for free.

In essence, it’ll turn your phone into a straightforward and very capable route planner and navigation device.

But there’s more to it than meets the eye, because you can task it with searching out less direct routes to your destination. That’s not that unusual… the two ‘proper’ sat-navs do the same thing. But the Calimoto twistyroad-finding algorithm is particularly brilliant; pushing me to search out some spectacular rides that I wasn’t aware of.

While it’s available to download for free, it’s probably worth biting the bullet and splashing out on a subscription which gives you access to all of the features. That said, you can download it for free and try it out; you’ll just be limited to a set area once you’ve downloaded your map of choice.

The subscription option’s the best as it gives you access to worldwide maps; the super-winding routes planning option; speed camera alerts; and the built-in lean angle and acceleration recording – and it’s still a good whack cheaper than the dedicated motorcycle sat-nav devices featured here (even when you’ve factored in the cost of a decent phone mount). There are other options which you can download and use for free, but Calimoto is a brilliant app that’s encouraged me to ride to try out new routes and ride to new places. That can only ever be a good thing, right?

SENA 50C HARMAN KARDON

CARDO PACKTALK CUSTOM

TOUCARE T30S PRO

I’ve been using Sena’s flagship 50C for close to a year – and in that time it’s become one of my most valuable bits of biking kit.

I’ve always loved intercom systems. I seriously value the convenience of being able to natter with a pillion or my riding pals (or even take a call) – and it’s great to be able to listen to some tunes when I’m racking up bigger miles. The 50C excels at this stuff, thanks in part to the Harman Kardon supplied speakers. They’re brilliant; super-clear even at speed (though you will have to turn the volume right up if you’re cruising at motorway speeds).

To make it easy to link up with other riders, the 50C uses a Mesh system. It’s a clever bit of kit which allows several riders to talk to each other over a claimed range of 1.2 miles. I reckon that’s maybe a little optimistic in real-world conditions, but even so I’ve been impressed.

The 50C’s a bit different to other intercoms on the market because it’s got a camera built-in, too. It’s a top-quality 4K one, which is operated by a simple press of the button on the side. You can also take photos when you’re on the move. It’s very easy to operate, and I actually use it on a daily basis; partly so I’m covered if a rogue driver decides I’m invisible, and partly because it’s cool to capture your ride.

Battery-life is good, too. Of course, it depends on how many of the features you’re using at once, but I’ve managed three hours of playing music and video recording, and still had a tiny bit of battery life to spare.

At this point it’d still keep working, but wouldn’t let me use the camera. I think that’s pretty good, and Sena actually claim it’ll sit on standby for over 10 hours. Easy to use, easy to fit and packed with top features, I’d highly recommend the Sena 50C.

I’ve had a chance to try out a few Cardo comms systems over the years.

They’ve always been brilliant,proving themselves more than capable of keeping me connected while I’m out on the road.

But they’re often pretty pricey. And that’s probably why they’ve come up with a more affordable way for bikers to get their hands on one.

The Packtalk Custom is essentially a subscriptionbased system, which allows you to activate specific features when you need them, rather than paying for them all when you buy the device. For your cash you’ll get a relatively basic Mesh intercom-compatible device (which allows you to link up with as many as 15 riders); Bluetooth to connect to your phone or sat-nav (but not both); an FM radio; some ‘high definition’ speakers; a couple of microphones (depending on your preference); and all the bits you need to fit it to your helmet.

It works well as it is, but the beauty of this device is that it can be upgraded. There’s Silver for £2.99 a month, Gold for £4.99 a month, and Platinum for £6.99 a month. The Gold’s probably the one that I’d opt for, as it allows you to connect to a non-Cardo comms device via Bluetooth, as well as connecting a sat-nav.

But you probably would only need it for big two-up trips – and I don’t do that many a year. Two at a push? That means for less than a tenner I’d have two months of the features I actually need, and the rest of the time I’d be perfectly happy with the base version.

It’s a clever idea, and if you want a quality bit of kit from one of the best names in the game, but don’t need all the hi-tech features of a top-end comms system all the time, this could be the one for you.

This is a decidedly budget option in the increasingly competitive intercom market. If you don’t want to spend a few hundred quid on a bit of kit from the bigname brands, the T30S Pro could be just the ticket.

It’s actually a surprisingly capable device, with a host of features that wouldn’t be out of place on a device that’s three times the price. It’s equipped with Mesh software, which allows you to connect up to 32 riders on a single network. That’s right. 32! Though unfortunately, it only works with the same brand of device – so you’re a bit stuffed if your mates have got something else. There’s a Bluetooth connection which’ll allow you to connect to one other rider, though.

I’ve not had a chance to see how well it performs in a big group, but for two-up riding and belting around as a pair, it’s proved itself very capable.

Clear, simple to use and very affordable. I’d say that’s a win.

Okay, so it’s not quite as slick or well equipped as some of the more expensive options out there, but with up to 10 hours of battery life, two ‘high fidelity’ speakers, a couple of microphones, an FM radio, and buttons to skip, pause and play your tunes, I reckon it offers pretty exceptional bang for your buck.

How well it holds up over time remains to be seen, but after six months together, I’ve been impressed.

Mikko Nieminen / £499.99 / www.tomtom.com

Simon Meyer / £493.99 / www.sena-shop.co.uk

Ross Mowbray / £529.99 / www.garmin.com

Nick Ellis / £245 / www.cardosystems.com

Kate Chorley / FREE - £249.99 lifetime access / www.calimoto.com

Ross Mowbray / £129.00 / www.intaride.com

24 KNOWLEDGE

WORDS: Dave Manning PHOTOS: Gary Chapman

A biker-focused podcast with two iconic sportsmen at the helm.

Sounds like a winner to us.

David Prutton (left), Dave Manning (centre) and Iwan Thomas (right)

Once limited to television chat shows, the world of celebrity interviews has now, in the 21st century, expanded to blogs, vlogs and podcasts that cover an expansive range of subjects and personalities – and it’s only natural that the world of motorcycles is covered in that remit.

That’s where Full Chat comes in. It’s a new video podcast from the specialist motorcycle insurance broker Bikesure, hosted by former Olympic athlete Iwan Thomas and former Premier League footballer David Prutton. While they’re big names in their respective fields, they’re also passionate bikers to boot.

Ahead of the launch, we took the time to sit down with the famous pair to find out how knowledgeable, entertaining and bike-obsessive they are, as well as discussing how they’re hoping to bring new blood into the wonderful world of motorcycling….

Iwan Thomas is an Olympic and Commonwealth Games athlete, who formerly held the UK record for the 400m (at 44.36 seconds). His interest in bikes came early thanks to his bike-mad dad. Iwan’s first fix came, like so many others, with a 50cc scrambler riding across the fields – while his freedom on the road came with an Aprilia AF1 aged 16, soon followed by a TZR125 when he was 17. He passed his test on the little Yamaha, but it didn’t stay stock for long.

He didn’t follow the usual path of owning motorcycles of steadily increasing capacity, though. The demands of his athletics endeavours changed his focus, and Iwan put everything into training and competing. His coach wouldn’t have allowed any bike riding anyway; given that injuries are part and parcel of any physical sport, there wasn’t a need to raise the risk by riding a bike. However, Iwan retained his fanaticism for bikes, and after sustaining a few injuries in competition, he decided that having a bike really couldn’t make things any worse. That’s what led to the purchase of an R1, 10 years after the TZR – quite a jump from a tweaked 125 to a full-on litre race rep. At the time, he was living in Derbyshire and if his parents or coach happened to visit, the R1 was kept in a friend’s garage to prevent it from being spotted. But it wasn’t long before the “Why is there a leather jacket and helmet in your wardrobe, Iwan?” question came from his father, although the expected dressing-down didn’t arrive but instead the statement: “Let me have a go!”

That timing did coincide with the athletics career slowing down, no thanks to injuries, so Iwan’s had bikes ever since, and it’s only family commitments that have curtailed time on the bike.

KNOWLEDGE 25

A number of television appearances due to his successful sporting career showed that Iwan was comfortable and competent in front of the cameras, giving rise to appearances on various TV shows, including co-presenting the MotoGP Tonight on BT Sport alongside Craig Doyle, and also taking part in the likes of Strictly Come Dancing and Celebrity MasterChef, with the prize money from winning Deadline (a reality TV show similar to The Apprentice, running for just one season in 2007) happily financing the purchase of a Ducati 1098.

The list of bikes so far suggests that Iwan is a sportbike fanatic through and through and, while he did run a Honda Fireblade last year, he now owns a customised Harley Crossbones. He’s also a big fan of off-road bikes, having recently owned a Husqvarna FE350 – and the dirt bike bug that instilled the love of bikes into a young Iwan is about to be passed down to his kids with a little off-road bike to be used, like Iwan, on the fields.

David Prutton is a former Premier League football star. Having played centre midfield for Nottingham Forest, Leeds United, Sheffield Wednesday and more, he’s made the natural progression to football pundit on Sky Sports.

Prutton’s interest in bikes started a little later than his Full Chat co-host,

and it was a chance meeting with a fellow footballer over in Los Angeles that first sparked an interest in powered two-wheelers. Sat outside a bar, David spotted a very cool bloke, with his girlfriend on pillion, riding a minimalist custom Harley (which, it turns out, had been built by ex-pat Brit Russ Mitchell, and his Exile Cycles business). This super-cool dude pulled up and stepped off and, once helmet and personality-hiding sunglasses were removed, Prutt’s recognised him as a fellow top-flight footballer! We’ll not mention the name – but suffice to say it sowed a seed with David, and it wasn’t long after that he was taking his bike test and subsequently buying a bike.

The first bike, a Honda VT125 Shadow, reflected that very first influence with its custom-based design – and that was followed by a similarly-styled Triumph America, and a bucket-list road trip of America (Death Valley, and the Pacific Coast road) was undertaken on one of that nation’s big-capacity v- twins. But he’s also owned BMW GS Adventures, including one that he rode all around Europe before it was stolen in Swansea, so he’s also open to other genres of bikes. Any assumption that sportsmen and women might only like sportbikes is clearly misguided!

The joy that David got from riding

the big Bavarian adventure bike has also opened his eyes to classic Boxer twins, and it’s clear that he’ll be looking to expand his motorcycling remit to match Iwan’s more eclectic taste in motorcycles – and its highly likely that the podcast will reflect the guys’ plans for two-wheeled adventures.

Both guys were born in 1981, which makes them a little under the UK motorcyclist’s average age, but the way that they got hooked on motorcycling is indicative of how pretty much everyone got inspired to ride – either by family influences, or peer group pressure.

And both of them expressed how motorcycling gives them freedom, too, not just the anonymity of travelling with a helmet that makes them unrecognisable, but also for the purity of simply travelling on a bike, clearing the mind and giving some separation from the pressures of everyday life.

With any luck, the fact that two very successful sportsmen will be talking about how brilliant riding bikes is with other folk who’re also very much in the public eye, we’ll hopefully see some beneficial promotion to the hobby that we know and love so much.

We’ll be tuning into Full Chat when it goes live next month – and we reckon you should, too.

■ Available to listen on Apple, Spotify, YouTube and AudioBoom (as well as several other podcast outlets). The first episode goes live on April 10.

For more information, visit: www.bikesure.co.uk

26 RIDER SKILLS

TAKE TRAILS Riding ‘off-road’ might look intimidating from the outside looking in, but it doesn’t have to be, particularly when you’re being shown the ropes by Phoenix Trails.

WORDS: Ross Mowbray PHOTO: Potski Media

F

ancy a bit of trail riding but don’t know where to start? With centre’s close to the legal-lane abundant Salisbury Plains, North Downs, West Pennines and Peak District, the good folks at Phoenix Trails have got you covered.

It’s a spin-off of the ever-popular Phoenix Motorcycle Training school, which has over 20 road-focused training centres and has built up an enviable reputation in over 20-odd years in the game. The trail thing’s a little more recent, but in that time they’ve carved out a

STAND UP AND LOOK UP If you’re riding off-road, you need to get comfortable with riding while stood up on the pegs. It’ll help improve your forward vision and force you to focus beyond your front wheel and avoid fixing on a target (and subsequently hitting it). It’ll also help offer better control, as the bike can move more freely beneath you and soak up bumps and lumps more easily.

Ensure your knees are straight (but not locked) and your elbows are out to help you and the bike work in unison.

BE PREPARED You never know quite what to expect when you’re on the rough stuff, so you’ve got to be ready to react to changing conditions quickly.

Basically, you need to be ready to take some speed off in a hurry should you need to. You can feather the clutch and take drive away instantly, knock your way down the gears and make use of engine braking, or use the back brake.

little niche for themselves, focusing on legal trail-riding and practical skills that transfer to the road, in contrast to the abundance of centres offering more extreme MX and Enduro experiences. if you want to hone your skills, search out some top lanes, and have a belting day riding through some of the UK’s best scenery, these guys are well worth a look. We spent a day meandering around on some Fantic XEF250 Trails just a stone’s throw from Stonehenge, under the watchful eye of the Salisbury Plain Stig. Here’s what we learned.

RELAX Like riding any motorcycle, you need to try and stay relaxed. Don’t hold on to the bars too tightly, and don’t tense up when you approach an obstacle. Focus on being as smooth and fluid with your movements as possible. When riding stood up, your arms should be relaxed, with elbows out and your palms down – and your legs should be straight, but not locked.

FORGET THE FRONT BRAKE Braking off-road is a much different experience to on the Tarmac – hard, aggressive braking isn’t going to end well unless you really know what you’re doing on the dirt. Instead of using the front brake for around 80% of braking, you should be using both your engine and the back brake to take speed off. It’ll be strange to start with, but with a bit of practice you’ll soon get the hang of it.

STICK TO THE RUTS Picking the right line is essential when riding in the dirt, but in some cases you’ll find yourself walled in

by a deep rut with nowhere to go.

Don’t worry though; just ride the rut, keeping a close eye on what’s coming up ahead and you’ll not go far wrong. If you need to paddle to feel comfortable, that’s cool, but you’re always going to be better off (and in greater control) by standing up on the pegs and getting your weight over the front end of the bike.

KNOW THE RULES Strictly speaking, trail riding is not ‘off-roading’. All routes used are public highways with vehicular rights and as a consequence, both bike and rider must be fully legal.

By law, motorcycles are allowed to ride on Byways Open to All Traffic (BOAT) and Unclassified County Roads (UCR), so be sure to check your local OS map before heading out. It’s also important to remember that it’s not a racetrack; keep the speed sensible and remember you’re sharing the trail with other people (cyclists, horse-riders, walkers and more). Be respectful and you’ll not go far wrong.

RIDER SKILLS 27

PHOENIX TRAILS

There are four different levels of training to choose from across the four centres. You can opt for a 2.5-hour ‘Taster Session’, which’ll see you tackling ruts, steps, inclines and declines in a closed environment, to build a solid foundation of skills ready for you to take to the trails.

The beginner ‘Level 1’ course covers all the same stuff as the ‘Taster Session’, but also includes a chance to hit up the local Green Lanes so you can practice all your newly-acquired skills in real world conditions.

The intermediate ‘Level 2’ day takes things a step further. In an ideal world you’ll have completed either a ‘Taster Session’ or ‘Level 1’

course, but there’s a bit of flexibility if you are a decent rider and feel confident in your abilities.

It’s better to be honest with yourself though, and if you’re not sure you’ll be able to cope with a full day on the trails, you’d be better off opting for one of the more beginner-focused sessions.

It involves a briefing to go over key skills, and a chance to practice on a private training area, before you get the chance to venture out for an extended ride on the local lanes.

The extended ‘Level 3’ follows a similar format to ‘Level 2’; starting with a quick briefing before getting straight out on to the lanes. It’s a long day on the bike, covering big miles – with fitness and endurance just as important as technical ability.

Prices range from £99 for the ‘Taster Session’, up

to £270 for a full day of Level 1, 2 or 3 training. For your cash you’ll also be able to borrow all the kit you need: helmets, boots, gloves, jackets, trousers, and even motocross-style body armour is available.

You’re welcome to wear your own approved riding gear, too, though you’ll need to make sure you’ve got some high-leg adventure-style boots (at the very least). And lunch is included, too.

If you fancy something a bit more intensive, Phoenix also work together with Trailworld.co.uk offering three- or four-day trips to the Andalusian mountains in southern Spain. If you want to know more, give them a shout direct.

■ For more information, visit: www.phoenixmotorcycletraining.co.uk

28 ROAD TEST

KTM 390 Adventure, Husqvarna Norden 901, GasGas EC250F

BEATEN TRACK The Tarmac of the Isle of Man isn’t the only appeal for two-wheelers, there is so much more…

Words: Dave Manning Photos: Gary Chapman

ROAD TEST 29

While the Isle of Man is known globally for the incredible spectacle of the TT Races, it has also been colloquially referred to over the years as the ‘Mecca of motorcycling’, and this hasn’t just been because of the road racing that has been taking place on the roads of Mona’s Isle since 1907. In short, it is a truly wonderful place to ride a motorcycle.

There need be no excuse for booking a ferry over to the Island, but if you really

need to have one, then there are plenty to choose from. And let us add another.

Even when racing is taking place on the 37.73-mile Mountain Circuit, there’s a varied array of roads to choose from upon which to ride your motorcycle, and not all of them are metalled surfaces, as there’s a mixed bag of legal off-road routes that take you to some of the island’s most beautiful places, with the rather convenient side-effect being that

some of them end up at truly mindboggling viewing spots for the racing.

We talk more about the actual riding of the trails on our video (there’s a QR code on the last page), but here we only really have space to talk about the bikes that we used on our trip – a triumvirate of internally-combusted Pierer Mobility Group two-wheelers, plus a couple of their electrically-assisted pedalpowered brethren. And while the

THE KIT

three motorcycles come from three companies all under the same umbrella, they are about as diverse a collection of trail-suitable machinery can be. From mild-mannered, to feisty, and downright rude, they’re as close to covering the broad spectrum of off-road bikes as is possible with such a small number of machines, and yet each is as flexible and forgiving as each other. Impressive, and eye-opening. Read on…

Spada Ascent V3 jackets and trousers, Spada Raider boots, Spada MX Air gloves, and Caberg Intrepid 2 helmets.

30 ROAD TEST

KTM 390 Adventure On the face of it, the little Katoom might seem to be the least suitable of these three for trail riding, what with it appearing to be very much a road machine with adventure bike styling. Of course, this is KTM, and while they have a very distinctive style, there is also the ‘Ready to race’ ethos of the brand, which nigh on guarantees a certain level of capability of all of their machines, regardless of where it is that they are made. This, like all of the Austrian brand’s smaller machines, is made in the Far East, thanks to the company’s links with Bajaj, but don’t let that fool you into thinking any less of the smaller-capacity models.

The little Adventure was also fitted with what looked to be very road-biased tyres, with the appropriately-named Michelin Anakee Adventure rubber being of a tread pattern that suggests road use only. Well, prepare to be surprised, as the 390 coped with all manner of off-road shenanigans, with only an element of moisture overwhelming

the tyres, despite it having a 19-inch front wheel rather than the more traditional 21-inch rim associated with more pukka off-road machinery.

Naturally, with it being a KTM, the spec hasn’t really been neglected despite where it’s built, as evidenced by WP forks (with the rebound adjustable in the right-hand fork leg, and compression damping in the left-hand leg) and WP shock, while the braking perhaps has a little downtune in the form of Bybre calipers.

There’s a little hint at some further corner-cutting with the plastic sump guard with aluminium trim piece at the front – which would surely be better off all ally? As it was, one of the rocky trails on the island did spit up a big slab of slate that pinged a piece of plastic off of the bashplate, and while it could be argued that the plastic did its job as neither the sump nor crankcases where marked, it still broke when an aluminium part would not have…

TECH SPEC KTM 390 Adventure

Price: £5799 Engine: 373cc, single-cylinder, water-cooling, DOHC, 4 valves Power: 44bhp (32kW) Torque: 27.3lb-ft (37Nm) @ 7000rpm Frame: Steel trellis Wheelbase: 1430mm Brakes: (F) 320mm disc, 4 piston radial Bybre caliper, (R) 230mm disc, single piston floating Bybre caliper Transmission: 6 gears, 520 x-ring chain final drive Suspension: (F) 43mm WP APEX forks, fully adjustable, 170mm travel, (R) WP APEX shock, adjustable rebound and preload, 177mm travel Wheels/Tyres: (F) Spoked wheel, aluminium rim, tubed 100/90x19” tyre, (R) Spoked wheel, aluminium rim, tubed 130/80x17” tyre, Michelin Anakee Adventure tyres for test (Continental TKC 70 as standard) Seat height: 830/855mm Fuel capacity: 14.5 litres MPG: 3.37l/100km Weight: 158kg/173kg (dry/wet) Warranty: 24 months Service intervals: 7,500km / 12 months Contact: www.ktm.com www.ktm.com

ROAD TEST 31

The water-cooled single only pumps out 44bhp, and they’re very soft and friendly ponies rather than the raging stallions of the Husky, or the tough and feisty Welsh pit ponies of the GasGas. Subsequently the KTM needs working hard, both on the road and on the dirt, yet it impresses in both arenas.

It can buzz along quite happily on the road, and is utterly fantastic on twisting back lanes, able to be hurled about with abandon, and capable of showing a clean pair of heels to many supposedly ‘faster’ road bikes.

Off road, it continues to surprise.

The power delivery may not be quite as punchy as some would like – there’s not the instant lift of the front wheel with a blip of the throttle that the GasGas and Husqvarna can give – so the throttle needs to be worked a bit more urgently, but this also works in its favour, gaining traction where you may not expect the Anakee Adventure rubber to find it.

As an everyday bike, the little Adventure is a better prospect than either of the other two motorcycles – not having the sharp focus of the GasGas or the bulk of the Husqvarna – and if you’re not aiming to be riding trails each and every week; and need a bike that can cut the mustard in heavy traffic; sup petroleum on the daily commute; be loaded up with luggage for a long-distance trek; and still be up for a little light off-road action when the time comes; then quite frankly I can think of very few bikes that would better it.

SEAN’S OPINION This bike stood out as the best value machine in the group as it is only ‘a few hundred quid’ more than the incredible GasGas G Enduro 3.0 and although it doesn’t do what the others do as well as they do, it does do it all well enough.

On the road it felt a bit breathless after hopping off the big Husky but that’s an unfair comparison, compounded by the fact that we were on the TT course, en route to the next trail. Once we got off the course and on to narrower roads, the little KTM became an efficient and comfortable commuter tool.

What surprised me most, though, was that when we got back on the trails, how

nimble it was. As reported, the majority of Manx trails are quite stoney and, when dry, the Michelin Anakee Adventure tyres were effective enough to allow the Punebuilt flyer to do its thing. If you were to take your Adventure, or Duke for that matter, offroad regularly, I’d recommend the Anakee Wild which still felt great on the road but, as proven on the Norden, were significantly grippier. The highest praise I could throw at this machine was that off-road it reminded me of my old DRZ 400, while on the road it felt like you could ride straight to Dover and head off to the Continent without the slightest range anxiety. An amazing little bike.

WHO’S SEAN?

Truly the embodiment of goodwill and generosity that you find in many residing on the island, Sean is an ex-Manx GP competitor, fireman, and all-round good egg who is not only bike mad like so many of us, but also happens to know his way around the trails on the Isle of Man. He was our guide and facilitator for our couple of days’ exploring.

32 ROAD TEST

Husqvarna Norden 901 Expedition While the adventure bike world has gone bonkers in creating ever-larger, ever-heavier and ever-more-powerful bikes that are spec’d and promoted as being bikes capable of going offroad, we all know that the bigger, heavier and more powerful they are, the more of a handful they become, and the greater the chance of you getting into trouble and properly hurting yourself becomes. So there’s perhaps little surprise in that various manufacturers are making adventure bikes that aren’t quite as colossal as the biggest behemoths being made; that don’t make more power than a sports bike of two decades ago; and that don’t cost the same as a terraced house in Bolton.

The Norden 901 is a relative newcomer to the market, and it is one of the few that fills the gap of ‘big adventure bike that isn’t actually too big’. Although we do have to point out – in case you hadn’t already noticed – that in this line-up it is considerably bigger than the others. The Expedition is the latest upgrade, essentially running the same spec as the KTM 890 Adventure R, with the addition of a GPS mount, heated grips and seat, taller screen

and soft panniers (while these are all available as aftermarket parts for the Norden, it would cost you more to add these to the base model, costing £12,699, than it would to buy the Expedition), plus upgraded suspension.

The panniers are 18 litres in capacity each, so not massive, but large enough for a couple of days’ worth of kit, and also large enough to cause some issues when out on the Manx trails, getting caught on gorse bushes and heather, and making heavy work of some very narrow, and very rutted, tracks on to the uplands. It was on these tracks that the massive sump guard – that is probably heavier than the GasGas’s entire frame – made its presence known, although in an aural capacity, rather than causing an issue with ground clearance. Being followed by the Norden was like being chased by a Caribbean steel drum band…

TECH SPEC Husqvarna Norden 901 Expedition

Price: £13,599 Engine: 889cc, parallel twin, water-cooled, DOHC, valves Power: 103bhp (77kW) @ 8000rpm Torque: 73.8lb-ft (100Nm) @ 6500rpm Frame: Chromium-molybdenum steel trellis Wheelbase: 1529mm Brakes: (F) 320mm discs, twin 4 piston radial J.Juan calipers. (R) 260mm disc, single 2 piston floating J.Juan caliper, Bosch ABS Transmission: 6 gears, 520 X-ring chain final drive Suspension: (F) 48mm WP EXPLOR forks, fully adjustable, 240mm travel. (R) WP EXPLOR shock, fully adjustable, 240mm travel Wheels/Tyres: Tubeless spoked wheel, Michelin Anakee Wild for test (Pirelli Scorpion Rally STR tyres as standard) Seat height: 875/895mm Fuel capacity: 19 litres MPG: 62.8mpg, 4.5l/100km (claimed) Weight: 214.5kg (without fuel), 229kg (fuelled) Warranty: 2 years Service intervals: 15,000km Contact: www.husqvarna-motorcycles.com

ROAD TEST 33

Appropriately, given the upgraded Expedition status, it also has heated grips and seat, and quickshifter (which Husky refer to as ‘Easy Shift’). And, as a modern adventure bike, there’s also full connectivity to deliver navigation, phone call and music selection, etc.

Using the app, the TFT screen displays the turn-by-turn navigation, allowing up to 128 waypoints via the app, or more if using a GPX file import. And if you don’t know what that means, don’t fret, neither do I… There are three rider modes (which, in my mind, are about the most that could ever be needed) of Street, Rain and Offroad, although this model does have the additional Explorer mode which allows you to tweak all of the functions independently (i.e. power, anti-wheelie, ABS, traction control…). In Offroad, the ABS no longer operates on the rear wheel, and its activation on the front wheel is reduced.

Those rider modes will bring a level of comfort, given that the powerplant is KTM’s feisty big parallel twin, the LC8c, with 889cc of potent power, delivering more than half as much again as the two other bikes combined. I know that you’ll be pointing out that this is still much less than various other big adventure bikes, but the power and weight of the

Norden are made all too clear when ridden alongside the KTM and GasGas. This is of virtually no consequence when ridden on the road, with the Husky being an accomplished milemuncher, thanks to both the roomy cockpit and the punchy powerplant, with 200 miles covered in one hit with ease thanks to the big tank, and while it can’t be thrown around in the twisties with the same kind of enthusiasm as the other two petroleum-powered machines, it is surprisingly nimble for something of its height and width.

Mention was made in the intro about how trail riding can

have its consequences, and a big, powerful motorcycle is all too likely going to increase the issues when something goes a little pear-shaped. A fact that I became very, very aware of when riding the boardwalk on the trail heading up to the East Mountain Box on the Mountain – if I’d have slipped off the wooden boards and into the underlying quagmire, both myself and the Norden would have been lost forever. Shortly after, it was the Husky that bit me – albeit more of a playful little love bite rather than any kind of tiger shark style limb removal… A kickback from the rear wheel over a larger rock, allied to the fact that I was sat rather than stood on the pegs thanks to the mass of the big Norden already niggling a longstanding lower back issue, and that was me out, incapable of any further off-road riding and sidelined to a slow and dreary walk back to Tarmac.

SEAN’S OPINION This was the first bike I rode on the test, and I had to christen it Dennis.

I was introduced to it and its elaborate electronics and explosive power delivery immediately before a torrential downpour which, as reported, made the loose stones at the beginning of the climb up to Windy Corner five times more challenging than they would have been if dry.

However, due to those electronics and the excellent Michelin Anakee Wilds I needn’t have been so anxious; the combination of appropriate tyres and digital wizardry instilled confidence in this old brain and body which got us up through the nadgeryness and to our

viewing point, to be rewarded with breathtaking views and one of the most dramatic spectator points on the Mountain Course.

For a motorcycle which would effortlessly carry two full adults and their luggage many hundreds of miles and is just as quick, real world, on fast roads as one should sanely ride any sports bike, it is an incredibly capable dirt bike.

If I had one criticism, it’s only this capable when you put the physical effort in to produce these aforementioned feats, and if you did get it wrong the potential for injury is probably greater due to its size and weight, not to mention the financial impact.

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GasGas EC250F Leaving the smallest motorcycle till last is intentional. It only takes one look for you to know that the GasGas is the one of the trio that is built with pure off-road intensions. It is, essentially, an enduro bike with only the very bare minimum of niceties to make it road legal. It is pared down to the bone, in every sense, with no pillion provisions; no ancillary components to aid navigation; no rider aids; no selectable modes; etc. Hell, it hasn’t even got a key – just sling a leg over, press the button and go…

And yet, despite the very clear focus for the GasGas, it doesn’t actually seem compromised in any way. I’ve very little experience in riding true off-roaders, but the EC felt every inch a normal motorcycle. Okay, so it’s quite tall, but the seat (and everything else) is skinny, and it weighs two parts of sod all, so it’s about as easy to move around as a push bike, and threads through traffic better than just about anything else I’ve ever ridden. Who would have thought that a bike that has off-road as its main priority would

actually make the perfect commuter? But then, if you did want to take the GasGas into town, you’d be wanting to take a big lock and chain with you as well. This is not a model with much in the way of security features – there is no remote ignition or steering lock. There is not even a key!

I’d expected that an enduro bike would have had a certain element of attitude – either a snatchy power delivery, or a narrow powerband, or a snatchy clutch. But no, the GasGas has mild manners personified. The virtually vibe-free powerplant uses a multi-functional balance shaft which, aside from quelling the shivers and shakes from the larger moving parts (crank, con rod and piston) also drives the camchain and water pump.

Despite the fact that the engine is a mere 250cc in capacity, it has real punch. Next to no requirement to slip the clutch, just get rolling and the little Gasser rips. Of course, this being a pukka off-road focused machine, it will be geared really low, and will be totally out of puff before you even get out of any speed limits, right?

TECH SPEC GasGas EC250F

Price: £9549 Engine: 249.9cc, single-cylinder, water-cooled, DOHC, 4 valves Power: 39.3bhp (29.3kW) @ 13,300rpm Torque: 18.8lb-ft (25.5Nm) @ 9200rpm Frame: CrMO4 steel tubular double cradle frame, aluminium subframe Wheelbase: 1489mm Brakes: (F) 260mm disc, Braktec caliper, (R) 220mm disc, Braktec caliper Transmission: 6 gears, 520 X-ring chain final drive Suspension: (F) 48mm WP EXPLOR forks, fully adjustable, 300mm travel (R) WP EXACT shock, fully adjustable, 300mm travel Wheels/Tyres: CNC-machined aluminium hubs, Excel rims, (F) 1.60x21”, 90/90x21”tyre (R) 2.15x18”, 140/80x18” tyre, Michelin Tracker tyres for test (Maxxis MaxxEnduro, factory fitted) Seat height: 956mm Fuel capacity: 9 litres Weight: 109.5kg (without fuel) Service intervals: 15 hours Contact: www.gasgas.com

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Er, actually, no. It’ll keep on motoring right up to the national speed limit and beyond if necessary, and even when sat at above 60mph on the Kirk Micheal to Peel coast road, it felt perfectly happy and not at all strained.

And off-road? Perfect. I needed no more power, and at no point was I having to feather the clutch to keep rolling – just treacly-smooth power that found grip in all the conditions we encountered.

Naturally, there is a flip side to this, and that is that servicing is a major consideration, it requiring attention for every 15 hours of ride time. This is fine if your attention is purely on the dirt, but if you did happen to enjoy its abilities as a commuter bike, you’d probably get a little bored of having to service it more than once a month…

Clearly, the Michelin Tracker tyres are a far more aggressive tread pattern than the two different versions of the Anakee on the Husky and KTM, and gained grip in places that the Anakees couldn’t, although on the mostly dry trails of the Isle of Man, it was only after a sharp downpour that the Trackers really came into their own and allowed the GasGas to find grip and clear off, while the Anakee-wearing KTM and Husky were struggling to gain enough traction to move away from a standing start.

Surprisingly there’s no sump guard, but the skinny engine, colossal ground clearance and

lower frame rails that sit lower than the crankcases mean it doesn’t really need one. The pared-back build might suggest that it’s flimsy or brittle, but this bike is made to be ridden at the scenery (rather than negotiated over it) so it’s tough. As an example, the rear mudguard isn’t just a plastic ’guard bolted on top of a tubular subframe, but has plastic covers beneath the aluminium subframe that attach to the mudguard, both strengthening it and making it a more comfortable and sturdier way of grabbing hold of the rear of the bike if you get stuck (or when you want to haul it around the garage or in the back of a van).

Perhaps the only hint of any cost-cutting (although it could just

be an effort to ensure the lowest possible mass), is the quality of the switchgear. The headlight dip/ main, horn and kill switch are in the tiny cluster on the left, and aren’t especially easy to use (at no point did I manage to get the horn to work if I was wearing gloves), with a start button on the right-hand side being the same as a kill switch on a motocross bike, that earths out on to the handlebar. My initial concern was that this could be problematic in the rain, or if it got a drowning in a water crossing, although this is perhaps a little overdramatic a statement given that we had no issues whatsoever.

For ‘just’ a 250cc single, the price tag of £9500 may seem a little high. So, while the GasGas is the lightest, smallest and skinniest, it seems that you’re paying more to get less. In reality, what you’re paying for is a sharper focus, and to buy a bike that is more capable of delivering in an off-road environment.

But it’s still an absolute hoot in traffic…

SEAN’S OPINION I consider myself to be really fortunate that since I first learnt to ride on my mate Steve’s dairy farm at the age of 14 on his decrepit, but immortal, C90 I have ridden stacks and stacks of bikes, on- and off-road and on most UK race tracks.

Nothing, however, has ever felt immediately like the familiar pair of slippers that this peach did. When I finally got my turn it was to take over from Ross who was rescuing Dave after his back injury kicked in.

We were halfway up a very rough and slippery climb that I’d just wrestled the KTM up using up all my limited skills and enthusiasm. When I did the same track on the Gasser it was as if I’d been plugged into the Matrix.

When I got to the top and parked it alongside the two

ADVs I felt as though I’d had a day off, instead of being out of breath like the others.

The rest of the day was a sublime experience of watching myself from the outside. I even picked up a couple of little tricks that I’d never done on my own ancient Yam WR 250 F after eight years of ownership because of the confidence this remarkable machine inspires. I’ll go as far as to say that if money was no object I’d even recommend this bike to beginners as it is so user-friendly. There is, however, a big but…

This bike only makes sense on trails either accessible from your front door or, for most reading this, a three-hour van ride away. Great if you can afford it as well as a road bike but it doesn’t do it all like the other two do. Then again, no one ever asked it to…

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CONCLUSION

miles wide), and a lot of green lanes and trails to explore as well.

While we only rode on three trails – as the video explains – they showed not only how easily you can access some of the more remote parts of the TT course while racing is in progress (the climb from the back of the Creg up ! to Windy Corner was our first, and an epic eyeopener!), but also how you can experience parts of the countryside that no road bike will ever take you to.

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Any one of the two-wheelers that we had on test would provide you with some excellent riding and allow you to explore the less well-known areas of the Isle of Man. The one thing that we all took away from our trip wasn’t which bike was the best, which was the fastest, or which took you to places that the others couldn’t access (the pushbikes could go on more trails).

It was how wonderful a place the island is for anyone, at any time.

And it soon became clear that there is a lot of space for such a small island (about 30 miles long, 12

Feeling inspired? If you want to get your hands on (and eyes across) more cracking content like this, that’ll gee you up to get out on the bike and explore some of the finest biking brilliance in the wider world, scan the code and bag yourself a copy of the ever-brilliant MSL magazine.

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RIVALS WORDS: Tim Neave / Gary Chapman

The mid-sized sportsbike sector has never felt hotter, but do you go all out for a big capacity twin or put your money where your revs are with an absolute screamer of a bike?

7 R F Z Y A H A M A Y

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Adapt or die. It’s an adage that’s never been truer for motorcycle manufacturers than it is right now, prompting a load of big decisions when it comes to new model production.

If you went back a decade or two, there seemed something of a steadfast formula for sportsbike owners, who typically kicked things off with a learner-legal 125 before stepping on to a 400, then a 600, and maybe even visited the 750 sector before hopping on to a litre bike. It made sense, it helped people progress, and it seemed set to stay that way forever – but time has shown us that’s not the case. Gone are the 750s, most of the 600s, and even the resurgent 400 sector has had a battering in recent years. But with the aforementioned absentees, we’ve also witnessed new offerings hitting the market.

The most successful scene of all has to be the 700cc(ish) parallel twin market. Every brand and their dog have wheeled one out, or so it seems, often boasting naked and sportsbike packages – such as the R7 in this feature – that burst into showrooms back in 2022, and has been doing well ever since.

Kawasaki’s Ninja 650/Z650 models are also huge hitters, with many a Lightweight TT win to their name… which makes Kawasaki’s most recent decision to revive a 400cc inline-four screamer to the market all the more brilliant.

Quite simply, it didn’t need to, as it already had machines that covered the capacity/ output pretty tastily. So why bother? Probably it’s down to the demands of the emerging global markets that often have little interest in litre bikes but have an unparalleled craving

for the smaller stuff. For Kawasaki, the Ninja 400 makes perfect sense, and it does for us, too, adding a much-needed stepping stone for riders as they ascend through the sizes.

Interestingly, unlike the R7, there’s not an A2 eligible option, despite the key similarities and the fact that the two bikes have proven different ways to go about nailing the same equation, with both it and the Yammy making roughly 75bhp, weighing in a little under 190 kilos, and both costing just shy of £9k. While I’m on one with my sayings, it seems apt to throw another one into the equation… there’s more than one way to skin a cat – or, in this case, there’s more than one way to make a racy middleweight. The question is, which is best? More cylinders/revs or more capacity?

There was only one way to find out…

KAWASAKI

ZX-4RR

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KAWASAKI ZX-4RR If you’re partial to a good old-fashioned screamer which thrives right at the top of its rev range, but you want a few mod cons, too, Kawasaki’s new learner legal sportbike could be just what you're after.

TECH SPEC Kawasaki ZX-4RR

ENGINE Type: 399cc, liquid-cooled, inline-four cylinder Bore x stroke: 57mm x 39.1mm Fuelling: EFI Claimed power: 75.9bhp @ 14,500rpm Claimed torque: 29Nm @ 13,000rpm CHASSIS Frame: Steel, trellis type Front suspension: 37mm USB forks, preload adjustable.

Rear suspension: Monoshock with full adjustability.

Front brakes: Twin radial, four-pot calipers on 290mm discs Rear brake: Single-piston caliper, 220mm disc ELECTRONICS Riding modes: Yes Traction control: Yes ABS: Yes Quickshifter: Yes Autoblipper: No Wheelie control: Yes Launch control: No DIMENSIONS Wheelbase: 1380mm Seat height: 800mm Wet weight: 189kg Fuel capacity: 15 litres INFO Price: £8699 From: www.kawasaki.co.uk

ROAD TEST 41 The all-new Kawasaki ZX-4RR is an allsinging, all-dancing 400cc four-cylinder screamer that is set to turn heads and hearts with its Ninja race styling and impressive performance.

If you’re wanting a modern-day performance sportsbike with all the ‘goodies’ but don’t have your big bike ticket, or if you’re endlessly debating which 1990s 400 to buy to go and win the 400cc Clubman Cup, then just hold your horses. This little gem is well worth a look and might just persuade you to part ways with that chunk of cash stashed under your bed.

So, to paint the picture, four-cylinder 400s haven’t really been a thing since the late 1980s and early 1990s when they came bursting on to the scene following the extra licensing, tax, and cost implications that the Japanese forced on to the ‘big’ bike riders over there. These restrictions hammered the Japanese big bike market, and so the small, yet feisty, 400s were born.

When they made it over to the UK, they sold like hot cakes and soon became the entry-level sportsbike for the new generation. But, as with anything, market trends changed and these whippersnappers soon fizzled out with the advancement of technology, cost-effectiveness and the demand for larger displacement bikes in the UK and Europe. The ZX-6R and ZX-10R have certainly claimed the limelight for the last three decades, but sure enough, times are changing again, and this small-capacity bike is creeping in to steal the stage from its bigger bore brethren.

Built for speed and performance, this little Ninja boasts a sleek and aggressive design with KTR paint that not only looks the mut’s nuts, but also features aerodynamics that have been tried and tested for maximum efficiency. The bike is equipped with a high-revving 399cc inline-fourcylinder engine which makes 80hp at 15,000rpm; the chassis is lightweight and rigid; and it’s equipped with fully adjustable Showa suspension. The brakes are more than adequate: twin 290mm discs with radial calipers and a single 220mm disc on the back. The ZX4RR also features advanced electronics, including a fancy 4.3in colour dash, traction control, multiple riding modes, and a quick shifter for seamless gear shifts. Oh, and you can also connect it to your smartphone via the Radiology app. This bike weighs in at 188kg when its ready to ride, with a brimmed 15-litre fuel tank, and the starting price is £8699, which isn’t shabby at all.

After a break in the typical British weather, we finally got some sunshine again and it was time to wheel this green beauty out on to the Lincolnshire roads for a good and proper thrashing, but before I delve into the riding, I want to talk about its looks. Kawasaki has absolutely nailed it, if you ask me.

It looks mean and the perfect smaller sibling to the ZX-6R and ZX-10R. The KTR race paint and angular front fairing make it quite clear that this bike means business, and the quality finish across the entire machine is class (I’ve often thought that some members of the Kawasaki range have a cheap look about them, but not with this one).

The riding position is right up there, too. When I first hopped on it, it was a sweet surprise; spacious, comfortable, and everything just in the right place.

In typical Kawasaki fashion, you sit

right in this bike, rather than on top of it, which always gives the feeling of connection to the machine. The high handlebars and low footpegs are a welcome touch to the small bike, and the low saddle height was just the job for a short arse like me. If you’re a big old boy like Johnny Mac, then you might be in trouble.That said, if you are long in the leg, then you probably wouldn’t be looking at smaller bikes like this anyway. The bike is narrow between your legs, and despite the miniature screen, which gives near enough no wind protection, it soon became apparentt that wind protection wasn’t exactly a necessity with this road bike anyway.

I wasn’t disappointed when I fired it up, either. It sounded just like a miniature 600, as expected – raspy and revvy, with some poke. When I got it out on the open road and stretched the cables, I was quite disheartened at how flat it felt. I can’t lie: I was expecting more torque from this four-cylinder motor but it just didn’t deliver on my initial hopes... buuuutt that was only my initial feeling and rest assured, when I got it in the right gear, wound it up, and got the girl singing, this bike did have some real pace in it, and if I’m being honest, that’s what makes it so fun to ride – because you’ve actually got to work at it and ride the bike how it needs to be ridden. You can’t get away with the lazy style of riding like you can with the big 1000cc weapons that’ll just chug through in any old gear. This little Ninja revs to a whopping 16,000rpm and makes its peak 80hp at 15,000rpm, so there is only one way to ride this Kwacker… and that’s flat-out.

The fact that it’s so flat at the bottom and takes some winding up actually gave me a sense of control and left me feeling in command. When you’re in the corner, you can actually whack the gas open and not worry about it spitting you off or running you wide, and since you have time to compute what’s going on, it makes a refreshing change from riding the mind-boggling litre bikes, especially on the scenic Lincolnshire roads.

Some bikes just feel right and have that beautiful connection to the Tarmac, and I’m pleased to say that from the first corner I took with the ZX4RR, I knew this was one of them. It’s hard to put your finger on which exact component gives you that feeling with a bike, but a good-handling chassis is obviously one. Once you start peeling into the corner with this one, it just keeps steering with minimal effort.

The bike was planted, and I had a good feeling for the grip levels of the road and what was going on underneath me.

It felt nimble, and with little effort from my body position would go wherever I looked. Agile and stable on the edge of the tyre, this could well be the ultimate knee-down toy for any back road rider.

The Showa suspension was soft and plush, but not too soft as I initially thought when I rocked around on it before the ride, and it felt great when I got it out on the open road.

The brakes are more than adequate; powerful and progressive and with an adjustable lever to fit any hand... I have zero complaints. I can’t not mention the turning circle either. Finally! A bike that actually turns really tight in full lock and doesn’t smash your hands into the fairing or clock bracket. I know this may seem unimportant to many,

but when you’re doing a million turnarounds in the middle of the road on a shoot, it is an absolute godsend.

If I had to pinpoint exactly what makes this bike really special, in my opinion, though, it would be the tech – it’s loaded with goodies. We’ve got traction control and rider mode maps (four of them in total: rain, road, sport and rider). As you move through the modes, the torque level gets progressively stronger and the bike revs increasingly harder. Rain mode felt overkill, if you ask me; the bike felt ridiculously numbed down and really didn’t do much above 10,000rpm.

The road and sport modes were a good step forward from rain, but I’d be lying if I said I could tell the difference between the two; it was rider mode that really brought this little weapon to life. In this mode, you are able to customise the rider aids. There are three levels of traction control (one, two and off ) so I obviously selected ‘off’ for skids and wheelies, and there’s a choice of two power modes, low or high. Selecting high drastically transformed the performance and finally allowed it to rev out to its full potential at 16,000rpm. The colour dash includes a track mode that adds lap times, gear position, and an easyto-read rev counter when your rpm rises above 10,000. The quick shifter and blipper is a mega perk to this little machine and makes the riding experience even more enthralling.

You’d have to ride one to know what I mean, but screaming this little fourcylinder with a blip up and down the gearbox never gets old... it truly is the cherry on the top.

It might not be the fastest thing on the market, nor is it trying to be, but what I can tell you is that this little beauty ticks a lot of boxes. It’s a proper toy and will really put a smile on your face if you’ve got some exciting, twisty roads to have a thrash on. I couldn’t wheelie it if my life depended on it because there is zero torque, and yes, it might take forever to rev this girl out, but when you get it in the right gear and singing, this motor really does come alive and is packed with character.

If I had to sum up this bike in four words, they would be smooth, soft, forgiving and plush. These words came to me while I was riding back to the office with a massive smile on my face.

Yes, it’s as flat as a fart, but man, it is so much fun to ride! Twisting the throttle hard and using all of the gears properly is a real pleasure.

It might not be the fastest thing on the road, but who cares! It’s a performance bike in its own right, loaded with goodies and with an aggressive sports bike image. It’s a thumbs-up from me.

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YAMAHA YZF-R7

While riders of a certain vintage might wince at the thought of a faired MT-07 bearing the iconic R7 name, there’s definitely plenty to like about the agile, accessible and affordable young upstart.

TECH SPEC Yamaha YZF-R7

Engine: Type: 689cc, liquid-cooled, twin-cylinder Bore x stroke: 80mm x 68.6mm Fuelling: EFI Claimed power: 72.4bhp @ 8750rpm Claimed torque: 67Nm @ 6500rpm Chassis: Frame: Diamond aluminium Front suspension: 43mm Upside Down Forks Rear suspension: Monoshock with preload Front brakes: Four-pot calipers, 298mm discs Rear brake: Single caliper, 245mm disc Electronics.

Riding modes: No Traction control: No ABS: No Quickshifter: No Autoblipper: No Wheelie control: No Launch control: No Dimensions: Wheelbase: 1395mm Seat height: 835mm Wet weight: 188kg Fuel capacity: 13 litres Info: Price: £8910 From: www.yamaha-motor.eu

ROAD TEST 43 This was not my first rodeo on the Yammy, having first tested one in April, before trying the GYTR version on track, too. You could say I knew what I was in for during this shoot-out.

It’s a cracking machine, especially so in the styling department. I mean, what’s not to like about the look of this racy little number? Its design heavily mirrors that of the older sister R6 and, at certain angles, the R1, and that’s the big draw for me. Yamaha has always nailed the look of its sportsbikes and the R7 is no different. Yes, I know it’s a twin-cylinder 689cc sewing machine compared to the big bikes, but in middleweight terms it’s a real thumper with a shed-load of torque. It makes 71bhp at the rear wheel and is at the forefront of this sector of the roadriding market, making it the perfect addition to Yamaha’s line-up. When I think of middleweight twins such as Suzuki’s SV or Kawasaki’s Z650, I can’t help but think shopping bike, but Yamaha has really pushed the boat out with the styling of this machine and there is no way this bike is getting tarnished with the same brush.

As you can expect, the sporty image translates into a racy riding position, with low, swept-back handlebars and high footpegs that are prefect for tucking in and maximum aerodynamic effect; brilliant if you’re thrashing around a race track, but for the road rider that doesn’t necessarily make for a comfortable ride. When it comes to riding bikes on the road, I’m all about the comfort and I’ll save the racy position for the track any day, but the R7 is set to solidify its looks with a head down/arse up riding position.

It isn’t roomy by any means, and the ‘bar-to peg distance wouldn’t work for anybody much taller than me (5ft 8in), in my option, least of all Johnny Mac, but you’ve gotta remember, the target audience of this bike is more than likely younger folk who have just passed their test. That said, I did find the saddle height a touch on the taller side, which is strange considering what this bike is.

On the scales, this beauty comes in at 188kg wet through, but to put that into perspective, it’s only four kilos lighter than the four-cylinder R6 – a comparison that doesn’t look too good on paper. This would be thanks to the whopping great cat exhaust system

needed to meet Euro5 regulations and the solid steel diamond chassis holding everything together... it’s no featherweight.

That said, it still talks the talk with its spicy image, but can it walk the walk when it comes to performance?

The 689cc inline-twin engine packs some serious punch, with about 50lb-ft at 6500rpm and a maximum output of about 72hp, which makes it not just great for the road, but also a great base point for any twincylinder racer. The power delivery is smooth and responsive, but as with the ZX-4RR, gear selection is key if you want to get the most from this package. I started on a 650cc twin-cylinder (mini twin) racer back in the day, and riding this bike echoed memories of the yesteryear, which I really did enjoy – and I do honestly feel that learning to ride on bikes like these can only make you a better rider when you move up and are spoilt with more horsepower. Unlike the little Kawasaki, you can’t just whack the throttle open carelessly in the middle of the corner; this bike has clout in the torque department, so make sure throttle finesse is on your CV. This 22 plate bike had an optional single-direction quick shifter, which works going up the gears. I found it works great at high speeds, but at the lower end of the rev range I felt that it might be healthier to use the clutch to change up as the shift seemed notchy and unrefined. As for the downshifts, a quick blip of the throttle or pull of the clutch was light work, and the assist and slip clutch tackled the job with ease.

I’m a huge fan of an auto blip when banging it down the gears, and nothing quite brings the boy racer out in you like a flame-spitting backshift – it gets me every time. While we’re on the topic of slowing down, I feel I should mention the front brakes, which aren’t set to break any stopping records anytime soon. Yamaha might argue that its more than good enough for the job on a middleweight machine, and it wouldn’t be wrong, but I personally wouldn’t be opposed to a more powerful set up. After all, it is running four-pot calipers and twin 298mm discs, so I’m really not sure why it’s not as strong as other machines with a similar braking set up.

The tall tall, ‘on top of the bike’ riding position made me feel somewhat distanced from the Tarmac when I first started slinging it into corners (I’m always quicker to get comfortable on lower bikes), but after a short period I soon had it on my knee with a decent understanding of what was going on beneath me. The bike is slim between the legs and despite not being a featherweight on paper, it feels impressively light in the change of direction, and it was easy to ride, just as we should expect from a machine carrying the R name tag.

When I rode this little weapon at the start of the year, we ended up at the kart track, and it really came into its own. The racy riding position and somewhat unnervingly firm front suspension that I’d moaned about out on the open country roads finally gave me the feelings I had craved – and what a difference a smooth piece of Tarmac made. The narrow chassis and race-style clip-on handlebars were the perfect combo for some knee-down action and apex smashing.

It instantly made much more sense on the racetrack than it had on the roads, but that said, it makes a great road bike if you’re carving through twisty roads. When you start riding this bike how it needs to be ridden – using the gears and rev range to maximise its potential – the R7 never fails to deliver on the smile factor. If you’re craving that race bike image but don’t want the expense or aggression of the R6 or R1, then Yamaha’s R7 is definitely for you.

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So, which bike is best? That’s a good question – and the answer is probably down to your preferences. It’s fair to say that the Yamaha is an easier bike to blast around on because it’s got a punchier motor, whereas you have to play the game with the Kwacker to get the engine screaming. But is easy always the best option? Being honest, revving the nuts off the ZX-4RR was so much fun and gave a wholly different sense of satisfaction.

How often do you get the chance to be boss of a bike these days? That motor is anything but easy to go fast with, but when the 400’s on the pipe, it’s so satisfying.

Performance-wise, I don’t think there’s much in it, but the Yammy seems that bit quicker and easier to get up to speed.

From an aesthetic point of view, the ZX-4RR feels more finished. Kawasaki has done a mega job of giving this little bike big bike styling cues. The tech on it is better, too. You could say there’s a few bits on it that you don’t need, but it’s often better to have more than less, so that’s not a complaint.

Another thing that’s worth factoring in when deciding on which bike is right for you is the riding position. The ergonomics are really different, with the Kawasaki being a sit-in kind of bike, while the

Yammy very much plonks you on top in a much sportier, more aggressive stance.

The seat is taller, and the weight on your arms is greater, too, so keep that in mind if you’ve got long rides planned. At high speeds, it’s not such an issue, but the slower you go, the more you feel it. The ZX-4RR, on the other hand, gives you allday comfort... well, as much as you can hope for on a small sportsbike.

They both handle nicely, so there’s no discrepancy in that respect. Audibly, they offer very different experiences.

I absolutely loved the Kawasaki when it was on the pipe, but the R7 sounds better at lower revs, with a much deeper, throatier bark, like you tend to get on twins.

You could play this game all day, splitting hairs, but ultimately, they are both cracking A2 options, both easier to ride, and each with great looks and character. It’s crazy to think how different these two bikes are, yet the end result in terms of speed and output is so similar.

Which would I have? That’s not an easy question to answer. For pure laughs, I’d go for the Kawasaki, but if I were looking at a bit more track action, I’d be swayed towards the slightly more focused Yamaha. When all’s said and done, there is no loser here.

If sportbikes are your bag, the lads at Fast Bikes have got you covered. Every single issue, there’s a load of cool content; including proper in-depth reviews from some of the quickest bikes in the land. It’s not all sports stuff though, if it can be ridden hard, it'll get a look in. Scan the code, order yourself a copy, and see what all the fuss is about.

GET YOUR TICKETS AT WWW.CLASSICBIKESHOWS.COM 47

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@ClassicBikeShow

Buckle up for the big one!

The International Classic Motorcycle Show sponsored by Carole Nash returns to Stafford with a bang.

H

old on to your handlebars, folks!

The Stafford Classic Bike Show is back and better than ever.

Star guest Guy Martin will take centre stage on Sunday of the two-day event, so you’ll have the thrilling opportunity to get up, close and personal and hear his fascinating stories from the track and beyond. And celebrated Isle of Man TT icon Phillip McCallen will be on the ground on Saturday, too, to share tales from his numerous wins and races. With Guy and Phillip in the spotlight, it's a

once-in-a-lifetime opportunity to connect with your racing heroes and make memories that will last forever.

Prepare to be transported through time as you explore the numerous motorcycles on display. Immerse yourself in the meticulously restored bikes, each one lovingly preserved to tell a story of its own.

Whether you're admiring the iconic models of yesteryear or marvelling at rare gems brought back to life, the private entries offer a glimpse into the heart and soul of the motorcycle community.

There are clubs stands, too; a living testament to the enduring passion of the motorcycling community. With members on hand to share their knowledge and experience, it's an opportunity to connect with like-minded enthusiasts and celebrate the timeless allure of classic bikes.

Gear up for a shopping experience like no other, with traders and autojumblers from far and wide converging to offer a treasure trove of motorcycle delights. From rare parts to vintage accessories, you'll find everything you need to fuel

your passion for classic bikes.

Explore aisle after aisle of stalls, each one brimming with unique finds and hidden gems waiting to be discovered.

Whether you're on the hunt for that elusive spare part or seeking to add a touch of nostalgia to your ride, the traders at Stafford have you covered. With friendly faces and expert advice at every turn, it's a shopping experience you won't soon forget.

That’s not all. You can experience the spine-tingling thrill of powerful motorcycles roaring to life in the GP Paddock

– and don't miss your chance to bid on some of the world's most coveted bikes at the worldfamous Bonhams auction. With live music and a buzzing bar scene, the Stafford Bike Show is the perfect recipe for a weekend of classic bike bliss.

We’ve got just weeks to go so secure your spot at the show with advanced tickets priced at £16 – saving you £4 off the gate price. Visit www. classicbikeshows.com/stafford to get your tickets today.

Don't miss your chance to be part of the action at THE BIG ONE – see you there!

GET YOUR TICKETS AT WWW.CLASSICBIKESHOWS.COM 49

The ultimate destination for classic bike lovers…

W

elcome to The International Classic MotorCycle Show sponsored by Carole Nash, one of the true institutions of the season, an event which we all look forward to for its fabulous array of motorcycles, plus the mixture of renewing old acquaintances, making new ones, buying and selling, looking and commenting, generally just savouring the sights, sounds and even smells (Castrol R in the fire-up area; premix in the trials, et al) of ‘Stafford’.

From its beginning at Belle Vue in 1980, now an incredible 44 years ago, the show has continued to grow and evolve, all the while maintaining its core,

what makes it special – that being the unbridled enthusiasm and shared passion of the vast majority of those present on the showground; in short, a shared love (and it is a love) of classic motorcycles.

Whether you’re into pre-unit Triumphs, cammy Nortons, vintage Raleighs, Ariel fours or BSA Bantams, or whatever, here, at the show, you’ll be at home among your tribe. There is a dizzying array of machinery to pour over, and time to reminisce and be inspired by the breadth of two-wheeled history up for delectation. Plus, of course, there’s lots of things to spend your pounds on, whether it’s a bit for an ongoing project – or indeed buying a new project.

And everything in between.

It's not all static either, with various displays and start-ups, plus the on-stage entertainment, with our star guests providing insights and stories from their careers. Great stuff all round, in what promises to be a full and memorable weekend.

So, if you’re looking to relax and engage in lively conversations with fellow enthusiasts and racing icons, connect with knowledgeable club members and snag unbeatable trade and autojumble deals, look no further than the Stafford Classic Bike Show—it's where all your motorcycle passions converge. See you there.

James Robinson Editor, The Classic Magazine

Message from our sponsor We’re delighted to be back sponsoring the Stafford Classic Bike shows this year and supporting the hobby. For 48 hours, this family-friendly show attracts the biggest gathering of classic motorcycling anywhere in the world, and it’s great to see you!

Since 1980, The International Classic MotorCycle Show sponsored by Carole Nash has grown steadily into one of the highlights of the biking calendar and this year we’re delighted to welcome road racing legends Phillip McCallen on Saturday and on Sunday, Guy Martin. Interviews will be throughout the day on the Carole Nash Live Stage, at the centre of the main hall. Just check out the timetable.

There will be the usual array of motorbikes from yesteryear on display. The club stands are always a spectacular sight, with no detail left unattended as a combination of pride and competitive spirit kicks in between clubs vying for the prestige of having produced this year’s best display. Private collectors will bring their own mind-boggling collections of superb machines, lovingly restored into their former glories through care, expertise and extraordinary skill.

The autojumble will also be a feast for biking enthusiasts able to search for – and most likely find – whatever they need for their current project, however big or small. The Bonhams auction will also attract plenty of attention, with some spectacular bikes up for grabs to those who can hold their nerve in a high-tension situation! We hope you enjoy the show.

The Carole Nash team

Milestone Moments and Top Traders We’re giving special shout-outs to…

■ …the Leader & Arrow club who will be celebrating 65 years of the Ariel 200cc model – which was only produced for one year in 1964 – with a prominent display at their stand.

■ The Raleigh Motorcycle and Early Reliant Club celebrates 100 years since Hugh Gibson and Marjorie Cottle circumnavigated the UK on Raleighs.

■ For Triumph enthusiasts, join the Triumph Owners MCC club at their stand to wish them a happy birthday as they celebrate 75 years of the club keeping the Triumph heritage blazing.

■ Lastly, get the latest scoop on next gen tyres at the Bridgestone stand as they unveil their latest innovation that’s sure to get your wheels rolling!

50 THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW APRIL 20-21

CAMPING AREA

MAIN HALL AUCTION HALLS

SIDE HALL

PRESTWOOD

BALCONY

COMPETITION HALL

TRIALS DISPLAY SEATING AREA

VISITOR ENTRANCE

OUTSIDE TRADE

CARAVANS AND MOTORHOMES

OUTSIDE TRADE

CARPARK

TRADE ENTRANCE BAR

LIVE MUSIC

STEVE COLLEY

OUTSIDE TRADE

VISITOR ENTRANCE

Make the most of your Stafford

There’s plenty of good stuff going on to keep you entertained right through the weekend. Here’s the lowdown.

Saturday 9am

Bonhams’ Stafford Autumn Sale opens for viewing 10am Jack Burnicle talks with Phillip McCallen in the Main Hall 10.30am John McCrink hosts the live start-up of some incredible machines in the GP Paddock area 11am Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience 11.30am Live stunt show with Steve Colley 11.30am Live music by Daisy Belles on the bandstand 12pm John McCrink hosts the live start-up of some incredible

machines in the GP Paddock area, plus special guest, Phillip McCallen 12.30pm Live music by The Daisy Belles on the bandstand 1pm Jack Burnicle talks with Phillip McCallen on stage in the Main Hall 1.30pm Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience 2pm Live stunt show with Steve Colley 1.30pm Live music by The Daisy Belles on the bandstand 2.30pm John McCrink hosts the live start-up of some incredible machines in the GP

3.30pm

4pm 5pm

Paddock area, plus special guest, Phillip McCallen Jack Burnicle talks with Phillip McCallen on stage in the Main Hall.

Live stunt show with Steve Colley Show closes

11.30am 11.30am 12pm

Sunday 9am

Bonhams’ Stafford Autumn Sale opens for viewing.

10am Jack Burnicle talks with Guy Martin on stage in the Main Hall 10.30am John McCrink hosts the live start-up of some incredible machines in the GP Paddock area 11am Owd Codgers’ trials

12.30pm 12.30pm

1pm

demonstrations at the Classic Dirt Bike Experience Live stunt show with Steve Colley Live music by The Daisy Belles on the bandstand John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guest, Guy Martin Live music by The Daisy Belles on the bandstand Jack Burnicle talks with Guy Martin on stage in the Main Hall Live stunt show with Steve Colley

1.30pm

1.30pm 2pm

2.30pm 3.30pm

4pm 5pm

Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience Live music by The Daisy Belles on the bandstand John McCrink hosts the live start-up of some incredible machines in the GP Paddock area, plus special guest, Guy Martin Live stunt show with Steve Colley Jack Burnicle talks with Guy Martin and Phillip McCallen on stage in the Main Hall Awards presentation in the Main Hall Show closes

Live chat on stage with Phillip McCallen on Saturday and Guy Martin on Sunday

52 THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW 20-21 APRIL

STAR T S E U G AY D R SATUAPRIL 20

In the ffast lane – Phillip McCallen’s p McCallen s road to racing royalty With 11 Isle of Man TT victories to his name, Phillip McCallen stands out as one of the all-time greats on the roads. Today, as the proud owner of a thriving motorcycle dealership, he continues to inspire a new generation of racers, proving that the thrill of the ride never fades.

W

hat does it take to be on the exclusive list of all-time Isle of Man TT winners?

Some racers may highlight experience, machine, or familiarity with the course, while others may emphasise skill as the major factor for a winner – there is perhaps no singular right answer. When asked by the BBC after his last win in 1997, 11-time champion Phillip McCallen discussed commitment, determination, machine preparation and a good team as being the key ingredients for success. A seemingly benign but crucial combination that speaks to the simple grit and passion McCallen has come to be known for – a true standout in an era defined by speed and spectacle.

Brought up in the traditions of Irish road racing, McCallen – who was born within mere yards of

the famed Tandragee road racing circuit – had always regarded it as an ultimate ambition to race and win at the Isle of Man. His breakthrough moment came about in the late 1980s when he burst on to the scene with his first race at the 1988 Manx Grand Prix, becoming the first rider to win a Newcomers race and a Manx race in the same year. In 1992, he won his first TT race with a finish in the Formula 1 and the Supersport 600 title.

Barely a decade after his debut, Phillip would stun the racing world with a historic sweep of four wins – the Formula 1, Junior, Senior and Production races – in a single week at the 1996 TT. A feat that stood unbroken until Ian Hutchinson won all five races in 2010.

The TT is renowned for its treacherous course and unforgiving conditions, demanding the utmost skill, courage, and

resilience from its competitors.

Yet, McCallen thrived in this challenging environment, racing against other greats like Steve Hislop and Carl Fogarty. He clinched an impressive 11 victories throughout his career, tying as the ninth racer with the most TT wins. But his success was not limited to the Isle of Man, with his achievements spanning five victories at the NW 200, an astonishing five wins at the Ulster GP, and several British Supersport championships.

Phillip also made his mark on the international stage, competing in events across Europe and beyond. From the legendary circuits of Brands Hatch and Silverstone to the iconic road races of Ulster and the North West 200, he left an indelible impression wherever he went, including competing in the old Formula 1 series, the Thunderbike series and the Macau GP.

After nearly two decades of thrills, triumphs and tenacity on the track, Phillip decided to hang up his helmet and head into the business side of motorcycles. He had worked on research and development while riding with Honda during his racing years, but he decided to open his own motorcycle dealership not far from his hometown of Tandragee. It’s

grown and grown over the years and is now regarded as one of the top showrooms in the area, specialising in the Triumph, Kawasaki and KTM brands.

In addition to running his own dealership, Phillip has dedicated himself to supporting young riders and promoting road safety awareness, ensuring that his legacy extends far beyond his racing achievements.

GET YOUR TICKETS AT WWW.CLASSICBIKESHOWS.COM 53

STAR GUEST SUNDAY 21 APRIL

A Guy of all trades: Racer, TV host and engineer extraordinaire e Record setter, speedster, TV star; Guy Martin shines bright in the face of the toughest of challenges, always ready to take on new adventures with boundless enthusiasm and determination. From the treacherous tracks of the Isle of Man TT to the concrete jungles of the streets of Bogota, Guy is never one to shy away from what others would consider impossible.

When people talk about motorcycle racers that have transcended the notoriety of the racetrack into mainstream consciousness, few names resonate as well as Guy Martin.

With his signature sideburns and fearless spirit, Martin isn't just a racer; he's a living legend, pushing the boundaries of speed and daring from the track to the TV screen. Born into a family of truck mechanics, he developed a love for speed and engines at an early age. It was while tinkering in the garage as an apprentice mechanic that Martin began racing in his spare time, going on to debut at the 2004 Isle of Man TT. With his distinctive down-to-earth character, and daring antics on the Mountain Course, he soon became an instant fan favourite.

Guy’s passion for racing can perhaps best be described as relentless. He has competed in various classes. including the Superbike, Supersport and Senior TT races. Despite several close calls and heart-racing performances, the Isle of Man TT victory eluded him; though

he would go on to have multiple podium finishes. Later he participated in the Macau Grand Prix, the Southern 100 and the 2013 Ulster Grand Prix – finishing the latter with multiple podium finishes and wins in the Supersport and Superbike classes.

But for all of Martin's triumphs on the racetrack, his career has also been marked by its fair share of setbacks and challenges.

Riding for Wilson Craig in 2010, Guy crashed out in a wellpublicised fireball incident in the Senior TT, which caused the race to be red-flagged. Guy suffered horrific injuries but was back working and racing after a few months.

In 2015, Guy’s luck ran out again when he was involved in another huge crash during a practice session at the Ulster GP. The crash left him with multiple fractures to his back again, requiring steel rods to be inserted, which are still place today. In the aftermath of the crash, he faced some physical challenges but, true to form, he refused to let adversity defeat

him. Guy went back to work on the trucks and began preparing for a gruelling push bike ride from Canada to Mexico. Less than 12 months after his back injury he completed the Tour Divide.

Opportunity came knocking in 2017 in the shape of Neil Tuxworth, the new Honda Fireblade and a ride on the Honda 6 as part of the deal. They shook hands and Guy was heading back to the TT. Sadly, the idea was greater than reality, as the team was plagued by various issues, crashes and injuries. Guy decided to walk away intact after a nasty crash on the opening lap of the RST Superbike Race. Guy realised there was more he wanted to do away from the Island and ended his TT career.

A man of many talents, Guy would achieve further recognition (however unwanted for the notoriously publicity-shy racer) when he began hosting TV spots in 2010 with appearances on shows like ‘The Boat that Guy Built’, ‘Speed with Guy Martin’, and travelogues like ‘Our Guy in Colombia’. With some of these

shows documenting his attempts at various challenges and record-breaking feats, viewers would become familiar with the relentless drive of Guy Martin.

A holder of multiple Guinness World Record titles, he set the record for the ‘Fastest speed on a gravity-powered snow sled’ in Grandvalira, Andorra, on January 10, 2014, and the ‘Fastest Speed in a Soapbox’ in Mont Ventoux, France, on October 16, 2014.

In 2016, Guy set a new Wall of Death world record by achieving the highest speed ever recorded on a Wall of Death at 78.15 mph.

Guy is also a five times Sunday Times Bestselling Author.

Though he may have achieved several death-defying speed records, twicensurvived a broken back and braved the urban desolation of what remains of Chernobyl, Guy remains a mechanic at heart, just as comfortable tweaking lorry engines as he is speeding around a racetrack. Guy has many projects on the go since stepping back from competitive top-flight racing, although he does

participate in occasional events and one-off races – and now has set his sights on becoming the first man to 300mph in a standing mile on a conventional motorbike.

Guy is at his happiest when he is fettling in his shed and still lives in Lincolnshire with his fiance, their daughter and three dogs. He continues to work as a mechanic for a local trucking company, taking time in between fixing nuts and bolts to host television series, build custom engines for race teams and work on his tractor as a contractor for a local farm. Simply speaking, he likes to keep busy.

In the words of Guy himself: “I like doing things my way, the right way. I've had my eyes opened for the last 10 years or more and I'm still learning. I’m always looking for a new challenge but sometimes the challenges seem to find me.”

54 THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW 20-21 APRIL

1957 Norvin Norton/Vincent

Aston Martin Brough

Vincent Black Shadow

Cream of the crop Classic Bike Shows Events Manager Nick Mowbray took a look at some of the classic machines entered into this year’s International Classic Bike Show sponsored by Carole Nash.

Here are Nick’s picks, a handful of incredible bikes you need to see in the flesh.

F

irst up, and a first for Stafford, is AMB 001 or, to give it it’s full name, the Aston Martin Brough; the result of a collaboration between Aston Martin and Brough Superior. Strictly limited to just 100 motorcycles, the track-only AMB 001 represents the union of iconic Aston Martin design and state-of-the-art Brough Superior engineering to create a piece of dynamic art for the motorbike connoisseur. This bike is number 35 off the production line and I bet you’ve never seen one in the flesh.

Pick number two has to be factory special Vincent Black Shadow race bike from 1951.

Built for Frank Turner, it was a bike destined to campaign in the various TT races against the likes of Duke, Doran, McCandless and

Wood. Black Shadows were built with the same labour-intensive hand-fitting of bearings and major engine parts that Vincent had used prior to the war, with an air-cooled, four-stoke, 50-degree V-twin unit, a displacement of 998cc and a top speed in excess of 130mph. Quite incredible for 72 years ago.

As if one Brough isn’t enough, along comes another. The roadgoing Brough Superior SS80 has been fully restored to original specification. It’s a 1936 rigid frame example which was despatched from the Nottingham factory at Haydn Road early in that year after the SS80 was relaunched a year prior. The new 982cc, side-valve, V-twin engine from Associated Motor Cycles differed from the earlier Matchless engines, featuring a

‘knife-and-fork’ big-end bearing arrangement, and it was this engine that Brough Superior favoured until production was curtailed by hostilities in 1939.

This example is simply stunning.

Bob Mayow’s 1938 BSA B25 is number four in our list. This 350cc machine was BSA factory supported and ridden by Welsh Trials Champion Percy Sivell in the 1939 International Six-Day Trials at Llandidrod Wells. It went on to achieve more success on the sands at Pendine.

Sivell’s original bike has been sympathetically restored to ‘oily rag’ condition by John Harding, paying homage to that 1939 trial and keeping it utterly original.

It has a Reynolds 531 lightweight frame. Yes, the same tubing you had on your pushbike as a kid, and has been ridden in

the Beamish Trophy Trial. More importantly and to our delight, it’s still ‘campaigned’ locally offroad and on ‘green lanes’ by its current owner.

It’s not often a motorcycle from the ‘other side of the pond’ features at Stafford, but Paul Kanner’s 1952 Harley Davidson isn’t one to miss. Kenner can’t lay claim to the build of this stunner as it was originally built by Keith Howship in 2009 and actually won Best in Show at Stafford in 2010 before going into storage.

Kenner bought the bike at auction in 2022 with only 12 miles on the clock, recommissioned it and, after some modifications to make it a reliable and safe bike on the road, the bike has now covered over 1500 miles. I think Wyatt would approve! Easy, man….

Last but certainly not least is

Hear the roar from the GP Paddock!

The ‘live start-up area’, aka the Grand Prix Paddock, is all fired up to ignite your senses. Experience the pulsepounding thrill as seasoned riders unleash their machines’ power to thrill the audience. Here, seasoned riders showcase their machine’s prowess while newcomers soak in the electrifying atmosphere. Picture the air thick with the scent of exhaust smoke and the rumble of engines igniting, sending your heart racing.

Every moment at the paddock is an unmissable adventure on two wheels, so this is one you do not want to miss out on.

1938 BSA B25

Roy Fox’s 1957 Norvin Norton/ Vincent café racer. A 998cc Vincent motor in a Norton featherbed wideline frame, this motorcycle was recommissioned in 2023. Although designed with a single-cylinder engine in mind, the generously-proportioned Featherbed frame in time would prove capable of accommodating a wide variety of different power units – twins, triples, fours and v-twins, all could be made to fit with a little ingenuity and there have been several constructed with the Vincent v-twin engine.

There isn’t a part on this bike that’s not seen Roy Fox’s polishing cloth!

GET YOUR TICKETS AT WWW.CLASSICBIKESHOWS.COM 55

Clubs corner

The beating heart of the classic bike scene pull out all the stops at Stafford.

S

tafford wouldn’t be the same without the support of nearly one hundred motorcycle clubs catering from pioneer and veteran bikes through to the strokers of the 90s and 00s. With so many clubs and so many bikes, there’s always a celebration of one kind or another going on. Here are five clubs at The International Classic MotorCycle Show sponsored by Carole Nash, celebrating this April.

Leading the Italian charge is the Ducati Owners Club which is marking its 50th anniversary this year. The club was founded in 1974 and so… the club is

harking back to that inaugural year and bringing together an incredible collection of machines from that year. Get ready to be stunned with 250, 350 and 450 Desmos; 750SS’s and 860GTs, and a host of other stunning bikes. Find the club just off the Main Hall. www.docgb.org The MV Augusta Owners Club is focusing on race bikes this April. A bevy of 350cc racing MVs will flanked by its smaller stablemates in the form of some ex-British racing championship 125cc and 50c machines.

The Club itself aims to provide technical advice and resources for F-Series and post 1990s models, as well as maintaining

its support for the small-capacity 50s, 60s and 70s machines, and the 4-Cylinder Sport and America Classics. Find these guys in the Main Hall, stand M79. www.mvownersclub.co.uk Running up the flag for the Brit bikes is the Ariel Leader & Arrow Club which is focused on a 65-year anniversary of a one-year-only machine. The Ariel Arrow 200 was introduced in order to qualify for lower road tax and cheaper insurance by using a 199cc engine. It is by some distance the rarest of the Leader/Arrow family, only 844 being built between April 1964 and August 1965. Compared to its more powerful sister, it had a smaller bore and lower gearing.

Make sure you call at stand P503 in the Prestwood Hall to check this display out.

Triumph Owners M.C.C. is celebrating 75 years of bringing Triumph motorcycle fans together. It was founded in a post-war Britian on November

22, 1949 by a group of dedicated enthusiasts around South London. It soon grew into a major National One-Make Club catering for all owners of Triumph Motorcycles, whether they be pre-war (up until 1942), classic (the Meriden Era), or modern (the latest range of beauties designed in Hinckley). It welcomes members from around the world and are on hand to talk all things Triumph. I wonder if there’ll be birthday cake? Be sure to pay a visit on stand M46 in the Main Hall. www.tomcc.org Last but not least is British Owners Club (Essex) which will be marking the 80th anniversary

of the D-Day landings and Operation Overlord. On display will be 11 allied motorcycles of various makes plus a large collection of military equipment and memorabilia. If that’s not enough, the club is also celebrating 50 years together.

The club was founded in 1974 by a small group of like-minded people who, seeing that the British motorcycle industry was gradually disappearing, decided they would form a club to not only preserve and ride British motorcycles, but also where possible renovate them. Pop along to stand S8 in the Side Hall next to the Main Hall. www. britishownersclubessex.co.uk

56 THE INTERNATIONAL CLASSIC MOTORCYCLE SHOW APRIL 20-21

Extremely rare Vincent Black Lightning leads the spring Stafford sale As ever, there’s a veritable feast of rare and iconic motorcycles up for grabs in the bi-annual two-day Bonhams Stafford sale.

Leading the charge is the 14th Vincent Black Lightning built – and one of only 34 machines ever produced. Only very rarely is an example offered for sale, which makes the sale of this 'Polish Lightning', estimated at £120,000-£150,000, an exceptional opportunity for collectors.

Bonhams will also present one of only three 1959 Benelli 250cc Grand Prix Racing Motorcycles.

Estimated at £60,000-£80,000, it is believed to be the most complete and original of the three known – and the only one in full running order.

Sticking with the race theme, the ex-works, Gary Nixon, Greg Hansford, Hurley Wilvert, 3rd Place in Daytona, 1972 Kawasaki H2R Racing Motorcycle is sure to set pulses racing. Rarely does a machine of this calibre

come to market – but what makes this bike exceptional is the paper trail that accompanies it. The fastidious owner has carefully researched the history, whilst also carefully preserving the patina of the motorcycle.

Estimate £120,000-£160,000.

Leading the way with the road-going machines are two early Brough Superiors. The first is Brough Superior works manager Ike Webb’s circa 1922 Brough Superior 996cc SS80 Special. The estimate is £70,000£100,000 for this piece of Hayden Road history.

The second example is an all-matching number, Tony Cripp’s restored and well-documented 1924 Brough Superior 980cc SS80. Until recently it was on display at Atwell-Wilson Motor Museum and is estimated at £80,000-£120,000.

Bonhams are also proud to present the collection of the late Clive Wood MBE, a prominent figure in Teesside industry, who

began his career at Marske Machine Company as an apprentice fitter-turner.

Known for his energetic work and excellent, down-to-earth client care, Clive founded the East Cleveland Youth Training collective, empowering young people in engineering – and additionally served as county vice president for St John Ambulance, supported local sports, and was awarded an MBE in the 2019 Queen’s Birthday Honours.

His impressive collection of over 40 motorcycles boasts no less than 20 diverse British motorcycle brands, all to be sold without reserve.

Highlights include: ■ 1931 Matchless 593cc Silver Hawk Project, estimate £17,000 -22,000 ■ 1930 Matchless 400cc Silver Arrow, estimate £8000-10,000 ■ 1934 BSA 4.98 hp J34-15 OHV Twin W.D., estimate £800012,000 ■ 1941 Indian 500cc 741 Scout,

Vincent Black Lightning, 14th production, estimated at £120,000-150,000 estimate £7000-10,000 Other sale highlights include: ■ Guinness World Record Holder, 2003 Whitelock 4.2 Litre 48-Cylinder Tinker Toy, estimated at £40,000-60,000 ■ 1975 Suzuki TR750 Racing Motorcycle, estimated at £18,000-22,000 ■ 1952 MV Agusta 123.5cc Monoalbero, estimated at £15,000-18,000 ■ 1951 Vincent 998cc Series-C Black Shadow, estimate £45,00055,000

■ Two owners since 1933 and highly original, 1932 Ariel 601cc Model 4F Square Four, estimate £12,000-15,000 With over 200 exceptional motorcycles consigned to The Spring Stafford Sale, this year’s event promises to be yet another memorable auction.

For details of how to bid in the auction visit us at the show or contact the department.

■ motorcycles@bonhams.com / +44 (0) 20 8963 2817

GET YOUR TICKETS AT WWW.CLASSICBIKESHOWS.COM 57

Gearing up with the traders and autojumblers From vintage motorcycle parts to cutting-edge accessories, each stall at the trade stands is a treasure trove waiting to be explored. As you wander through the aisles, you’ll find yourself immersed in a bustling marketplace filled with enthusiasts, experts, and everything in between.

We are highlighting a couple of our traders and exhibitors on this page so grab your shopping list and get ready to snag the best deals!

Bridgestone will be the tyre brand that bikers will be thinking of first once again, thanks to a new and inflated presence at the show. Stop by their booth to experience the arrival of their latest next generation tyre – the BATTLAX HYPERSPORT S23.

An action-packed stand awaits your arrival, as does product manager Gary Hartshorne, who will have all the answers to your questions.

Radiating pure passion since 1911, Benelli are all about tradition, emotion and innovation in their range of sophisticated and modern motorcycles. They bring a legacy of excellence in

design and innovation to the forefront, offering a curated selection of bikes that blend style with precision engineering. Step into their booth to experience the very best of Italian craftsmanship and performance.

Combining their expertise in ‘Moto’, the culture-rich history of the city of ‘Bologna’, and their ‘Passion’ for motorcycle enthusiasts, MBP Moto offer the very best of cutting-edge design and high-performance bikes for amateurs and experts alike.

From sleek upgrades to essential maintenance gear, you’ll find a premium selection to enhance your riding experience at their stand.

Experience a touch of timeless craftsmanship and British heritage at the Watsonian Squire stand, where tradition

meets innovation. With a legacy spanning over a century, Watsonian Squire are renowned for their exquisite sidecars and motorcycle accessories that blend classic design with modern innovation. Discover the perfect complement to your ride as you explore their collection of meticulously-crafted sidecars, luggage solutions, and bespoke accessories.

You will also find illustrious traders like Hagon Products Ltd and David Silver Spares at the trade stands.

Don’t miss the National Motorcycle Museum’s display stand to snag a raffle ticket for a chance to win an exclusive price!

Come and explore the diverse array of traders at the show to find that something special for your next ride.

United at Stafford: Retailers and autojumblers

The Stafford Classic MotorCycle Show is the KING of classic motorcycling events. Featuring a massive line-up of 900-plus traders, Stafford is your one-stop shop for spare parts, gear, and more. With top autojumblers both indoors and out, it’s a treasure trove for enthusiasts. From pristine classics to garage finds, Stafford has it all – justt be prepared to haggle with your best bargaining skills!

In 2024, alongside names such as Central Wheels, JJ Cables and B.O.M Batteries, the show welcomes back many more manufacturers and retailers.

THE INSIDE LINE 59

FROM THE VAULT

SAFETY IN NUMBERS? Despite fielding a whole host of top riders, Yamaha still couldn’t keep Wayne Gardner and Honda taking the Championship in 87.

Words: Steve Cooper Photo: Mortons Media Archive The season saw a total of eight riders on various iterations of the YZR500 (aka OW81) with varying levels of support for the riders in each team.

If Yamaha was going for the carpet bombing approach then, sadly, it didn’t get them the result they were hoping for.

Honda’s Wayne Gardner had got the better of the lairy NSR500 and took the title from Randy Mamola riding for Team Lucky Strike Roberts by 20 points. Marlboro Yamaha Team-Agostini mounted Eddie Lawson would take third with Tadahiko Taira sixth on another Agostini-managed machine. Christian

Sarron got the Sonauto-Gauloises to seventh. Some good news for home fans was Rob McElnea on the final Agostini machine getting a creditable 10th place despite only finishing six races. Signs that there was hope on the horizon came in the form of Aussie Kevin Magee making a big impression in just the two races he took part in. A deal was set up for him via Lucky Strike sponsorship for the following season.

Still running the internal factory code of OW81, 1988s YZR500 came with a host of subtle improvements.

Moving the two banks of cylinders further apart gave more room for the carburettors which, in turn, allowed for longer inlet tracts. The guillotine-style power valves of the previous years were swapped

for the older style cylindrical types which facilitated better throttle control. Changes yet again to engine positioning, revisions to air ducts and a larger radiator saw the YZR benefit from better cooling which helped reduce any seizure issues. Three more ponies added brought the engine’s deliver up to 148bhp.

Technical innovations carried on with changes to the exhaust system.

Previously everything had been compromised to various degrees, most crucially in terms of squeezing in four large expansion chambers behind the motor. There had always been a trade-off between gas extraction efficiency, power and ground clearance, with the latter generally winning out.

The new OW98 had a left/right

asymmetric rear swing arm with a large upward arch on the right side which allowed the relevant exhausts to be of the optimum size. Yamaha had just invented the so-called gull wing rear suspension.

Randy Mamola, Raymond Roche, Eddie Lawson, Didier de Radiguès, Tadahiko Taira, Norihiko Fujiwara, Christian Sarron, Patrick Igoa, Kevin Magee and Wayne Rainey, spread over four teams, would comprise Yamaha’s full-on assault of the 1988 championship.

The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am-4pm (please leave a message)

WANT YOUR FIX OF JAPANESE CLASSICS? THEN YOU NEED...

6 issues for £25* *Followed by £25 every six months

Visit www.classicmagazines.co.uk/cmm296 Call: 01507 529529 and quote: CMM296

Expiry: 31/12/24 *UK only offer

60 KNOWLEDGE

SPECIALIST SPOTLIGHT: What better way to celebrate 30 years of business than with a serious brand refresh and bags of new kit. Let’s have a look at what Spada’s up to for 2024.

WORDS: Bob Pickett PHOTOS: Spada 1994 was some year; and it’s hard to believe it’s been 30 years since Oasis topped the charts with Definitely Maybe and Pulp Fiction hit the big screen. It was a special year for Spada, too; the British firm launched its very first product – the 701 lightweight waterproof jacket and trousers.

That means 2024 sees the British brand celebrating its milestone 30th birthday, spearheaded by a major range refresh, rebrand and a renewed focus on ‘Ride and Wear’ gear. It’s an evolution of their ‘everywear’ philosophy launched in 2015, under the premise that great quality, goodlooking kit should be accessible to all bikers, and should integrate into a rider’s life when away from two wheels.

So, is this a case of form over function? Well, not according to Head of Development James Kent who told us that the new range had been designed to strike the perfect balance between style, protection and functionality, with the complete collection satisfying the latest CE certification. A great example of this is the development of their own armour which is designed to provide the flexibility and comfort the style of the kit requires, without comprising protection, and will be supplied as standard with all products going

forward – including a back protector.

Taking a closer look at the new range, its clear to see the transformation, not just in the product but also how the brand are now presented, leaning on the brand name Spada (which is Italian for sword due to the founder’s heritage). Spada now divide their range into three core profiles, and then categorise within each profile based on three different stages of sword making: Raw, Forge and Edge. This clear three-tier hierarchy is designed to give riders in each profile a choice of product based on their individual needs. Put simply, they now have a comprehensive range of kit to suit all riders and all budgets.

From speaking with the team at Spada, and those directly involved with the relaunch, it’s clear, too, that there’s a clear focus on delivering what bikers actually want. And viewing the kit first-hand during their recent product preview, it certainly looks like they have achieved what they set out to – creating a range of riding kit which should complement your lifestyle and not just provide protection. In Spada’s own words: “The latest collection breaks down the outdated boundaries of how traditional motorbike kit should look and feel, offering innovative designs and materials that are crafted to enhance your ride, and life.”

WHAT’S IT COST? Spada divide each product category into three tiers, each providing riders with a selection of products at different price points.

■ RAW represents products in each profile that provide the best value, with the AA rated Spada Commute jacket available in three colour options, in size range S-5XL, and featuring 5-piece armour, available from only £94.99 (and a matching pant is also available).

■ FORGE products provide a step up in quality and features. The workout boot-styled Tachi trainer with natural gum sole feature Level 2 upper impact abrasion and are available at £139.99.

■ EDGE characterises the pinnacle of the product line-up and is headed by the 30th anniversary remodel of their best-selling Air Force 1 jacket. The AAA rated Turbine is made from a tough, yet supple, full-grain cowhide and will be available at £349.99.

KNOWLEDGE 61

Spada Blade Hoodie

TOP PICKS S

£129.99 / S-5XL

Part of the City collection and categorised as ‘Raw’, the Spada Blade Hoodie will be available in two versions, pullover, or full zip, in three different colour options, black, coral and turbulence (grey). Certified CE level AA and including 5-piece level 2 CE armour, the Hoodie represents exceptional value for money. To deliver a genuine sweatshirt feel Spada manufacture the Blade using a durable 4-way stretch rib polyester which is bonded with microfleece, providing a CE certified product that is as comfortable and flexible as a Hoodie should be. The Blade also features a stay flat hood, ribbed cuffs and hem, and concealed thumb loops.

Over the coming months we will be testing and reporting on the new Spada range, but in the meantime, here’s a pick of some of our favourite kit from the new City, Urban andd Women profiles within the Raw, Forge and Edge hierarchy.

Spada Ember Shirt £199.99 / S-5XL Part of the Urban collection and categorised as ‘Forge’, the AA rated, but casually styled, Spada Ember Shirt again sits firmly within the Ride and Wear philosophy. Ember is fitted with Spada’s own Level 2 CE 5-piece armour, with the lining woven with polyester for added strength while maintaining the lightweight flexibility you’d expect from a regular shirt. For a clean, stylish look the front fastening zip is concealed with metal pop stud fasteners, and a button-down collar.

WANT TO KNOW MORE? If you’d like to know more about any of the products in the range you can reach out directly to Spada at customerservice@feridax.com – or you can check out the kit and even contact your local stockist using the dealer locator on the Spada website at www.spadaclothing.com

Spada Lancer Womens Leather Jacket £349.99 / 8-18

2024 sees Spada reintroduce a premium product into their ladies’ collection, with the AAA rated Lancer leather jacket positioned as an ‘Edge’ product.

Classily styled and manufactured from a full grain leather, the Lancer features a detachable faux fur collar and cuffs, accordion elasticated back panels for ease of movement, and a diamond quilted satin lining for a premium feel and added warmth.

To the rear of the jacket, Spada have added zipped fastened hem extensions so a tailored fit can be achieved. Spada are also producing a waterproof wax cotton version of the Lancer which will have a slightly lower price point of £269.99.

That’s just a little taste of all the good stuff that’s been added to the range. Away from jackets, other notable inclusions in the 2024 collection (and more sword references) are the AAA rated Ronin denim jean available in both men’s and ladies’ sizes at £159.99, and the workwear inspired Anvil waterproof boot which

features a wax-treated leather and Cordura upper, embossed ankle protection, and rugged commandostyle outsole for durability, and will retail for £179.99.

Landing in store from April 2024, this is just a taster of the many new products on the way. The complete range is available to preview online now at www.spadaclothing.com and across their social media channels at Spada Clothing.

62 LEARNER LEGAL

WORDS: Chris Bailey PHOTOS: Kymco

After a capable commuter scooter that’s nippy, nimble and not too expensive?

Kymco Agility City+ 125 Having recently moved away from the MoreBikes HQ in Lincolnshire, down to Sevenoaks, Kent, I was on the lookout for something well built for navigating built-up towns and busy centres. So when I was offered the opportunity to test Kymco’s Agility City+ 125 I eagerly took them up on the opportunity to try out this urban-styled commuter scooter.

Over the last couple of months I’ve battled through the congested urban sprawl, wound my way along twisty back roads, and powered (within reason) along arrow-straight main roads.

Basically, I’ve been all over to see how well this thing holds up on the daily commute.

Kymco opened their doors in Taiwan back in 1964, originally starting out with a technology transfer from Honda. But over the years Kymco have become one of the leading global powersports brands in their own

right, endeavouring to create personal vehicles that ‘win the hearts of consumers all over the world’. To do that, they’ve got a healthy stable of rides, which includes scooters, motorcycles, mobility scooters, ATVs and utility vehicles. Focusing on twowheels, they’ve got everything from 50cc scoots to 550cc threewheelers.

The Agility City+ is their urban commuting machine. From the moment it was unloaded from the van I was impressed with how it looked: strong, angular lines across its bodywork giving it an aggressive look not commonly seen on city commuters, with the twotone black and light blue offering a striking appearance.

The headlights and indicators are integrated into the front of the scooter, just above its wheel – yet they're high enough to be easily visible to other road users.

And there’s a small windshield

which curves back just over the dashboard, too. The dash itself is surprisingly simple, almost old-school, but it still provides everything you need. It contains an analogue speedo and a fuel gauge, above which there’s the full beam indicator. There’s also a digital display containing a clock and trip information. Like I said, simple, but effective. My only problem with the dash is that the speedo has KM/H as the larger, more detailed numbers, with MP/H as the smaller ring on the inside. The other problem is that whilst the numbers on the speedo light up, the needle doesn’t – which can make

LEARNER LEGAL 63

it hard to see what speed you’re going when riding at night.

Underneath the dash is a lockable compartment which contains a charging point, and it’s just big enough to fit your phone and/or wallet. The seat is really comfortable, too, with plenty of space for a pillion passenger when the time comes, and ample storage underneath. The model on test also came with a Shad top box fitted. Kymco actually work with the luggage firm to create kit that’ll fit easily to their rides, which is a nice touch, particularly for a smaller firm. The comfort continues with the footboards, which offer enough space to easily have your feet in front of you, but it also wraps slightly around the side and offers a bit of flexibility if you prefer a more focused, motorcyclestyle riding position.

The Agility City+ is powered by a 125cc Euro5 engine which kicks out a maximum of 8.8hp. Being primarily designed for towns and cities, it gets up to 30 and even 40mph quickly

TECH SPEC Kymco Agility City+ 125

Price: £2599 Engine: 125cc OHC, 4 Stroke, Single Cylinder Power: 8.8hp Transmission: Automatic Suspension: (F) 33mm hydraulic telescopic fork (R) Single swing arm with adjustable hydraulic shock absorber Brakes: (F) 260mm disc, CBS (R) 240mm disc Wheels/Tyres: (F) 100/80-16 (R) 120/80-14 Seat height: 815mm Weight (empty): 114kg Fuel tank: 7 litres Contact: www.kymco.co.uk

enough, but anything more is a bit of a strain. I managed to squeeze 56mph out of it, but it was a long process to get it there. But then again, it’s important to remember this is a scooter meant for commuting, not cruising along faster roads.

The brakes on the Agility City+ are fantastic, brought together through the power of CBS. With 260mm discs at the front and 240mm at the rear, they provide sharp and responsive

speed reduction, helping you feel in control at all times.

The suspension is made up of a 33mm hydraulic telescopic fork with 95mm travel at the front, whilst the rear has a single swing arm with adjustable hydraulic shock absorber with 81mm travel. Boy is this thing smooth to ride; manhole covers, uneven road, bumps, it doesn’t matter… There wasn’t a single road condition that I put under this thing’s tyres where I wasn’t comfortable the entire time.

All of these things put together mean that Kymco’s Agility City+ handles very well, and with a dry weight of 114kg it’s light enough that you can throw it around; easily nipping through tight streets, filtering through traffic, and even banking it around sharper bends.

When it comes to night rides (minus my previous comments about how hard it is to see your speed at night), I was pleasantly surprised by the Agility City+. Normally on anything dedicated to urban riding the dipped beams aren’t all that potent. However, these were more than up to the task, and the full beams did a great job on the rare times I felt I needed them.

I’ve ridden all shapes and sizes of two-wheeled machines in my first year on the road, but nothing has

come anywhere close to being such an ideal bike for nipping through town on. Whether you’re after something for tackling the commute to work, grabbing some groceries, meeting friends, or just riding for the sake of riding, this is a great option.

And at £2599 it hardly breaks the bank for a machine of this quality and versatility. As much as I love riding geared bikes, I’m going to actually miss this great little commuter scooter when it goes back, thanks to its ease of

use and the delight it makes you feel doing something as simple as nipping along a high street (I can’t believe I’ve actually written that).

If you’re into automatics and you like to get to where you’re going as fast as possible then there are plenty of other options on the market, but if you’re after a reliable, comfortable and very affordable machine which feels so at home nipping through city streets, I have no qualms in recommending the Kymco.

WHITE DALTON 65

Q&A Our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles

Q

I have been riding bikes since God was a lad and have loads of track experience. I raced when I was a youngster. Now I’m in my older years, I try and do half-a-dozen track days a year. Usually I go with my mates and now my son since he’s grown up. I appreciate I am not as quick as I used to be and am just out there for some fun. I have a fully tricked out Fireblade (I’ve always been a Honda man) and was at a track day last autumn. We did the briefing and signed the disclaimer, etc., and headed out. Now, we had been told specifically no overtaking in the group we were in, but after two laps some t#at with ‘all the gear and no idea’ on a Ducati thought he would overtake all the ‘slow’ people, as he termed it afterwards. Long story short, as I braked and tipped in for a righthander, the Ducati Dipstick decided he would try and dash down the nearside. In doing so, he rear-nded me and off we skittled into the gravel trap. The knock-on of that is I broke my femur in two places and now have more metalwork than RoboCop (that reference will give you an idea on my vintage!). Naturally, my own fully comp. insurer won’t pay out for an accident on track,

SOLICITORS

www.whitedalton.co.uk

and I am now left with a smashed-up bike, a smashed-up leg and six months with no wages (I am a self-employed plumber). The track day people have told me I have no claim against them as I signed a disclaimer. They also won’t give me the Ducati man’s name and address. Is there a route through for me to compensation?

I would just add that I have my own on-board footage showing the rear-end smash.

A

Yes, there is a route through, but it may well be tricky. Firstly, you should be aiming your claim at the Ducati Dipstick, not the track day organiser as this appears to be his fault, not theirs. In simple terms, you will need to prove that Dipstick was negligent in breaking the rules of the track day and caused the accident and your injuries and loss. If you can do that, you can claim compensation from him. Now I have said this, it may be tricky because if the track day organiser won’t give you his name and address, you may have to make a Court application against them to get an Order against them to release his details. This will, of course, take time and money. However, a Court should order that,

and once you have his details, you can crack on with your claim against the Ducati Dipstick.

I would just add that even if you get all of his details and win your claim against him, you may struggle to get the actual money off him. For an extreme example, if he does not have a job and lives in a rented house, he may be a ‘man of straw’ and you may never see a penny. That said, you won’t know what will ‘fall down’ until you ‘shake the tree’, and we have had our fair share of clients who have been compensated in situations like yours. Lastly, make back-up copies of your video. That evidence is vital and will aid no end in proving your claim. A picture speaks a thousand words, as they say.

Q

Some young lass drove straight out of a car park and into the side of me whilst I was on the main road. She smashed my left ankle to bits with the result that I’ve had two operations (so far). Her insurance is taking care of the claim for my injuries and rehabilitation, etc., but I am not happy with the Police as they have told me they are not prosecuting her because she is young and also got hurt. My view is they should

The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution.

White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer

bring back National Service and send her off for some discipline. Equally, I do recognise that I am pretty angry about the whole thing.

Nonetheless, what can I do to help her get prosecuted?

A

The Police’s job is to gather the evidence.

The Crown Prosecution Service (CPS) then makes a decision whether to prosecute. The CPS should look at The Code for Crown Prosecutors.

There are two main considerations: 1. Is there enough evidence against the defendant?

2. Is it in the public interest for the CPS to bring the case to court?

If you want the driver considered for prosecution, I would read the guide and then write to the Police/CPS with your reasons and ask for the matter to be reviewed with a view to prosecution and go from there. I see no reason why this woman should not be prosecuted for driving without due care and attention. Being young and/or injured is no reason at all. Whilst you shouldn’t have to, I advise you persevere.

to your question, there probably isn’t one. Don’t rely on the advice from your insurance-appointed solicitor, get proper independent advice.

For road traffic offences, call the Motor Defence solicitors on 0800 280 0912.

For non-offence cases, call White Dalton motorcycle solicitors on 0800 783 6191.

If you need advice on a biking-related legal question or query, email mail@whitedalton. co.uk. The best Q&A will be published in MB, in confidence, of course.

YOUR RIDE 67

In partnership with Forcefield Body Armour

We love to see what you lot are riding – and we know the rest of you like it, too.

It’s just like pottering around a bike night and checking out what’s been brought out for a blast. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.

Christopher Faulks’ lean, mean Triumph Street Triple RS

There’s nothing quite like a Bonnie.

We’d love one like Ian Elphick’s in the shed.

John Hough’s KTM Superduke 1290.

10 years, many miles and still going strong. And it looks as good as ever.

You’re not going to miss Dean Halford’s Yamaha MT-07. Brilliant bit of kit.

Graham Crook’s Honda Firestorm bringing the late 90s style.

Steve Minshall’s well-used BMW R1200GS. Two-up touring, days out, Motogymkhana, even a few laps of Cadwell Park; this thing’ll do it all.

Simon Leckie’s immaculate Honda Fireblade looks ready for action.

We bet Phil Girling’s the king of the road on his Harley-Davidson Fatboy.

Pete Barwick’s gone full-factory with his KTM Duke 990. Nice.

Mike Oxlittle’s in two-stroke heaven with his Kawasaki KR1S. Properly iconic bike.

We love the look of Martin Quick’s Yamaha RD350 (and his swanky garage, too).

CLASSIFIEDS ACCESSORIES

CHROMING

SUSPENSION

BIKER FRIENDLY TYRES

WEB WATCH

Selling your bike is

Classified FREE for private readers

For Sale

AJP SPR240 Enduro, Sept 2022, warranty, road legal, on Sorn, 270 miles, ADJ suspension, spares sprockets etc, raised gearing, new battery, £3500 ono Tel. 01322 556013. Kent.

BENELLI Imperiale, 72 plate 400cc, single low running in miles, reg 22/12/2022, red/ black, fitted rack, nice smooth ride, as new twin clocks, gear indicator, hazard lights, ride away, £2225. Tel. 01745 330989. North Wales.

BMW Boxer Cup, 2002, number 7 of 25, just under 20,000 miles, heated grips, panniers, Goodridge hoses, Laser exhaust, new Michelin Pilot tyres, MoT August 2024, ULEZ compliant, genuinely lovely bike, not getting used, £5500 Tel. 02083 014768. Email. r.symonds984@ btinternet.com

BMW Chopper, unique trophy winning R65 based Isle of Man, themed custom, £10,000 offers or request more details Tel. 01539 741341. Cumbria.

BSA Shooting Star, 1958, metallic green, immaculate, 500cc twin, Akront alloys with Avons, very genuine bike, running well, V5C, also included topbox and panniers, from private collection, free delivery arranged, £5950 Tel. 01723 372219. North Yorkshire.

BSA Golden Flash, 1961, metallic grey, matching Avon fairing, alloy rims, crash bars, T/L/S brake, chrome Hagons, new clutch, from private collection, ready to ride, outstanding condition, free delivery arranged, £5950 Tel. 01723 372219. North Yorkshire.

BSA Lightning, 1966, immaculate 650cc twin, red/ black paintwork, chrome mudguards, headlamp, forktops, new silencers, battery, alternator, rear tyre, photos, V5C, from private collection, ready to ride, free delivery arranged, £6950 Tel. 01723 372219. North Yorkshire.

CAGIVA Canyon, 1996, non runner, on Sorn since 2016, rebuilt but no spark, few bits missing, V5, age related marks but in reasonable condition, £495 ono Tel. Tony 07758 515696. Lincs.

BULTACO 250 Sherpa, 1975/76, matching frame engine numbers, square swingarm, engine rebuilt, new carb, front wheel bearings, chain some pitting on forks, no side stand £1750 ono Tel. 01787 210865. Suffolk.

DUCATI 900ss 2004 rolling chassis with V5, £925. Tel. 07930 473221.

DUCATI ST2 in blue, 2001, easy project, good engine with V5, £1350 + ST2 in silver with V5 £1175 + Multistrada 1000cc 2004, red frame with V5, £395 ono + other Ducati spares for sale all bikes have V5 Tel. 07930 473221.

GILERA Stalker 50cc scooter, Piaggio aircooled engine, Brembo brake model, two owners from new, 13,000 miles, sold with £1000 worth of unused new spares including complete forks, wheels, tyres and 70cc kit, ideal for scooter racing, £700 Tel. 01534 822082.

HARLEY-DAVIDSON 1200 lowrider with screen leather panniers and crashbars, only 3000 miles so it’s like new, a good honest bike, reluctant sale, £6650 ono. Tel. 07988 149448.

Lancs HONDA CB125F, 2021, a reliable and economical bike that is perfect for commuting or leisure, low mileage 4200 miles and has been serviced regularly by Honda, comes with many extras, worth over £450, such as crash bars fitted by Honda to protect the engine and other parts, Givi rear rack with 50L Oxford top box for extra storage space, bike is in excellent condition and runs smoothly, £2950. Email. martinianocouto17@gmail.com

HONDA KZ1000, 1979, Goldwing 1000cc, gauges on tank 32,000 miles, electronic ignition, new cambelts, carbs cleaned rejected, American import, imported Somerset motorcycles, new headlight, lower bars, battery, money spent restoring Tel. 01904 763175. North Yorkshire.

KAWASAKI W650, 2002, red and cream, excellent condition, 16,000 miles, £3900 Tel. 01291 423392.

KAWASAKI ZZR600 X reg and Kawasaki ZZR1100 G reg, 600 needs new pads and a battery, 11 needs front mudguard and battery, both MoT’d and running when they came off road, £1200 the pair, buyer collects, Boston area Tel. 07871 517447.

Lincolnshire.

KAWASAKI W650, 2005, one owner, MoT August, 27,000 miles, very reliable some tarnishing on engine, some extras, not fitted some spares factory workshop manual, £2500. Tel. 07853 929691.

ROYAL ENFIELD Bullet pre 65 model, 2020 reg, fsh MoT Aug 2024, 855 miles, heated grips, light cover number board on side great motorcycle, contact for more information, £3995 Tel. 07772 797112.

ROYAL ENFIELD 350T, 2002/3, good original condition, believed Watsonian Squire Special, 3515km, MoT July 2024, traditional 4 speed, right foot change kick start only, fun to ride, £2500 sensible offers Tel. 01545 560418. West Wales.

ROYAL ENFIELD Crusader, 250cc, 1969, Cafe Racer, red/ blue paintwork, lightweight single cylinder, new wheels and tyres, battery, clip-ons, rear sets, running well, ride or show, photos, V5C, free delivery arrange £3750 Tel. 01723 372219. Yorkshire.

SYM Cruisym 2023, 23 reg, blue and silver, genuine 490 miles, nice condition, HTD grips new maxi scooter forces sale, 125cc learner legal, big comfy maxi scooter garaged, 110mpg, £2999. Tel. 07784 499299.

South Yorkshire

TRIUMPH T400 Tiger 855, 1996, Caspian blue, 14,000 miles, MoT until Sept 2024, heated grips, Shad top box, fully serviced this winter inc new brake pads all round, all fluids and filters, valves checked and new chain, Led headlights, hand and service books, plus original tool kit, great condition, £2200 Tel. 07714 213045.

YAMAHA Fazer FZS600, 2000 W, 20,700 miles, dry stored 14 years, 12 months MoT, datatag new e/s rad cover, Goodridge hoses. Also for same motorcycle Givi 3 box Monokey luggage, s/s exhaust, Scorpion can, Scottoiler, Haynes manual etc, £2000 the lot no offers, ring for more info, cash only Tel. 01914 692783. Tyne & Wear.

TRIUMPH Scrambler, 2006, 31,200 miles, MoT, owned 13 years, blue/white, excellent chrome work, £3600 ono Tel. 07905 617940.

YAMAHA Virago 250cc, MoT until 14/08/2024, 11,2663 on the clock, all paperwork provided, it’s in great shape but does have a very small dent in tank and broken latch on one of panniers, although still operational with the straps, price to sell quickly, offers closest to £1450 Tel. 07971 295741. Huddersfield.

Parts For Sale VARIOUS SPARES for Honda CB250/350K, 68-74 model year, Kawasaki spares W65C/W800 Tel. 01291 423392. Chepstow.

Choose one of the following methods:

1 ONLINE www.morebikes.co.uk 2 EMAIL freeads@morebikes.co.uk 3 POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR

NEW scooter wheels, new old stock Piaggio Typhoon, Gilera Stalker, or BWS, boxed, front complete with disc, wheel bearing and axle, read drum, Gunmetal grey in colour, £120 plus postage Tel. 01534 822082.

DUCATI 600SS, 750Ss, 900Ss, full fairing, headlight, bracket, rear mudguard, forks wheels, disc, sprocket, carrier, carbs for spares, clocks, wiring loom Tel. 07816 043480. Staffs.

SUNBEAM 1930’s, British parts, Moto Guzzi, chain 25 length 5/8x3/8ths and various other spares for sale, willing to sell as one lot or separately Tel. 07833 906288.

KAWASAKI ZZR600, 1990-93, full body kit, mudguard and tank, all in good condition, £120 ono.

FZ1 2008 Yamaha standard silencer linkpipe, exhaust valve and cable clutch, springs, gaskets, £60 ono. Tel. 07758 515696. Lincolnshire TRIUMPH 900, new boxed sprocket cover, chrome, £400, £7 postage. Also rechromed sprocket cover, £300, £7 postage. Chrome headlight bucket for same bike, £80, £5 postage, excellent condition Tel. 07434 513161. Lancashire.

Wanted AJS Stormer wanted for restoration Tel. 01524 735039.

BSA B40 or B40SS cylinder head or complete engine wanted, reasonable condition and price please Tel. David 07436 002647.

Email. thehubbards1954@ hotmail.com CLASSIC BIKE wanted consider anything a BSA Bantam to a Yamaha RD400, any bike in any condition, good price paid, genuine buyer Tel. 07432 566835. Tamworth.

CLASSIC MOTORCYCLE wanted any make or age from a box of bits to a mint machine, British or Jap, decent price paid Tel. Colin 01514 470147.

EXCHANGE classic Mini 10” cosmic wheels for Yamaha IT wheels or hubs or Vespa PX Disc project Tel. 01534 822082.

KAWASAKI Z200, 1978, 2200 miles, new tyres, chains, sprockets, battery, forks rechromed, tank coated, electric start and kickstart, £2750. Tel. Jim 07974 071187. Manchester.

TRIUMPH T100, 500cc, 1966, high level exhaust pipes Tel. 07593 438795. East Surrey.

Miscellaneous BOOTS pair Daytona Goretex boots, short style, size 10, as new condition, £100 plus post.

Scott leather pants, black with protection, as new, £40. RST black Denim Kevlar jeans, removeable knee protection, £40, both 30 waist Tel. 01282 816306.

FRANK THOMAS Defender black leather jacket, built in armour, twin zip for adjustment, top quality, little used, years old like new, 40” (102cm) chest, £100 plus post Tel. 01282 816306.

Lancs/Yorks Border.

HAYNES MANUALS new, Suzuki GSXR600, 01 to 03, GSX-R750 00 to 03, GSX-R1000 01 to 02, £10. Suzuki GSX-R600 & 750 06 to 09, £10. Suzuki GSX-R600 97 to 00, GSX R750 96 to 00, £10.

Used Yamaha IT175/J genuine manual, £10 all plus post Tel. 01926 770198. Warwickshire.

MANUALS for sale Haynes Kawasaki 550 Fours 1979 to 1986 Honda CB100 125, SL125, 1970 on, Yamaha RS/RSX 100/125 Suzuki GP100/125 1978 to 1991, £10 each. Tel. 07852 921265.