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The Norton Commando is back How does the super-stylish £16,999 retro roadster compare to the original? We ride both to find out.

INSIDE

YOUR ESSENTIAL 16-PAGE GUIDE

OCTOBER 14-15

KEEP IT LOCAL

The best rides close to home

NEED A NEW LID?

We test our favourite flips

NEWS 3

INSIDE THIS MONTH ON N TH H CTOBER O

27

2023

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Could Honda’s CL500 be the best bang-for-your-buck bike of the year?

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ALL THE GEAR

Our top pick of the latest biking goodies to spend your hardearned cash on

58

SKILLS SCHOOL

Expert advice on how to master the tightest of turns

64

ELECTRIC EXOTICA

If this pair from Energica is anything to go by, things aren’t going to be so bad when we’re all weened off petrol. As long as you’ve not got too far to go...

A nod from the Editor

I

’ve been having a great time belting around on the Voge 300 Rally this past month. Broadly speaking, it’s a Chinese-built competitor to Honda’s muchloved CRF300L Rally soft-roader (a bike which I really love).

It’s been one of the bikes of the year for me. I knew I’d have a good time riding it, but I have been genuinely surprised at just how well it goes (and how close it is to the Honda), particularly when you consider that the Voge is actually about £2500 cheaper. That’s not to be sniffed at.

I know plenty of you are dismissive of Chinesebuilt bikes, citing concern over poor build quality and questionable labour practices, as reasons to steer clear.

That’s fair enough. But there’s no doubt that with each

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

Designers Fran Lovely and Tracey Markham 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 November issue October 5, 2023 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

rmowbray@mortons.co.uk

passing year, the bikes are getting better and better and better. And with a cost of living crisis showing no sign of letting up, if there’s a way to get your hands on a brandnew bike that’s as good as this and still have change from £4000, I don’t think it can be ignored.

We’re going to be living with it for a few months, and have plans to put it through its paces at a long-distance trial event in October, so it’ll be interesting to see how well it handles a bit of a beating – but if first impressions are anything to go by, I reckon it’ll be just fine… What do you reckon? Do you own a Chinese bike?

If not, would you?

Editor

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

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4 NEWS

TWEAKS TO THE TIGER Triumph has just added Active Preload Reduction to its latest generation Tiger 1200s – making the whopping adventure bike more accessible for less leggy riders.

The British firm has announced that it’s now going to be kitting its flagship adventure bike with some clever technology that’ll reduce its seat height with a press of a button.

While it’s not exactly groundbreaking stuff, with HarleyDavidson’s Pan America introducing the concept to the market a couple of years ago, there’s no doubt that it’s a neat addition, which’ll be welcomed by many riders who often struggle to get a solid footing on the floor when riding a big, tall adventure bike.

Making full use of its Showa semi-active suspension system, the new technology reduces the preload in the rear shock, which in turn drops the seat height. Simple. Okay, so you have got to be travelling at a certain speed for it to work, and you’ll have to engage the system by pressing the ‘Home’ button on the right-hand switchgear, but that’s basically it.

It’s capable of dropping the seat height by as much as 20mm – and that’s on top of the height reduction from the two-position seat (meaning the GT version of the Tiger 1200 can drop down to 830mm, and the slightly taller off-road focused Rally can come down to 855mm). While 20mm might not sound like a lot, it’s surprising what a difference it can make. It is worth noting that the system does take into account the combined weight of the rider, passenger and any luggage – and if you were fully laden, you might not have the whole 20mm to play with.

Better yet, Triumph’s done another good deed by offering to kit all Tiger 1200s bought since the new generation was released in 2021 with the system. All owners’ve got to do is opt to have the system added to their existing machine at its next service. Top work.

HAYABUSA OVERHAUL Leaked documents suggest Suzuki’s planning some serious engine updates to its much-loved Hayabusa It’s been three years since Suzuki last updated the ’Busa, and it looks like the increasingly active Japanese firm has further plans for one of its most iconic motorcycles.

It’s great to have confirmation that the bike is going to be sticking around. The future of the legendary machine has been called into question over the years, particularly as it was left to do its thing throughout the 2010s, going without any major updates until its most recent refresh in 2021.

Suzuki seemed to be sticking to the old adage, ‘If it ain’t broke, don’t fix it’, with a raft of its bestloved models feeling a little bit long in the tooth of late.

Thankfully, it seems Suzuki’s got the message – because in addition to its pair of impressive new middleweights, and a wave of rumours about exciting new models coming for 2024, official documents show that it’s going to be attending to the engine of the bike which was once the ‘world’s fastest production motorcycle’.

Sadly, it’s not likely we’ll see a load more power for the Hayabusa, with the updates seemingly focused on improving rideability and reducing emissions. The main way that’s

THE TOURING TREATMENT

It’s looking like Ducati’s gearing up to get back into the sport touring game with two new variants of its Supersport 950 on the way soon

going to be done is by adding a Variable Valve Timing system. If you’ve not heard of it before, VVT works by altering the lift of the intake and exhaust valves of the engine.

It’s a clever, though not exactly revolutionary, bit of kit which allows engineers to more easily finetune the engine to deliver specific characteristics at specific engine speeds. There’s plenty more good stuff going on, too, though we’re hopeful we won’t have to wait too long to get all the details, with the big bike shows happening at the start of November.

Recently filed registration documents suggest that we’re going to be treated to a couple of versions of Ducati’s Supersport 950 – and the suggestion is that they’re going to be set up for munching miles.

It’d make sense. There’s been an increased appetite for sport tourers of late, with bikes like Suzuki’s GSX-S1000GT and Moto Guzzi’s V100 Mandello proving plenty popular in recent years.

And then when you look at how the Supersport 950 sits in Ducati’s current line-up (probably a little too close to the Panigale V2 for comfort), it’s easy to imagine that it’s perfectly poised for reimagining.

Although there’s been no official word from the factory, approval applications have been submitted to the California Air Resources Board for two new models: namely the Ducati Supersport 950 T and Ducati Supersport 950 ST. It might seem a bit of a stretch to assume that

these bikes are coming soon, and that they’re going to be touring models. But CARB filings are often an early indicator of future models, and applying a bit of commonsense means it’s not much of a leap to assume what they might end up looking like. The big question that remains is what the differences will be between the T and ST variants? It’s possible that one (likely the ST) will be a higher specification version of the T, but at this stage it’s mostly guesswork.

One thing’s for sure, the current 937cc v-twin motor will be carried over to the new models.

And that’s only ever a good thing… it’s a lovely thing (despite being slightly stifled by Euro-5 regulations).

Aside from that, we’re going to have to sit tight for the time being for Ducati to make it official. Hopefully there’s not going to be too much longer to wait, with the next new model announcement set for the middle of September.

NEWS 5

NEXT-GEN HIMALAYAN We’re getting ever closer to finding out everything we need to know about the 450cc version of Royal Enfield’s much-loved Himalayan.

If it’s anything like the current model, the Indian factory is surely on to a winner.

Another month, another rumour about the bigger version of Royal Enfield’s Himalayan. Only this time it’s a lot closer to being official.

It feels like we’ve been talking about the possibility of an update for the mini-adventurer from India for years. We probably have. Ever since it was first launched there’ve been rumours, leaks and the occasional spy shot to keep us wanting more.

But now, with a video of a bunch of bikes bounding about off-road shared by Enfield boss Sid Lal and a selection of close-up snaps obtained by the good folks at RushLane in India, we’ve got a much better idea about what to expect.

Sadly there’s no specification sheet taped to the bike, but the photos do offer a decent chance to look the bike over and glean a few key details ahead of its ‘official’ release.

From a styling perspective, things look to be much the same – aside from the addition of a larger tank and the now widespread Royal Enfield TFT-dash. Of course, the big news is the new motor. It’s the first proper chance we’ve had to gander at the water-cooled 450cc motor.

It’s a different beast entirely to the old air-cooled number, though it still retains a certain back-tobasics charm. Elsewhere, there’s proper USD forks, which are likely to offer a real step up when n compared to the old telescopic ones.

And that’s about it… for now. Hopefully we won’t have to wait much longer as it’s rumoured that the big reveal will be around the start of November – and with EICMA in Milan the usual place for these sort of things happening around then, it doesn’t seem too much of a stretch.

6 NEWS

KTM’s pair of brilliant learner legal nakeds have been reworked for 2024. Here’s everything you need to know

KTM’s ahead of the curve, kicking off the first of its big reveals for its 2024 new model line-up earlier than the competition, with completely redesigned versions of its learner legal Dukes.

Designed and developed at KTM in Austria, but built in India by its partner Bajaj (who also look after the hands-on stuff for Triumph’s newly-announced pair of 400s), the two bikes get new engines, new chassis parts, new electronics, and some fresh styling, too. They’re not messing about.

Let’s start with the big ’un (it’s all relative…).

Away from its looks, which take inspiration from KTM’s 1290 Super Duke R and 990 Super Duke, the big news is the bike’s new motor. It’s a new 398.7cc single cylinder number, which kicks out a claimed 44.4bhp of power at 8500rpm and peak torque of 28.8lb-ft at 7000rpm. That’s just the start though…

There’s a new two-piece chassis (with a steel trellis main frame and aluminium subframe) which KTM reckons offers improved stiffness for better riding feel. There’s a revised rear shock that now mounts off-centre, to offer space for a redesigned exhaust and airbox. Speaking of which, the 390 gets updated 43mm WP Apex open-cartridge forks with five clicks of compression and rebound adjustment up front,

and a WP Apex shock with 150mm of travel and adjustment for both preload and rebound damping at the rear.

Add in a fairly comprehensive electronics package, including cornering ABS, traction control, multiple riding modes (including Rain) and a specific Supermoto ABS option, which actually allows you to deactivate the rear ABS at the rear, and the new Duke looks to be on to a winner. You can even select a ‘Track’ setting on the newly-added 5-inch TFT dash and make use of a built-in lap timer. Pretty cool. And if that kind of thing’s your bag, you’ll be pleased to hear there’s launch control as standard, plus the option to activate an up/down quickshifter for an extra fee. Pretty cool – particularly for a learner legal ride.

The smaller of the pair, the KTM 125 Duke, follows much the same formula – although there’re a few sightly less sophisticated parts to play with. It’s powered by a 14.8bhp single cylinder motor, gets Supermoto ABS as standard, and can even be fitted with a quickshifter and blipper like its big brother (though it does come without cornering ABS, launch control and optional riding modes).

Suspension comes in the form of some 43mm WP Apex front forks with 150mm of travel up

front (with adjustability) and a similar off-centre mounted WP Apex shock absorber to the 390 (though it’s only adjustable for preload).

At the time of writing there’s been no news on

pricing for either bike, but with KTM confirming the new bikes won’t be available until January 2024, we’ve still got a bit of time to start saving some cash.

BARGAIN BLASTER

CFMoto has been going from strength to strength in recent years – and now it’s revealed a funky 450cc version of its NK naked to take it to the more established competition.

Slotting in-between its 300NK and 650NK, the £4990, 46bhp pocket rocket looks pretty well placed to ruffle a few feathers – particularly when you consider it kicks out a similar amount of power to Honda’s CB500F and Kawasaki’s Z400, but can be bagged for less cash.

It’s not exactly dripping with the highest quality goodies, but if past experience is anything to go by, the NK will be well up to the job. For suspension, it comes kitted out with a set of upside-down non-adjustable 37mm front forks and a monoshock at the rear. Braking is looked after by a single 320mm J.Juan disc and radially-mounted caliper up-front, while a 220mm Hangte rotor takes care of things at the back. The tyres are a set of CST AS5s –

although its 110/70×17 front and 150/60×17 rear wheel will make it easy to fit a premium set of hoops if you see fit.

Elsewhere, there’s a 14-litre tank, traction control, a slipper clutch, and a five-inch TFT dash which offers navigation and mobile phone connectivity.

What’s not to like?

NEWS 7 NOISE CAMERA CONSENSUS Over half of British motorists want noise cameras to be introduced and enforced The Mayor of London has scrapped plans to introduce a zero-emission zone in the centre of the capital. Here’s what you need to know.

It looks like petrol and diesel vehicles won’t be banned in London just yet. Following a bit of an uproar about the recent expansion of the Ultra Low Emission Zone, the Mayor of London, Sadiq Khan, has announced that he will shelve plans to introduce a zero-emission zone in the centre of the city.

The proposal was first made public back in 2018, laying out a strategy to ‘implement zero-emission zones in town centres from 2020 and aim to deliver a zero-emission zone in central London from 2025’. It also outlined proposals for a zero-emission zone for inner London by 2040, and a London-wide zone by 2050.

Similar to the current ULEZ scheme, which has been met by resistance by a portion of the general public, the scheme would ‘use disincentives to phase out fossil fuel vehicles altogether’. The document elaborates, suggesting that vehicles which don’t meet the standard would be

allowed to drive in the zones, but that they’d have ‘to pay road user charges (similar to those in ULEZ or LEZ)’.

While there’s little doubt the capital could benefit from some cleaner air, valid concerns have been expressed about the viability and affordability of new vehicles for those without deep pockets.

That was the suggestion of residents of Uxbridge, which voted in the Conservatives in a recent by-election ahead of the then-upcoming ULEZ expansion – with the polls showing that ULEZ was the second most important issue for people after the cost of living.

But just because it’s been canned for now, doesn’t mean it won’t be happening in the near future. A spokesperson for Sadiq Khan has since said that the mayor was now focused on achieving net-zero emissions in the capital by 2030 – in addition to supporting local councils which wish to introduce ZEZ within their boroughs.

We’ve told you about noise cameras before. They’re made up of a camera and a series of microphones, which work to detect vehicles which are making too much of a racket.

They’ve already been rolled out in certain ‘problem’ spots across Europe and have been trialled in a handful of areas in England since October last year.

That’s why the RAC thought it was time to see what the good people of the UK thought about the rollout. As with any study, you’re only as good as your data pool, and although the RAC only managed to question 1424 motorists, it’s pretty surprising stuff (at least for someone partial to the rumble of a V-Twin or a screaming sportbike).

The study found that a whopping 58 per cent of people want noise cameras to be introduced in their area, with just 22 per cent of people being opposed to the idea (and 20 per cent being unsure).

When asked about potential punishment for exhausts which exceed the legal noise limit, 39 per cent of people felt the current £50 on-the-spot fine was on the money, although 37 per cent actually disagreed with the current punishment.

Of those that thought it needed work, 43 per cent felt that a £200 fine in combination with a driving ban until the exhaust was judged to comply with the legal limit was more like it.

Alongside the results of the study, RAC head of policy Simon Williams said: “Our research with drivers shows there is a very strong desire to put an end to the scourge of excessively noisy vehicles that disturb the peace all around the country.”

He identified bikers as a particular problem, suggesting that it was wrong that motorcyclists “could get away with making an unacceptable amount of noise”.

While the responses may not come as a massive surprise when you consider the general attitude towards bikers in the UK, it’s a little disheartening to see it spelled out so clearly.

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.

Perry Presia’s gleaming Royal Enfield Interceptor all the way from the U. S. of A.

Above and below: Adam Dogget and his Harley-Davidson Fat Boy look ready for anything.

Dougie Mason’s lovely Yamaha RD350. He’s had it an incredible 23 years.

Editor Ross has dug out a shot of his early 90s Kawasaki KLR250. It might be laying dormant in his shed at the minute (shrouded by a layer of dust) but he loves it.

Rich Hall’s lean and mean Aprilia Tuono. Cracking bike.

Leigh Grey’s Triumph Thunderbird.

They’ve been partners in crime since 1995.

Another RD. This beauty’s been owned by Gary Sargeant for 32 years.

Richard Allen’s super-cool HarleyDavidson XR1200. We’ve always wanted a go on one of these.

8 EVENTS

EVENTS

At this time of the year, you’re still spoilt for things to do and places to go on your bike. From rallies to jumbles and racing to trackdays (and everything in-between), if you’re on the hunt for where to go to get your two-wheeled fix through September and October, here’s our pick of some of the best.

September 16 Kempton Park Autojumble Kempton Park / www.kemptonparkautojumble. co.uk On the hunt for biking bargains?

This is the place to be, with an array of projects, parts, restoration services and more.

September 22-24 Weston Beach Race Weston-super-Mare / www.rhlactivities.com This is a proper spectacle. Watch hundreds of riders battle it out on the seafront in the middle of town. Just finishing is a serious achievement.

September 16-17 Straightliners Melbourne Raceway / www.straightliners.events There’s plenty of high-speed action to enjoy over the next few weeks. This is round seven of the championship up at Melbourne Raceway.

September 23-24 MXGP & MX2 Motocross World Championship Matterly Basin / www.mxgp.com The best of the best in Motocross will descend on the brilliant Matterly Basin for some top offroad action. If you’ve never been to an MX race before, this is well worth a look for the atmosphere alone.

September 17 Normous Newark Autojumble Newark and Notts Showground / www.newarkautojumble.co.uk Can’t make it to Kempton? Don’t worry. There will be plenty more good stuff to find at this monthly jumble in the Midlands.

September 17 Custom & Cruiser Bike Day Ace Cafe / www.london.acecafe.com The famous Ace Cafe has something cool going on just about every weekend. But if you’re into cruisers and customs, this will be the one for you.

September 23-24 British Historic Racing Cadwell Park / www.britishhistoricracing.co.uk It’s time for the final rounds of this brilliant vintage motorcycle race series at the ever-brilliant Cadwell Park in the Lincolnshire Wolds.

September 23-24 Straightliners Elvington Airfield / www.straightliners.events More top-speed stuff. This time up at Elvington.

September 29 - October 1 British Superbike Championship Donington Park / www.britishsuperbike.com The fastest boys in British racing are over at Donington for round 10.

September 30 - October 1 British MotorCycle Racing Club Brands Hatch / www.bemsee.net We love a bit of Bemsee. It’s proper grassroots stuff – with plenty of top racing on show.

OCTOBER

October 5 Krazy Horse Late Nights Bury St Edmunds / www.krazyhorse.co.uk The guys at Krazy Horse know how to do a bike night – and their mix of bikes, cars, bands, beers and grub always hits the spot.

October 7 Rufforth Autojumble Rufforth Park / www.rufforthautojumble.com More jumble goodness. This time up in Yorkshire.

October 7 Classic Drive & Ride-in Day Lakeland Motor Museum / www.lakelandmotormuseum.co.uk This looks to be a cracking little event at the brilliant Lakeland Motor Museum.

October 13-15 British Superbike Championship Brands Hatch / www.britishsuperbike.co.uk The BSB circus heads to Brands Hatch for the final round of the championship. Who’s going to claim the title?

October 14-15 The Classic Motorcycle Mechanics Show Staffordshire County Showground / www.classicbikeshows.com Although it’s billed as a classic motorcycle show, if you’re into bikes, you’ll find a lot to like at this twice-yearly event. This one’s run in partnership with the good folks over at Classic Motorcycle Mechanics, so expect lots of good stuff from the 70s, 80s and 90s on display. Henry Cole’s going to be there, too, sharing stories on stage from his TV exploits. We’ll be kicking about, too… be sure to come and say hello if you see us drooling over old bikes or dishing out copies of the paper.

October 15 Straightliners Santa Pod / www.straightliners.events It’s time for the final round of the Straightliners championship. And what better place than the iconic Santa Pod to finish things up for 2023.

10 ROUTE FINDER

LINCOLNSHIRE After some inspiration of where to go for a blast? We’ve got you covered.

Each month we’re going to be taking a look at some of the finest roads the UK has to offer. But first, we thought we’d share a handful of our favourite runs from our own backyard. While Lincolnshire might not be your first thought when it comes to great riding, there’s a lot of fun to be had right across the county (and it’s not all flat, either).

CAISTOR HIGH STREET

The B1225 is a rollercoaster of a road, running for 20 miles between Caistor and Horncastle. It’s fast, flowing and offers cracking views of the Lincolnshire Wolds.

There’s plenty of farm traffic and a few crossroads to contend with, but it’s well worth it.

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.

BARDNEY BENDS

The surface might be far from pristine, but this tight, twisty 16-mile stretch, which takes in the B1190 and the B1202, is a stunner. Watch your speed through the villages, but otherwise… enjoy.

WOLDS FLYER

This is one of our editor’s favourites. Starting on the A157 near Welton le Wold, the 14-mile road is a gently undulating joy which cuts across the heart of the Wolds Area of Outstanding National Beauty. Even better, it’s just a stone’s throw from Cadwell Park.

RUN TO REVESBY

The B1183 from Horncastle is our go-to quick spin when we first get our hands on a new bike. The 6.2 miles to Revesby offers a mix of sweepers, s-bends, and sharp lefts and rights. On the right day it’s hard to beat. It’s just a shame it’s not a bit longer.

PRODUCTS 11

NEW IN

The latest kit that’s caught our eye, which’ll keep you safe, comfortable and looking cool.

DAINESE URBACTIVE GTX BOOTS

BEST BUDGET OPTIONS Trying to keep costs down? Don’t worry, there’s plenty of quality kit out there that won’t break the bank.

SPADA STRIDERS BOOTS £74.99

£219.95 / www.nevis.uk.com

Sharply-styled CE-certified, waterproof boots with reinforced toes and heels, for less than £100.

We’re partial to a pair of ‘sneaker-style’ bike boots. These ones from Dainese are particularly cool – and come packed with features to keep your feet well protected. With a waterproof Gore-Tex membrane, ankle reinforcements, a strengthened exoskeleton, Groundtrax soles and an Ortholite insole, you’ll not go far wrong.

www.spadaclothing.co.uk

OXFORD MICRO XD5 K DISC LOCK

EVS BODY PROTECTION

£253.99 / www.evs-sports.com

KOVIX DISC LOCK

Proper protection is essential when you’re belting about off-road – and the F2 roost deflector from EVS is more than up to the task. With shoulder, chest and back protection; a two-piece polypropylene chest plate with lateral articulation; a grid of impact dampening pads; a load of vents and a bio-foam moulded liner, this’ll keep you safe and comfortable out on the track or trails.

£134.99 / www.keycollection.co.uk Looking for some lightweight security to make it more difficult for someone to nab your pride and joy? The Kovix KNX15 disc lock could be just what you need, with its double locking 14mm diameter carbide steel pin and a 120dB alarm.

Pocket-sized protection for your pride and joy, with a 5mm hardened locking pin and twin £26.99 spar lock chassis. www.oxfordproducts.co.uk

RAVEN SIDESWIPE PROTECTIVE JACKET Back, £64.99 chest, shoulder and elbow armour in one rugged package. www.24mx.co.uk

WEISE CORE ADVENTURE JACKET

MERLIN SAYAN JACKET £379.99 / www.merlinbikegear.com

Merlin’s just released its new Sayan jacket. It features an Aquaseal+ laminated waterproof membrane; has D3O level 1 armour fitted at the shoulders and elbows; a D3O Viper Stealth back protector (with room for an optional two-part chest protector); a zip-out 125g thermal liner; and large chest and rear vents. Basically, everything you’d need from a versatile textile jacket that’ll see you right in all weathers.

QUADLOCK PHONE MOUNT

£121.97 / www.quadlockcase.co.uk We’re big fans of Quadlock. There’s a reason they’re so popular – and although they’re a little pricier than other options, they’re well worth the money. There’s a load of options, depending on how you want to mount your phone, and what extras you want. We priced this one up for the latest iPhone – opting for a case, a handlebar mount, a weather-resistant poncho, a vibration dampener and a USB charging attachment.

Wallet£169.99 friendly adventure jacket that’s packed with far more features than its price befits. www.keycollection.co.uk

BIKE IT PHONE HOLDERS Expandable £39.99 phone holder with built-in charging and a rotatable base – and mirror and handlebar mounts thrown in. www.bikeit.co.uk

12 COMPETITION

THE S E K I B E R O M QUIZ

WIN!

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

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

We’ll be asking you questions about all manner of two-wheeled stuff, pushing your

1

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

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

It’s that simple. Get cracking for the chance to win. Good luck!

Which firm is celebrating 100 years of building bikes in 2023?

6

This jacket from Weise might look like a bog-standard waterproof, but beneath its simple exterior there’s a raft of features that’ll keep you well protected on all fronts. It’s waterproof, windproof and breathable with a laminated outer shell, tape lined seams, a waterproof central zip and a handful of waterproof pockets. There’s also a removable thermal lining. To keep you safe should the worst happen, the jacket’s kitted out with CE-approved back, shoulder and elbow armour. And Weise also offers a two-year no quibble warranty should anything go awry. Not bad at all. Want to know more?

Visit: www.weiseclothing.com

Worth £199.99

Name Kenny Roberts’ mechanical guru (who was also a 250 world champion)

2 7 When did Honda release its VTECWhat’s the name of the steering 3 system on Yamaha’s three-wheeler? 8 powered VFR800?

Which bike comes kitted out with a Who bought the rights to the Norton 4 Radar Linked Unified Braking System? 9 name after it went bust the first time?

In which decade did Honda first BMW’s GS is an icon. But what does GS introduce the CL to its line-up?

5 10 actually stand for?

Which manufacturer previously provided bikes for the MotoE Championship?

What’s the name of KTM’s range of bonkers naked bikes?

you get ’em right? Baja Aragon, 25, GSX-8S, KTM, 2006, Pesaro, Cadwell Park, LAST MONTH: Did Compulsory Basic Training, Hamamatsu, Racing Fears Nothing

Here’s the legal bit that you need to know

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LEGAL ADVICE 13

Q&A

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

Q

I had my missus on the back and was heading down the motorway on my Ducati Multistrada 1200 S. It is a big old red bike so there is absolutely no reason for someone not to see me. We were heading for a rally west of where we live. However, on the way it started lashing down with rain. Proper cats and dogs to the point I could hardly see anything. We were in lane one and due to the rain, the car in front started slowing down to about 50mph.

As I wanted to get to the rally and set up our tent and get dry, I moved into lane two and was just filtering between the slow car in lane one, and a van in lane two, when disaster struck.

Despite having a big red bike, I don’t think the van saw me and we collided. As I was alongside him at that point to his nearside, the van hit my offside pannier. Through skill and experience I managed to keep it up and not crash. However, as he had hit me, I forced him to pull over and swap details. He was not too happy when I read him the riot act. However, as I told him, I was doing less than 70mph (about 65mph); I am legally allowed to filter; and he would have to pay for my scratched pannier and for

SOLICITORS

www.whitedalton.co.uk

nearly killing me and my partner. Basically he told me to poke off and speak to his insurer. I have tried to get them to pay and said I would accept £10,000 each for me and my partner for nearly being killed; plus £500 for a new pannier.

However, the insurance handler laughed and said take them to court. So that is what I am planning to do. Do you think I have a good case?

A

They say there is no such thing as a stupid question. However, you have just shattered that theory. In reply, NO, you do not have a good case. Whilst I accept filtering is legal (it is one of the great joys of riding a motorbike) there is a time and a place to do it. And doing it in the piddling rain between vehicles in lanes one and two on a motorway at 65mph is not it.

If you want to know who is to blame for this, you need to go to your bathroom, right now, and look in the mirror. Basically you made your own lane between lanes one and two; in horrendous conditions when you could barely see at 65mph and had a collision. Unless I am missing a trick, this minor (thankfully) collision

was your fault. If I were you, I would keep my head down because if the van driver reports you to the Police I suspect you could end up facing a charge of dangerous driving, or driving without due care and attention. Lastly, even if the van was to blame (which seems unlikely), you do not get compensation for ‘nearly being killed’. You need to give your head a wobble.

Q

My insurance is up for renewal. I am properly paranoid as I don’t trust them as far as I can throw them after they refused to pay out for a claim years ago when my old FZR600 got nicked. Anyway, I digress. I always phone them up to double-check things and this year, for the first time, they asked if I wanted pillion cover.

I think it cost an extra £35 or something (I am old, so my insurance is pretty cheap!). Anyway, when I asked them what the pillion gets for me paying an extra £35 the insurer told me they get nothing. They reckon the pillion can’t benefit from the breakdown cover, or the kit insurance, etc. It makes no sense to me. Can you help me understand what the pillion gets for me paying extra for them.

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

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

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

A

It sounds like there are a few crossed wires. It is not about paying extra so the pillion gets something. You have been asked if you are going to carry a pillion on your bike so your insurer can assess the risk. The bigger the risk, the higher the insurance premium. So, if you’re not carrying a pillion, the lower the risk for the insurer, i.e. if you crash there will be no pillion claim against you/your insurer. In that scenario, your insurance premium will be lower. However, as a point of note, if you tell your insurer you’re not carrying a pillion (to obtain a cheaper policy) but then have a crash that’s your fault with a pillion on the back and they get hurt, that pillion can claim against you/ your insurer and your insurer will have to pay out. HOWEVER, because you lied to your insurer and broke the terms of your policy, your insurer can come after you personally for the money they pay out to the pillion. I had a case where a client broke the terms of his policy and the insurer came after him for £120,000 personally. My advice is if you want to carry a pillion, tell your insurer if they ask.

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

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

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

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

14 BUYERS’ GUIDE: FLIP FRONT HELMETS

When it comes to kit, it’s not always easy to know where best to splash your hard-earned cash. There’s an absolute abundance of choice out there to suit every kind of budget, and although it’s easiest to stick to what you know, there’s

a chance you might be missing out on something properly good.

That’s why we’ve created this new series to take a look at specific bits of gear; breaking down some of the key things you need to know when buying,

KEY THINGS TO CONSIDER

■ E-Numbers

The all-important numbers are ECE 22.05 and 22.06 (in time ECE 22.05 will be phased out); the helmet must carry one of these. 22.05 tested six points of impact on the shell, 22.06 increases this to 12 and adds testing at both higher and lower speeds. 22.06 also adds testing oblique rotational forces (rotational forces are a known cause of brain damage).

Track use requires an ACU Gold Sticker.

UK Kitemark may be returning for road lids.

■ P/J homologation

A major advantage of a modular helmet is being able to raise the front; handy for talking to people/showing your face at petrol stations, etc. Not all modulars can have the front raised when riding. To be used both open and closed, the helmet must have P/J homologation (which means it has been thoroughly tested in each state). P/J rated helmets should feature a locking mechanism for the open position.

■ Noise and weight

The two main drawbacks with modular helmets against full face: weight and noise. The additional mechanisms required to allow the front to open and close add weight. That said, there are more modular helmets being brought out using higher specification materials like carbon, which brings the weight down to closer to full face levels.

To be able to open the front means additional seams; in turn this means more access points for air… more air means more noise. That said, again in higher-spec helmets, the manufacturers are finding ways to combat this. In a series of scientific tests by a major European helmet retailer, the Schuberth C5 was in their top 10 quietest helmets (all types) and the HJC RPHA-91 is the quietest helmet they have ever tested.

■ Anything else?

Like all kit, comfort and use are important. Ride a sportsbike? The best visor angle is different to a cruiser or adventure bike. Distance rider? Comfort, weight, noise may be the most important. As ever, the best thing to do is get down to your local dealer or a big bike show, and get your hands on (and head in) a few in the flesh.

It’s the best way to ensure the right fit, and you’ll be able to pick the brains of someone who likely knows their onions when it comes to helmets.

and pulling together some real-world reviews from riders who cover big miles in all weathers. It’s not a comprehensive list, but these are the ones we’ve been wearing over the last year or so.

First up: flip front helmets.

BUYERS’ GUIDE: FLIP FRONT HELMETS 15

Schuberth E2

£549.99 / www.bikerheadz.co.uk / Ross Mowbray Schuberth knows what it’s doing when it comes to flip front lids. They’ve carved out an enviable reputation for their wellequipped, intelligently designed and supremely comfortable helmets which are often found on the noggins of big miles bikers who are happy to spend a fair bit of cash for the right bit of kit.

Meeting the latest 22.06 safety standards, the dual homologated flip front lid is well up to job of keeping you safe should the worst happen – and after a few thousand miles together, it’s properly usable, too. In the past I’ve struggled to find a comfortable fitting Schuberth – suffering a bit too much pressure on my forehead to be properly comfortable. No such issues with the E2, thanks to the plush removable (and washable) lining. Equally, if it’s not quite right out of the box, there’s an option to get a custom fit using a variety of aftermarket pads.

The flip mechanism is a doddle to operate, with a reassuring click as you lock it either up or down – and its standard clear visor is excellent, boasting class one optics, a wide field of vision, and a pre-installed Pinlock 120 anti-fog lens. There’s a drop-down sun visor for good measure, too. The ventilation’s also top notch – easy to use with a gloved hand, with enough adjustability to keep me either cool or fog-free.

While it might set you back in excess of 500 quid, there’s no doubt in my mind that it’s money well spent. It’s packed with quality features, is comfortable and quiet, and meets the highest helmet standards – oh, and comes with a fiveyear warranty, too (when you register online).

AGV Tourmodular £449.99 / www.agv.co.uk / Richard Graham

The AGV Tourmodular is a classy helmet. Stylish and sophisticated, it’s constructed from carbon fibre, aramid fibre and fibreglass and offers high levels of protection in a surprisingly lightweight package.

It fits like a dream; a little tight as it passes over my ears, but once I’ve squeezed my way inside, it’s a joy. It’s

easy to operate, too – with its simple quick-release chin strap closing with a reassuring series of clicks, and opening easily with a tug on its red tab. The flip’s just as easy. Push in the red release button with a gloved thumb and you’re away.

The visor’s well designed, too. It has a push-button release at the front, and a number of firm ‘click’ positions from closed to fully open. That means you can leave it slightly open without it snapping shut as soon as it catches the wind. In turn, the built-in sun visor is easily operated by a sliding mechanism.

The visor comes down a little further than I’d like, so a small upward adjustment may be needed to get it located in the correct position above the nose.

The helmet is very comfortable and impressively quiet. Waterproof synthetic leather piping keeps water out of the helmet interior on the rainiest of days, and a nose guard is also provided with the helmet, which can be fitted easily if you need it (though I’m perfectly happy without).

There’s no doubt that this is a topend helmet. It is extremely comfortable, lightweight, and well-equipped – and it looks great, too. It’s very difficult to find fault with it, and while it’s expensive, after living with it for a few months, it’s easy to see why.

HJC i100

£249.99 / www.oxfordproducts. com / Simon Meyer I’ve done a couple of thousand miles in HJC’s i100 flip front in the last eight months or so. It’s actually my first experience of a ‘flip lid’… and I think I’m a convert. It’s become my go-to choice – despite having a significantly more expensive full face option in my collection. That says a lot, I think.

I’ve always struggled to find a lid that fits just right. No such issues with the HJC. Part of the beauty of a modular is that you can open it up to put it on, rather than forcing it down over your ears. This one’s quite interesting in that it can actually be worn with the flip front open, and the chin bar tucked over the top. What that means is that I’ve essentially got two helmets for the price of one: a standard full face lid, and a jetstyle lid, too.

Ventilation’s a simple affair – with a vent on the chin and a vent on the top keeping me cool in the heat and the visor clear when it’s a bit nippy (aided by an anti-fog insert). The helmet lining is removable and machine washable, which is useful on those hot days. That also make it easy to fit a communications system. HJC’s got its own, with a recess towards the back ready to accommodate – though I’ve been using my preferred Sena system. It works well, with the unit clipped on the side and the speakers tucked neatly into the moulded recesses on either side.

There’s a lot to like about HJC’s flip

front. It’s a little heavier than some of the competition, but that’s the price you pay for versatility, I suppose. Personally, I reckon it’s a great choice – and it won’t break the bank either.

LS2 Advant X

on the bike! It’s not the quietest or lightest of lids, but I’m told that ‘flips’ never are. That said, it’s comfortable, and P/J homologated which means you can ride around town ‘flipped up’ and snap it shut for the open road.

The Storm SV comes with ear pockets for communication speakers. It also has an integral drop-down sun visor; multiple ventilation points; anti-allergic fabric removable and washable lining; chin curtain; nose deflector; and an antiscratch quick-change, pinlock-ready visor.

It’s comfy, convenient and cool looking.

All-in-all a lot of bang for your buck, as they say.

I’ve got several motorcycle helmets but have found myself almost always reaching for this one. Would I go back to a non-flip helmet now? Probably not!

£249.99 / www.uk.ls2helmets.com / Rebecca Graham I’m partial to a flip front from LS2. This is actually my second; the first did me well – but after a few years of all-weather daily commuting, it’d seen better days. I was ready for a new one – and the timing couldn’t have been better, because LS2 had just released its new ECE 22.06 approved Advant X. The operation of the flip front and visor is simple. The chin bar rotates 180, and the visor rises automatically with the chin bar, making it a simple onehanded operation even with gloves on.

The flip front closes with a reassuring click and feels very secure. The visor has an anti-scratch treatment and UV protection, and is Pinlock Max Vision ready. A Pinlock insert, together with a helmet bag, a carrying rucksack and airbag support for easy cleaning and maintenance come as standard.

There is venting at the front and back which channels airflow through the helmet. This really does keep the visor clear, something I have struggled with on older helmets as my riding is mostly done through town at lower speeds. No problems with the LS2 though, a lovely clear visor all the way to work!

This a great helmet. Comfortable, light and with all the safety features you would expect. What more could you ask for?

Axxis Storm SV

£129.99 / www.bickers-online. co.uk / Mark Lancaster Introducing the Storm SV flip-up motorcycle helmet from Spanish company Axxis. I’ve been wearing this since March this year.

How has it been? This is my first flip-up motorcycle helmet and I’ve been delighted with it, especially at the price point it’s at. The ability to simply flip up the front upon arriving at your destination has been great. Especially at petrol stations – don’t have to remove it and don’t have to balance it precariously

Schuberth C5

£539.99 / www.bikerheadz.co.uk / Bob Pickett The C5 is new from the ground up, sharing no parts with its predecessor.

Homologated to the new ECE 22:06 standard, it is P/J rated (use with the front up or down).

The C5 is festooned with smart features. The flip front can be locked in place via a (tiny) switch on the side. The visor has a ‘memory’; flip open and the visor pulls back, drop down, the visor returns to the same position before flipping. Sticking with visors, there is a tiny lever by the sun visor control; for those of you with more Roman noses, push across and it reduces how far the visor lowers.

Schuberth helmets are on the small side. When I first slipped it on, there was a moment of discomfort then it felt… right. I can feel the lining press against my forehead more than my other helmets, but riding in it for extended (two-hour) intervals it was fine.

Definitely try before you buy (Schuberth recommends wearing at home for a time (labels on). If it isn’t right the dealer will be able to exchange it for another size or adjust with the custom headsets (available separately). The plush lining is designed for glasses wearers; mine slid in easily.

Ventilation is outstanding. Two front vents (chin/visor) and top vent let in jets of cold air; this is a cool place even on hot days. Keeping with visors, the C5 has an excellent field of vision, with Class 1 optics there is no distortion. The Visor comes pre-fitted with a Pinlock 120, so I didn’t test the release, but it’s a simple lever mechanism. The sun visor slider is well placed, coming easily to hand to open (oddly I don’t find it as intuitive to close).

It’s quiet even up to motorway speeds, and stable, with not a hint of turbulence at speed. It’s beautifully balanced, feeling even lighter than it weighs (just 1650g – around the same as a full-face).

In short, it’s an excellent piece of kit.

16 QUICK SPIN: YAMAHA TRACER GT PLUS

Yamaha’s three-cylinder sports tourer middleweight receives an influx of technology for 2023

WORDS: Adam ‘Chad’ Child PHOTOGRAPHY: Ant Productions – Yamaha

QUICK SPIN: YAMAHA TRACER GT PLUS 17 “The sweet-sounding CP3 triple is still a gem-like combination of power, torque and character.”

Does the newest tech-laden Tracer do it for you? Want to know more? Our touring-loving mates over at MSL have got a whopping test on this very bike with your name on it.

Yamaha’s highly acclaimed Tracer9 GT sports tourer was launched back in 2021 during the pandemic and, unfortunately, I missed the opportunity to throw a leg over the new model. However, everyone I spoke to who had ridden the GT rated it very highly, so I had high expectations of the new 2023 Tracer9 GT+, which gains a huge dollop of whizzy new tech plus some smart updates.

The headline developments are the introduction of Radar Linked Unified Braking System, a world first, and, for the first time on a Yamaha, Adaptive Cruise Control – hence the large radar at the front. But that’s not all: a new 7-inch TFT display; slick new switchgear; a larger rear disc (for the new braking system); a new seat design; and a third generation quickshifter all debut on the 890cc triple.

Yamaha has left the excellent, charismatic 890cc CP3 triple alone.

That means the same peak of 117bhp as before with the same 68.5lb-ft (at 7000rpm) peak torque figure, too. A third-generation, bi-directional quickshifter that allows you to downshift with the throttle still open is added, meaning you can knock back a few gears – to third or even second – without closing the throttle. The system is smooth and effortless.

Like the motor, the suspension also remains unchanged and retains semi-active KYB units front and rear.

This was my first time on a Tracer with semi-active suspension and it didn’t disappoint. In many ways, it really shouldn’t handle as well as it does – this is a middleweight sports tourer after all – but flick into Sports mode and the suspension and chassis deliver a wonderfully exciting ride.

The Bridgestone T32 tyres warm up quickly and offer great grip, and only enhance the Tracer’s intrinsic feedback. Yes, there are limitations to the sporty side of this sports tourer: the pegs will eventually touch in the softer, more compliant Street or Rain modes, especially with a heavyweight rider on board, but in Sport mode the GT+ was as accurate and almost as happy to carry corner speed as its naked MT-09 sibling.

So, the new Tracer9 GT+ is fun, sounds great, has plenty of grunt and handles, which, aside from the new quick-shifter, makes its sportier side much like that of the excellent Tracer9 GT (the one without the ‘+’).

However, with the GT+, Yamaha has installed radar technology for the first time, which brings Adaptive Cruise Control (ACC) and the world’s

TECH SPECS Yamaha Tracer GT plus

Price: £14,910 Engine: Water-cooled, 4 valves per cylinder, 3-cylinder Power: 87.5kW/117bhp @ 10,000rpm Torque: 93Nm/68.6lb-ft @ 7000rpm (claimed) Frame: Diamond Wheelbase: 1500mm Brakes: 2 x 298mm radial 4-piston calipers Rear: 267mm 2-piston caliper Transmission: 6 speed/chain drive Suspension: 43mm forks, fully adjustable semi-active KTB 130mm travel Rear: Single shock absorber, fully adjustable semi-active KYB 137mm travel Tyres: 120/70 17 Bridgestone T32 (F), 180/55 17 Bridgestone T32 (R) Seat height: 820-835mm Tank: 18.7 litres (4.2 gallons) Fuel consumption: 5l/100km, 56.5mpg Weight: 223kg (wet) Warranty: Two years Service intervals: 6000 miles, valves 24,000 Contact: www.yamaha-motor.com

first Radar Linked Unified Braking system. Eager to demonstrate its new tech, Yamaha treated us to a decent motorway blast to test both systems as well as the functionality of the new 7-inch TFT dash and switchgear (which loses the unloved ‘Yamaha wheel’ from the right bar and, hopefully, places it in the bin).

I have tested similar radar systems before and this new Yamaha system is one of the best. It’s easy to understand and use, while the new colour dash and new switchgear enable intuitive navigation. Sadly (or not) I didn’t get the opportunity to try the world’s first Radar Linked Unified Braking System, despite trying. The system acts as a back-up to the lean-sensitive ABS, using information from the radar to optimise very hard braking.

Yamaha already had an excellent bike in the Tracer9 GT and all of its key attributes have carried over to the GT+. The sweet-sounding CP3 triple is still a gem-like combination of power, torque and character. The handling, especially for a bike in the sports touring class, is as crisp as it is reassuring while the ride can be quickly switched between one of all-day compliance and comfort to a responsive sports naked.

But now Yamaha has made the Tracer GT even more appealing with a near-avalanche of technology.

Adaptive Cruise Control and Radar Linked Unified Braking System are the stand-outs and make both touring and everyday riding that little bit easier and safer. At just under £15,000 it’s not cheap but you can certainly see where the money has gone. Furthermore, the GT+ is only £1800 more to buy than the GT.

18 QUICK SPIN: YAMAHA TRACER 9 GT PLUS

HONDA VFR800 VTEC (2001-2012) £2000-£4500

Triumph Sprint ST 1050 (2005-2011) ▲ £1500-£5000

A favourite of hardened bikers who value comfort, practicality, reliability, speed and value for money; it should come as no great surprise that you’ll see Triumph Sprints everywhere motorcycles and their owners gather.

First launched in 2005, it leapfrogged Honda’s VFR800 and unofficially claimed the sport touring crown all for itself. It sold well and performed well, with its success only hampered by a turning of the tide as punters began to get a taste for adventure bikes.

Best of all, you can find some absolute bargains out there – though as always, one that’s been well looked after is going to be a better investment.

The VFR was a big bike for Honda. The 800 first emerged in 1998, and over the following 20 (and a bit) years it earned an enviable reputation for its bigmile capabilities and punchy performance.

Although the most recent VFR800 is more adventure bike than sports bike, this one here sticks to its sporty roots – even if it doesn’t exactly offer the most direct handling.

Thankfully, its 107bhp V4 engine more than makes up for that.

The only downside, particularly for a tourer; is that it doesn’t carry luggage all that well. Those funky underseat exhausts make it a bit tricky to strap on anything soft, though there’s plenty of aftermarket bits and bobs that’ll allow you to fit something a little sturdier. The good news is that

▲

USED BIKE GUIDE

Sport tourers are nothing new, but they have undergone a bit of a resurgence in the last few years, with bikes like Yamaha’s Tracer 9, Honda’s NT1100, Suzuki’s GSX-S1000GT and Moto Guzzi’s V100 Mandello proving plenty popular with new bike buyers who like going fast, in comfort. But they don’t come cheap. That’s why we’re going to take a step back in time, to show you that you can have plenty of thrills for a fraction of the price.

there’s a whopping 22-litre fuel tank, a big comfy seat, and a centrestand.

Oh, and better yet – these

bikes are built to last and well-looked-after examples are topping 100,000 miles without much trouble.

20 QUICK SPIN: HONDA CL500

SMILES

FOR MILES WORDS: Matt Hull PHOTOS: Honda Europe

An attractive, A2 licence-friendly, do-it-all bike for under six grand on the road? With Honda on the tank?

What’s the catch?

QUICK SPIN: HONDA CL500 21 The £5999 CL500 is Honda’s loose homage to the ‘soft-roader’ concept it had in the Sixties and Seventies. Bikes like the CL72, CL350 and CL450 were very successful on the west coast of America and based on its 305, 350 and 450cc roadbikes, but given larger front wheels and longer travel suspension, wide handlebars, flat bench seats and a signature high-level exhaust to behave better on the large number of ‘unpaved’ roads, as well as give that minimalist Baja desert vibe. All looks and little substance they may have been, but younger riders loved them and they sold a shedload to wannabe Steve McQueens. I still have one…

Honda’s new CL500 follows the same ethos, partly to engage with those new riders again; partly because that care-free look is en vogue presently; and partly to make a great do-it-all bike. It’s based on Honda’s trusted 500 Rebel platform, using the 500cc parallel twin-cylinder engine, mated to a slick, six-speed gearbox. It gives 47bhp and 32lb-ft of torque, the maximum amount of power allowed on an

A2 licence (that’s for if you’re 19 or older), but with a punch of the robust twin and an overall wet weight (fuel, oil and water on board – how the hell do some manufacturers still get away with quoting a dry weight?) of just 192kg, the CL doesn’t feel a slouch. And spoiler alert: it’s a smile-inducer – Royal Enfield, I’d watch out.

It does need noting that my bike had the ‘Adventure pack’ fitted, a £375 extra that includes a high front mudguard, hand guards, shock cover and wider rally pegs, plus a £147 headlamp cowl, which may have slightly improved wind-battering at higher speeds.

Though it would be minimal. While on the subject, there are loads of accessories at really reasonable prices for OE parts, including a rack and top box and side saddle for those going to work.

The CL500 takes the grand time of two-and-a-half minutes to get familiar with, and around 20 miles before you feel like you’ve been riding it for years. Kick the slightly stiff sidestand up – there is no centrestand – and the ’bars, wearing those familiar Honda controls (complete with ridiculous horn-where-the-indicatorshould-be switches), pull in the featherlight cable clutch and go for first gear. The lever is where you expect, the footrests where they should be, and the throttle gives smooth, predictable revs to pull away with. If you’re in a tight spot, the turning circle is tight,

which, allied to that predictable clutch, gives precise, clutchslipping ability to get you out of any situation, at a controllable speed, with no drama. In fact, this could make a great training school bike, such is the userfriendliness.

Within minutes we are in Seville rush hour and there is nothing novice about ‘negotiating’ Spanish drivers when work calls. The CL is like a terrier after a rabbit, with its upright, commanding position carrying me with great planning views, superuseful steering lock and natural balance, using all its armoury to have you carving through gaps on stationary roundabouts, round blockages and through the melee in a way a dispatch rider would carve through London or Paris in the 80s.

With the city duly dispatched, we head out to the hills. The pace picks up; the CL500 quickly lets you move around to find your optimal position for constantly changing direction. The brakes don’t bite, nor do they run any risk of locking, they just slow you down as much as you ask. Use the rear if you’ve overcooked and, well, it just slows you down a little more.

The suspension and tyres give you enough information without overloading your senses. The extended suspension travel doesn’t give a see-saw sensation, nor do the friendly soft spring rates allow for any bottoming out,

but it does push the front into the road for braking, or the rear for accelerating. The tyres are OE (Original Equipment) Japanese Dunlops; OE built to a price and not known as the stickiest tyres in the world (the European market used to be more demanding of grip and performance than Japan or the USA, not sure about now) but feel progressive in the grip as you lean the bike over, or brake into a corner, or open the throttle as you exit.

This is getting seriously good fun and I just manage to grab a glimpse at the clock – this is all happening between 45-60mph.

The outriders are all on Africa Twin machines and they have no discernible advantage without any long straights. But also have more weight to have to chuck around – victory for the little man!

There is no single part of the CL500 that shines out – no ‘halo’ element. The beauty of the bike is that the power is perfectly in balance with the characteristics of the delivery, which is in turn in balance with the perfect gear ratios, selected by the great gearchange, helped by the slipper clutch. The engine doesn’t overpower the brakes, which aren’t too powerful for the spring rate or damping, that works in tune with the grip available from the Dunlops. To improve things yet further, the seating position gives a different stance and the handlebars suit all. The whole bike is balanced – it is as one.

SPECIFICATION Honda CL500

Price: £5999 on the road Engine: 471cc inline, water-cooled twin, 4 valves Transmission: Six-speed, slipper clutch, chain drive Power: 47bhp/34kW @ 8,500rpm Torque: 32lb-ft/43.3Nm @ 6,000rpm Frame: Steel diamond Wheelbase: 1484mm Brakes: 310mm floating disc, twin piston caliper (F), 240mm disc, single piston caliper (R) Suspension: RWU 41mm forks, 150mm travel (F) twin shocks, 5-step preload adjustment (R) Wheels/Tyres: Cast aluminium wheels, 110/80x19 Dunlop Trailmax (F), 150/70x17 Dunlop Trailmax (R) Seat height: 790mm Tank: 12 litres Fuel consumption: 74.8mpg (claimed) Wet weight: 191kg Warranty: Two years Contact: www.honda.co.uk

Back to reality, I tried not to wax lyrical about the Honda, but can’t help it. You have a fun, chuckable bike that will raise a smile commuting, be a riot on winding roads and cope with main arteries. It does 55-plus miles to the gallon, 8000 miles in between services, and should even carry a passenger alright, though I didn’t find anyone willing to try – the pegs look high. Finish, as far as I could see, is back in the golden era of the Nineties for Honda. And the price is Nineties, too. In case you missed it, £5999 on the road. And I can’t see where Honda’s made any cost-cutting.

It’s a hoot, a blast, it’s the sale of the century!

“This is getting seriously good fun and I just manage to grab a glimpse at the clock – this is all happening between 45-60mph.”

The latest addition to Honda’s A2 licence-friendly line-up sounds like an absolute hoot. If you want to know even more about it, our pals over at MSL have got an in-depth test that’s well worth the cost of the cover price alone.

Never mind all the other great stuff packed into its pages...

22 QUICK SPIN: HONDA CL500

DUCATI SCRAMBLER SIXTY2 (2016-2020) £3500-£6000

YAMAHA XT600E (1990-2004) ▲ £2500-£6000

Yamaha’s rugged, reliable XT600E is the epitome of the backto-basics trail bikes that were once ten-a-penny on UK shores.

They kind of fell from favour in recent years, as riders got bitten by the adventure bike bug, although the recent popularity of ‘middleweight’ machines (including the XT-inspired Ténéré 700) suggests that the tide is turning and riders are starting to understand that bigger isn’t always better, particularly on the trails.

There’s nothing complicated about the XT. Its beating heart is a tried-and-tested, near-bulletproof 4-valve air-cooled Yamaha single, which is capable of no more than 90mph. The supension’s soft, the brakes are a little underpowered, and the seat’s not even that comfortable – but as an easy-going trail bike, it’s hard to beat.

Ducati’s modern Scrambler line-up has gone from strength to strength since it first emerged on the market a few years ago. They sell tons of bikes to punters young, old, cool and not – and when you ride them, it’s easy to see why… they’re excellent.

Refined, agile and pretty potent.

Sadly, if you want to buy new you’ve only got the choice of the range of 800s or 1100s – but a few years ago, Ducati’s entry-level Scrambler Sixty2 offered A2licence holders the chance to get in on the act.

It’s a cracking little bike: light, nimble, and bags of fun. Its 399cc

air-cooled V-twin kicks out 41bhp, which might not be enough for more experienced riders,

▲

USED BIKE GUIDE

The new pseudo-scrambler from Honda is pretty competitively priced, but fiveand-a-bit grand is still a fair bit of cash to find if you want to buy one outright.

While it might not exactly be an out-and-out off-road-ready machine, we’ve handpicked a couple of very different bikes that’ll offer decent performance on the Tarmac – and (in the case of the Yamaha) very good times off it.

but in the hands of a newbie (or someone getting back into it), you’re going to have

plenty of poke for belting along B-roads and blasting through town in style.

24 LONG-TERMER: YAMAHA NIKEN GT

Having tested and ridden lots of different bikes through my time at MoreBikes, this year I was over the moon to get my hands on my first long-term test bike. I was a bit nervous at first… not because I’d been gifted the keys to a brand-new machine, but because it was Yamaha’s three-wheeled oddity, the Niken GT. I’ll be honest, It took me a little while to get dialled in, but as I racked up the miles and stopped thinking about that additional wheel up front, I found my groove and fell in love with it. It’s like nothing I have ever ridden before, and it’s all the better for it. You have to try it.

WORDS: Simon Meyer PHOTOS: Gary Chapman

1. ENGINE The Niken GT is powered by the same engine as Yamaha’s Tracer 9 and MT-09 – but it’s been tweaked to better suit the weighty three-wheeler. Specifically, the crankshaft has an increased mass for stronger performance at lower rpm and there are some revised fuel maps, too. It’s a great motor, but with that extra weight to lug about it's lacking some of the immediacy of its two-wheeled siblings (though making swift progress is never an issue).

2. BRAKES

At 270kg, the Niken GT’s a big old lump to haul to a halt. Hardly surprising when there is an extra wheel, suspension fork and all the linkage to carry around.

That said, the twin 298mm front discs (one on each wheel) and 282mm rear disc, gripped by Yamaha’s own four-pots, are more than up to the job. There’s also ABS at the front and rear, plus a two-stage traction control system to help keep things in check.

3. SUSPENSION

4

The Niken GT is a tourer. As such, it's geared as much towards comfort as it is outright performance.

That said, it handles being thrown about exceptionally well (even when loaded with luggage and a pillion).

The big news for the latest model is that the rear suspension has been reworked, with a new linkage and revised spring to help match it better to the very stable front end. It seems to have worked well, as it feels smooth and stable even when banked over on rough surfaces.

1

4. COMFORT

The Niken is incredibly comfortable. I’ve never been on a bike (other than a big maxi scooter, if that counts) that has come close to offering this level of plushness. The riding position is excellent, roomy and upright, while the well-padded GT seat, adjustable screen and cruise control make munching big miles an absolute doddle.

5. THREE WHEELS

Although to many the three-wheel set up might look like a novelty, I can assure you it’s not.

The confidence that front end set up inspires is unbelievable. The grip available from the two front wheels is like nothing you will feel on any other bike, and dropping it into corners is effortless. Sure it’s a bit ungainly when you come to a halt, but get rolling and it all makes sense, with even the quickest of S-bends being dispatched with ease.

3 2

LONG-TERMER: YAMAHA NIKEN GT 25

HJC i100 Modular Helmet

£249.99/ www.oxfordproducts.com

My first flip front helmet. Great design and I love the drop-down sun visor.

Plenty of ventilation means you don’t need to worry about your visor fogging up. The chin bar can be flipped up and over to the rear for city riding as well.

RST Shortie Gloves

£59.99 / www.moto-direct.co.uk

Short summer gloves. Easy to pull on and really comfortable. Great protection over the knuckles and on the base, and there’s also special material on the index fingers so you can use your phone while wearing them.

Sena 50C Intercom

£470 / www.sena.com

Fantastic intercom system, which includes a 4k camera. This allows you to record your ride from your helmet, but you can also take snapshots with it. The mesh system can accommodate multiple riders for up to a mile range, and fantastic sound is provided by the Harman Kardon speakers.

Oxford Mondial Jacket

£289.99 / www.oxfordproducts.com

Great waterproof jacket with pockets everywhere. I wore it through the winter and summer and was equally comfortable in either season, once the lining is removed for the summer.

Equipped with elbow, shoulder and back armour. A great jacket for the price.

Oxford Mondial Trousers

£239.99 / www.oxfordproducts.com

My first pair of textile trousers. They’re really comfortable and come with brace loops to keep them secured over your shoulders.

Fantastic for the wet and colder months but you will be hot in the summer despite them having a removable inner lining which you can whip out (though the vents do help).

5

RST Pathfinder Boots £169.99 / www.rst-moto.com

I have had a few pairs of RST boots over the years, but these are my favourite. Supercomfortable and properly waterproof, they have zips on both sides making them really easy to get on and off (and there’re double-sided Velcro tabs to make sure they're fitted snuggly). Hard to fault.

ROAD TEST: ENERGICA EXPERIA AND ENERGICA EVA RIBELLE RS 27

WORDS: Ross Mowbray and Dave Manning PHOTOS: Gary Chapman While it might be easy to dismiss electric bikes as impractical, due to issues with range and a charging network that’s struggling to keep up with growing demand, that doesn’t mean they don’t have their own unique merits which help them stand apart from their petrol-powered counterparts. There’s something quite special about belting through verdant countryside in near silence, with nothing but an electrical whirr from the motor for company.

There’s a lot to like about the near-instant power and plentiful torque on tap which can trump all but the fastest of combustion engines; and there’s plenty of satisfaction

to be had from plugging your bike in at the office in the morning and leaving at the end of the day with a full ‘tank’ of juice which you’ve not had to pay for. It’s the little things…

There’s a ton of choice at the learner legal end of the market, with bikes and scooters of all shapes and sizes designed to dominate the daily commute. But if you’re a ‘serious’ motorcyclist, with a penchant for speed, then you’re fairly limited when it comes to electric. There are a handful of firms who’ve made a name for themselves in the past few years, and one of them is Energica.

The Italian firm released its first production bike way back in 2013, and over the past 10 years it’s been tweaking, improving and adding to its range, creating an ever-growing suite of bikes (including a pretty cool police-force specific model) and becoming, for a time, the sole supplier for the MotoE World Cup. That’s not a bad track record, is it?

With a raft of new battery-powered bikes on the way from some of the more established motorcycle manufacturers, we thought it was high time we swung our legs over a pair of these high-end machines – and what better than its Eva Ribelle RS hyper-naked and Experia adventurer.

28 ROAD TEST: ENERGICA EXPERIA AND ENERGICA EVA RIBELLE RS

ENERGICA EVA RIBELLE RS

A big naked bike might just be the most amount of fun you can have on the road. They offer nearly all the performance of a proper sportbike, but without the wrist-aching, back-braking discomfort caused by being hunched over the front end.

Often used for spirited Sunday rides or blasts to a local bike night, they don’t necessarily need to be up for covering big distances – which sort of makes them the perfect choice of weapon for entrepreneurial electric bike builders. That’s probably why Energica’s Eva Ribelle and Eva Ribelle RS make so much sense (or at the very least, more than its brilliant, but baffling, counterpart on the following page).

The Eva’s been in the line-up since 2016; based on the first generation of the faired Ego sportbike.

It was replaced by the Eva Ribelle in 2020, which was then joined by the Eva Ribelle RS in 2021. RS stands for Reparto Sportivo (that’s Italian for Sport Department), so there’re a few choice bits to help it stand above the standard model, including tweaked engine maps to improve outright acceleration and a stronger O-ring chain to cope with the extra strain.

In the flesh it’s a gorgeous thing,drawing attention wherever you go. It’s definitely Italian in its design, and a quick glance could fool you into thinking you’re looking at an MV Agusta (or even a Bimota). It’s sporty, but surprisingly comfortable.

I don’t usually get on that well with anything too

aggressive, but its wide-ish bars, upright riding position and rear-set pegs offer a pretty perfect compromise for both thrashing and tootling.

It's at its happiest when being pushed, though.

A twist of the throttle will have the scenery blurry in seconds, and when the going gets twisty, it remains poised and planted (partly thanks to its 260kg of mass), though still relatively flickable for a big lump. You could argue it’s not quite as much fun as one of its petrol-powered equivalents and is missing a bit of the naughtiness of, say, Yamaha’s MT-10 SP or KTM’s 1290 Super Duke R. But its refinement shouldn’t be held against it. It feels every inch the premium motorcycle it is, and although its £27,540 price tag is steep, you can see where the money’s gone. There’s plenty of good stuff: Brembo brakes, Marzocchi front forks, Pirelli rubber – and that’s without considering the motor and battery. That’s premium, too.

It makes a whopping 171bhp of peak power (which is about 149bhp continuous) and 159lbft of torque, which is more than enough to be getting on with on public roads, thank you very much. That does mean it’s often a bit of a challenge to get the most out of the battery.

Although the current Ribelle gets a more advanced unit than the previous generation, you’d still struggle to manage many more than 100 miles with relatively swift, but sensible riding.

The Brembo brakes are up to the job of hauling the thing up without much trouble, though you’ll need to apply some force if you’re in a real hurry.

That said, the adjustable engine braking control (which has four settings to choose from) does help, particularly when on full. There’s also a swathe of additional electronics to keep things in check, including four riding modes and six levels of traction control.

The Energica Ribelle RS is a top-level bit of kit. It’s well-built, comfortable, quick and easy to ride. For me, it doesn’t go far enough and doesn’t charge quick enough… and it’s a little too expensive for my journalist’s wag, too. That said, I’m just one person. I’m certain there will be plenty (or at least a few) potential punters who have no qualms about splashing that sort of cash and covering those sorts of miles. Horses for courses, and all that…

ROAD TEST: ENERGICA EXPERIA AND ENERGICA EVA RIBELLE RS 29

ENERGICA EXPERIA

The adventure bike market is massive. BMW’s much-loved GS has topped the UK sales charts for years, and head out to any bike night, race day or motorcycle show and I guarantee that a good proportion of the motorcycles in attendance are built for distance. Big, comfortable and capable of covering serious miles from a single trip to the petrol station, it’s not difficult to see why. But what about an electric adventurer? How does that work?

Well, Energica reckon it’s cracked it with the Experia; an adventure-style bike that’s kitted out with its latest battery technology and electric motor gubbins that’ve been developed through its work in the MotoE championship. It certainly looks the part, too, with its 17-inch wheels, tall bars, luggage set and chunky front end. There’s more than a shade of Ducati Multistrada, and that’s certainly no bad thing.

The humming heart of the Experia is its snappilytitled Permanent Magnet Assisted Synchronous Reluctance Motor. It kicks out a fairly respectable, but not earth-shattering, 100.6bhp of peak power (though its continuous rating is a more meagre 78.9bhp). Thankfully, they’re not the important figures. It’s the torque that’s worth writing home about. Almost unbelievably it’s capable of offering a whopping 664lb-ft at the rear wheel. It’s a sensational motor; silky smooth and ridiculously fast, right up to its restricted top speed of 112mph. It’s slightly strange to start with, as I’m

so used to a screaming engine reminding me that I’m being a bit throttle happy. Winding it open on the Experia almost feels like you’re in a very realistic video game.

The problem with spirited riding is you’re going to drain the battery very quickly. Energica claims it’ll manage 261 miles around town, and around 130 miles if you’re belting about on open roads at legal speeds, but I struggled to get even that, managing more like 95 miles while doing my very best to stick to 60mph (aside from a handful of overtakes). Get on the motorway for a bit, and that’s just not going to be good enough.

Thankfully, the Experia can be charged in a couple of ways. You can whack it in a normal domestic socket and sit tight for seven hours while it charges from flat or, if you’ve got a CCS fast charger close by, you can top it up flat to full in around 50 minutes.

It handles surprisingly well for such a big lump, carrying its 260kg well as soon as you’re rolling.

That’s not really a surprise, as there’s some quality kit fitted to the bike, including Sachs suspension and Brembo brakes. It stops well, bounds across bumpy surfaces without too much trouble (despite its slightly stiff standard set up) and is plenty capable of being flicked from side to side through the twisties. It rewards smooth riding, though, and a heavy-handed approach to braking and acceleration could find you in a spot of bother on greasy roads were it not for the electronics working hard in the background. There’s a lot to play with.

Using the smartphone-compatible 5-inch TFT dash you can flick between the 6-stage traction control, seven different rider profiles, four rider modes, four levels of regeneration, and there’s also lean sensitive ABS, cruise control, a ‘crawl’ mode and a reverse.

There’s no doubt the Experia is an excellent motorcycle; the build quality is top notch, its motor is phenomenal, it handles well, it’s comfortable, it’s got luggage, cruise control and adjustable screen. It’s almost perfect. Or it would be if you could ignore the fact that it costs an eye-watering £25,990 (which is cheaper than it was), and in the best case scenario will only manage 100 or so miles from a single charge. If I had the money and I wasn’t into big miles trips? I’d be tempted.

30 ROAD TEST: ENERGICA EXPERIA AND ENERGICA EVA RIBELLE RS

There’s no question that these two are excellent motorcycles. Energica knows what it’s doing; it’s been racing at the highest level, after all – making use of top-level riders and the finest racetracks around the world to develop its technology to the point it’s at now. They accelerate like nothing else and handle just about as well as any of the petrol-powered competition. They’re well-equipped, well-built and look pretty good, too.

However, convincing your average punter to spend in excess of £25,000 on a bike that’s going to struggle to manage 100 miles from a charge is always going to be a challenge.

Maybe, that’s not who it’s going for…?

Maybe it’s happy flogging bikes to select, deep-pocketed, early adopters?

That’s cool. For now.

It’s still early days in the grand scheme of electric motorcycling.

The tech’s still expensive and the infrastructure’s not quite there, but that’s probably going to change. It’s going to have to. After all, it’s looking ever more likely that in the not-toodistant future we’re all going have to bite the bullet as governments across Europe (and the wider world) make ever more concerted efforts to meet net-zero emissions obligations.

As that happens, Energica’s going be pretty well placed to make use of all the good stuff it’s learnt over the past decade.

It’ll likely be up against serious competition, though, with some of

the biggest names in motorcycling currently beavering away behind closed doors, designing and developing future-proof solutions in the background (and even working together to create universal, swappable batteries and charging technology). Aside from HarleyDavidson (and Triumph… sort of ), the old guard has been a bit slow on the uptake when it comes to big bikes – but over the coming years they’ll all be getting involved. And a bit of competition would be good, I reckon...

While many hardened two-strokesniffing bikers dismiss electric bikes as impractical imitators of the real thing, I’m ever more convinced that they will have their place in the modern motorcycling landscape (possibly alongside hydrogen and synthetic fuels). Ultimately, if it keeps me on two wheels and it doesn’t cost the earth, I’m in.

TECH SPEC ENERGICA EXPERIA

Engine: PMASyncRM electric motor Power: 101bhp (peak) 80bhp (continuous) Torque: 85lb-ft / 664lb-ft (rear wheel) Frame: Tubular steel trellis Suspension: (F) 43mm inverted Sachs shocks, fully-adjustable (R) Sachs monoshock, adjustable rebound and preload Brakes: (F) 2 x 330mm discs with Brembo four-piston radial caliper. Cornering ABS (R) 240mm single disc with two-piston caliper.

Cornering ABS Tyres: (F) 120/70 x 17 (R) 180/55 x 17 Seat height: 847mm Bike weight: 260kg Range: 261 miles (urban/claimed) Price: £25,990

TECH SPEC ENERGICA EVA RIBELLE RS

Engine: Oil-cooled, permanent magnet AC electric motor with air-cooled, 21.5kWh lithium polymer battery Power: 171bhp (peak) 144bhp (continuous) Torque: 159lb-ft Frame: Tubular steel trellis Suspension: (F) 43mm Marzocchi forks, fully adjustable (R) Single Bitubo shock, fully adjustable Brakes: (F) 2 x 330mm discs with four-piston radial Brembo calipers. ABS (R) 240mm rear disc with twin-piston caliper. ABS Tyres: (F) 120/70 x 17 (R) 180/55 x 17 Seat height: 790mm Weight: 260kg Range: 261 miles (urban/claimed) Price: £27,540

OCTOBER 14–15, 2023

STAFFORDSHIRE COUNTTY SHOWGROUND, ST18 0BD D

preview

Ticket info:

£15.50 in advance £2.50 saving from gate price

Advance tickets:

close October 10, 2023.

Opening Times:

9.00am for advance tickets.

9.30am for general admission.

Show closes 5pm both days

With star guest

Henry Cole

PURE MOTORCYCLE MAGIC From the 60s through to the Noughties including

PPllus Guy ‘Skid’ ‘SSkid’ Willi Willison and Allen Millyard

Stannage Stunt Display Team Bonham’s Auction Hundreds of bikes, clubs and displays Trade, autojumble and much more

CLASSICBIKESHOWS.COM

2 THE CLASSIC MOTORCYCLE MECHANICS SHOW

It’s a beautiful day…

Welcome… to the ONLY place to be for bikers of all eras.

If you’re into the beautiful motorcycles and lovely people – then the Classic Motorcycle Mechanics Show is the only place to be this October 14-15.

If I’m honest, it’s the highlight of my biking year… 26,000 fellow classic motorcycle enthusiasts milling around, chewing the fat and looking at some gorgeous motorcycles as well as a guest of honour – what’s not to like?

Like Classic Motorcycle Mechanics magazine itself, the focus of the show is all that’s best in modern classic motorcycling – so that’s bikes from Japan and Europe from the 1950s through the 60s, 70s, 80s, 90s and even into the early 2000s.

We follow the rules of the Vintage Japanese Motorcycle Club (VJMC)… so we stick to its rule of ‘anything 15 years or older’ being eligible as a classic. This means the show covers a wonderful breadth of machinery and all of these eras will be on display in the many halls. We may even have some real vintage stuff on display, so the show caters for all tastes in two-wheel transport, including race machines, many of which will be fired up outside in the Classic Racer Paddock. That is a real treat for the senses – but do bring some ear plugs.

Of course, it’s not just about the bikes – it’s about the bits… If you’re searching for that elusive part for your special or restoration project, chances are you may find it in our autojumble section. With around 900 traders you’re sure to find something you need… or even something you didn’t think or know that you needed!

Don’t forget to bring the family

too, as there’s plenty to see and do, with some entertainment around the showground and plenty of food and drink stands to keep you fed and fit.

And while you’re at it, and if you’ve got a few quid to spend (or even if you haven’t), then why not check out the Bonhams auction? Okay, some

of the machines up for sale may be a little out of the reach of most of our pockets, but it’s still good to dream – and who knows, maybe a lottery win on the Saturday night may give you the chance to add to your collection?

Of course it’s the people who really make shows like this, so if you’re

there at the event come and track me down for a chat. We aim to have our 1990s-2000s stand again this year and (if you’ve got a bike that’s eligible) let me know on: BSimmonds@mortons. co.uk and we can make it famous.

So, don’t forget…the show is over the weekend of October 14-15 at the

Stafford County Showground – that’s ST18 0BD for your sat-nav.

For more details of the event’s opening times, ticket prices, go to: www.staffordclassicbikeshows.com/ october/ Bertie Simmonds, editor, Classic Motorcycle Mechanics

TIMETABLE – What’s On at the Classic Motorcycle Mechanics Show SUNDAY

SATURDAY 9am

Bonhams Stafford Sale opens for viewing 10am Bonhams Stafford Sale Auction 10.30am John McCrink hosts the live start-up of some incredible machines in the GP Paddock area 10.30am Stannage Stunt Team display in the Main Ring 11am Jack Burnicle talks to Henry Cole, Allen Millyard and Guy ‘Skid’ Willison on the stage in the Main Hall 11am Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience 11.30am Live music by Daisy Belles on the bandstand 12pm Stannage Stunt Team in the Main Ring 12pm John McCrink hosts the live startup of some incredible machines, plus special guests Henry Cole, Allen Millyard and Guy ‘Skid’ Willison

12.30pm Live music by The Daisy Belles on the bandstand 1.30pm Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience 1.30pm Live music by The Daisy Belles on the bandstand 2pm Jack Burnicle talks to Henry Cole, Allen Millyard and Guy ‘Skid’ Willison on the stage in the Main Hall 2.30pm Stannage Stunt Team display in the Main Ring 2.30pm John McCrink hosts the live startup of some incredible machines in the GP Paddock area 3.30pm Jack Burnicle talks to Henry Cole, Allen Millyard and Guy ‘Skid’ Willison on the stage in the Main Hall 4pm Stannage Stunt Team display in the Main Ring 5pm Show closes

9am

Bonhams Stafford Sale opens for viewing 10am Bonhams Stafford Sale Auction 10.30am John McCrink hosts the live startup of some incredible machines in the GP Paddock area 10.30am Stannage Stunt Team display in the Main Ring 11am Jack Burnicle talks to Henry Cole, Allen Millyard and Guy ‘Skid’ Willison on the stage in the Main Hall 11.30am Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience 11.30am Live music by The Daisy Belles on the bandstand 12pm Stannage Stunt Team display in the Main Ring 12pm John McCrink hosts the live startup of some incredible machines in the GP Paddock area, plus special guests Henry Cole, Allen Millyard and Guy ‘Skid’ Willison

12.30pm Live music by The Daisy Belles on the bandstand 1.30pm Owd Codgers’ trials demonstrations at the Classic Dirt Bike Experience 1.30pm Live music by The Daisy Belles on the bandstand 2pm Jack Burnicle talks to Henry Cole, Allen Millyard and Guy ‘Skid’ Willison on the stage in the Main Hall 2pm John McCrink hosts the live startup of some incredible machines in the GP Paddock area 2.30pm Stannage Stunt Team display in the Main Ring 3pm Jack Burnicle talks to Henry Cole, Allen Millyard and Guy ‘Skid’ Willison on the stage in the Main Hall 4pm Awards presentation in the Main Hall 5pm Show closes

GET YOUR TICKETS BY HEADING TO WWW.CLASSICBIKESHOWS.COM

Ticket info: £15.50 in advance £2.50 saving from gate price

SEE THEM ON STAGE

Triple treat with stars of screen on stage Telly team will entertain audiences on stage at Stafford show.

Meet Henry Cole, Guy ‘Skid’ Willison and Allen Millyard.

H

e’s the man who helps bring classic bikes – and the joys of riding them – to the masses… and over the weekend of the Classic Motorcycle Mechanics Show there will be plenty of chances to meet, greet and ask loads of questions of Henry Cole plus two of his TV pals.

There are few bigger names in the world of classic motorcycles than Stafford’s star guest Henry.

Whether you agree with his opinions or not, whether you like him or not, in many ways Henry doesn’t care… that’s not his mission.

“I don’t care what people say, I just do my thing and put bikes on the television – that’s good, right?” he says.

The TV presenter – The Motorbike Show on ITV4 has enjoyed 11 series and counting – has immersed himself in his lifelong passion for motorcycles and the tinkering and restoring of vintage machines.

Old Etonian Henry (he was there at ‘around the same time’ as former Prime Minister Boris Johnson and his great-great uncle was William Ewart Gladstone) had a background as a news cameraman before moving to producing adverts and documentaries, but he wanted to become the host, too. ➜

3

4 THE CLASSIC MOTORCYCLE MECHANICS SHOW

Stars and Cars followed, before series on terrestrial and digital channels such as Junk and Disorderly, Shed and Buried, Find It, Fix It, Flog It and The Great British Treasure Hunt.

But it’s for the bikes he’s here, and he’s keen to meet and entertain the showgoers who may have seen him on World’s Greatest Motorcycle Rides, or watched him and his colleagues Guy ‘Skid’ Willison and CMM’s own Allen Millyard on ITV4’s The Motorcycle Show.

He says the show’s success is because: “We don’t try to pretend to be anyone. We are who we are and we love the UK, where we go, where we ride and the bikes too. Yes, I need the experts: I don’t know about rebound damping, so often I’m just riding a bike, a classic, or a retro as

just another ‘old man’, so my view is probably the view of the people who are going to buy and ride one.

“You don’t want to see me spannering, as what I do in a week Allen will do in a minute. Instead, I just ask the stupid questions and make the tea.”

The three of them, Henry, ‘Skid’ and Allen, will be taking to the stage at various times across the weekend (check page 2 for details) to talk bikes, bikes and… more bikes! Riding, running, restoring, touring, owning, selling, competing; they’ll probably even talk about the world record that Henry and Allen set.

Allen is already well known to showgoers in recent years, having been a star guest in his own right, and of course he has featured many

times and contributed to Classic Motorcycle Mechanics. He’s the father of many an incredible creation: think Viper, Honda 6, The Flying Millyard or even that ridiculously beautiful Kawasaki H2 1000cc, all crafted in his garage.

Finally, Henry’s man-at-arms ‘Skid’ will also be on the sofa. Having also featured on The Motorbike Show, Shed and Buried and Find It, Fix It, Flog It, Guy is one of the UK’s most talented motorcycle designers and builders. Just check out his work in partnership with Honda UK at 5fourmotorcycles.com These guys know their bikes and they know how to entertain… so find them on stage throughout the weekend and enjoy tapping into their wit and wisdom.

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6 THE CLASSIC MOTORCYCLE MECHANICS SHOW Anthony R East at the Isle of Man Photo: Richard Sowersby / Alamy Stock Photo

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Roar power... welcome to the Grand Prix Paddock It’s always a crowd favourite at the Stafford shows, and this October’s ‘live start-up area’ – more officially known as the Grand Prix Paddock – will be no exception.

As always there will be a host of superb machinery being revved to your heart’s content throughout the weekend, but here we pick out three bikes which should be particular crowd favourites:

Les Archer’s 1949 Norton

Jewels of the East – renowned collection up for sale as part of Bonhams auction A collection of superb motorcycles which has graced one of the scene’s spiritual homes is set to go under the hammer at the Stafford show.

The motorcycle department of what has now been rebranded as Bonhams Cars is offering the world-class collection of Anthony R East at a ‘no reserve’ sale as part of its two-day auction, with more than 80 machines from the impressive East collection on offer.

Regular visitors to the Isle of Man will be familiar with the A.R.E. Classic Motorcycle Collection located within the grounds of The Old Vicarage at Kirk Michael on the TT course.

At times comprising more than 100 machines (including those on loan), the collection was lovingly assembled by the late Tony East, who moved to the Island when he retired in 2002.

A larger-than-life character, Tony was born in 1940 and became fascinated by motorcycles while still a boy, collecting abandoned machines left in people’s sheds. He would go on to enjoy a successful career in the automotive parts supply business, founding his own company, A.R.E. Limited. Many of the motorcycles he collected came to him via contacts in the trade.

Tony was a regular presence at Stafford shows, selling

Highlights from the Anthony R East classic motorcycle collection

components and hydraulic lifts for motorcycles. An active member of both the Vintage Motor Cycle Club and Friends of the TT Riders’ Association, he was president of the IoM section of the VMCC, organising and hosting many events at his Kirk Michael museum.

Fellow museum owner Sammy Miller said: “He was a great man. A great friend. A great enthusiast.”

In fact, Tony was the owner of one of the best collections of Triumphs in private ownership in the British Isles, all of which have been meticulously restored.

Highlights from the collection include: ■ 1938 Triumph Speed Twin, estimated at £12,000-£17,000.

■ 1937 Triumph Tiger 90, estimated at £10,000-£14,000.

■ 1938 Triumph Tiger 80, estimated at £7000-£10,000.

■ 1951 Triumph Speed Twin, estimated at £7000-£10,000.

■ 1937 Triumph 6S, estimated at £7000-£9000.

■ 1935 BSA Blue Star, estimated at £6500-£9500.

■ 1937 Ariel Red Hunter, estimated at £9000-£13,000.

■ 1965 BMW R60, estimated at £7000-£10,000.

The Stafford spring and autumn sales are the premier European collectors’ motorcycle auctions. This weekend’s sale will be staged over two days, with all lots available to view throughout the weekend.

Les Archer Jr (as some of our more senior visitors will know him) was a top class national and international racer primarily in the 1950s, competing in a variety of championships.

Like many of his era, Les (whose father Les was also a leading racer of the 1920s) competed in pretty much any event on two wheels; a real talent both on tarmac and the dirt.

An early off-road success was ISDT gold in 1950, competing for the most part with a 250cc Velocette special and a 500cc Norton, based on a 500T. This was the start of a long Norton association.

Archer went on to win the European 500cc championship in 1956.

Coming to the paddock is one of Archer’s original bikes, a Manx Norton 490cc ‘Garden Gate’. This bike was ridden by him at the 1949 Manx GP and is still ridden in anger in British Historic Races and the Lansdowne series.

Mad Max Kwaka Okay, Mel Gibson isn’t coming to Stafford (as far as we know from checking the tickets), nor do we have Jim Goose (the lawman in movie classic Mad Max). But what we do have is a faithfully recreated example of the Jim Goose Main Force Patrol (MFP) motorcycle from the 1979 cult film.

Goose’s motorcycle is a customised Kawasaki KZ1000, which is affectionately called the ‘Kwaka’: a powerful and rugged bike, reflecting the character’s personality and commitment to his duty.

This Kwaka recreation by Phil C (the UK’s self-proclaimed Jim Goose) features a striking paint job with MFP insignia and is equipped with all the gear needed to enforce the law in that postapocalyptic world.

Not only will this bike be on display, we’re sure ‘Goose’ – or Phil – will be starting it up in the live start-up area.

Going green with a feast for your ears 1935 BSA 500cc W35-8 Blue Star

1937 Ariel 500cc VH Red Hunter

1937 Triumph 500cc Tiger 90

1937 Triumph 600cc 6S

1938 Triumph 350cc Tiger 80

1938 Triumph 500cc Speed Twin

1951 Triumph 500cc Speed Twin

1965 BMW 600cc R60

If one thing gets your motor running, it might be this beast of a bike, the Kawasaki ZXR400R. The Stafford Grand Prix Paddock will be ringing to the sound of this machine revving-up in all its glory. Not only a feast for the eyes but also for the ears.

The back story of this bike is pretty special, and is one of real devotion from its owner. After losing everything in a lorry fire, Tony Griffiths, with the help of Derek Smith, built the bike back from scratch in his living room.

Tony originally turned up with just a rolling chassis and an engine, not even any bodywork in sight – they certainly had a challenge on their hands. As soon as it was back to its former glory, this beauty hit the North Gloucester championship competition, finishing in second place.

8 THE CLASSIC MOTORCYCLE MECHANICS SHOW

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Proud projects on parade at this year’s event With summer at a close, it’ll perhaps soon be time for you to lay-up your bike and get the spanners, spray cans and rags out.

If you’re not working on a full restoration, then perhaps you’re fettling your pride and joy and tending to all those little jobs. Here is

a selection of just four bikes (private entries in the main hall) that have come out of the garage in 2023, and which we think you need to check out.

Honda CB7500 K1 Ray Robinson bought his 1972 Honda CB7500 K1 in, well, 1972. He sold it on in 1985 to help finance a house build and then, 30 years later, discovered that the same person to whom he had sold the bike still owned it.

Unfortunately the bike was now in bits and had been in a barn for more than 20 years.

It took Ray more than seven years to convince the owner to sell it back to him, but in October 2022 he collected all bits remaining and began the painstaking restoration of the Honda.

Many hundreds of hours later the bike was complete.

All we can say, Ray, is wow!

It’s time to get out clubbing…

Suzuki XR 69 Nigel Griffiths has faithfully recreated a Suzuki XR 69.

He built the bike from scratch, using photos and his own intimate knowledge of the Suzuki GS1000 race bikes that he was racing back in the day.

Nigel’s engineering skills were brought to bear making the frame, swingarm, tank, yokes,

exhaust, discs and many more parts on this beautiful machine.

Not only did Nigel make a lot of the parts but he actually had to make most of the tools and jigs to do it!

What powers this brute is a GS1000 engine bored to 1085… and with every conceivable upgrade possible.

One the mainstays of the October Stafford event, and certainly one of the most popular elements, is the huge number of clubs and societies that come to the show.

It’s not just about the members putting on incredible motorcycle displays but also about them being on hand to give advice, help with your restoration and talk ‘shop’ about their favourite bikes.

Some of the clubs are celebrating this year at Stafford and here are just a few: The Aircooled RD Club celebrates 50 years of the headbangers’ bike of choice… yes, the RD – the only serious choice for a chip shop Grand Prix. The team will be putting on an incredible display on stand M43A. Check the club out online too at www.aircooledrdclub.com The guys at the BSA Bantam Club celebrate 70 years of this incredible model. The bike that touched the hearts of many was a regular sight in the UK, be it on trails or on the

roads. Take the time to check out their stand B115 and take a look at probably one of the largest show gatherings of this game-changing marque www.bsabantamclub.com It’s hard to believe but it’s 70 years since the first Greeves motorcycle rolled off the production line, and members of the Greeves Riders Association will be in the Competition Hall with a collection of their fabulous machinery.

The Cossack Owners’ Club comes in from the cold to celebrate its 50th anniversary as an organisation, and members will be putting together one of the biggest collections of Soviet motorcycles in the UK. Visit stand B128-129 www.cossackownersclub.co.uk It’s 60 years since the Sunbeam Owners’ Fellowship came together to form a club, and members will be putting on a proper birthday theme on their club stand, P6, in the Prestwood Hall. www.onthebeam.co.uk

Yamaha RD350 LC Who doesn’t love a Yamaha RD350 LC?... and David Smith’s 1982 example is just sublime.

He’s owned the bike for around eight years, restoring the bike to concours condition step by step. But as with every true stroker, he wanted to enjoy riding the RD as well as bringing it back to factory standard.

The restoration only used new old stock parts and David spent a lot of time sourcing period-correct

parts (we feel your pain David), as many of the new parts available today are reproduction parts and are not period correct.

All the plastic body panels are new old stock, and it also has original paint and the original decals.

Many of the parts have original manufacturers’ finishes to them too, so the bike is pretty damn close to how it would have come from the factory.

A proper headbanger.

Stars on 45 – pure Honda Heaven

BMW R100 Café Racer Last but not least, Richard Gibbons will be displaying his 1982 BMW R100 Café Racer.

The engine work was sorted by renowned BMW engineer Steve Scriminger and the bike features the later BMW K100 forks,

Tarozzi rearsets and clip-ons, along with many one-off parts.

This Beemer even has an almost complete history, including original sales receipts right through to Richard’s finished bike.

What a stunner.

The Joey Dunlop Foundation is bringing together the biggest collection of race-going Honda RC45s ever for this year’s October Stafford.

Bikes ridden and owned by the Irish race legend will include his original Honda 750, as ridden in the

1994 TT – where he achieved third place in both the Senior race and Formula 1 race.

There will also be a Jim Moodie exRC45; OKI endurance racers, V&M TT bikes… the list goes on and if you can name the rider for each bike, you should probably join Mensa!

10 THE CLASSIC MOTORCYCLE MECHANICS SHOW

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Flame on! It’s all action as bike team’s set to stun Jumps, flames and exploding coffins… just another day at Stafford, or it will be when watching the Stannage Stunt Team.

The team is a real family affair, and thrills and spills seem to run in the Stannage blood. Dad Mark started his stunt career at age 14 in 1984, and went on to join James Dylan’s Stuntworld. When James retired Mark bought Stuntworld International, while his son Aaron now runs the Stannage Stunt Team.

And the exciting line-up provides some brilliant shows across the UK and beyond, having performed jaw-dropping shows all over Europe and the Middle East, including at the Muscat Festival in Oman, the GT Festival and the National Day Festival in Bahrain.

But this weekend the

riders are taking their talents to The Classic Motorcycle Mechanics Show.

Led by Aaron, who now has more than two decades of experience (having started at the tender age of three), the team specialises in motorbike, car, fire and high fall stunts. Aaron has performed some of the most spectacular stunts ever seen on film or TV, and has definitely proven a chip off the old block.

The Stafford event will see Aaron, Conor, Jordan and Amy showcase their expertise in a wide range of stunts and shows, be it quad stunts, ramp jumps... and with a few flames thrown in too. The Stannage Stunt Team will keep you on the edge of your seat!

Check out the timetable of events (page 2 of this guide) as you won’t want to miss your chance to witness the fabulous feats of the team; an unforgettable experience that will leave you breathless and craving more!

Want to go Commando?

Competition could be your chance

If you have ever wanted to add to your collection with one of the most iconic bikes of the 1970s, or even if you want to own your first classic but have never found the right machine or had the finances, then a brilliant competition from the National Motorcycle Museum could be your chance.

The acclaimed West Midlands-based museum is giving away a superb 1974 Norton Commando 850cc bike in its summer 2023 raffle.

The top prize in the museum’s new draw is the immaculate and original Norton roadster with the highly desirable AP Lockheed front disc conversion.

The lucky winner will be drawn at random on Sunday, October 29. Raffle tickets are available from the museum’s stand in the main hall (stand M45) and are priced at £2 per ticket.

But there’s more than just the Norton up for grabs, as the second prize is for any Sealey tool products to the retail value of £1500 to be purchased via The National Motorcycle Museum shop. Third prize is a Sealey Tools ‘patriot’ roll cab tool cabinet (worth £719.95), with a winner’s choice of one of five flags – each of the four home nations and the union flag.

Go see the museum team… for just a couple of quid, it could be you!

12 THE CLASSIC MOTORCYCLE MECHANICS SHOW

Time flies when you’re having fun, or so the saying goes. So did you realise that it’s nearly a quarter of a century since the turn of the new millennium?

Where did that time go? You blink and you miss it…

Well, we don’t plan on missing it – any of it. In our 1990s-2000s hall we will be celebrating bikes that come from either side of Y2K; from the sports beasts such as the Honda CBR900RR FireBlade, Yamaha YZF-R1, Suzuki GSX-Rs of all capacities, to the bikes that are the true ‘coming classics’ of the time – those that have just hit the Vintage Japanese Motorcycle Club’s 15-year limit… and that includes bikes from 2008! (Doesn’t that feel like yesterday?)

Why? Well, it’s down to affordability and availability. Those classics we know and love from the 1960s through to the 1980s are pretty much gone, bought up by those who love them, and prices have started to go through the roof. Original Kawasaki Z1 anyone? For one of those we’re looking at tens of thousands of pounds… and that’s if you can even find one.

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But what goes around also comes around, so we are now looking at bikes from the 1990s and even the Noughties as the next, rich seam of classic motorcycling.

Already we see bikes from the early 1990s posting strong prices, be it a litre-class sports bike such as the Honda FireBlade or even modern classic naked bikes such as the original T300 series Triumph Speed Triple. Move towards the end of that decade and the start of the next and you’ll find things much more affordable.

So that’s what we celebrate in the 1990s-2000s hall.

We’ll have a range of bikes on our stand (if you want to donate one for display, contact: bsimmonds @mortons.co.uk) as well as a big telly with old races and video games and music from the time.

We’re hoping to get a tea urn plugged in, so maybe pop round for a coffee/cuppa and a chat with the editor Bertie Simmonds who (loo/food breaks excepted) will be manning the stand... manfully…

WE’RE THE NEW HOME FOR THE BACK STREET HEROES CUSTOM BIKE CHAMPIONSHIPS FINAL The nationally renowned BSH Custom Bike Championships has a new home… and it’s here!

The long-standing competition, hosted by the original custom bike magazine, Back Street Heroes, will be a real highlight of the Classic Motorcycle Mechanics Show at Stafford Showground.

Categories include: Best Chopper, Best Custom, Best Engineering, Best Paint and Best New Skool Custom, and the final will showcase the ‘best of the best’ custom bikes in the UK… chosen from thousands which have been entered at heats countrywide.

And there’s no better place to admire them than at the world’s largest classic bike show!

Mortons Media Group’s exhibitions manager Nick Mowbray said: “Stafford is about one thing and always has been – it’s about enjoying motorcycles! The team and I are delighted to host the finals of the BSH Custom Bike Championships – it’s a perfect fit while also bringing a completely new element to the show, which is sure to please visitors both old and new to the event.”

Previous entrants of the prestigious BSH Custom Champs include:

14 THE CLASSIC MOTORCYCLE MECHANICS SHOW

TRADE SHOUT-OUTS TO….

It’s great to see everyone at October’s Classic Motorcycle Mechanics show, but on this page we wanted to give some special shout-outs to a few of our traders and exhibitors…

After the Bridgestone Tyres team met the Stafford audience in April they quickly booked in for this October’s event.

Bridgestone has delivered premium engineered tyres for more than 90 years

Tyres

and has its heart in motorcycling.

The team will be on hand all weekend to talk about your tyre needs and how to make the right choice for your machine.

They are located on stand on M53 in the main hall. www.bridgestone.com

Distributor MotoGB will be at the show representing primarily the Benelli, Keeway, MBP and VOGE brands.

It’s definitely a chance to check out the new Benelli TRK702, TRK702X and MBP C1002V. This will be a show exclusive as it’s the first time the final production versions of these three stunning machines have featured at a UK motorcycle show.

Pay the team a visit in the Naughty 90s hall on stand S21.

Retailers and autojumbles unite

The Classic Motorcycle Mechanics Show at Stafford is the king of classic motorcycling events.

With more than 900 traders on site, Stafford offers the biggest selection of spares, parts, paints, clothing, registration

plates, oils, lubes, chains and carbs; in fact just about everything you could possibly need to get the most out of your favourite hobby.

Both inside the halls and outside you will also find the best motorcycle autojumblers

Azylum

After more than 35 years of running the run of bikes, based on the 900 and 1000 very successful Kawasaki parts company Kawasaki models but with a modern twist Z-Power, founder Dave Marsden has inspired by the custom scene in Japan. started a new side to the business which The bikes are obviously original ‘Z’ models he has called Azylum. but with up-to-date brakes, wheels and Continuing Dave’s real passion of building suspension plus a few performance mods… bikes, Azylum is going to produce a limited but retaining classic Z looks.

Dave and Trev look forward to your views on these bikes on their stand, so go and say hello and let them know what you think. See them on stand M34 in the main hall.

Vintage Flying

Vintage Flying offers inspiring and memorable flight experiences in its 1930s open cockpit Tiger Moth biplanes.

The experienced team of pilots and groundcrew make days memorable with flights over Derbyshire and the Peak District – as featured on the Channel 4 show Guy Martin’s Lancaster Bomber.

From shorter local flights to the ultimate Dambuster Experience – following in the footsteps of the legendary 617 Squadron to fly over the dams where they did their training runs – you can fly in one of the two

beautifully restored 1930s Tiger Moths (named Muttley and Priscilla) and look the part in flying suit, sheepskin jacket and goggles.

Treat yourself or buy a gift voucher. There will be a special show offer available – visit stand M30 in the main hall for more information.

from all over the UK. You just need to brush up on your negotiating skills!

From complete, mint classic bikes to battered garage finds, you’ll find so much for sale at Stafford.

In 2023 you’ll find names at the show

such as Hagon Shocks, Central Wheels, Andrew Samways Kawasaki Parts, Jeff Hunter Engineering, RH Specialist Insurance, Hel Performance, The Motorcycle Wiring Specialist plus many more manufacturers and retailers.

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MAIN HALL

SANDYLANDS

WESTON CAR PARK

ARGYLE

PRESTWOOD (TRADE)

INTERVIEWS ON STAGE

COMPETITION HALL

PRIVATE ENTRIES

EVACUATION POINT B

PADDOCK

VIP

BANDSTAND PICNIC AREA

WESTON GATE

CLASSIC DIRT BIKE TRIALS DISPLAY

TRADE ENTRANCE

LIVE MUSIC PAY BOOTH WALL OF DEATH

PAY BOOTH

OUTDOOR TRADE & AUTOJUMBLE

OUTDOOR TRADE & AUTOJUMBLE

TRADE CAR PARK

EVACUATION POINT A

THE TUNNEL HELMET PARK

TOILETS TOILETS inc. Disabled

MAIN ENTRANCE EVACUATION POINT C

MAIN CAR PARK

OCTOBER 14–15, 2023 STAFFORDSHIRE COUNTY SHOWGROUND, ST18 0BD

Useful information To make your day at the Classic Motorcycle Mechanics Show an even better experience, we’ve got a bar, music from the fabulous Daisy Belles, plenty of seating around the bandstand area, plus toilets (including disabled loos) located all across the site.

We’ve got free parking for all including, once again, disabled parking areas which are closer to the site entrances.

If your kids are aged under 16 years they can come along for free. We have plenty of food outlets, indoor cafes and outdoor units serving a variety of food, teas and coffees.

If you’re not sure what’s going on or where you are, there’s an information desk located at the front of the main hall where one of our Classic Bike Shows team will be only too happy to help.

When you get to the show there is a free map and timetable telling you all the things going on, or alternatively you can visit the website www.classicbikeshows. co.uk and you can download a copy.

■ Check us out on Facebook and Instagram @classicbikeshows and Twitter (X) @classicbikeshow for all the latest news.

PAY BOOTH

BABY CHANGING EVACUATION POINT CATERING SHOWERS

UTTOXETER

STAFFORD

FIRST AID

15

48 ROAD TEST: NORTON COMMANDO 961SP

COMMANDO Our pals at Classic Bike Guide love an old Norton. But with a new Commando on the market, they’ve stepped into the 21st century and given a bit of historical context to the brief, manicured launch reports. Here’s how they got on.

WORDS: Matt Hull PHOTOS: Gary Chapman THANKS: Martyn Guest

T

he Norton Commando. When first released in 1967, if you didn’t have one, you wanted one. Or, as a BSA/ Triumph fan, you hated but secretly admired them.

Designed and brought to market in record time by the amalgamated AMC, the bike was in production for about 10 years and won the Motorcycle News Best Motorcycle Award five years in a row.

Ironically, for a bike rushed through the development process, the Wolff Ohlins-designed bodywork was futuristic to look at, and it was innovative, with the Isolastic engine mounting (another award-winning feature) trying to tame the ancient-butcanted-forward Atlas-based engine and swingarm mounted to the AMC ‘box. It won hearts and it won races, in the UK and over in the all-important United States of America – and would become one of the best swansongs of the British bike industry.

A final hurrah from the UK was all the Commando would be remembered for... until a professional Norton specialist

from that there USA, Kenny Dreer, decided to move on from restoring and modifying customers’ Norton Commandos to create a whole new model – a continuation, or what could have been, should British industry bosses not have been so pig-headed and blinkered.

Dreer’s idea was gradual, buying the rights to the brand, then utilising his team’s engineering skills to make original Commandos brake, handle and go better, and then culminating in a complete package, the Norton VR880. Based on the original more than the 961 is, the 880 still had ‘80%’ new parts. Fewer than 40 are reported to have been made, though there is one at the National Motorcycle Museum in Birmingham.

The American team wanted more.

They designed the 961, an all-new bike, including prototypes with a 270-degree crank. But it all got too much financially and the story sadly went quiet – again.

The nomadic Norton brand entered another new, chaotic, excitable phase in 2007, when one Stewart Garner

bought the rights to the name and the designs to the 961, with a plan to build the Commando in Britain. It was re-engineered by a small team based heavily on the Dreer design, the only issues seemingly created by iffy management and cash flow shortages leading to parts supply problems and inconsistent quality. Quickly it became a nightmare for many customers, as illegal financial dealings by Garner were uncovered that cost many their bikes, deposits, or even worse, their jobs.

Another chapter ended. Again.

In 2020 a new shining knight turned up – in the form of TVS. The fourth largest motorcycle manufacturer in India, which already made bikes for BMW, took a shine to the newlyavailable famous brand. And TVS hasn’t taken things lightly. A £10 million factory has been purposebuilt in Birmingham with, it seems, endless amounts of staff headhunted from nearby Jaguar Land Rover, Aston Martin, Triumph, and even some of the employees from the previous Norton set up. But instead of working with used

parts and trying to build engines on carpet, the new Norton has clean-air rooms for engine builds, thorough understanding of suppliers and what it takes to be a Norton partner, and extensive testing and quality control.

It even standardised the in-house TIG welding of the frames, using X-ray to see how penetration and strength was best found with which settings and which welding sets. It is mightily impressive, and it recently pumped another £100 million in.

Early on from buying the brand and announcing some plans, Norton made it clear it would try to help those affected

by Garner’s crooked ways if it could. This meant making new 961 Commandos, but it had to be its way – for pride, brand reputation and legal liability. Previous reports of faults, complaints and quality control were looked at to compile a huge list of elements to be finished better, improved, or even completely redesigned. So, while the bike you see here may look familiar, it’s a different beast to either the Dreer original or the Garner-era bikes.

ROAD TEST: NORTON COMMANDO 961SP 49

Fancy reading more cracking features like this one? The good folks over at Classic Bike Guide magazine have got you covered. Jam-packed full of cool stuff about classic motorcycle ownership and restoration; including road tests, buyers guides and workshop tips and tricks, if you’re into old bikes (and are partial to a modern retro), this is the magazine for you.

50 ROAD TEST: NORTON COMMANDO 961SP

I’ve never ridden a 961 previously but have always liked the idea of Commandos. The 961 in photos looks purposeful; the SP we’re trying is the more conservative model (there is a Café Racer model with clip-on handlebars). Being an ageing racer in my own head – well, the ageing part is true – with arthritic knees, that obvious purposeful riding position and head-down notion appeals.

Somewhere in between the Triumph Speed Triple and Thruxton would be great, thank you.

Starter sounds like it doesn’t like mornings, or afternoons, but again, a little twist of throttle tempts it into running at a perfect idle.

Finding some B roads for cornering pleasure and immediately the Öhlins suspension makes sense. It’s a softer spring rate, more suitable than any sportsbike wearing similar gold appendages, and yet still having quality damping and enough support for fun in the bends. For a bike of this weight (230kg/507lb) the balance is superb, and those ‘bars, the SP being more conservative of the two models, feel spot-on. Plenty of steering leverage for the sensible geometry, purposeful riding position (for me at six foot) and pegs that feel just where they should be, even with old knees.

It seems to give the right amount of leaning against the wind of a naked bike, with a little cornering aggression from that position thrown in. I’m using the bike now.

Five gears? Five? The engine doesn’t need six as the spread of torque is enough that you can just use more revs in each gear. In fact, all gears, I feel, are perfectly spaced. What it could use, thanks to the feel of the engine, is a sixth gear for cruising, an overdrive: 77bhp is enough for having fun on this bike, for enjoying the Norton experience, and for keeping up with your friends on today’s roads. But it is a noisy engine, with

pushrod noise from its essentially 60-year-old roots, which makes it sound and feel nicer to keep it from being higher up the rev range, so would suit an overdrive sixth... 77bhp is fun, but doesn’t help with pub Top Trumps when your rival has the Triumph Thruxton and its 103bhp vs your Norton Commando. But just remember the heritage of that engine.

It stems, via some major redesigns including the enormous size increase and a balancer shaft, from the 1960s.

Yes, it vibrates, and yes, there is a lot of engine noise without ear plugs – I think pushrod clatter. But the Commando is now better in every way than any other parallel twin from the 1960s, yet still feels like a traditional twin... a feel the fantastic, if slightly too refined (in this company) Triumph and Kawasaki twins struggle to replicate. It feels like my old Ducati 900SS. I’m on to my third plastic tankful of fuel, with about 130 miles safely to a tank. And I must say, I like being seen on the Norton. I’m a tart. It creates longer fuel stops due to strangers’ intrigue and the questions, ‘Is Norton back, then?’ or ‘I had one of those’, as well as a few more enlightened

ROAD TEST: NORTON COMMANDO 961SP 51

THE ORIGINAL ICON

conversations. It is similar to when I had an early Hinckley Triumph – I dreaded the older gent walking up if I was in a rush, as I like talking bikes, I love hearing stories, but often just didn’t have time. Oh, while stationary, watch the sidestand. It’s not suicide early Ducati, so don’t worry, but it is far forward and is a few millimetres too long, making the bike stand too upright for my liking on anything other than billiard-flat surfaces. Not a biggie, just be aware, and I’d have a puck on you at all times.

Quality of finish is a nice touch wherever you look. Paint finish and coachlines are first rate, and the casting, welding and machined parts are beautiful even if you are not an engineer; even the ‘they’ll-never-beseen’ brackets are finished nicely.

This will hopefully be appreciated by all, as it’s the quality and details that push the price up. And they are a little let down by the odd placing of the regulator-rectifier in front of the

rear wheel, the numbers on the dials that are too small, and the off-theshelf switchgear. But then the sublime stitching on the seat or the gorgeous Brembo brake system catches your eye and all is good again.

The Norton Commando 961SP is never going to be easy to justify. It’s also impossible to judge the new TVSowned Norton by a bike designed in the 1960s, re-engineered by someone else in the 1980s, re-re-engineered by someone else in the 1990s, and re-re-re-engineered by TVS as its first project. It’s like being step-parents to a kid who has had a really bad time for 15 years and then you have to try and make them a balanced adult, not a psycho.

But against all odds and norms, it works, providing that’s what you want. Will it win races? No. Will it give you Panigale speed thrills? No. Will it give you a daily rider? Yes, if it isn’t monotonous motorways and you live near one of the five newly-

announced dealers, then perhaps, but buy a rucksack. What you will get is an immersive ride when you pick suitable journeys on suitable roads.

You’ll get a more authentic experience than its rivals can give, as they have been engineered to be smoother, better, faster, but that removes any visceral feel. You’ll get perfect real-world handling, much-needed reliability and that superb soundtrack.

It is imperfectly perfect.

Is it worth the money? That’s up to you, and whether you listened at school, want to spend the kids’ inheritance, or if you want something different. A Triumph Thruxton is better on paper in every way, can be serviced more easily, and has good residuals – a secondhand one even better. But add a couple of accessories from the bulging Triumph catalogue and you’re inching closer to the £16,999 Norton. Anyway, this is an emotional purchase, not an economical one.

In Norwich I meet up with friend and stalwart of the great and active Norfolk Norton Club, Martyn Guest, with his 1973 Commando Interstate. His bike is also black with gold pinstripes, so the brace of Commandos look wonderful together.

We head off on a lovely B road south, Martin leading on his Mk1 750cc with accompanying right-hand gear change. His skinny Avon Roadriders give plenty of confidence in the standing water, with my wide, designed-for-100+bhp stiffer carcass Dunlops and sportyside-of-comfy spring rates not giving me the feedback or confidence Martin has in a bike he’s owned for more than 20 years. It is truly wonderful to see a bike as old as me being ridden in such a wonderful manner, in the wet, as it should be. After a cuppa and cake, we swapped. Martyn was chomping at the bit, and so was I – I’ve never ridden an original!

The Mk1 started second kick – it always started first time for Martin so that’s down to me – and never once felt like it needed a blip of throttle to prevent stalling. I warned Martyn of the lack of steering lock and non-returning footrests but needn’t have worried – he looked at home as we wiggled through a little market town with cobbles and tight turns.

It was still raining, but Martyn was straight at home on the 961. The light, hydraulic clutch gave smooth getaways and tight turns, while the ample seat gave a position he felt comfy and in control with. I relaxed, watching an experienced rider learning and adapting to a bike that, while similar in some ways, was totally different to the one he’d just ridden.

Meanwhile, at the back, I was smiling so broadly I’m surprised my helmet came off. Why haven’t I ridden one of these?

It feels modern, it feels smooth, it’s comfortable and it is easily in touch with the modern flow of traffic. Is it really 50 years

old? Five years older than my BMW, much older than that in looks, design and philosophy, but the Commando just convinces you it could easily fit into that daily runner role.

Martyn has added an oft-fitted sleeved master cylinder to aid feel, allied to softer front brake pads to give more confidence, but in the wet I was happy with the default technique of 50/50 front to rear. The electronic ignition gave that engine a reliable, cough-free delivery, though the vibrations are much more pronounced than the modern, balanced engine.

Martyn recently fitted a new engine head steady which, being bedded in, should now be retorqued, so that may explain a little. But that gearbox feels wonderful, with spacing perfect for the engine power just like the new model, and the response is injection-like in its smoothness. I would prefer the narrower tank to the Interstate one, and a different set of ‘bars could be tried to anger that ‘chilled out’ riding position, but that’s just a personal preference. I love it.

Martin liked the 961SP, and liking a bike in horrendous riding conditions is surely close to loving something in better conditions. I was gutted to give his bike back, until 100 yards down the road I backed off for a junction and heard those exhausts burble in-between two tall buildings. I’m a child.

COST-EFFECTIVE CLASSICS 53

Cost-effective

Classics DUCATI 750/900SS An Italian classic for sensible money!

WORDS: Steve Cooper PHOTOS: Mortons Archive

54 COST-EFFECTIVE CLASSICS

Any Ducati of the last decade is a blend of symbolism, social status, branding and hubris allied to a damn fine machine. Owning one shouts money and style like little else. Panigales, Diavels, Scramblers, Streetfighters, Multistradas and numerous others typify the Bologna team’s clever and strategic marketing.

Owning any relatively new Ducati is as much about image as it is anything else … which comes at a significant cost! Should you want to sample the iconic brand but not take out a second mortgage for the privilege, we might just have the answer.

Background

The 900SS and its smaller 750 sibling were designed to be Ducatis for the masses without the hissy fit, prima donna, histrionics previously often associated with the brand. Graced with the SS aka Super Sport moniker the name was intended to invoke the firm’s rich history. This harked back to the mid-1970s when the original bevel drive 750 became an 860 before morphing into the hugely desirable, blue and silver, half faired 900SS – a bike that owed its very existence to the legendary Fabio Tagglioni – father of the L twin motorcycle. The

‘modern’ 900SS was aimed at being a more accessible, less temperamental, descendant of the original iconic machine.

The bike

If your motorcycle purchasing is based purely on statistics then please feel free to turn the page over and move on. The 900SS simply will not wow you by its numbers. Buying into the Ducati brand, and especially so when it comes to the classics, requires a more pragmatic approach.

We’re not looking at meteoric top speeds, blistering quarter miles and the like – oh no. What we have here is a motorcycle that performs in a different manner to anything Japanese including the Nipponese

Ducati clones out there. The motor has a unique soundtrack packed full of promise and when you glance at the speed you’re likely to be hugely impressed by the rate of knots.

Deceptive might be a good adjective here as the torque curve is admirably flat, unlike many contemporary fours.

Handling is first class for the period and certainly not shabby even now.

Once again, and just like that motor, you will be captivated by the way that trellis chassis gets you around bends.

Even though the bike runs Japanese Showa suspension please don’t expect plush levels of comfort – the bouncy bits are still on the firm side of stiff.

Top end anchors ensure you can reign in the excitement should you need to thanks to the Brembo heritage.

The ‘newer’ SS models owe a lot to gorgeous original from the 70s. Therthe cost-effective about this one, though.e’s nothing

Here’s one of the early 900SSs, sat right beside a lovely Hailwood replica.

Ducatis are inherently unreliable – it’s an adage that’s overused and generally misinterpreted. The 900/750SS were built to a different set of criteria to your anodyne Japanese missile and they require a subtly different approach. Regular servicing and preventative maintenance are key. Where Oriental bikes are more tolerant oil changes being extended by 20% the Ducati isn’t. If the cam belts need checking and/ or changing at a given mileage or age then that is when you do it, ditto valve adjustment. It’s like comparing a Ford Transit to a Ferrari – one will take a lot of abuse, the other requires regular attention. And if you can’t commit then you probably need to walk away.

If your benchmark is Beemers then you will be cruelly disappointed.

Ducatis like these aren’t primitive but they’re not especially sophisticated either. Very vaguely related to the 851 superbike, the 900SS is part way between a race track escapee and a sports bike. If it were a steak you’d be somewhere between medium and medium rare. If you like your luxuries the Ducati might just disappoint, but should you fancy a classic track day bike on His Majesty’s tarmac here it is.

Ultimately owing a Ducati is a lot about looks and style – the SS twins have both by the bucketload. Sold 1990 to 2002, the bikes saw a major revision in 1998 with considered upgrades from then on. The Super Light versions sell for a premium and unless they’re a must-have, look at one of the more mainstream models. They’re all super-cool and more and give you the best of classic bike ownership with Ducati heritage.

Stunning looks, legendary handling and a 140mph potential for sensible money – what more do you need?

COST-EFFECTIVE CLASSICS 55

Lineage and Legacy

“Until you have ridden a period Ducati V twin it’s almost impossible to grasp just how good they are.”

All of the Ducati motors that feature belt-driven cams are derived from the original 500 Pantah that first broke cover in 1979 – the 750/900SS models included. With simple toothed belts replacing the horrendously complicated bevel drive to the cams, Ducati saved a small fortune in machining and build cost. They also started a legend that continued for decades, helped revitalise the brand and won innumerable races. It’s not over-exaggerating the significance of the Pantah by saying it almost certainly prevented the Ducati brand from going under. In a veritable sea

7

of Japanese four-cylinder machines the air-cooled twins were a breath of fresh air.

Why you might want one now

Until you have ridden a period Ducati V twin it’s almost impossible to grasp just how good they are. Forget your computer chip controlled ABS, riding modes, TFT information screens and ballistic horsepowers – this is distilled two-wheeled excellence without the visceral bad manners of a highly-tuned motor. The numbers, on paper at least, don’t seem stack up to the hype but out on the road it’s a different matter. Precision handling; moderate mass; a soundtrack like little else; all that engineering excellence and history crammed between two wheels – the list just goes on and on. Oh, and don’t forget those drop-dead gorgeous looks:lithe, understated and simply dripping in class, nothing else comes close.

Typical Prices

2 3 4

5 6

1

There’s more than enough to go round so don’t go paying over the odds. A privately sold 900 might set you back as little £3000, with dealers offering similar for just £500 more. You can pay over our self-set £5000 budget but probably don’t need to. If you want a bargain give the 750SS some serious consideration; often significantly cheaper, the smaller engine version offers a cost-effective way into Ducati ownership. Buy on condition and service history and you are genuinely very unlikely to be disappointed. Our choice? A sub three grand 750SS with fresh belts and just a touch of patina – you’ll not be disappointed.

Summary

Faults and Foibles 1. OIL LEAKS

Check cylinder head studs for damage and integrity, some were known to fail.

2. BODYWORK

Check condition for cracks and bad repairs; inspect mountings for signs of bodgery.

3. SERVICE HISTORY

A franchise dealer or specialist service history adds reassurance and value.

4. NOISES

Engine noises may be from loose alternators – avoid!

5. CHASSIS

Check for cracks around the steering head.

6. CHAIN ADJUSTERS

Sometimes seized, often bent.

7. ELECTRICS

Clean loom, terminal, switch connections that are free from corrosion massively increase electrical reliability.

Stunning good looks, peerless handling, first-class brakes, that iconic brand and all the right side of five large ones – what’s not to like?

If you buy one with a little savvy, avoid the mistreated examples and maintain it as a 900SS or 750SS is only going to reward you. Peel through bends like they don’t matter, ride that wave of V twin torque and smile … a lot!

It’s unlikely these machines will get much cheaper any time soon so buy now while you can.

56 THE INSIDE LINE TO CLASSIC JAPANESE IRON WITH STEVE COOPER FROM THE VJMC

SHEENE SHINES ON A YAMAHA Words: Steve Cooper Photo: Mortons Media Archive

As the 1970s drew to a close so Suzuki’s star burned ever brighter.

The square four RG500 with its disc valve engine was beginning to embarrass Yamaha. Privateers on RGs with varying levels of factory support were seriously snapping at the heels of the TZ500/YZR500 riders. The 1979 results had just four Yamahas in the top 20 positions – the rest were all Suzukis. No one back at base in Iwata, Japan, was happy!

It must have been a particular bitter pill to swallow but the decision was made to follow Hamamatsu’s lead and build a square four.

Out went the in-line four motor, out went the piston-ported induction system Yamaha had devoted so much time to, and even the muchvaunted reed valves went in the bin. The new motor for the 1980s was going to be a square four which many saw as a massive climb down for Yamaha. However, this wasn’t the firm’s first crack at a significantly more compact four.

Back in the late 1960s Yamaha had fielded the RA31/31A 125 and RD05/06 250 GP V four bikes with devastating success. Doubtless these facts helped, to some degree, to assuage the discomfort of following Suzuki’s lead.

The one thing the factory retained from the in-line TZ four was the Power Valve technology which, it hoped, would give it the edge over the RG500s. Kenny Roberts’ first encounter with the all-new OW54 was at the second race of the year in Austria and it didn’t go well with a poor and apparently restricted power delivery. A week later in Germany there was almost a fight behind the scenes with Roberts telling the factory gurus the porting was wrong and them arguing it had all been checked in Japan. Eventually, former world 250 champion and Roberts’ mechanical guru Kel Carruthers machined the cylinders to correct what was perceived as badly configured port timings. The head Japanese Yamaha guys simply stormed out the pits in temper! KR was proved right when he won the race and repeated the success a week later at Monza, but that was it in terms of wins for the new square four OW. The new engine proved to be a mass of conflicting effects. Even though it had a better spread of power compared to the old in-line motor, its delivery was very much all or nothing.

The American rider found it hard to adapt to the new power unit; the handling wasn’t ideal; and the bike had a huge appetite for tyres – in Yugoslavia the rear was cooked by half race distance. A new frame, carbon fibre forks, revised yokes and much more failed to get the new motor to deliver the goods. It was a dour season for Roberts with annoying mechanical issues, a wrongly fitted brake pad and even food poisoning adding to the pain. About the only good news for the firm was when Barry Sheene, now back on a Yamaha, brought the OW54 home in first place at Anderstorp, Sweden. The irony wasn’t lost on Yamaha either. The two times world champion had gained both his titles on a square four – one that just happened to have been made by Suzuki!

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58 KNOWLEDGE

Inter-war period: BMW R32

You’ll have to be a pretty serious collector and vintage machine fan to delve around here. But fair play if you want to commute 25 miles down the A5 each day on a 100-yearold bike… If we were going to pick a superclassic BMW to own, it might as well be the R32 – BMW’s first motorbike. Just over 3000 were built in the three years between 1923 and 1926, and it pioneered the Boxer engine and shaft final drive still used by the firm today. The 494cc motor had side-valve heads,

a square bore and stroke of 68 x 68mm, 5:1 compression ratio and a single 22mm carburettor. The rear suspension was very simple: there was none, while the front wheel is controlled by a natty set of leaf springs.

You’ll need to pay several tens of thousands of pounds for an R32 today, of course – if you can find someone to sell you one. More akin to an archaeological item than a means of transport, but at least you won’t lose much in depreciation.

ONE HUNDRED YEARS

BMW is celebrating a big anniversary this year. It’s been building bikes for a whopping 100 years. We thought that’s about as good an excuse to take the chance to look at a handful of the most iconic bikes in its illustrious history.

Words: Alan Dowds Photos: BMW / Mortons Archive

1950s: BMW R50

For the first three decades of production, BMW’s chassis tech was essentially a secondary consideration. But in the 1950s they catapulted themselves forwards with not only ‘proper’ swingarm rear suspension instead of plungers, but also a radical new front suspension set up, the ‘Earles’ forks. The 1955 R50 has the familiar 494cc Boxer powerplant, now tuned up to 26bhp, and the ‘full swing’ chassis. There were none of the fancy suspension linkages we have now, of course, so the back-end would rise and fall

under acceleration, while the front-end would also lift up and down when braking, making for a lively ride (we know a couple of folk that could apply to as well!).

It was a hit back in the day, but couldn’t save BMW from the overall market downturn that threatened their existence at the end of the 1950s. Today it makes a handsome, usable uber-classic, once you get used to the wacky handling of the full-swing chassis and marginal drum brakes.

1960s: BMW R69 S

Now we are talking, ja? The R69 S is arguably the first modern BMW in terms of engine performance, making 42bhp and almost touching 110mph flat-out. The engine had been tweaked right up with bigger valves, more compression and larger carbs – indeed, early 1960 bikes would eventually break their crankshafts when run at high rpm.

A vibration damper sorted the issue, and the R69 S got better all through the decade.

The chassis was still the ‘full swing’ set up in Europe, but the US got telescopic forks instead, strangely. The forks were lighter than the Earles set up, with less steering inertia, and were a much better route forward. Indeed, the Earles set up would disappear at the end of the 1960s and BMW would use normal forks up until the Telelever front-end appeared on the 1993 R1100 RS. A 1968 US import R69 S then? As an everyday runner on the highways and byways of Britain? In this economy? Why the hell not – you’ll need around £10,000…

KNOWLEDGE 59 1980s: BMW R80 G/S

The original and best adventure-sport machine – the G/S stood for Gelände/Straße, or off-road/ road concept – and it debuted in 1980 lasting until around 1987. The motor was a 797.5cc aircooled Boxer, as per normal, with only around 40-50bhp there and 41lb-ft of torque.

Rumour has it BMW tester Laszlo Peres was into off-roading and cobbled together his own BMW to enter into events. It became a pet project and was sat in one corner of the development area when the big bosses came to talk about new models – they spotted it and the rest is history.

By 1987 the name changed to R80 GS and the Monolever was replaced with a Paralever – the 980cc R100 GS came along that same year.

These would themselves spawn the 1100 GS of 1994 and later 1150 and 1200 models ad infinitum!

To say this bike has become a style icon and a legend is an understatement, with BMW making their own homage with their Urban NineT. But as we say, original is best and you’ll spend quite a few grand just finding a rough one to restore…

By 2004, when the R1200 GS was launched, that two-letter suffix had already begun to take over the bike world, in Europe and the US at least. The Gelande/ Strasse, or off-road/road concept, was now a proven recipe, and while the adventure touring class didn’t dominate in 2004 the way it does now, the GS was still a massive seller for BMW. The big oil-cooled Boxer was now an 1170cc unit, making 100bhp, but it was the

weight loss compared to its predecessor the 1150 GS that made the difference. It was still a bit of a chunkster at 199kg dry, but that was 29kg less than before.

BMW were beginning to bring out some useful practical tech back then, and stuff like a trip computer, advanced ABS, heated grips and integrated sat-nav were all common fitments. The 2008 bikes saw the introduction of electronic suspension adjustment and more power (up to 107bhp), plus updated ABS and an advanced traction control set up. A well-sorted one of these will take on just about any modern ADV machine today and prices are around £3000-£7000.

2000S: S1000 RR

BMW’s S1000 RR superbike was such a milestone in the firm’s history that it’s worth inclusion here. First seen in 2008 as a WSBK prototype racer, the S thou’ is probably the first time that a team of BMW engineers simply took the direct design route. The new superbike had an inline-four 16-valve DOHC engine in a twinspar aluminium frame, with a beefy braced rear swingarm, monoshock suspension, upside-down front forks, triple disc brakes – and chain final drive. They’d resisted the corporate urge to slip in some weird bollocks somewhere: everything was conventional, and used basically the same layout as the best superbikes from Japan had been doing since the 1998 Yamaha R1.

Where the S1000 RR did stand out (apart from its quirky styling) was in its sheer performance. On just about every metric it matched or topped the class leaders – including price.

Add on a high-end range of rider aids, including a factory quick-shifter, Race ABS, ‘Slick’ power mode for track use and much more, and you can see how BMW went straight to the top of the ‘road-going litre superbike’ class.

That was underlined in 2014 when Michael Dunlop won BMW’s first Senior TT race in 75 years on the S1000 RR, following in the tyre tracks of Georg ‘Schorch’ Meier’s 1939

victory on the Type 255 Kompressor machine.

Now, an early S1000 RR is still a total weapon, on road or track. Sure, later bikes have 30-40bhp more, plus wings, and ever more advanced electronics, but that first generation bike will always be in fashion though, we reckon…

Partial to buying, riding and rebuilding old bikes? CMM is the one-stop show for all that good stuff and plenty more.

Whip out your phone, scan the code and bag an issue now.

WANT TO KNOW MORE? Now this isn’t a comprehensive list.

BMW’s built plenty more seriously special bikes than just these. But if you want to know more, then Al Dowds has actually got a book out on this very subject. BMW Motorcycles: 100 Years takes a proper in-depth look

at BMW’s long history; beginning with side-valve machines in the 1920s, right through to the latest parallel twins, and inline-four cylinder sport bikes. From the first R32 that launched BMW’s motorcycle dynasty, to the latest S1000RR superbike and R18 mega-

cruiser, if you’re into BMW then this is the book you need. Tap the name into your search engine of choice and you’ll be able to find a copy easy. That said, the good folks at Nippy Normans are currently stocking it. Maybe try there first.

LEARNER LEGAL: SYM ADX 125 61

Adventure-style scooters are big business in 2023.

We’ve tested a bunch of them already – but here’s our first CBT-friendly one from Taiwanese firm SYM. WORDS: Chris Bailey PHOTOS: Gary Chapman

62 LEARNER LEGAL: SYM ADX 125 Since I was a teenager and first knew that I wanted to get on two wheels, I was certain scooters wouldn’t be for me. It's not that I had anything against them specifically, but in my eyes they couldn’t hold a candle to a good old geared motorbike.

However, as I started riding more and more different styles of bike, I felt a growing desire to experience a scooter for myself – to see how different it would seem, and what sort of riding experience they provide. So when the good folks at MotoGB offered to lend us the new SYM ADX 125, I jumped at the chance to get acquainted with my first-ever scoot.

SYM (or Sanyang Motor for anyone looking to get technical) have been developing well-built two-wheeled rides for over 60 years from their headquarters in Taiwan. Most of their stable are 50-500cc scooters, although they have experimented with a few low-capacity bikes, too. The SYM ADX 125 is one of their latest offerings.

I have to say it looks great – whether I was at the office or pulling up at the shops I had a steady stream of people coming up to discuss how the ADX looked. Starting at the front, it sports two sleek, angled LED headlights under its long, jagged windshield which shelters the 5” screen which provided all the information you’d need in a crystal-clear display, your speed (always helpful to know), mileage done and current time (although this can be switched to trip miles instead).

The display also has an auto dimmer function making sure it’s always easily visible, and even has an automatic day/night screen which switches automatically. Moving on to the handlebars, the mirrors were a great height and some of the easiest I’ve had to quickly get back into position when they’ve been nudged, and like all scooters it has a rear brake lever where the clutch would be on a geared bike – meaning with no gears to flick between and no brake down low, your hands do all the work.

Underneath the handlebars on the left-hand side there’s a glovebox which can handily fit anything you might need easy access to whilst out riding, although this is simply a push to open/ shut mechanism with no lock.

On the right-hand side there’s a USB socket for charging your phone/ satnav, with the keyless ignition dial

underneath, which also opens the fuel cap and underseat storage (more on the keyless ignition later).

The seat was comfy and provided a great upright riding position, with long footboards so you can place your feet in whatever position feels most natural to you whilst riding. It’s actually pretty roomy for a 125.

Quite often these learner legal scoots are a little cosy for anyone of slightly longer proportions, but that’s

not the case with the SYM. The underseat storage provided a decent amount of space for picking up a few groceries or transporting any day-to-day items around you might need without needing to wear a bag.

Could you fit your helmet in there?

Potentially if you had a small one; mine is a Large full face number, and whilst width-wise it fitted in perfectly, unfortunately the storage wasn’t quite deep enough.

From my first journey I was surprised by how much fun the ADX was to ride. Its 4-stroke, single-cylinder engine kicks out a healthy 12bhp – and it picks up speed quickly, with enough pep to allow for well-planned overtakes at national speed limits, winding on out of sharp corners or bounding up steep inclines. The ADX’s engine also has the popular auto-off function for when you’re stationary, which is a great touch with an eye on fuel efficiency (although it’s a bit of a surprise when the first time it cuts out at the lights).

The brakes consist of a 260mm front disc and 230mm rear disc, both of which have ABS. Once I got used to the rear brake being operated off the handlebars (which was a bit of a transition), I had no issues with the brakes. They handled great in a number of situations.

As its name suggests, SYM reckons the ADX is not ‘just’ a commuter scooter. They say that it’s capable of handling rough and smooth terrain with equal ease – and while it’s difficult to imagine the scooter being truly at home on the rough stuff, the dual-purpose tyres crossed with a suspension system (made up of telescopic forks with a 90mm stroke on the front end and the twin shock with a 43mm stroke at the rear) made for an enjoyable ride whether I was cruising along straights and bobbling over chewed-up Tarmac, or throwing it around corners on the country roads. And I do mean throwing it

around – leaning this scooter over feels absolutely natural, and as a relatively new rider I found myself banking further over than I have on some of the bikes I’ve tested recently.

That’s a testament to how easy it is to ride. It’s a joy round town, too. That’s where it makes the most sense – and getting the best out of its punchy motor to beat traffic at the lights and nip past traffic, whilst exploiting its slender physique to filter through tight gaps, is a real pleasure.

For night riding, you can’t go wrong with the ADX’s headlights. The LEDs lit up the road perfectly on dipped beams, to the point where switching to full beam almost felt like overkill on a lot of the roads I took it on. While on the subject of equipment, let’s talk about the keyless ignition. The ADX sports SYM’s keyless system 2.0, which works well. Mostly.

One major gripe I had was the unending beeping. While I appreciate it’s designed as a safety feature to make sure you’re aware that you’re within range and the ADX is still unlocked, it’s a little too eager for my liking, beeping every few seconds.

That means that when you get home and switch off, the bike beeps at you the entire time you’re putting your various locks and security measures on. Locking the bike does stop the beeping, but then you can’t touch the bike to put your security devices on without it angrily beeping at you as a security measure. Small issue, and not enough to put me off – but worth mentioning nonetheless.

LEARNER LEGAL: SYM ADX 125 63 TECH SPEC SYM ADX 125

Price: £3999 Engine: 125cc 4-stroke, single cylinder Power: 12bhp Transmission: Automatic Suspension: (F) Telescopic forks (R) Twin Shock Brakes: ABS, (F) 260mm disc (R) 230mm disc Wheels/Tyres: (F) 120/70-13 (R) 130/70-13 Seat height: 810mm Weight (empty): 150kg Fuel tank: 15.2 litres Contact: www.motogb.co.uk

Another thing that is worth mentioning about the keyless ignition is that if you’re riding along and you somehow misplace the fob (and unfortunately I’m speaking from firsthand experience here), the bike won’t cut out. You’ll still be able to ride it wherever you’re going, but once you turn the ignition off you won’t be able to start it again until you locate the key or get the spare out. You’ll only do it once, though… trust me.

While I might not be a scooter convert just yet, I can do nothing but sing the SYM’s praises. It’s well built, well equipped and well worth the money. It’s currently available for £3999 and whilst that’s pricier than plenty of other models on the market from less established brands (and maybe a little too close to some of the bigger, more established competition, which frequently top the sales charts), there’s no doubt that the ADX 125 is one of the best put together bits of kit I’ve ridden so far this year. Aside from a slightly over-eager alarm, it really is hard to fault. If you’re in the market for a new learner legal scooter, then it’s well worth a closer look.

64 LEARNER LEGAL: RIDER SKILLS

HOW TO U-TURN

It’s not the sexiest move you can pull on two wheels, but mastering the technique will get you out of many a sticky situation…

When you first get your licence, practicing U-turns is probably pretty low on the list of things you want to be doing. But while riding into the sunset may be the dream, there will come moments in your biking life when you need to do a U-turn, and you don’t want that to turn the dream into a nightmare.

Executing a perfect U-turn is a muchneglected skill among both new and experienced riders, simply because very few riders bother practising it. But we want to change that, because it’s a skill that can make the difference between a clumsy 12-point turn and a smooth and confident swoop.

Knowing how to do a U-turn properly can also keep you safe if you need to do the manoeuvre in traffic.

Common mistakes

The biggest mistake with U-turns is not practising them. It’s simple enough to find a quiet space to practice, but make sure that the area is safe without any other traffic giving you a fright mid-turn.

The good thing about all of this is that you are not alone. Even advanced riders often struggle with slow-speed riding and U-turns.

Not many want to admit it, but if you spend any time at a biker café or a bike night, you will see plenty of examples of riders awkwardly pedalling their bikes back and forth.

Remember that not all bikes turn the same.

How easily and tightly you can perform a U-turn will depend on the steering lock, centre of gravity, riding position, etc., but with practice you will be able to turn any bike.

And remember this: Don’t be a hero. A little dab of your foot to the ground to keep things smooth is fine. This is not a test, and a foot on the floor is better than a bike on the floor.

But with a bit of practice, you won’t even need that dab.

How to get it right

There are three key elements to doing a spotless U-turn. You need to concentrate on what you see and feel, and most importantly, believe in yourself.

Look around you for traffic and hazards.

Once you’re happy that it’s safe to go, do a lifesaver check over your shoulder, then look where you want to go, not where the front wheel is. Scan your surroundings so you can take the largest safe radius for your turn.

Take your time when preparing, and make sure you’re happy with everything before you commit to the turn. You don’t want to end up rushing or panicking during the manoeuvre.

Feel the throttle, clutch and rear brake.

They are your friends for slow riding. If you have plenty of space and you are not going too slow, you can do a U-turn just on tickover without the other controls, but if it’s a tight turn or you need to go really slow, slipping the clutch and applying light and consistent rear brake makes the bike more stable and easier to turn. You also need to up the revs as you pull the clutch in and apply the rear brake – you will feel when you hit the sweet spot as the bike moves forward steadily and feels stable. The revs may sound a bit high, but you need that so you don’t stall, and the spinning parts in the engine add to the gyroscopic forces helping you to stay upright. DO NOT touch the front brake, it’s too sharp for U-turn control.

Moving your body slightly may help a little, but this depends on your weight, and the weight and shape of the bike. As a general rule, moving slightly to the outside of the turning arc can help balance the bike.

Believe in yourself – you got this! As with most things, success partly depends on you being confident about your riding, and you can only truly be confident when you have practiced the manoeuvre so much it becomes second nature. If at first it seems difficult to get it right, don’t despair, repetition and practice will get you there.

And don’t forget…

Practice the turns both ways. In the UK the majority of your U-turns will be right-hand turns, but there are times when you need to turn left, too, if the traffic layout is unusual (roadworks, etc.); you are off the public roads; there are hazards or other reasons to make a left-hand turn preferable. And, of course, if you head out to Europe, you will be riding on the right, and doing the U-turns to the left.

When you do your bike test, you will need to keep your feet on the pegs for the U-turn.

Once the test is done though, there are no prizes for not touching the ground, so don’t be afraid to have a little dab to help keep your balance. Try to do the turn with your feet on the pegs, but be ready to put the foot down early if needed – if you leave it too long, the bike will be more difficult to stop from falling.

LEARNER LEGAL: RIDER SKILLS 65

THE EXPERT

Nick Brown, Phoenix Motorcycle Training Nick has been an instructor with Phoenix for six years, and involved with motorcycle training for the last 25 years, covering all aspects from CBT and DAS to advanced post-test training. Before joining Phoenix, Nick was a serving police officer for 30 years, with motorcycling playing a major role in his work, including being a lead member in the Special Escort Group, ensuring the safety of senior royals, government ministers and visiting heads

of state. He was also a key influence in the creation of BikeSafe London which is now a nationwide recognised scheme. Part of Nick’s role within Phoenix is also being a key member of its inhouse instructor training and development programme, ensuring each and every instructor, new and old, is at the highest level. Nick currently rides a Suzuki V-Strom for training and enjoys European tours on his Harley-Davidson.

PHOENIX MOTORCYCLE TRAINING

Phoenix Motorcycle Training is the UK’s largest motorcycle training provider, with 22 local training centres. The company provides high-quality courses delivered by fully-accredited instructors, and is designed to meet a range of customer needs, from complete beginners to experienced riders.

Tel: 0330 223 4000 / Email: bookings@teachmetoride.co.uk Web: phoenixmotorcycletraining.co.uk

66 SPECIALIST SPOTLIGHT

SPECIALIST SPOTLIGHT:

BBL BATTERIES

Batteries are big business in motorcycling - and they’re about to get bigger, as governments encourage a transition to electric vehicles. That’s why we thought it was the right time to sit down with experts BBL Batteries to talk shop.

WORDS: Bob Pickett PHOTOS: BBL Batteries In 1972 husband and wife team Jacqualine and Graham Bultitude decided to start their own business, having observed that there were ‘X number of people living in Bristol, and they own X number of cars, they’ll be looking for X number of replacement batteries’. Bristol Batteries was born. Operating from Bristol with its own label Avon battery, the business started to grow at a rapid rate, which soon prompted a move to larger premises.

In the late 70s, Bristol Batteries was one of the first companies in the UK to become a distributor for premium battery brand Varta, closely followed by a distribution contract with Yuasa.

These relationships continue today, as BBL Batteries is one of Yuasa’s largest UK customers. Over the years, it acquired other successful battery specialists and expanded to five branches, offering testing and fitting facilities plus vast shop areas for customers to viewits huge product range.

The 2000s saw a move to a larger headquarters (still in Bristol) and the opening of its e-commerce facility, and the renaming of Bristol Batteries to BBL Batteries to reflect its growing international presence. Today, BBL has a customer base of over 5000, shipping throughout the UK, Europe and Far East.

Graham Bultitude, founder of BBL Batteries, said: “BBL Batteries, formally known as Bristol Batteries, was founded in 1972 with the intention of supplying premiumquality batteries and associated products across a wide range of sectors. Fifty years later, BBL Batteries is still going from strength to strength, which I put down to the fact that we have always stuck to our core principles: premium-quality

products, superior customer service, and providing fantastic value.”

With premium brands and numerous niche products, not to mention its own on-site NiCad pack building facility, and over 48 years’ worth of technical and specialist knowledge, BBL Batteries remains a favourite among customers.

That’s not all. Its sister company BU Energy Solutions offers a full-service renewable energy consultancy, finding ways of reducing energy usage and carbon footprint.

It covers the full range of renewable energy systems and services such as solar, wind, battery storage, LED lighting, EV charging points and CHP systems.

WHAT DOES IT COST?

The range is vast, encompassing car, motorcycle, leisure, mobility, marine, golf and commercial batteries. In addition, BBL stocks chargers/ inverters, testing equipment and a host of other accessories. As a rough guide, motorcycle batteries cost from £9.46 + VAT to £227.62 + VAT.

WHERE ARE THEY?

Sticking to its roots, BBL Batteries is still based in Bristol, with branches in Exeter, Plymouth, Swindon and Truro.

A LOOK TO THE FUTURE Normally, about here we would be looking at a product review, but Yuasa is already known as the top range bike battery (they’re in both the bikes in the Pickett garage – and my late father always used Avon batteries in his cars), so we’re going to do something a bit different. With the automotive industry taking rapid steps towards electrification, who better to speak to about the potential challenges of the changing world…?

How does it see the electric vehicle segment developing, especially given the Government mandate for paving the way for electric cars by 2030 and conventionally-fuelled motorcycles to begin phasing out from 2035? Also, the two big issues often rolled out by the motorcycle community are range and charge time. How does BBL think the sector can address these issues?

“As battery specialists, we believe that the battery industry is on the brink of a significant transformation. In the coming years there will be a shift towards cleaner and more sustainable energy sources, and the battery industry will play a crucial role in this transition.

One of the most significant drivers of change in the battery industry is the increasing demand for electric vehicles (EVs). EVs are becoming more popular due to the growing concern about the environmental impact of traditional carbon-based fuel-powered cars. As a result, we expect to see a significant increase in the production of batteries specifically designed for EVs. In addition to the shift towards cleaner energy sources, there is also a growing focus on battery recycling. As more batteries reach the end of their useful life, it becomes increasingly important to recycle them to recover valuable materials such as lead, lithium, cobalt and nickel.

Another trend we expect to see is the development of new battery chemistry. While lithium batteries are currently the most widely used

type of battery, there are several other types which have the potential to offer better performance and lower costs. For example, solid-state batteries, which use a solid electrolyte instead of a liquid one, could offer higher energy density and improved safety. There are also promising developments in flow batteries, which use liquid electrolytes to store energy.

There are several technologies currently being developed that could potentially increase the range of electric motorcycles while reducing charging times.

Improved battery technology: Advances in battery technology could significantly increase the energy density of batteries, allowing electric motorcycles to go further on a single charge.

Additionally, faster charging times could be achieved through improvements in the chemistry and design of the batteries.

Wireless charging: Wireless charging systems that can charge electric motorcycles without the need for cables are currently being developed.

This technology uses electromagnetic fields to transfer energy between two objects, which could make charging more convenient and faster.

Rapid charging infrastructure: The development of high-powered charging infrastructure that can quickly charge electric motorcycles is also underway. This would enable riders to quickly charge their motorcycles on the go, similar to refuelling a gas-powered vehicle.

Lightweight materials: The use of lightweight materials, such as carbon fibre, could help reduce the weight of electric motorcycles, making them more efficient and increasing their range.

Overall, the combination of these technologies could lead to significant improvements in the range and charging times of electric motorcycles, making them a more viable alternative to gaspowered motorcycles.”

GET IN TOUCH: www.bblbatteries.co.uk / 0808 1680635

Biker-friendly guide So you enjoy getting out and about in the late summer... kids are back at school, you have freedom to ride those roads, feeling your bike run beautifully and watching those late season bugs splat on your visor. On your own or as part of a group, it’s what we live for.

We’re sure you will have your favourite route, but if you are looking for a few ideas on where else to go, what to do, where to chat to like-minded folk and perhaps just have a great brew at a place which guarantees a warm welcome, then this is the page for you.

You can always find some interesting roads to and from any of these great venues, and it’s also worth bearing in mind that when you get there, chances are you’ll find some fellow bikers keen to chat about your machine, your route... and share their own experiences too.

As you can see from the map, there are cafes, bars and venues all around the UK which are perfect for a visit.

So go on, support these venues which love their bikers... get out there and pay them a visit, you will not be disappointed!

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CLASSIFIEDS ACCESSORIES

NUT & BOLTS

TYRES

BRAKE LINES

WEB WATCH CHROMING

Selling your bike is

Classified FREE for private readers

For Sale

BENELLI 900 SEI, 1989, Mark IV, cream and black, dry occasional summer use only, just turned over 9000 miles, extras include stainless steel 6 into 6 exhaust system, oil cooler, Sasche electronics, upgraded shock absorbers, German built crash bars, oil & filter just changed, private number plate assigned not included, will revert to original F number for year.

Featured in Practical Sportsbike in June 2018, £17,000 no offers Tel. 07856 244647. Doncaster.

BMW K1300S 30th Anniversary Edition, 2014, great condition, Akrapovic exhaust, quick shifter, clear indicators, carbon detailing, panniers, 2 keys, service history, 27,913 miles, £6995 Tel. 07970 924250.

BMW F750GS, 2018, 10,264 miles, super condition, stored indoors, complete with BMW top box and panniers, Tom Tom sat nav system, Scottoiler chain system, hand guards, factory lowered seat height, full service history, £7000 ono Tel. Dennis 07851 863357.

BSA Golden Flash, 1954, show winning black 650cc twin, buff log book and V5C, first kick starter, very genuine bike, running well, photos available, free delivery arranged, £5950 Tel. 01723 372219. North Yorkshire.

BSA Super Rocket, 1959, stunning bike, red/black paintwork, chrome guards, headlamp, twin clocks, Avons T/L/S brake, rack dating certificate, V5C, running well, ready to ride, photos available, free delivery arranged £6950 Tel. 01723 372219. North Yorkshire.

DUCATI ST4, 2002, 916cc, vgc, wheels paint like new, began to Streetfighter, so needs finishing, short silencers, all original parts, fairing etc, less bellypan, engine very good condition, some new parts, handle bar conversion twin headlights, £1000. Tel. 01785 248392; 07957 112297.

GILERA 150SS, 1957, original bike on the road, not being used, needs new owner, £1150. Tel. 07765 187298.

HONDA CBR600FY, 2001, 32,000 miles, red & black, recent new, tyres, chain & sprockets, battery, 12 months MoT, tidy reliable bike, motorcycle mechanic owned £1495. Tel. 07748 942271. West Yorkshire.

HONDA C90, 1992, (K reg), 10,000 miles, one years MoT, electric start, Titanium plug, recent service, lovely condition, £2100 Tel. 07976 218061.

Suffolk.

HONDA Rebel CMX250, 1988, V5 in keepers name, MoT 19 May 2024, 19,200 miles, new fork seals, air filter and front brakes and oil, good tread on tyres, comes with new spare carburetor, Haynes manual and optional windshield, delivery can be arranged within 50 miles, low seat height for shorter ride, £1900 Tel. 07547 389268.

HONDA CG125, 1991 model, 12 volt electrics and CDI ignition, engine runs OK and all electrics work, £750 ono, cash on collection preferred Tel. Syd 01229 465311; 07939 430576.

South Cumbria.

HONDA CB250 CB250, 1992, new MoT, 19,600 miles, cycle parts fully restored recently, inc many new genuine Honda parts, fuel tank and exhaust system, nice light bike, ridden regularly, £2250 Tel. 07399 022708.

ROYAL ENFIELD Crusader, 1962, red/black paintwork, new part include tyres, Hagons, seat, speedo, lifting handle, lightweight, 250cc, single cylinder, immaculate condition, ready to ride, photos available, V5C, free delivery arranged, £2950 Tel. 01723 372219. North Yorkshire.

SUZUKI RV125, Van Van, outstanding condition, 14,000 miles, 2006, MoT June 2014, £1900 Tel. Simon 07541 083977. Surrey.

TRIUMPH Bonneville T100, blue and white, cruise control, centre stand, chrome rack, Hagon suspension, full MoT, excellent condition, £6750 Tel. 07762 342975.

TRIUMPH Adventurer 900, 18,032 miles, V-reg 2000, recent service, including valve clearances, many new parts fitted, including overhauled carburettor with new rubbers and air box, alternator drive coupling, fork seals, extras include, steering damper, back rest and front screen, re-chroming, £3200 Tel. 07799 123130.

Parts For Sale

HONDA CB125RS project for sale, 1985 model, engine runs OK and all electrics work, recent tyres, £650 ono, cash on collection preferred Tel. Syd 01229 465311; 07939 430576.

South Cumbria.

HONDA Bros 650, spotless condition, sweet runner, many upgrades, suspension, higher bars etc, original parts included, handbook, new spares, needs nothing, collectable £2500. Tel. 01282 816306. Lancs/Yorks border.

MOTO GUZZI Le Mans, Mk 2, unused for several years, all totally original, year 1981, 30,000 miles, offers welcome Email. tina. sociability@gmail.com MATCHLESS G3LS, 1955, original oily rag, good runner, recon mag, age related plate, £3000. Tel. 07799 754761.

Lancashire.

NORTON Commando 750 Roadster, 1972, yellow led lights, the rest is original, runs very well, nice and clean hardly used over past 12 months, reason for sale need the room, £8750. Tel. Tony 07908 794741. Worcestershire.

TRIUMPH Thruxton Special 900cc Cafe Racer, 2004, 20,500 miles, one owner, mudguards side covers, seat, Norman Hyde TX fairing, loud pipes, soft luggage, 3 prices £6500 with original parts as well, £5500 as pictured or £4500 in original build, open to offers, £6500 Tel. 07941 725553.

YAMAHA XJ900, 1996, ideal winter hack or trike project, runs well, MoT March 2024, £300. Tel. 07857 207793.

Peterborough.

BSA A65, cylinder barrels with pistons and rings, twin carburettor cylinder head and two carburettors and a box of mixed sidecar fittings Tel. Chris 01342 894580. Surrey.

BSA Bantam gear lever, splines ok, £15. Pitman Book of the Royal Enfield well used, slightly tatty, £7. Pair Evershore car ramps no damage, £25 all dry stored Tel. 01299 266565.

Worcs.

GIVI RACK and 35 litre panniers to fit Honda VFR1200F, all little used, in good condition, some very light marking, £200. Tel. Geoff 07779 304589.

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

HONDA CB1100RS, SW-Motech black crash bars, £80 genuine Honda rear chrome carrier £175 Tel. Phil 07806 701122.

Hornchurch.

HONDA X-ADV 2017 onwards, K&N air filter, part no HA7417, £35. Hugger, £55. Cover fender, £12 collection only Tel. 07768 202177. West Sussex.

KAWASAKI 650 Versys, 2018, original screen, £30 collection only Tel. 07768 202177. West Sussex.

SUZUKI V STROM XT650 Givi Airflow screen, good condition in box with fitting instructions, £55 Tel. Phil 07806 701122.

Hornchurch.

TRIUMPH T100 Bonneville, open exhausts like new, condition, chrome, £115 fits Hinkley models SE, T100. Suzuki V Strom XT light smoked screen with visor, new condition, fits 2020, 2023, £80. Topbox S2, £30 Tel. 07592 480818. Beds.

TRIUMPH 650 alternator crankshaft, good splines but thrown a rod so needs work, camshaft engine sprockets, offers to clear. Triumph pre-unit manuals, numbers 11, 14, 17, 1945-62, £30 plus post Tel. 01282 816306. Lancs/Yorks border.

Wanted WANTED ANY classic motorcycle in any condition for my next project, tatty, rough etc, good price paid Tel. 01514 470147. Lancs.

WANTED SCOOTER 250cc, 300cc, Yamaha Kymco or any make condition, considered, fair price paid Tel. 01492 534158.

North Wales.

Miscellaneous BLACK REXINE for sale, new old stock, two way stretch, suitable for motorcycle seats and sidecars, £8 metre, 2 metres, £15 (54” wide) ring for sample and details all plus postage Tel. 01865 739112. Oxford.

BRIDGESTONE engine/binder sold 2 Fishlakes please call.

Wanted magazines with articles: Cresent/Monark/R.Kurth, MBA, Tohatsu, b/stone, sell/swap UK/ USA mags: aircraft, classic cars, muscle, Mustang, 4x4, trucks, Swiss s/steel kettle ideal camper, £10 Tel. 01277 200530.

CLARKE Strongarm Motorcycle Lift, Model NU CML2, max load 500kg, min height 105mm, max height 472mm, jack is operated by a foot pedal, as new, £70 ono.

Tel. 01926 770198. Leamington Spa. INSTRUCTION MANUALS Francis-Barnett Falcon, 81. BSA 350/500, BSA 250 Model C15, Ariel models from 1983, £10 each Tel. 07534 342021. North Yorks.

MMV 750S minichamp, new boxed, £175. Rare 1998 Italy rally hat, £20. Large collection mag articles, sell/swap Euro race books, mags, mags with b/ stone, Tohatsu articles. Leather jacket with tassells size small, vgc, £35, prices inc post Tel. 01277 200530.

MOULTON BICYCLE 1960s, maroon, 16” wheels, 3-speed Sturmey Archer gears, all complete, dry stored, £70 Tel. 01299 266565. Worcs.

TWO BIKE cycle rack, locks on to towing ball, fully adjustable with light board, used twice, £30 plus postage Tel. 01865 739112.

Oxford.

VINCENT VOC MPH mags, books, manuals, badges, stickers, club items, DVDs, large collection mag articles, sell/swap Euro race books, mags, mags with b/ stone/Ttohatsu articles, google hub new boxed, £100. Sheene T-shirt, poster, book all new £30. Rare Assen TT 1970s hat, £20. MBA 125 owners/spares manuals 2X VR&P4, £25. 3x IOM books, new £15. Classic racer binder, 40+ mags, £5 each. Pin badges: GP’s IOM, etc, £5 each Tel. 01277 200530.