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September 2024 # 218

REWIRE YOUR RIDE

Is Yamaha’s XSR900 GP the bike of the year?

Top tips to untangle your bike’s electrics

EXMOOR EXPLORER

Hitting the trails on the Honda Africa Twin

MIDDLE OF THE ROAD 500 miles with the Yamaha Tracer 7 GT and CFMoto 700 MT

CONTENTS 3

INSIDE THIS MONTH PTEMBER SE

2024

COASTAL CARVING

20

Explore Cornwall’s best riding roads

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JUST RIGHT

24 Is BMW’s F900GS a better option than the big ’un?

42

A nod from the Editor

I

’ve been on a bit of an adventure school mission of late. I took a trip down to multipletime MX World Champion Dave Thorpe’s place in Somerset to throw an Africa Twin around – and then shortly afterwards, headed over the border into Wales to the Jones’ family farm where the Yamaha Ténéré Experience is based. And I’m due to shoot down to Ducati’s Desert X thing at Sweet Lamb in the coming weeks, too.

It’s reminded me just how much I love riding ‘off-road.’ It’s always been my bag; since cutting my teeth in my parents’ garden when I was a nipper, before progressing to a little Yamaha XT 125 when I was a learner, and then snapping up a bargain early 90s Kawasaki KLR 250 once I’d passed my full test (while also occasionally

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

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

rmowbray@mortons.co.uk

nabbing the keys to my Dad’s Honda XR650L).

That said, I don’t get to take to the trails as often as I might like, so when I do get the chance to go for a blast in the dirt, it takes me a bit of time to recalibrate and get in the groove. And that’s part of the beauty of booking a spot at one of the numerous schools/experiences that are dotted up, down, and across the country. You’re looked after by some seriously capable riders who can assess your skills and offer some top tuition to make sure you’re going about things in the right way.

Back when I was a spotty-faced ‘yoof’ with only a little riding experience under my belt, I booked myself into the now closed MotoScotland experience up in Aberfeldy. I found it invaluable; with main man Clive imparting his wisdom while

Advertising Simon Meyer 01507 529310 Advertising deadline for October issue September 5 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

taking me through a series of exercises to give me confidence to blast around some tricky terrain on one of his AJP trailies. I came away a better, more capable rider – and not just in the dirt, but on the Tarmac, too. I understood the importance of lifting my vision and not fixing on what was directly in front of me, and I learned how to handle things if the bike started moving around beneath me. Invaluable skills on the UK’s increasingly ropy roads, right?

Have you done any experience days? Where did you go? What did you learn? How did it translate to your road riding? We’d love to hear from you. Until then though…

Editor Ride safe,

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4 NEWS

GUERRILLA GOODNESS Royal Enfield’s added another ride to its range; and it’s powered by the same motor as the new Himalayan 450 Royal Enfield’s been on a winning streak of late.

Its recent output of stripped-back, simple and stylish retro rides have gone down very well indeed, winning favour with riders young and old, far and wide.

The previous generation Himalayan was the bike that really kickstarted its ‘revival’, and over the past few years has flown out of dealerships across the globe. It might not have been the ‘best’ bike in the world, but its shortcomings

The Africa Twin’s an icon with some serious off-road pedigree.

Based around Honda’s Paris Dakar winning NXR-750, the original AT has a proper cult following among adventurous riders in the know. The ‘new’ version’s built on that successful formula and ‘historic’ prestige, and since its release back in 2016, it’s established itself as one of Honda’s bestselling big bikes.

With very good reason. It’s a cracking bit of kit that’s proved itself capable of carrying riders across continents on the Tarmac or trails. And

were more than made up for with bags of charm, a plucky can-do attitude, and its seriously affordable price.

That meant there was some pretty big shoes to fill when emissions regulations finally made the ‘old’ one defunct.

Thankfully, the Indian firm seems to have pulled a blinder. The Himalayan 450 is a bit of a departure from the previous version, but the factory has listened to what punters want and made it more capable than it ever was – including giving it a load more top-end power to make covering road miles a comparative breeze. And therefore, it only makes sense that it’d take that new and improved Sherpa powerplant and stuff it in a more road-focused chassis. Introducing the Guerrilla 450.

Priced at a seriously competitive £4850, it shares plenty with the Himmy, though there are some key changes to help it stand apart. The 40-ish bhp 452cc single cylinder ‘Sherpa’ engine is mechanically unchanged (though the rear sprocket has a couple less teeth), and it also uses

that’s exactly what Honda’s own Adventure Roads event proves.

Going since 2017, it allows ‘normal’ riders to take Africa Twins to some cool places and experience some amazing riding.

Sounds good, right? The only problem is that they’ve just wrapped up this year’s one, with 30 riders taking the latest version of Honda’s flagship adventure bike on a 10-day expedition across Morocco.

While the mega trip across northern Africa has been and gone, you can still get a taste of what it was all about – because Honda’s just confirmed it’s

releasing a pair of super-limitededition ‘Adventure Roads Edition’ Africa Twins.

Available in Manual or DCT trim and kitted out with the electronic suspension system, they feature a sharp, classic Honda tricolour paint job, and a bunch of adventure-spec goodies including crash bars, engine protection, extra fog lights, and an aluminium radiator guard, too.

There’s only going to be 75 of the things available, and each will come with its own individuallynumbered plaque to prove it.

The manual will set you back £15,699 and the DCT will come in

the same tubular frame. However, the steering head angle’s been tweaked and the subframe’s slightly shorter, too. There’re different 17-inch cast wheels, too, which come shod in some knobbly CEAT rubber. Suspension’s looked after by a set of shorter-travel Showa 43mm front forks and a monoshock at the rear which offers preload adjustment, while the brakes are simple single disc fellas with some ABS to keep things in check. There’re some nice bits of tech, including a smartphone compatible TFT dash and a couple of rider modes.

It sounds like it’ll be easy to get on with, too. Its 780mm seat height, 184kg wet weight (that’s with 90% of its fuel) and claimed 83mpg return from its 11-litre fuel tank suggest that it’d make a cracking little commuter – but given how people have been using the diminutive Himalayan 411 over the past few years, we wouldn’t be surprised to see the Guerrilla 450 crossing continents.

That’s what Royal Enfields do, after all.

LIMITED EDITION Honda’s just launched a pair of tricked-out Africa Twins

at £16,899. That’s about a grand more than the ‘standard’ model, which is actually pretty decent value when you consider all the extras you get included. Chances are you’ll have to move pretty swiftly if you want to get your mitts on one.

Honda’s also announced that next year’s Adventure Roads series will see riders heading off from Rome across eight countries to finish in Istanbul.

Sounds incredible. If you want to register your interest, head over to the website.

NEWS 5

ANOTHER OPTION Chinese firm Kove’s added its first ‘big bike’ to its adventure-focused range – and it looks like a winner

Kove’s a pretty cool company. While it’s not exactly a big name in UK, the Chinese factory has made waves since being founded just a few shorts years ago in 2017.

It’s probably best known for its Dakar exploits and the 450 Rally based on its competition machine – but it’s quickly developed a decent range of rides of all shapes and sizes, and has even bagged some podiums in the World Supersport 300 championship. Impressive, right? And now it’s upping the ante and has the bigname firms in its sights with the new 800X Pro adventurer.

There’s an absolute abundance of choice if you’re after a middleweight adventure bike that’ll cut the mustard in the dirt. Pretty much every manufacturer has its own version, but it’s Yamaha’s Ténéré 700 (in its various guises) that’s become the favourite since its eventual release a few years back. At the time of its launch, it represented

remarkable value for money – undercutting the competition with its stripped-back, off-roadfocused performance.

Since then, though, prices have continued to creep up – which is why Kove’s 800X Pro with its £8499 price tag looks like such a tasty proposition.

First shown at EICMA in November, it’s powered by a 95.2bhp 799cc parallel twin motor, tips the scales at a respectable 185kg, and comes kitted out with some decent-spec adjustable KYB forks, radial brake calipers and Pirelli rubber. Proper.

Initial reports have been super positive, and the only question mark is how easily it’ll be to get your bike back to a dealer if something does go wrong. That said, the UK arm of the business has big plans, and is on with setting up a ‘centrally located’ Kove hub in Oxford.

If you want to know more about Kove and have a proper nosy at the new 800X, visit: www. kovemotouk.com

6 NEWS

A NEW GENERATION Ducati’s just whipped the covers off its new range of Panigale V4s

The Panigale’s been a big success for the Bologna-based firm over the past decade or so, winning over speed-loving lads and lasses who appreciate its race-winning heritage, sharp Italian styling, seriously sophisticated electronics, and top-level performance.

First released in 2011, Ducati’s Panigale has changed an awful lot over the intervening years – including a surprising switch from V-twin to V4 powerplant a few years ago - but the seventhgeneration version takes things even further.

The big news is that the much-loved singlesided swingarm has been dropped in place of a shell-cast aluminium double-sided number (with some large cutouts). Ducati claims it helps to reduce lateral stiffness by a mammoth 37 per cent and works to improve both traction and rider feel when you’re getting back on it as you exit a corner. Sounds good to us.

That’s just the start. There’s plenty more going on, including sharper, narrower front styling and neatly tucked away mirrors. The front end’s been raised slightly, while the back’s been dropped – and the tail’s been made a bit longer, too. There’s

a new aerodynamic front mudguard which has benefitted from the research being doing on Ducati’s MotoE prototype racer.

The engine’s been tweaked, too. A big part of that will have been to help it meet impeding Euro5+ emissions regulations, but somehow Ducati’s also made the 1103cc Desmosedici Stradale V4 engine 1kg lighter in the process. The 216bhp of peak power’s now achieved slightly further up the rev range (at 13,500rpm), and the only compromise is that peak torque’s slightly down to 89.2lb-ft (and achieved higher up the revs at 11,250rpm) compared to the previous model. It’ll be no slouch – but if you want even more, then there’s also the option of adding the lighter-weight, aftermarket, track-only, Akrapovic exhaust system to take the power figure up to a heady 224.9bhp.

There’re forged aluminium rims, Pirelli Diablo Supercorsa SP V4 tyres, and the V4 gets some fully adjustable Showa springs up front and a Sachs monoshock at the rear. The V4S gets some top-notch electronically assisted Öhlins NPX-30 forks and a TTX 36 shock. Stopping for both is

looked after by a pair of Brembo’s new fourpiston Hypure calipers (which are 30g lighter than its much-loved Stylemas), grabbing 330mm semi-floating discs. There’s a single 245mm disc at the rear with a two-piston caliper.

And then there’s also the Race eCBS keeping an eye on things. It’s an interesting addition; developed in partnership with Bosch which works to ‘encourage’ a touch of rear brake to help the bike corner even better than before.

There’s a load more electronic goodies, too, all navigated using the new 6.9-inch full colour TFT dash. A new six-axis IMU will be busy managing the rider modes, traction control, wheelie control, slide control, and launch control – and there’s an all-important up/down quickshifter, too.

We’re barely scratching the surface of all the changes to the latest generation £24,395 Panigale V4 and £29,995 Panigale V4S, but based on figures alone, we’re confident it’s going to go very well indeed. We’ll be bringing you our thoughts as soon as we’ve had a chance to go for a blast.

Here’s hoping we won’t have to wait too long.

8 EVENTS

THE BIKE SHED MOTO SHOW We sat down for a natter about building bikes and the custom scene with the brains and brawn behind this year’s suite of poster bikes.

WORDS: Bob Pickett / PHOTOS: Bike Shed

WHAT CHANGES HAVE YOU MADE?

welded to exit the opposite side of the bike with building the same bikes.

Your first build is likely to be a steep learning a better angle.”

Ben Norton “Very little of the original bike curve, and also likely to turn out not as great as WHAT MAKES THE BIKE SHED MOTO SHOW you hoped. The real fun starts when you start the remains! I had a vision of creating a modern SPECIAL? looking BMW off-road race motorbike, while second build with fresh experience of what you still paying homage to the rich history that BMW did wrong on the first, and clarity of where you have with their Dakar bikes from the 80s. My aim Ben Norton “I have never been to any other shows are going with the next. was to take a similar design approach that BMW so can’t really compare. I get a lot of joy from took on their G450X and apply some innovation being able to show others what I get up to in My approach to a build is simple though. I my free time. The show offers the opportunity to the layout of the bike. I decided to keep the typically start with something simple such as for thousands to get up close and personal to X designation as a nod to that approach! The the carburettors. I treat the first part almost spec sheet on this bike is huge, with the majority the bikes, without barriers and in a great setting. as its own project and ignore the rest of the Worth noting that I build bikes for fun and stress bike. Essentially this sets the tone for the build of the parts being custom designed and CNC relief from my F1 day job.” machined. It took 18 months of evenings.” and gives you something finished on the shelf to keep you motivated while you embark on Matt Coulter “Bike Shed to me is really important. the next of the mini projects within the bike Matt Coulter “When I started this build, I had the They are a great group of people who are idea of building the ultimate oil-cooled Suzuki. build. Before you know it, you have a complete extremely passionate about motorcycles. They’ve custom bike.”

I have a bit of a hoard of goodies and saved all given me and many others the opportunity to be of the best parts for this bike. Every component creative and have an outlet for it. For me mentally Matt Coulter “If I were to try and give advice to any has been modified, remade, or redesigned! I’ve owned it for about six years, but the actual build this is really important.” budding bike builders out there it would be just to process took about six months.” start something, it doesn’t matter what, how, or if Jim Alonze “I don’t really go to any other shows, you don’t think you’re good enough, just start!

Jim Alonze “I like to class my bike as a custom-built which kind of shows that the Tobacco Dock show is the place to see the best customs from the UK one-off machine as it’s not really customised or Also don’t be shy to ask for help and advice. and Europe.” modified. The whole thing is made by me from There’s lots I can’t do personally but I have a scratch, from the monster donor bike I bought I great group of friends/collaborators around me Kyle Needham “The venue is super-cool, and the and when we put our heads together, we usually only used the engine, rear shock, and rear brake show just flows with some of the best builds calliper. I fabricated the frame, forks, swing arm, come up with something great!” out there! It’s the place for everyone. if you fuel tank, made the carbon bodywork, titanium build motorcycles, ride them, or just enjoy exhaust. There is too much to list really.”

Jim Alonze “If you’re wanting to start building and admiring them it’s definitely the place to go customising bikes, I’d say just go for it and get for sure with like-minded people. Grab a beer, stuck in. Don’t try to plan too much, just go with Kyle Needham “The frame has been all cut, have some banter, and keep the mind in a good the flow, and utilise whatever tools and materials chopped, but at the same time trying to keep the shape as original as possible. The whole rear place. I will return every year with or without a are available to you. I always try to use the build for sure!” end of the bike is new and has been widened; K.I.S.S. principle: Keep, It, Simple, Stupid…!” both sides have been flared and welded. A new ANY ADVICE FOR BUILDING YOUR OWN top tube has been added for extra strength to Kyle Needham “For anyone who’s starting to handle the bigger (212cc) engine. The forks are CUSTOM RIDE? build bikes or if you’ve been building for a while from the original bike but have been cut straight and looking to get out there, I would highly Ben Norton “My advice for your first custom bike down the middle, widened with new external recommend Bike Shed Show. I’m still new to all front shock brackets added. The hubs are 1994 is to start with a popular model that has plenty this and have met some awesome people along of online support from both an online parts c90 ones, laced to supermoto rims. The swing the way who pointed me in the right direction and perspective as well as a community of others arm and exhaust are aftermarket parts cut and became great mates so it’s a winner all round.”

Black Pudding

2001 Suzuki ‘GS1371SSS’ Matt Coulter of Sticky’s Speed Shop / @stickys_ speed_shop

Chicken Chaser Charlie 1994 Honda C90 Kyle Needham / @ throttleup_speedshop

Alonze 600 Special 1996 Ducati 600 Jim Alonze / @ jimalonze)

R100X

1995 BMW R80R Ben Norton of 10til12 / @10til12)

The Bike Shed Show will return on May 24-26, 2025.

For more information visit: www.bikeshedlondonshow.com

NEW GEAR 9

OUR TOP

3

THIS MONTH RUROC EOX HELMET 1

4

FIVE PRODUCTS £399.99 / www.ruroc.com

SIDI NUCLEUS GTX/SUEDE WP

£169.99 / www.sidiselect.co.uk

These cool, casual riding boots are suited to the city or the great outdoors. The Nucleus is available in two variants. The GTX is constructed from a technical Ripstop fabric and features a GoreTex membrane for waterproofing and breathability. Then there’s the Suede WP version featuring an internal waterproof membrane for riders that want a more stylish finish.

Both models feature CE certification; D30 ankle protection; reinforced heel, toe and gear-shift locations.

Available in the normal sizes and a wide range of colourways, the GTX is priced at £199.99 and the Suede WP at £169.99.

BIKERGUARD VISOR WIPE £261.48-£327.05 / www.bikerguard.com

Here’s the latest product to keep your visor clear of rain – and it’s full of cool tech.

This is basically a windscreen wiper you can attach to your helmet in a second.

Coming with a three-year warranty, it uses a small brushless motor along with a replaceable ‘wiper blade’ to keep your visor clear of rain. You switch it off and on with a remote control that can be fitted on your bike’s handlebars. It’s around half the weight of a GoPro camera, the blurb says. It’s pricey, but it is an alternative to the concoctions you can put on your visor to help clear your vision. Currently they’re on special offer.

This is Ruroc’s all-new, top-of-the-range full-face helmet – the EOX. Ooh and we’re liking the aggressive look. As you’d expect, the helmet is ECE 22.06 and DOT Certified and has a lightweight QUAD-MATRIX carbon composite shell which is sculpted for optimal aerodynamic performance. It features a toolless visor mechanism, an adjustable airflow system with six highflow vents, and a ‘Right Fit’ formula for personalised comfort. The field of view through the helmet’s aperture is a wide 215 degrees. You also have the optional add-on of the brand’s newly-designed and optimised Shockwave system as well as an all-new Shockwave Mesh system, developed in association with leading wireless communication experts, Cardo Systems, where (with sound engineered by the audio experts at Harman Kardon) riders can connect with up to 15 friends with a connectivity range of up to one mile, all from a fully integrated system maintaining the allimportant ECE 22.06 rating, too.

What we love is the wide range of colours and graphic options, which include the likes of striking single colours, through to graphics inspired by the Star Wars universe; a graphic inspired by Spitfires flown in the Pacific theatre during the war; and even Mictlan, the Aztec God of Death! Wow… All the usual sizes are covered, and prices start at £399.99.

2

RST LADIES TRACTECH EVO 5 SUIT

£569 / www.rst-moto.com

A great-looking suit from RST in a special ladies’ cut, the Tractech Evo 5 boasts a full cowhide outer construction with stretch panels, comfort neck and cuff materials, race hump and perforated sections. For 2024, the suit now has CE Level 2 armour in knees, hips, elbows and shoulders, and also comes with a Level 2 back protector already in place. That gets it a CE AAA certification rating – nice. Available in three colours: a black base with white, green or fuchsia highlights.

5

SHOEI J-CRUISE 3 HELMET £549.99 / www.shoeiassured.co.uk

Shoei’s new J-Cruise 3 is an advanced open-face helmet designed for both urban and long-distance riders.

J-Cruise 3 offers a 70 per cent improvement in ventilation over its predecessor, ensuring maximum comfort even in hot conditions.

Featuring Shoei’s integrated Comlink system, the J-Cruise 3 allows riders to enjoy the benefits of a communication system without compromising the helmet’s sleek aesthetics. J-Cruise 3 features three distinctive upper air intakes designed to enhance the helmet’s aerodynamic profile. The J-Cruise 3 will be available from August 2024.

10 WHITE DALTON

Q&A

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

Q

A couple of months ago I had gone away with some friends for a weekend riding in Wales. I have known these boys forever, and naturally the mickey taking started pretty much straight away as I was riding a Harley and they were on BMWs with axes and fire extinguishers, etc., attached. You can imagine the banter back and forth. Anyway, the first day was lovely as we wandered through the valleys and hills enjoying the countryside.

As we were there for the riding, and not the drinking, we were up at dawn on day two and were underway by about 8am. Unfortunately, by 9am I was in the back of an ambulance as I had hit an escaped cow called Lucinda (she’s still alive by the way). As for how, we were just riding along a straight road. The boys were ahead with me at the rear when Lucinda ran out through a hedge straight in front of me. I had no chance and hit the side of her.

Thankfully, I was only doing about 20-25mph and Lucinda literally got up and just ran off.

However, my Harley and I were not so lucky.

The bike is a write-off and I have two broken wrists. I thought this would be a cut-and-dry case with the farmer being liable for letting his cow escape. However, the farmer’s insurer says he’s done nothing wrong, i.e. he had no broken gates/fences, etc., and the cow escaping was just a ‘freak’ occurrence as Lucinda managed to jump over a six-foot stone

SOLICITORS

www.whitedalton.co.uk

wall (unbelievably). What do you reckon? I am thinking I will just issue Court proceedings.

A

Animal cases are often far from straightforward and very fact dependent.

If we take it as gospel for now that the farmer’s gates/fences, etc., were all in order, i.e. he has not been negligent, then you may (and I stress ‘may’) be able to bring a claim under Section 2 of the Animals Act 1971. In very simple terms (and it is a very complicated area of law), if a cow escapes and causes an accident, the keeper can be held liable if the cow had previously shown a tendency to escape or cause harm and the keeper was aware of this tendency. Section 2 of the Animals Act 1971 provides a framework for determining when the owner of an animal is responsible for harm caused by their animal, focusing on the animal’s characteristics and the owner’s knowledge of these characteristics.

If the farmer/his insurer do not admit liability, you will likely need to undertake some in-depth investigations to get all the facts, i.e. what breed of cow is Lucinda and did something happen to make her hurdle the wall, etc., and then get expert evidence about this, what happened, and whether it was ‘foreseeable risk’, etc. However, if this breed of cow is not known for its hurdling skills and has never re-enacted ‘The Great Escape’ before, insofar as the farmer is aware, your claim may well fail at Court. The rationale

for that is even though you have been injured, broadly speaking, the law says it would be wrong to make the farmer pay for that when that breed of cow is not known for getting over six-foot walls, and his particular cow has never done it before. In other words, this may be an unfortunate ‘accident’ in its truest sense.

However, before jumping to that conclusion, you need much more information before deciding whether you issue Court proceedings, etc. You may well yet have a successful claim.

Q

There is a ‘bun in the oven’ and whilst it pains me, the time has come to sell my beloved Fazer 600 called Franco. Me and Franco have been together longer than me and my hubby and arguably I have had more fun riding Franco!

Haha. However, needs must, and we need to buy the ‘bun’ a new buggy, etc., and they cost a bloomin’ fortune. I’m in a biker group on Facebook and put up a message asking for advice about selling Franco (I know, I know. It was a mistake!) and I have 67 comments (and counting) of what I should and should not do. So, my question is, should I let a prospective buyer take Franco out for a ride? I have had various answers, some saying no, some saying yes, but only if the money is in my hand, etc. What should I do?

A

First things first, and this isn’t legal, be careful giving your personal address out and

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

meeting anyone on your own. There are some proper scumbags out there who turn up and rob people. However, if do manage to ‘weed out’ a genuine buyer and are happy to meet them, personally I would get them to leave the cash for Franco in my hand. I have heard too many stories of people riding off on someone else’s bike without paying. The other important thing to deal with is insurance. Long story short, if you let a buyer out on your bike without checking they are insured to ride Franco, and they crash, etc., you could be on the hook in two ways for them not having insurance. Firstly, the Police could do you for permitting someone to ride your motorbike without insurance.

This is a serious offence with significant legal consequences. The punishment for this offence is usually six to eight points and a fine. Secondly, if the uninsured buyer crashes Franco and hurts someone, your motorbike insurer may have to pay out to the injured person. Thereafter, your insurer could come after you for the money they paid out. I had a case a couple of years ago where this happened, and the insurer was chasing my Client (the bike owner) for £130,000 after a potential buyer, on my Client’s bike, lost control on a bend and severely injured two innocent pedestrians. To state the blindingly obvious, you don’t need that headache, especially as the ‘bun’ will be here soon needing a buggy!

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.

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

1

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

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

Which firm’s providing the springs for Honda’s latest Fireblade?

6

There’s something brilliant about bike gear that’s comfortable and cool enough to wear both on and off the bike. This Stealth Hoodie from Weise is the perfect example.

Proper stylish but still offering plenty of AA-rated protection, it’s essentially a big, thick, heavy-duty cotton fleece (with a removable hood) that comes kitted out with CE armour and an abrasionresistant lining.

Lovely.

If you want to know more, visit: www.weiseclothing.com

Worth £119.99

How much power does Ducati’s Scrambler Nightshift kick out?

7 2 What’s the name of Royal Enfield’s new Who owns a substantial chunk of 8 Himalayan-derived roadster?

3 Chinese manufacturer CFMoto?

Yamaha’s XSR 900 GP shares its motor Which pair of adventurers took H-D’s with which bike?

9 LiveWire across the Americas?

4 When was BMW’s legendary R 1200 How many MX world championships 5 does Dave Thorpe have to his name? 10 GS first released?

Which French helmet maker’s created a lid with a built-in brake light?

Loncin has a long history making engines for which European factory?

17, 910mm, Yamaha, Multi-Function Touring, Llanberis Pass, LAST MONTH: 187bhp, Suzuki GSX-8R, 1998, Pontedera, Yamaha 0W-54

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ROUTE FINDER 13

CORNWALL

The coastal county down in the southwest corner of this fair isle is a special place to ride; from gently sweeping Tarmac with spectacular sea views to lush, hedge-lined single-track lanes, it’s well worth making the pilgrimage and having an explore

Land’s End

Stick to the smaller coastal roads and you’ll not go far wrong in Cornwall. That said, if you’re down here, you need to make the trip to Land’s End. Our favourite way to get there is along the B3306 from St Ives – a special stretch of road which offers some cracking views of the Atlantic off to your right as you pass through the lovely villages of Zennor, Pendeen and St. Just.

There’re bags of cool stuff to see on the way if you’ve got the time, and if not, Sennen Cove is worth a nosy for a brew, bag of chips, or even a post ride beer.

Lizard Peninsula

You might as well keep the good times going. Swing a right as you leave Land’s End and follow the B3315 up to Penzance. If you’ve got the time and fancy a leg stretch, you can nip down to the famous Minack Theatre on your way through. And then from Penzance, jump on the A394 before joining the A3082 just outside Helston and heading down to Lizard Point (the most southerly point of England’s mainland). You could spend all day down here, nipping off the ‘main’ road and searching out little coves for a refreshing dip.

One of our favourite spots is Kynance Cove (partly because there’s parking and a little caff.

Bodinnick Ferry

We love a ferry crossing, which is partly why we’ve included this stretch of road in our best bits of Cornwall. The run starts back in the bustling town of St. Austell, but you want to head for the quaint village of Fowey and nip up to Bodinnick. That’s where you’ll be crossing the water, albeit very briefly. You’ll likely spend more time waiting than actually on the boat, but it’s still an adventure. Once across you want to skirt the coast, passing through Polperro, Looe and Seaton, before joining the B3247 briefly as it passes through Portwrinkle. From there you need to keep looking for a right-hand turn just after the Tregantle car park to head along the Military Road towards Rame. It’s the perfect chance for a potter – but you can just keep going and follow the road as it loops back round towards Mount Edgecumbe (which is the home of the seriously-cool Armchair Adventure Festival).

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.

14 LONG-TERMERS

Voge 525DSX Simon Meyer / One month / 817 miles The Voge 525DSX will likely have many of you scratching your heads. If you’ve not had your ear to the ground, you may well have missed the firm’s European debut back in 2020, which was a surprisingly well received 471cc parallel twin, very similar to Honda’s CB500X. It should come as no surprise that the bike was sorted, as Voge is a subsidiary of the massive Chinese company, Loncin. It knows a few things about motorcycles, building somewhere north of three million bikes a year and as many engines, including quite a few for BMW. Voge has really thought about the needs and wants of an adventure bike owner. There are crash bars; full luggage; Metzeler Tourance tyres as standard; Nissin brake calipers; and fully adjustable KYB front forks.

The ‘proper’ parts can only add to the bike’s value and, of course, the confidence in anyone thinking of buying one. There’s even a centre stand and handguards, too. That’s not something you can say of every other adventure bike on the market.

It’s not surprising that the bike feels quite light – this is, of course, just a 500 after all, and I had been riding around for the previous week on a monstrous Harley. The seat’s comfortable, and the ergonomics make you feel part of the bike as you snugly squeeze behind the fuel

tank. The 7-inch colour LCD dash is great, with lots of info. More than you might need, to be honest. Along with the normal speed, odometer, rev bar and fuel gauge, there is also a tyre monitoring system, gear indicator, and air temperature readout. There is also a side stand warning indicator (which works well – oops).

I still need to explore its Bluetooth functionality. This will give basic satellite navigation, which will certainly come in handy for some of the rides I have planned. It also has an onboard dash cam, capable of 1080HD capture which I’m yet to take advantage of.

So far, most of my miles have been backwards and forwards to the office – when I am not on dad duty for the school run – but first impressions are good. The gear change seems smooth, as does the clutch. And those Nissin dual 298mm floating discs up front and the 240mm rear brake give you plenty of confidence. ABS is also switchable to three positions.

The oversized bodywork – which is of true adventure bike proportions over the 494cc powerplant – offers good weather protection, supplemented by the fact that the windshield is adjustable, with twin springs allowing you to change position up or down.

It’s been a very positive start, and I’m looking forward to getting even better acquainted over the coming months.

Ducati Scrambler Nightshift Ross Mowbray / One month / 501 miles Ducati’s Scrambler has been a barnstorming success for the Bologna-based firm since its release in 2015. In the intervening years, it’s carved out an enviable reputation as a brilliant back-road blaster and town-traffic buster that harks back to simpler times. It’s been nipped, tucked, tweaked and improved since its launch – and the latest generation is around 80 per cent new, featuring a swanky new electronics package to bring it bang up to date.

There’s always been bags of choice, too, allowing punters to snag a Scrambler that best suits them. Back in 2015 there was a whopping seven to choose from, including the diddy A2 licence friendly Sixty2. The range is a little less extensive nowadays, with the 803cc Icon, Full Throttle and Nightshift accompanied by the bigger, badder 1079cc 1100 Sport Pro. All three of the ‘smaller’ Scramblers are built around the same engine and chassis combination, which consists of an 803cc air-cooled L-Twin, a revised tubular steel trellis frame, Kayaba springs and Brembo brakes, so it all felt very familiar.

There are some key differences between the bikes. Away from the sharp paint job, the most obvious difference for the Nightshift is the set of slightly heavier spoked wheels (shod with a set of Pirelli’s pseudo off-road MT 60 tyres). It also gets some ‘variable section’ handlebars, smaller LED indicators, bar-end mirrors, and a brown leather seat. Nothing groundbreaking – but enough to help it stand apart as a different proposition than the others in the range.

The good stuff continues when you get moving.

The Nightshift’s 803cc twin motor’s never going to set the world alight, but its characterful performance is just as good as the other similar-

sized scrambler bikes on the market. There’s a nice whack of progressive power which makes cracking open the throttle a satisfying and surprisingly risk-free endeavour. It’s easy. The six-speed gearbox is reasonably slick, and the updated clutch is plenty light.

It handles well, too. Despite the relatively soft Kayaba suspension, which consists of 41mm forks up front and a single shock at the rear, the Nightshift holds itself admirably. Nice and precise in the turns, you’ll be surprised at just how much fun it is throwing this thing from side to side through the tightest of twisties. The lack of adjustment (there’s only preload at the rear) is a bit of a shame, but it’s well enough set up that most riders wouldn’t feel any need to make tweaks. The Pirelli MT60 rubber performs better than you’d expect, with both wet and dry grip consistent and confidence inspiring.

The Brembo brakes help it to haul itself to a halt pretty swiftly. There’s plenty of bite – and more than enough light-fingered feel – though a firm hand will see the front suspension diving under pressure. That said, with Bosch Cornering ABS fitted to both the front and rear, even the most ham-fisted of riders would have a hard time getting things really out of shape.

I think it’s a great bit of kit. While most riders will probably use it for a quick midweek blast to a bike night or a sunny Sunday run to the coast, it’s a surprisingly versatile machine. Its tank size and the amount of miles it’ll do per gallon might limit its effectiveness as a true big-mile tourer, but if you’re happy taking your time and avoiding the motorways (where the wind blast would drive you mad), I reckon you could have a great time exploring off-the-beaten-track.

16 QUICK SPIN

RETRO RELISH Rolling the dice down the retro route, Yamaha’s hit the jackpot with its latest old-school themed offering WORDS: / PHOTOS: ANT Productionsi

QUICK SPIN 17

YAMAHA XSR 900 GP not, because as handy as this thing was with ASBO-inducing antics, it was just as capable in the handling department, too.

Tackling a mixture of roads at different speeds and with a smattering of rush-hour traffic, the XSR took everything in its stride, proving impressively agile and easily steerable when negotiating bumper-tobumper filtering. It’s impossible to say how it compared to the MT, as I didn’t have one to hand at that very moment, but it never felt wayward or awkward to place it wherever I wanted it to be, proving a real trooper at sucking up the many imperfections in road surfaces, which included a half-mile stretch of cobbles that shook the bike and me for all we were worth. Out of town and on the faster stuff, the XSR really came into its own. As you’d expect from a bike with such a big wheelbase, it proved impressively stable on long corners, and I can’t fault the absorption of the KYB suspension. I’m normally the first to start twiddling with set ups and suchlike, but despite having that option on the fully adjustable units at either end, I never felt the need.

I liked the riding position, too. You might think that with buzzwords such as clip-ons and rearsets in the mix, the XSR would be akin to a torture device, but that simply wasn’t the case. My wrists never felt any pressure and my knees were just as chilled, with my only displeasure coming from the seat, which was on the firmer side for me.

Something less great is the feel of the front brakes. It’s not as if Yamaha has skimped on the master cylinder, as there’s a fancy, adjustable span Brembo in place, but the purchase on tap when you squeeze the lever just doesn’t translate to the discs below. I feel like a broken record for raising this point on most Yamahas, but it genuinely felt like this let the side down a little, and while I’m sure it’s nothing to do with the own-brand calipers, I reckon a more aggressive set of pads would absolutely transform the stopping power of this thing.

That said, at least the non-switchable ABS wasn’t kicking in every two seconds, which isn’t to be sniffed at these days. In fact, the entirety of the tech on the machine proved fantastic on road and track.

The £12,506 GP offers plenty of appeal in the looks department, but for the sake of sexiness, Yamaha did not compromise the integrity of the machine. Under that fancy frock is a hardcore hustler that can pull the pin whenever you ask it to – and that’s why it’s right up my street.

BUYER’S GUIDE B

NAKED BIKE SPECIAL

E EED EE E NE ALL YOU NEE W TO KNOW EM… HE HEM… H ABOUT TH

JU LY ISS 2024 UE 417

GETTING TO GRIPS WITH THE NEW Z500 AND NINJA 500

THE ROUGH WITH THE SMOOTH

FOUR BIKES, 200 MILES, ONE WINNER

12 0 KTM 1290 DU R DU SUPER DUKE

RETRO RELISH

MV’S BACK WITH IITS GOWHERE ANYWH RO ENDUR OCE VELO

METZELER ROADTEC 02

KAW WASAKI ZX-10R

LIFE BEHIND THE BARS OF THIS RETRO-STYLED REPROBATE

TRIUMPH765RS TRIPLE STREET

ALL YO OU NEED TO KNOW W BEFORE BUYING G ONE

FAST ROAD RUBBER RATED

WE TRY OUT A TRIO OF SAUCY FOR NEW SIXES WE GO IN HUNT OF THE BEST T 2024…

NAUGHTY NAKED FOR THE ROA AD MV AGUSTA BRUTALE 800RR

SCRATCHING ON ROAD AND TRACK WITH BMW’S AWESOME M1000XR

KAWASAKI ZX-6R

PH TRIUM 660 DAYTONA

SUB-LLITRE NAKEDS:

TRACCCK K ATTACK

TT RACER

PLUS...

THE RULES, THE REASONS OR ORIN EXPLORING S NEXT-GENERATION SUPERSPORT: CI CING BIKE RACING TSBIKE ORTSBI SPORTS SPOR HT SPORTSBIKE AND BRILLIANCE BEHIND MIDDLEWEIGHT

LIFE OF A PRIVATEER

SCRAPPING IT OUT TO FIND THE BEST T NAKED ON A HOT T LAP

MV AGUSTA BRUTALE 800RR

DUCATI STREETFIGHTER V2

GREAT REAT BUT GONE...

GON

This is just the ticket for the lads at Fast Bikes. While he might spend most of his time hooning around on the latest rides, main man Bruce Wilson has probably ridden every important sportbike from the last 30 years – and has a proper penchant for his retro rides.

There’s plenty of that kind of stuff jammed into its pages each month, too. If that floats your boat, the best thing to do is scan the code and snag yourself a copy.

PROJECT 37:

A TEST OFF TIME PART P ONE OF F OUR BID T TAKE A TO M MINI-TWIN LAP RECORD ON A SUZUKI GSX-8R

KTM 990 DUKE

JOYS OF SIX!

HONDAR RR CBR600

USED B BUYING GUIDE

YAMAHA XSR900 GP

AU GU ISSU ST E 41 2024 8

KAWASAKI’S A2 ASSASSINS

JU NE ISS 2024 UE 416

The core of the XSR is Yamaha’s polished and proven CP3 triple motor that boasts a tidy 119bhp and claims 93Nm of torque to back things up. The engine is a direct crossover part with the new MT-09, and so is the multi-directional shifter and blipper system and the assist clutch.

Another shared gem is the bike’s electronic suite, meaning the XSR900 now gains a six-axis IMU and consequently comes packed with changeable traction, wheelie, and slide control, as well as alterable engine brake management and cruise control for good measure. There are also three pre-selected rider modes on tap (sport, street, and rain), plus two custom maps that are managed on the bike’s fancy 5-inch TFT dash via some box-fresh switchgears.

There are some new aluminium clip-ons that give this bike a racier look, while moving the rider’s wrists 93mm forward and 114mm lower when compared to the handlebars on the aforementioned XSR900.

The pegs also bring a sportier stance and more ground clearance to the party, having been raised by 26mm and moved rearward by the same distance. As you can imagine, these changes mean the rider’s mass moves towards the front of the bike, enhancing a greater front end weight bias… no bad thing on a sportsbike. And to ensure that gain is capitalised, there’re new KYB pogos front and rear, with added length to the fully adjustable forks, while the rear shock’s spring is a little softer than the one fitted on the last XSR. The die-cast Deltabox frame has also had a bit of a seeing to, with revised engine mounts, an altered 5mm higher headstock, and a thicker rear subframe. Unlike the MT, the GP gains a 55mm longer swingarm, which cranks the wheelbase to a whopping 1500mm and contributes towards its 200kg kerb weight (seven kilos up on the MT).

It was partly necessary to accommodate the remodelled 14-litre fuel tank. A particularly nice touch is the bike’s compact, dual projector headlights that sit within the bold number boards on the front cowl and look every bit at home on the GP. While the real hook to this bike is its refreshingly different guise, the engine is undoubtedly its number one party piece as far as hardware goes. With so much torque on tap through its crossplane triple motor, getting the front wheel staring at the sky was pretty damn easy, despite the added wheelbase. But if wheelies aren’t your thing, worry

KTM 990 DUKE TRIUMPH LE STREET TRIP 765RS

THE EJ JOY OYS OY SO OF F RELIVING TH JOYS GS R600 SUZUKI’S LAST GSXGSX-R600

DUCAT STREETFIGHTI ER V2

18 QUICK SPIN

A CUT above Four years on from the revolutionary release of the RCV-inspired Fireblade, Honda’s given its flagship sportsbike a masterpiece of a makeover WORDS: Bruce Wilson / PHOTOS: Honda

HONDA FIREBLADE RR-R SP While there is undoubtedly so much to love about the revolutionary Blades of the last few years, I’d be lying if I say that either of the 2020-plus machines have been a polished product, with odd niggles dampening the brilliance of this flagship headbanger.

The good news is that Honda has recognised this, going to town with the 2024 machine in more ways than you’d maybe imagine. Sure enough, the Blade sports a new tank, reworked bodywork, and has unmissably different wings that are smaller, mounted further forward, and still maintain the same amount of downforce while encouraging a more positive attitude for the front wheel.

Scratch the surface a little further and you’d be forgiven for thinking the frame is a mirror image of what’s come before, but that’s simply not the case; it’s been honed to within an inch of its life, losing a whole kilo in mass while being fine-tuned for big gains in torsional (-15%) and lateral (-17%) rigidity. Less weight is never a bad thing, and a chunk of the savings have come from removing internal bracing and expanding what is dubbed the thin-wall zone, but the real gain over the first iteration chassis is the added flex. The old frame was simply too stiff, unforgiving, and a hang-up for corner exits where grip was often compromised, made all the harsher by the Blade’s on/off power delivery.

To ensure all that hard work on the frame was capitalised on, Honda turned to Öhlins, once more to develop and deliver nextgeneration electronically-governed pogos.

Called the S-EC 3.0, they feature new Spool Valve internals, refined settings and a fancy preload guide screen… more on that later. It’s all still governed through the proven five-inch TFT dash that features nine levels of traction

control; five power modes; several user modes (including two that are customisable); three levels of engine braking; three levels of wheelie control; three settings for the quickshifter; and just for those occasions when you’re feeling a little fruity when leaving the supermarket car park, you even get traction control.

All of this was being hammered home during the model’s presentation in Portugal, frazzling my brain in the process – but not to the point of missing out on a particular soundbite that smacked a huge smile on my face. Let’s not beat around the bush: the ABS on the last two versions of Blade has been horrendous for track usage, but a new race addition of a calibration option means you can fully disengage the rear and all but do the same to the front, minimising any risk of intervention.

With my enthusiasm piquing, the moment finally came to get my head around the smorgasbord of changes made to the motor.

While the output is still a saucy 214bhp, the way in which it reaches that impressive figure has changed significantly, with peak power and torque being achieved both 500rpm lower than before. That’s not a feat you often hear, with added revs typically being the gateway to more power up top. So, how have they managed it?

The motor’s makeover is so plentiful that it’s tricky to know where to start, but needless to say, while the bore and stroke has remained the same, pretty much everything else has had a good seeing to. But the real question was, just how would that translate?

Armed with Pirelli SC3 slicks, we had two 20-minute sessions to our name, plus a raft of technicians from Honda and Öhlins to help us get the best from our bikes.

Portimao’s not shy of places to wind the tap open, and when doing so in full power mode, the Honda blew me away with its urgency. I genuinely wasn’t expecting the Honda to punch out of corners half as ferociously as it did. God only knows how they’ve got this thing through Euro emissions legislation, but I’m just pleased that they have, because in a world so soft it makes cotton wool seem harsh, this thing is nothing short of a tonic.

The front end on the bikes has always been the high point for me, and I was pleased to find that there’s no change there. The truth is, with only two sessions on track, getting stuck in with the fancy forks and shock was just never going to happen, but they made me feel comfy right away. With the bike set in A1, the most track-inclined automatic setting, I was getting good feel through the suspension and could tell what it was doing at all points.

There was so much to like about the new Fireblade, including the added gains of the Brembo Stylema R calipers that do an ace job of hauling the bike up. Even into the hardest braking point on track, at the end of the start straight, I never once got the ABS showing its ugly face, which was nothing short of reassuring and a revelation when compared to the sporadic ways of the old system. The lever feel was great, too, and the span remained consistent after each of the sessions on track, which is another bonus.

After just two sessions, it was a massive tease to be walking away from this beast knowing that I had only just scratched the surface, but as the whetting of appetites go, this thing had made me ravenous for more.

Trust me when I say that this bike is epic – because that’s the only way to describe it.

QUICK SPIN 19

BUYER’S GUIDE B

NAKED BIKE SPECIAL

E EED EE E NE ALL YOU NEE W TO KNOW EM… HEM… HE H ABOUT TH

JU NE ISS 2024 UE 416

JU LY ISS 2024 UE 417

GETTING TO GRIPS WITH THE NEW Z500 AND NINJA 500

THE ROUGH WITH THE SMOOTH

FOUR BIKES, 200 MILES, ONE WINNER

12 0 KTM 1290 DU R DU SUPER DUKE

RETRO RELISH

MV’S BACK GOI WITH ITS WHERE ANYWH RO ENDUR OCE VELO

METZELER ROADTEC 02

KAW WASAKI ZX-10R

LIFE BEHIND THE BARS OF THIS RETRO-STYLED REPROBATE

TRIUMPH765RS TRIPLE STREET

ALL YO OU NEED TO KNOW W BEFORE BUYING G ONE

FAST ROAD RUBBER RATED

WE TRY OUT A TRIO OF SAUCY FOR NEW SIXES WE GO IN HUNT OF THE BEST T 2024…

AD NAUGHTY NAKED FOR THE ROA MV AGUSTA BRUTALE 800RR

SCRATCHING ON ROAD AND TRACK WITH BMW’S AWESOME M1000XR

KAWASAKI ZX-6R

PH TRIUM 660 DAYTONA

SUB-LLITRE NAKEDS:

TRACCCK K ATTACK

TT RACER

PLUS...

THE RULES, THE REASONS OR ORIN EXPLORING S NEXT-GENERATION SUPERSPORT: ING ACING ACIN RAC R E RACING IKE SBIK RTSBIK PORTSB PORT SPO S T SPORTSBIKE GHT GH AND BRILLIANCE BEHIND MIDDLEWEIGHT

LIFE OF A PRIVATEER

SCRAPPING IT OUT TO FIND THE BEST T NAKED ON A HOT T LAP

MV AGUSTA BRUTALE 800RR

DUCATI STREETFIGHTER V2

GREAT GONE...

REAT BUT GON

This is just a tiny tease of the full, extensive review which graced the pages of the May issue of Fast Bikes. It’s a corker of a write-up which goes into serious technical detail about what exactly is going on beneath that fairing to make the latest Blade better than ever – and there’s even a sit down with Honda’s newest recruit Tommy Bridewell. What are you waiting for? Bag yourself a copy now.

PROJECT 37:

A TEST OFF TIME PART P ONE OF F OUR BID T TAKE A TO M MINI-TWIN LAP RECORD ON A SUZUKI GSX-8R

KTM 990 DUKE

JOYS OF SIX!

HONDAR RR CBR600

USED B BUYING GUIDE

YAMAHA XSR900 GP

AU GU ISSU ST E 41 2024 8

KAWASAKI’S A2 ASSASSINS

KTM 990 DUKE TRIUMPH LE STREET TRIP 765RS

THE JOYS JOY J OYS OY S OF OF RELIVING THE GS R600 GSXSUZUKI’S LAST GSX-R600

DUCAT STREETFIGHTI ER V2

20 QUICK SPIN

A LONG WAY Bigger engine, more power, less weight and a new look for the 2024 BMW F 900 GS WORDS: Adam ‘Chad’ Child / PHOTOS: BMW

MSL July 2024 ◆ Yamaha MT-09 ◆ KTM 990 Duke ◆ Norton

DECADE OF THE

Commando 961SP ◆ Husqvarna Vitpilen

eshes the Yamaha refr 4 MT-09 for 202

& Svartpilen 401 ◆ Motorcycle first aid ◆

TOURING URING WITTH

SUPERHERO Is BMW’s F900GS the new go-to?

Honda Adventure Centre ◆ TVS Motor Company

d XR BMW’s empowere

DUSKY HUSKY

profile ◆ Jump-start your bike

Parallel twin Arrow

KTM 990 DUKE Marching to the top of the hill

www.mslmagazine.co.uk

July 2024 Issue766

No.767 August 2024

ATTENTION GRABBER

£5.10

MIDDLEWEIGHT EWEI EW EIGH GHT TRIPLETS TRIPLE LETS TS S Guzzi’s V85 brethren bret br ethr et hren

Norton Commando 961SP

INDIAN SCOUT SMALL MOVEMENT DUKE

Indian’s new quintuplet of cruisers

KTM’s 390 naked

001 Cover MSL_SEP.indd 151 7/16/2024 6:50:46 AM

There’s been a resurgence in middleweight adventure bike market; and MSL’s been there for it right the way through. If you’re interested in the £11,995 F 900 GS, you need to pick up a copy of the September issue of the magazine, as there’s plenty more where this came from.

QUICK SPIN 21

BMW F 900 GS It’s weird to think the new middleweight F 900 GS produces more power than the legendary 1200 GS when it was launched back in 2007. Proof, if it were needed, that middleweight adventure bikes have come a long way. For 2024, the F 900 GS promises to deliver both on and off-road - so we headed to southern Spain to try two different models: first, the standard GS fitted with the Enduro Package Pro; and the second, a more road-focused model, which also started life as a standard bike, now fitted with the Dynamic Package.

BMW has made substantial improvements in performance over the outgoing 850 model, which was beginning to feel dated compared to recent competitors entering this highly competitive market. With a quoted 105bhp, the new 900 GS surpasses the Africa Twin in power and matches the Triumph Tiger 900 and KTM 890.

Nevertheless, it’s not just about peak power numbers, as BMW has focused on developing torque output and throttle delivery. There’s now a wider spread of torque throughout the rpm range, with added punchiness in the midrange. Peak torque isn’t a massive step over the old 850 (just 0.7lb-ft higher) but it’s wider.

Even at higher speeds, the GS delivers smooth and torquey performance without needing constant gear changes. There’s enough power to lift the front wheel in lower gears too, which is useful for offroad riding - with abundant reserve power for positive overtakes, especially when riding with a passenger or fully loaded.

Jumping to the dirt, the combination of dirt-oriented Metzeler Karoo 4 tyres and soft power perform well on the varied terrain we encountered in Southern Spain.

Initial throttle response can be a bit sharp,

especially in Enduro Pro mode, but once the throttle is open, the power delivery is smooth and consistent. Throughout a long off-road ride, I welcomed the precise fuel delivery, allowing controlled power slides when exiting slow corners, great immature amusement.

Both on-road and off-road rider aids are excellent and easily accessible on the move, with traction control adjustable with a single button push on or off. Overall, the BMW GS offers a blend of power, versatility, and user-friendly electronic aids that make it stand out in its class.

We tested both the standard model and the Enduro Package Pro model equipped with upgraded Showa suspension. This is a big change for BMW; the design team have been busy in reducing weight by a whopping 14kg and introducing high-quality Showa front suspension with 26mm more travel than before.

Notwithstanding the increased travel, the new F 900 GS maintains controlled handling throughout its suspension stroke. It’s optimized for road comfort but can handle a variety of terrain with ease.

Even over rocks and gravel-covered roads with deep potholes, the GS provided a smooth ride, feeling more composed and stable as speed increased.

Back on the tarmac, the less off-road derived GS exceeded expectations, offering abundant grip and feedback despite its tall suspension and road-oriented Bridgestone A41 tires. Its agility is remarkable for an adventure bike with a 21-inch front wheel, making it enjoyable to ride when roads get twisty and fun – again something which could never really be said of the old bike.

Off-road, the improvements continue, with the kitted-out GS handling small jumps, sand, and gravel effortlessly.

The front-end feel is excellent, providing confidence in varied conditions without washing out or pushing wide. While the standard setup might be slightly soft for extreme off-road enthusiasts, the majority of GS owners and MSL readers will appreciate its user-friendly nature and supportive rider aids. It’s like riding with a BMW instructor on your shoulder.

The brakes now feature BMW’s Motorrad ABS Pro, offering cornering ABS. The system felt non-intrusive on typical roads and provided necessary assistance on trickier surfaces without being distracting. In Enduro mode, ABS remains active, offering valuable assistance for less experienced riders and can be adjusted in Enduro Pro mode for more experienced riders seeking minimal ABS intervention off-road.

Regardless of the slightly increased seat height and suspension travel, the new 900 GS doesn’t feel awkward or bulky.

The seat is comparatively narrow and positions you within the bike rather than on top of it. With a significant reduction in weight, especially at the top due to the new plastic fuel tank (sorry, no magnetic tank bag anymore) it’s far from intimidating. I’m only a short rider at 5ft 7ins, and had no issues, and I wouldn’t recommend the lower seat option unless you’re 5ft 6ins or lacking confidence.

The F 900 GS is like the superhero sequel we didn’t know we needed, leaping miles ahead of the F 850 GS and making it look like a sidekick. Sure, the specs suggest just an extra 10bhp and a 14kg weight loss, but it feels like it’s been hitting the gym and drinking protein shakes. On the road, it’s more fun than before, and off-road, it’s as surefooted as a mountain goat in hiking boots.

PRODUCTS 23

LIGHT IT UP SHARK’s innovative Skwal i3 helps you to be seen. Here’s how.

Shark Helmets has built up a solid reputation over its 30-odd years in the game. The French firm started out small, and over the years has established itself as one of the biggest names in the game, continually pushing the boundaries, nipping, tucking, developing, and innovating to create an extensive range of lids that riders want to wear.

One of its latest inventions is the Skwal i3, a seriously clever bit of kit which blends a properly protective ECE 22.06 helmet with some futuristic patented technology to help make you more visible out on the open road.

THE TECH

The integrated active LED brake light at the rear and white LEDs up front are a natty solution to the age-old problem bikers face…

Not being seen. It’s cleverly done, too, with no wires or Bluetooth, instead relying on a built-in triaxial accelerometer to activate the brake light whenever you slow down. To help make it clear what you’re up to, the brakes will flash three times per second under steady braking and five times per second under hard braking.

MODES

You can choose how you want it work, too, with three different modes to choose from. You can have the white LEDs on at the

front and the red LEDs on the back constantly on, with the smart brake lights flashing when you apply the anchors. You can also set it up so the white LEDs on the front and red LEDs on the rear flash, with the smart brake lights flashing when you’re braking. Or you can opt to have the white LEDs on the front and red LEDs on the back turned off, with only the smart brake lights flashing when you hit the brakes.

CHARGING

It’s not a particularly hungry beast, so if you’re used to sticking your comms unit on charge then you’ll have no trouble with the Skwal i3.

Whack the USB-C cable into the mains and you’ll only need to wait

for three hours to have 12 hours’ battery life ahead of you. That’s plenty for even the longest day in the saddle. There’s also a ‘Sleep’ mode which kicks in automatically after a couple of minutes of no movement and helps to preserve the battery. After that, it’ll turn itself completely off after 24 hours, too.

CONSTRUCTION

It’s made from a Lexan-injected Polycarbonate shell – and most importantly, it exceeds the latest ECE 22.06 requirements for new helmets. That means it’s well up to the job of keeping your noggin safe, should the worst happen, and you end up trading blows with the Tarmac.

VISION

It’s kitted out with another of SHARK’s patented innovations.

A super-quick and easy no-tool visor removal system allows you to whip out the Class 1 antiscratch visor (with Pinlock 70) in a flash. There are also some Pinlock tension adjustment pins; a proper visor locking system; and an integrated anti-scratch and anti-fog sun visor.

COMFORT

SHARK is renowned for creating comfortable helmets, but to take things even further and make sure yours fits just right, it’s been hard at work on a 3D head scanning campaign.

The result is ‘BEST FIT’ by

SHARK, which it reckons offers ‘a unique second skin feel’ thanks to its textile inner and multi-density EPS padding.

Sounds good to us. There’s also space in there for some 40mm speakers, and as with all SHARK lids, it’s suitable for glasses wearers, too, with space for your spectacle arms in just the right spot.

FANCY ONE?

Starting at £259.99 for the base model, there’s a whopping 13 colour schemes to choose from.

There’s plenty of sizing choice, too, with availability from XS right through to XXL. If you want to know even more, visit: www. shark-helmets.com

FIVE MINUTES WITH… R&D Manager, SHARK Helmets, Christophe Fontana Why did you decide to add a brake light to the Skwal?

“The original Skwal was launched in 2015 and boasted a world first in boosting rider visibility with the inclusion of

integrated LEDs in the helmet.

Never content with the status quo, we decided to take active rider safety one step further with the ‘intelligent visibility’ of the Skwal i3.”

How long did it take to develop?

“We started from scratch for this project. Based on security and high-end functionalities we left room for innovations

throughout the 30 months of development.”

How does it work?

“Same as on a smartphone, the sensor embedded in the helmet

detects every deceleration.

So, when the rider is braking, the software understands the motorbike’s behaviour and the rear brake light flashes to warn and increase the visibility.”

24 BUYER’S GUIDE

WORKSHOP ESSENTIALS While many of us dream of a kitted-out workshop with a fully laden tool chest, hydraulic scissor lift and suite of welding equipment, you don’t have to spend a fortune to be able to work on your pride and joy. We’ve handpicked a few bits of key gear that’ll make basic bike maintenance a doddle, without breaking the bank.

I want to kit out my shed. What do I need?

What you need to think about is what are you thinking of working on? If the only thing you’re going to do is check and inflate tyres and maybe clean, lube and adjust the chain, you don’t really need a £19,000, 1115-piece Teng tool kit and storage, plus a hydraulic lift!

Fair enough. But what are the essentials?

No matter what, even doing very little, these are worth it. You never know when you’ll find something has come loose.

- Torque Wrench - the best ones let you set maximum pressure - Socket/Spanner set - Screwdriver set - Hex keys - Pressure gauge and good-quality pump (minimum two

cylinder - your leg will thank us for this) - Work light - Gloves - Fluids (chain cleaner and lube, penetrating fluid as a minimum) - Hand cleaner

They’ve got most of this stuff in the local pound shop…

I wouldn’t inflict cheap tools on your pride and joy. Get the best-quality tools you can afford; If you’ve got the money for Teng/Snap-On then go for it, if not, look at professional ranges.

Quality tools are made of better grade metal to much higher tolerances. Cheap metal flexes and bends, plus they don’t fit as well so they’re far more likely to mangle the bolt/nut or simply break

the tool (I’ve seen it happen, spanner head snap and shoot across the garage! Thankfully, no one got hit). Same goes for screwdrivers.

Cheap ones don’t fit well, and the tips distort so you end up destroying the screw head, especially if the screws are cheap, too.

Anything else?

The most useful spanner/socket you will own is the 10mm. No matter how many 10mm spanners you own, you WILL lose them. Get more than one. Aside from anything it’s handy when tightening to have one to hold, one to tighten.

If you have the space (and budget) to be organised, it’s well worth getting a rack where the tools can be stored, clearly marked with their own space. That way, when they’re being put away you can easily see if you have mislaid one (looking at you, 10mm spanner).

READERS’ RIDES 25

ABBA SUPERBIKE STAND

MUC-OFF PRESSURE WASHER MOTORCYCLE BUNDLE

Bertie Simmonds / £100 / www.abbastands.co.uk

Dom Humby / £130 / www.muc-off.com

After 10 years of faithful service, my ABBA Superbike Stand has been retired. Well, sort of… it’s gone to another home.

Keeping your bikes clean has always been a tender issue in the motorcycle world; some bother, and some don’t. Either way, it’s always given way to the age-old question: Can I pressure wash my bike?

Way back when, this was a big no-no – simply because the output pressure of water was enough to damage more delicate parts of your pride and joy like the radiator fins or certain electrical elements that aren’t tucked away behind fairings, even the air intake and filter in some instances. Thankfully, Muc-Off have an answer in the form of their dedicated pressure washer system complete with several lances for specific uses like ‘cycle’ and ‘motorcycle’, and they’ve even included a snow foam lance.

The kit comes with everything you need (except for a hose pipe). Once set up by locking the hose and gun to the main machine it’s easy to use with a push and twist system to interlock the different lancets for the desired use. The snow foam lance has its own bottle as part of the kit and an adjustable output of foam that can be tweaked to your liking. After you’ve fiddled with all the little bits and bobs that have arrived you can get to cleaning.

I am surprised at how well it lifts dirt away from panels – particularly given it’s classified as a ‘low pressure’ machine – even around the tough-to-get-to areas like the rear suspension and crevices surrounding the engine and frame.

The kit arrives in its own easy-to-carry roll-top bag, with a couple of bottles of Muc-Off motorcycle cleaner for good measure as well to help keep your ride clean and shiny.

I thoroughly enjoy using the Muc-Off pressure washer system and keeping it at the ready to keep my very gold Honda clean. I can definitely say it’s a worthwhile investment.

It’s fair to say that this has been the stand of choice, despite having some standalone paddock stands and a hydraulic bike lift. It’s been able to ‘hold up’ a range of bikes from an Aprilia RSV1000 Mille (1998); Tuono (2006); 1996 Suzuki GSX-R750 SRAD; Honda CBR900RR FireBlade (1997); 1995 Yamaha YZF750R; and an array of modern motorcycles, too.

What I love is the stand’s simplicity. You join the two halves of the stand, and they slot into the swingarm pivot point. For around £15-£20 you simply purchase an adaptor kit for the bike you own, meaning that you don’t have to buy brand-new stands. You can even buy a ‘dealer kit’ should you wish, with a vast array of adaptors to suit most bikes from the last 30 or so years. If you don’t own a bike, the broken down two halves are easily stored, and you can add a ‘Front Lift Arm’ to the basic stand which lifts the front wheel off the floor.

The only niggle with the

ABBA Superbike Stand is that you do have to get the adjustment right, so it’s tight before you hoist the bike on to the stand. The setting of the width of the two halves of the stand often has to be pretty spot on, otherwise when you extend the handle to lift the bike up, it can wobble and sway. That said, I’ve never dropped a bike with it yet: highly recommended. I’ve recently replaced it with an ABBA SkyLift.

STOP & GO MINI AIR COMPRESSOR

OXFORD TOOL KIT PRO

OPTIMATE 1 DUO

S100 CHAIN LUBE

Nicholas Ellis / £39.99 /www.oxfordproducts.com

Ross Mowbray / £52.90 / www.optimate.co.uk

John Anthony / £19.99 / www.keycollection.co.uk

Ross Mowbray / £46.80 / www.partseurope.eu

This is another compact bit of kit that’s more of a lightweight travel solution rather than a full-on workshop tool set.

But it’s affordable and well enough equipped to handle most basic bike maintenance jobs, so if you’re on a budget and can’t afford to splash a few hundred quid on a comprehensive bikerfriendly tool kit, then it’s well worth a look. And it’ll happily sit in your rucksack for any roadside repairs, too.

It’s a 27-piece tool kit, which includes a 10-piece screwdriver set; 5-piece hex key set; five sockets (ranging from 8-14mm); a mini ratchet; a 20mm adjustable mini spanner; an extension bar; mini wire cutters; mini needle nose pliers; and the all-important capable ties.

While not exactly premium, it’s proved itself a good, hardwearing, and surprisingly capable bit of kit, containing (nearly) everything I need to strip down my early 90s Kawasaki KLR250, do some basic jobs, and then get it back on the road in better shape than before.

A good-quality battery charger is an essential bit of kit in any biker’s workshop, particularly if your ride’s going to be laid up for any extended period of time. This one’s from the good folks at Optimate. Sitting at the more affordable end of the renowned firms’ range, it’s a quality piece of kit that’s capable of actually maintaining your battery; draining it and charging it using a built-in microprocessor, to ensure it stays in the best possible health for when you’re ready to go out for a blast.

It’ll work with a load of different battery types, too. 12V lead-acid numbers, STD (filler cap) ones, AGM and GEL types and 12.8V/13.2V lithium batteries, too.

I’ve used it on a variety of bikes, but nowadays it’s been seconded to look after my Dad’s 2001 Triumph Speed Triple 995i – using the included connectors which allow you to plug and unplug without having to access the battery each time you go out for a ride. It’s been doing a grand old job, and he’s not had one issue with his aging battery since putting it to work. Well worth the cash.

I’m an all-year, all-weather rider. I don’t have a car, so if I’m going anywhere, I’m going on the bike. That means that my rides take a bit of a beating, particularly through the colder months when mud, crud, salt, and grime are impossible to avoid. The problem is, I’m not very good at remembering to clean them. I’ll do it.

But not nearly as regularly as I should.

I’m not a total cretin though. And to help keep things running just right, I do make sure to look after my chain.

Whenever I’m giving my current ride a proper bath, I make sure to douse the chain in some of S100’s brilliant Chain Lube. It’s super hard wearing, offering bags of protection and seriously impressive resistance to rain. I know some people aren’t fans of the white coating on the chain, but I reckon it’s great, because it helps me work out where I’ve actually sprayed it – and allows me to assess whether I need to top it up after another month of general neglect. It’s all I use now, which is just about the best praise I can offer.

While there’s nothing wrong with an old-fashioned foot pump, it’s far easier to plug in a compressor and let it do the hard graft of blowing up your tyres.

Technically, this is a portable jobbie; powered using a 12V lighter adaptor plug or by clipping the included alligator clips direct to your battery. That means in addition to being a useful addition to your workshop, the compact bit of kit is easy enough to tuck in your panniers, too.

It’s super-simple to use and includes all the stuff you’d need to fire some air into your bike’s tyres (tucked neatly into a rugged little carrying case). It also features a built-in LED light and 0-50psi gauge.

There’s not much more to say. It does the job well – and doesn’t cost the earth. What more could you ask for?

HEAD-TO-HEAD 27

SWEET SPOT

The ‘big’ bikes might get the headlines, but there’s a rich pool of sub-1000cc road-focused tourers with a sporty bent that don’t cost the WORDS: Ross Mowbray and Andy Bell / PHOTOS: Gary earth Chapman

Yamaha Tracer 7 GT and CFMoto 700 MT Sport tourers are back. They were big business right through the 90s, but the advent of mile-munching adventure bikes saw then fall from favour among the wider bike-buying public. But the tides have been turning (and the definition’s been changing) in the last couple of years, and now there’s a growing range of options if you like your rides sporty but still comfortable.

They come in all sorts of different shapes, sizes, and flavours. Suzuki’s GSX-S1000GT offers that ‘old-school’ sport tourer ergonomics; BMW’s M1000XR provides proper sportbike levels of performance in a long-legged package; Honda’s NT1100 brings something different to the table, being sensible, sorted and supremely practical but with sedate looks that don’t work for some. But that’s only three. There’re plenty more where they came from – including a whole host of

middleweights that can be snapped up for a fraction of the price.

That’s where these two come in: Yamaha’s Tracer 7 GT and CFMoto 700MT. The Tracer’s a big name in this sector, but it’s often the bigger 9 that gets all the love – while the CF’s a comparatively unknown quantity, new in 2023 but with some shared components from its range of rides which have more than proved themselves over the past few years.

Closely matched in terms of performance, but with a whopping £4000 difference in price (though it’s worth noting that the Yamaha does come with luggage included), we thought we’d swipe them for a few days and see how they compare on a 500-mile jaunt through the north of England, starting in the Peak District and finishing at the top of the Yorkshire Dales.

POWERED BY

28 HEAD-TO-HEAD

CFMOTO 700MT

A brand-new, big-mile-capable ride for sub £6000. What’s not to like?

No matter how you feel about buying Chinese, you can’t deny that with each passing year the gap has been closing (just a little) on the bikes built by the favoured European and Japanese firms. They’re no longer the cheap, cheerful, and quickly corroding copies they once were.

CFMOTO’s the perfect example of

this. It’s been knocking out sportbikes, naked bikes and tourers powered by a copy of Kawasaki’s venerable ER6 motor for a good few years. The bikes might not have set the world alight, but they proved solid, reliable and well-built enough to tempt plenty of riders to make a move away from the bigger and

more established brands. But now the growing brand has decided it’s time to up the stakes, with a new crop of small and mid-capacity machines that take a serious step forward; they’re better looking, better built and more refined.

One of the latest bikes to join the party is the firm’s 700MT. Sitting just below

the trio of recently released 800s, it looks like a serious proposition if you’re in the market for a long-legged tourer that won’t break the bank. It’s got a big challenge on its hands though. The middleweight tourer market is a busy place. Most of the established big-name firms have got their own take, though

HEAD-TO-HEAD 29 the MT is pretty closely matched in terms of performance.

I’m not entirely sure it’s a looker – particularly when stood side-by-side with the Yamaha, but it’s not ugly. Let’s call it practical and leave it at that. It’s all subjective at the end of the day, and more importantly, the build looks to be pretty decent – on par with its similarlypriced European or Japanese competitors (namely Suzuki’s V-Strom 650 and Kawasaki’s Versys 650). There’s likely to be a few questions about how it’ll hold up over time, but I know a chap who’s been running a 650MT for a few years and it’s looking remarkably well. Like anything, it’s all going to be down to how well the owner keeps on top of things.

There’re a few choice bits and bobs fitted as standard. Pirelli rubber (which we swapped out for some CSTs), J.Juan brakes (who are a spin-off of Brembo), and the suspension even gets a bit of adjustability. Compression damping up front and preload and rebound at the rear.

It’s not groundbreaking, but it’s a nice

touch. As is the 5-inch TFT dash which offers smartphone connectivity and a pair of USB ports. And that’s about it. The MT’s a stripped-back and simple machine, devoid of any fussy and over-complicated technology. I like that.

It’s pretty comfortable, too, with a wellpadded seat and relatively roomy upright riding position. Maybe there wasn’t quite as much leg room as I’d like for my 6ft 1in frame – but it’s a small pay-off for the easy-to-access 820mm seat height which helps make the bike suitable for lots of riders who might struggle with loftier bikes. And I didn’t suffer any great discomfort, despite a couple of fairly intense long days in the saddle – including a particularly miserable motorway stint in torrential rain. It does feel like a bit of a lump to move around. It might ‘only’ weigh 218kg, but it feels like a lot of that is up top and over the front. You do get used to it though – and it’s a small payoff for the 18-litre fuel tank. There’s a decent amount of protection offered by its generously proportioned screen, too,

and the engine feels smooth at motorway speeds with little vibration.

While we’re on the subject, that engine is a 693cc liquid-cooled dual-overheadcam parallel twin motor that’s essentially a reworked and refined version of CFMOTO’s tried and tested 650cc engine from the 650MT and NK. It might not be new or cutting-edge, but that doesn’t matter, it’ll kick out a respectable enough 66bhp at 9000rpm and 44lb-ft of torque at 7250rpm.

It’s not a rocket ship, but it is smooth and slick with plenty of punch to whip past fastmoving traffic. It is very easy to ride, even in torrential rain on super-slippery Tarmac.

Stopping is looked after by a pair of J.Juan two-piston calipers which grab 300mm discs at the front, and a J.Juan single-piston caliper grabbing a 240mm disc at the rear.

There’s ABS, too, which never once reared its ugly head, even when pushing my luck on some sodden roads. They work well enough, offering enough bite and reasonable feel, but they’re not exactly revelatory.

The suspension’s all right, too. On the softer end of the spectrum, particularly

compared to the Yamaha, the 43mm forks (with rebound damping adjustment) and simple, but cool-looking, offset monoshock (with preload and rebound damping) did a respectable job of keeping things comfortable on the rough roads of the Peaks and Dales, while providing just enough poise to allow us to press on when we were met with some inviting twisties.

In some ways it handles the rough stuff better than the Tracer, with its extra weight helping to provide cornering confidence and stability. It’s not quite so easy to chuck around though…

One of the best things about the 700MT, however, is the price. It was on the market for £6299, but it’s recently been dropped to a seriously tempting £5699. Whatever way you look at it, that’s a lot of bike for your money – and there are few brandnew bikes that can offer as much bang for your buck as the MT. The Suzuki V-Strom 650 probably comes closest, but at £8399 there’s still a gulf between them. And think of all the trips you could pay for with that two-and-a-half grand.

ANDY’S OPINION After spending the largest part of the first day getting to know the Yamaha, the first time I swung my leg over the CFMoto I have to admit I wasn’t feeling the love. The weight felt significantly higher, making the whole bike feel so much heavier, and I was longing to get back to the Tracer. But I stayed put, and to be honest, I was pleased I did. To be fair, this machine stopped and cornered about on par with the Tracer – and it actually felt a bit more stable in the higher speed corners due to it carrying a bit more of its weight over the front. This became more apparent with the heavy rain we encountered on day two, as I had more confidence with the front end. I would have preferred a bit more in the way of styling, but as this bike does come with a significantly lower price tag than the already low one of the Tracer, it’s a lot of bike for the money.

30 HEAD-TO-HEAD

YAMAHA TRACER 700 GT Refined, well-rounded and rewarding to ride hard, the Tracer’s hard to fault

Yamaha’s Tracer range has been a big success for the Japanese firm. Built from the bones of the ever-popular MT naked, both the 9 and 7 have sold well enough to become an important part of the line-up – and has found favour with plenty of riders who reckon it offers a near-perfect balance of sporty performance and all-day comfort.

I’ve not spent as much time on them as I probably should have, though I was on the launch of the Tracer 7 back in 2020. I had a glorious time, carving up some of the finest

roads Tenerife had to offer and quickly falling for the plucky ‘little’ tourer that punches well above its weight. I was looking forward to getting my hands on one again; and this time it’d be the GT with its comfier seat, bigger touring screen and colour-matched panniers.

It’s been nipped, tucked, and tweaked a bit over the past few years, following in the footsteps of its sportier sibling. The big changes are the slightly larger brake discs and revised fork settings, but there’s also a new 5-inch colour TFT dash which offers Bluetooth smartphone

connectivity via the Yamaha MyRide app.

I was curious to see if it was as good as I remembered, but first I’d have to prise the keys out of Andy’s hands. He was properly loving it. And that’s quite the compliment.

Andy’s never ridden a sport-tourer before, instead spending most of his riding life hooning around on proper dedicated sportbikes, including plenty of on-track action. If he was getting a kick out of the Tracer 7 GT, then I was certain I would.

It might ‘only’ be a 700, but the smallest of

the Tracers can go. The 689cc CP2 motor is genuinely fantastic; smooth and progressive but always lively, right through the rev range.

There’s plenty of punch to sweep past traffic with ease; enough grunt to accelerate hard out of corners; and it’ll potter through traffic in town without trouble. It kicks out 72bhp at 8750rpm and 49lb-ft of torque at 6500rpm – and not once did I need more. Changing through the box was a doddle, too, being reassuringly slick, even when slamming my way down and braking into sharp corners. It

HEAD-TO-HEAD 31 feels far nimbler than the CFMoto; quick to turn and easy to throw around. It’s far more fun to ride as a result, which meant I occasionally got a bit carried away and rode harder and harder. I found it takes quite a bit of restraint not to ride like a hooligan on this thing.

I reckon one of the Tracer’s best attributes is its relative simplicity (same goes for the CF actually). There are no rider modes to flick between (though you can change the screen set up for some reason), and there’s no traction control, cruise control, wheelie control, electronic suspension, or clever cornering ABS either. You get conventional

ABS and that’s your lot. It’s all the better for it, in my opinion – just you and the bike doing your thing.

The brakes perform well. Much sharper than the CFMoto, they pulled me up with no trouble and no interference from the ABS – and there’s enough feel to lightly brake when the pace picks up to tighten your turns and keep things stable. The suspension’s good, too. In the wider world, it’s a fairly basic set up – but against the MT, it feels much more refined. There was no serious pitch and dive unsettling the bike under hard braking and acceleration, and

only over the roughest terrain did I feel the road rumbling beneath me.

While we’re on the subject, I didn’t find it quite as comfortable as the CFMoto. With its 835mm seat, the riding position’s spacious enough and worked reasonably well for my 6ft 1in frame, but only for shorter stints.

It’s a touch sportier than the CFMoto and those higher pegs meant my legs felt a little cramped; after a couple of hours on the road, I was ready for a stretch. It’s a small thing, and it might work for you. The comfort seat’s great though – as is the big screen that offers bags of protection (even if it does rattle a bit when

you pick up the pace on the motorway).

I was properly impressed with the Tracer 7 GT. It’s actually better than I remember – which is quite something because I really liked it in the first place. It’s remarkably well put together, and every nut, bolt and weld are immaculate. It’s versatile, too. It’ll sit on the motorway all-day long; it’ll bimble around town; and it’ll seriously hustle when you want it to. The bad bits? It’s genuinely very hard to find any. Maybe the price? It’s just shy of 10 grand, which is an awful lot more than the 700MT, but then again, you can see and feel the difference every single penny makes.

ANDY’S OPINION I was keen to bag the first stint of the test on the Tracer, mostly because it looked the best. First impressions were not disappointing. I found it easy to climb aboard with the panniers well out of the way. The Tracer is on the smaller side of the spectrum for a bike of this kind, and it carried its weight low down which I found beneficial in the bends. With a very light clutch making it incredibly easy to set off each time we stopped, I reckon this would be a great option for someone getting into touring bikes.

The panniers deserve some praise for keeping out the torrential rain and getting my kit home dry. Niggles? The screen did have a bit of a shake at motorway speeds, and the lack of cruise control and headed grips would be an issue if I were to buy one.

32 HEAD-TO-HEAD It’s easy to get carried away chasing more power and big ccs, but our two-day, 500-mile blast up, down and across the north proved that you don’t need a ‘big’ bike to have a ball. Riders do seem to be catching on to that – after all, the middleweight adventure bike sector’s buoyant – but strangely enough, similarly-powered sport tourers don’t seem to be getting the same amount of love. Yet. They should though. The truth is that most of us won’t ever get close to exploiting the full

potential of a 1000cc, 150bhp ride on the road.

You could argue that the pure size of the things makes them suitable for two-up travel – but if you’re only ever going to be riding solo, it’s hard to see any real advantage. This pair of 700s had more than enough presence to cruise comfortably on the motorway, and enough oomph to put broad smiles on our faces when we could open them up and get a lick on.

Which one’s for you? It depends. How much cash have you got to spend? How easy is it

to get to a dealer? What sort of riding do you actually want to do?

With such a vast price difference, it’s not really fair to draw direct comparisons between the two of them. But ultimately, they both happily swallowed up exactly the same miles, at exactly the same pace, in exactly the same gradually worsening conditions. I reckon the CFMoto 700MT should hold its head high for holding its own so well. It might not be as refined, rewarding

to ride, or desirable to own as the Yamaha, but there’s no doubt it’s a very competent tourer that’d be an excellent choice for many a mile-munching rider. It didn’t have an easy job on its hands either because the Tracer 7 GT’s probably the benchmark in this category. It’s a brilliant bike that manages to bundle all of the playfulness and poise of its sleeker MT-07 sibling into a longer-legged, comfort-focused package.

I’m a big, big fan.

THE TYRES We fitted a set of CST Ride Migra rubber in place of the standard Pirellis. You might be dubious about fitting a set of less-known tyres to your ride, but we thought they fitted in well with the budget-friendly nature of this test. They’re described as a ‘high-speed sport touring tyre’ that are focused on offering top stability for long journeys in both the wet and dry. And that’s exactly what they did. As always, it took a little bit of time to get in the groove and really feel confident in the turns – but by the end of the two-day trip I was seriously impressed with how well they performed, particularly when you can get your hands on a set for around £170. That’s seriously good value.

Want to see us and the bikes in action? We’ve got you covered with a video of our trip that’s live on the MoreBikes YouTube channel and Facebook now. Have a search on your favourite search engine and you’ll find us – or alternatively, scan the QR code and tap on the video.

34 ADVANCED RIDER SKILLS

SAY NO TO QUEUES

EASY DOES IT Slow riding is a skill all its own. It’s one of those things that looks really easy but catches many riders out as it’s not something people often practice. We spoke to Enhanced Rider Scheme (ERS) trainer Ian Burchell from Phoenix Motorcycle Training to find out how to hone our slow-speed riding technique, and what to watch out for in the process It might not be the sexiest thing you can do on a motorcycle, but being able to ride confidently at slow speeds comes in very handy when riding in slow-moving traffic, filtering, or negotiating junctions.

Being good at slow riding is not something most people are naturally good at. Even advanced riders often struggle with slow-speed riding. Not many want to admit it, but it’s a skill that many lack. And that’s why it’s so important to practice slow riding.

One thing to remember when you practice slow riding: Don’t be a hero.

You don’t need to try and balance the bike like a trials rider, without putting your foot down. A little dab of your foot to the ground to keep things smooth is absolutely 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.

Just because you are riding slowly, it’s not without danger, and you should always look around you for traffic and hazards. Watching the traffic ahead, behind and at your sides is vital, as slow-moving vehicles around can suddenly accelerate and change position without warning. Scan your surroundings so you know what hazards you need to deal with.

Paying attention to the road surface is important, too. Adverse camber or a broken, uneven, or slippery road surface can be a problem when you are travelling very slowly.

Imperfections that you would just glide over at higher speeds may seem more problematic when riding slowly, and if you need to stop and put your foot down, you want to know that you can do that safely.

Just like when riding at higher speeds, it’s important to look where you want to go, and not concentrate on the obstacles you want to avoid.

This may seem less important at slow speeds, but it still makes a big difference.

The technique of slow-speed riding is all about the coordinated use of controls: the throttle, clutch and rear brake. They are your friends when slow riding. Sometimes you can get away with riding slow just on tick-over without worrying about the controls, but the slower you want to go, the more important it becomes to have good control of everything.

While you have the throttle gently on, slipping the clutch and applying a light and consistent rear brake makes the bike more stable and easier to handle at slow speeds. Remember that you need to up the revs slightly as you pull the clutch in and apply

PART FIV E:

How to m aster slow con trol

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. There’s no need to touch the front brake, it’s a bit sharp for slow-speed control, and you have the brakes covered with the rear one. If your bike is fitted with linked brakes, be aware that using the rear brake may also apply the front brake. This is not a problem, but it makes the bike handle a bit differently, and you need to know to expect that.

Going slow in a straight line is one thing, but if you have to make a tight turn, such as a U-turn, or negotiate small spaces, you’ll need to be more conscious of stopping the bike falling over. 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.

Getting slow riding right will take some time, but if you persist with it, you will soon gain skills and confidence. Before you know it, it will become second nature.

ADVANCED RIDER SKILLS 35

How to get better quick?

Unfortunately, there are no shortcuts to becoming an advanced rider; it will take time and practice.

However, you can make the process much quicker and easier by signing up to do a training day like the one-day Enhanced Rider Scheme (ERS) with a qualified and DVSA approved trainer.

Where to get the skills?

Phoenix Motorcycle Training is the UK’s largest motorcycle training organisation, with ERS courses available at several locations. To find your nearest location, visit phoenixmotorcycletraining. co.uk or call 0330 223 4000.

36 RIDE BETTER

EXMOOR EXPLORER Fancy honing your adventure riding skills in the stunning surrounds of Exmoor National Park? The Honda Adventure Centre’s got you covered WORDS: Ross Mowbray / PHOTOS: Gary Chapman

Founded by three-time World Motocross Champion Dave Thorpe, the Honda Adventure Centre’s earned an enviable reputation for its one- and twoday tours and courses that take in some of the best adventurefriendly trails and finest roads in the southwest. With an expansive fleet of Hondas on hand, including both manual and DCT Africa Twins and Transalps, an array of CRF300Ls, and a handful of CL500s, there’s something for everyone to enjoy.

We headed down to spend the day throwing around a CRF1100L Africa Twin with the main man himself, who showed us how things are done and offered some words of wisdom and invaluable riding advice in his own chilledout style.

Adventure biking is big business.

Ever since Ewan McGregor and Charley Boorman crossed the globe on their pair of BMW GSs, long-legged, off-road capable monsters have sat right near the top of the sales charts.

Spend time on one and it’s easy to see why: they’re comfortable, capable, and remarkably versatile.

In the hands of the right rider, they’re capable of traversing some seriously tricky terrain – but the reality is that most adventure bikes don’t get so much as a sniff of the dirt in their day-to-day lives. That should come as no great surprise… the thought of taking your long-legged, 200kg, £15,000-plus adventure bike out on the trails and risking dropping it is a daunting prospect.

Thankfully, up, down and across the UK (and beyond), there’s a raft of schools, centres and experiences that’ll help to equip you with all the necessary skills to negotiate trails on the biggest, baddest adventure bikes on the market. A host of firms have their own set up – but if you’ve got a

penchant for Hondas, there’s only one place for you to go… The Honda Adventure Centre.

It’s been going since 2015, following the success of the Dave Thorpe Honda Off-Road Centre which was founded in 2013. Yep. Dave Thorpe. The three-time World MX Champion (who’s actually the last British bloke to have won the crown). He’s a properly cool guy; remarkably down to earth despite his legendary status in the off-road world. But Dave’s just one man – and there’s a big team behind the success of the centre. Chances are you won’t be riding with the man himself, but rest assured you’ll be getting some top tuition from one of the numerous experienced riders and coaches. There’s a bunch of different bikes to choose from, too. The Honda Africa Twin might be the most obvious choice, but there’re Transalps, CRF300Ls and CL500s to belt about on.

I’m a big fan of the Africa Twin, so for my brief blast about with Mr. Thorpe, there was only one bike that was going to cut it. I’ve ridden it a lot; putting the first of the new generation machines through its paces alongside the ‘old’ CRF250L, taking one up to Scotland alongside a Ducati Multistrada 1260 Enduro; spending a seriously special couple of days riding both the Adventure Sport and standard model on the roads and trails of Sardinia; and most recently, putting the revised, smallerwheel Adventure Sports variant to the test out on the launch in Portugal. Other bikes might get the headlines, but Honda’s flagship adventure bike works for me. I do much prefer a manual model, though.

While I’ve done a bit of trail riding on an Africa Twin, you’re not expected to be an experienced adventure rider. The centre caters for all. The One Day

Tour is a fairly beginner-friendly experience, while the slightly more hardcore Two Day Tour will see you split off according to your ability to make sure everyone gets the most out of the day/s. Level One is for riders who’ve never done this kind of thing before; Level Two is for road riders with some prior ADV experience; and then there’s Level Three which is a more advanced course for punters who’ve already proved themselves and done the Level Two. Make sense?

My day was more of a taster session; just myself and the esteemed Mr. Thorpe out for a blast on the local lanes to shoot some video and have a bit of fun.

We ended up sticking fairly close to the centre rather than covering big miles across Exmoor, but I still had a brilliant time. And it proved how much great riding there is in this neck of the woods – because if we could manage to get stuck into such varied terrain just a stone’s throw from the fully-kitted Honda Adventure Centre HQ, then I can only begin to imagine all the great stuff you’d encounter if you were covering proper distances across the National Park.

I had a brilliant day. Dave imparted some gentle words of wisdom, cementing the basics and helping to hone my adventure bike riding skills. It was the perfect taster session to whet my appetite and make me want to book in for the full Two Day Tour as quickly as possible.

No matter whether you’re a complete novice and you’d like to learn how to ride a big bike properly in the dirt, or you’ve done your fair share and want to be shown around some spectacular roads and trails, the Honda Adventure Centre is well worth the trip. Have a gander and get booked in, I guarantee you won’t be disappointed.

RIDE BETTER 37 THE OPTIONS ONE DAY EXMOOR TOUR

£299 with bike, kit and lunch A 130-mile blast across the Exmoor National Park to the coast. You’ll be spending most of the day on the road, from fast, sweeping twisties to tight, nadgery tree-lined lanes – but there will be a few mild green lanes thrown in for good measure.

TWO DAY EXMOOR TOUR

£499 with bike, kit and lunch This one’s a bit more intensive.

Aimed at both novice and experienced adventure riders, you’ll be split off into an appropriate group based on your skill level and then will be offered some top tuition to bring on your riding while exploring Exmoor’s finest trails and Tarmac.

DAVE THORPE HONDA OFF-ROAD CENTRE

If you fancy getting stuck into some even more aggressive off-road action on something a little lighter weight and more ‘aggressive’, you can either opt for an Enduro Day (on a Honda CRF250RX, CRF300L or CRF125F) or a Motocross Day (on a CRF250RX).

For more information, visit: www.davethorpehonda.com

THE BIKES There is plenty of choice when to comes to bikes to ride, depending on your skill level, size, or personal preference. The Honda CRF1100 Africa Twin’s the bike that most want to ride (available in both Manual and DCT trim), but there’s also a healthy mix of supremely capable XL750 Transalps, easy-going CRF300Ls, and retro-styled CL500s. And they’re all kitted out with Dunlop’s brilliant Trail Max Raid rubber. They’re the perfect tyre for this kind of job – surprisingly deft on the road but with enough meat on their bones to make light work of challenging off-road sections.

Plenty of punters actually already own one of them but want the chance to throw someone else’s bike around on the lanes instead of their own and, in turn, a good chunk of visitors are thinking about snapping up one of the above, and want the chance to take one for a proper test ride before splashing the cash. Whatever the score is, you’re spoilt for choice if offroad focused Hondas are your bag. And you’ll be given the choice when you go through the online booking form. Easy.

AT A GLANCE 39

RIGHT ON TRACK The fine folks at Beeline have just launched a new version of its compact sat nav device

We’re big fans of Beeline. The London-based technology firm won us over with its original super-simple and seriously clever Moto sat nav, which stripped away all the faff and provided clear, concise directions via its stylish retro-clock-like unit and accompanying smartphone app.

It found favour with plenty of other bikers, too; easy to fit, easy to use, and easy to read, there wasn’t a lot to fault. However, not content to rest on its laurels, Beeline’s been hard at work developing an even more sophisticated version of its flagship model -taking all the stuff it’s learnt to create the new, aptly titled Moto II.

DESIGN

It might look pretty much the same from afar, but the screen area’s actually double the size, and it gets a little bit of colour, too, to help make it even easier to see where you’re going. It’s also tweaked the buttons, making them simpler to operate with gloved hands. It’s reassuringly sturdy, too, with its IP67 rating giving confidence that it’ll take a proper beating from the worst riding conditions you’re ever likely to come across.

DIRECTIONS

One of the biggest changes is that there’s more choice for how you want your maps displayed.

You can still opt for the simple compass-style arrow set up, which simply points you in the general direction you need to be heading and allows for a relaxed

approach to getting to your destination. But there’s now the option to display the road, your next turn, and the speed limit, too. It might sound like that’s a lot to pack on to its diddy screen, but it’s well laid out and remains clean and clutter free.

MAPPING

Beeline has spent a lot of time working on the map and route side of things. As before, it’s all taken care of using the partnering Beeline smartphone app. It’s very easy to plan a ride no matter where you are in the world. Type in your destination, add some waypoints (and shuffle them round as you see fit). You’ve then got the choice of two different types of route: Fun or Fast, depending on how quickly you want to get where you’re going or if you want to have a longer,

better blast. If you’ve used a sat nav device from TomTom or Garmin, you’ll be used to this kind of thing, but it’s a worthy addition.

Effort’s also been made to make it easy to import a GPX file from another platform or provider. Oh, and the app will also record a bunch of data about your ride, including the route travelled (which you can then save if you want to ride it again), and some distance, speed, and time stats.

something more permanent.

The Moto II Bar Clamp Mount is a simple, sleek metal number which fixes to your bike’s bars.

It’ll set you back another £29.99.

And then there’s the Moto II Powered Mount Insert which’ll set you back £49.99 but will allow you to keep your Beeline topped up with juice constantly via your bike’s battery.

MOUNTING

The Moto II has a healthy battery life that’ll keep the good times going for longer than most folks’ average riding day. We’re talking 14 hours between charges in Auto, and closer to nine hours if you push the brightness to full. That’s pretty good. Beeline also reckon it’ll happily sit on standby for a couple of months if you’re not using it. For more riders there’s going to be no

Just like before, it’s child’s play to get it fitted to your bike. It comes with a universal elastic strap mount as standard, which is a surprisingly clever and versatile solution which makes it easy enough to whip the device on and off your bike when needed.

There are a couple of additional options though, if you’re after

CHARGE

need to wire it into your bike – just plug the included capable into its USB-C port every couple of days and you’ll be right.

WANT ONE?

You can’t quite get your hands on the Moto II just yet. It’s currently available for preorder and is expected to be fired out to the first batch of customers in late August, so if you’re keen, at least you won’t have to wait too long. The Black one’s priced at £179.99, while the pair of metal ones come in at £199.99. It’s also worth noting that the standard Moto is still available – and Beeline has promised to keep updating well into the future. Good to hear.

If you want to snag yourself one of the first, or you want to know even more about the brilliant little device, visit: www.beeline.co

40 KNOWLEDGE

KNOWLEDGE 41

Back to Basics

Motorcycle electrics: Wiring looms

Our pals at Classic Bike Guide are a dab hand at bringing old bikes back to life – but they’ve been known to come unstuck when met with a mass of wires. To find some sense in the chaos, they’ve joined forces with Abel Motorworks to demystify wiring looms.

Here’s what you need to know.

WORDS: Matt Hull / PHOTOS: Achmad Wahyudi Electrics put the fear into many old bike enthusiasts who would be otherwise happy fixing complex parts like engines. Unnamed wires go into unnamed black boxes. But, as Mike from Abel Motorworks shows us, there’s no need to feel like that about the wiring system of your bike.

British singles and twins have almost no wiring – just a lighting circuit and the charging system. Later bikes may have an alternator and regulator/rectifier, or even electronic ignition as an after-fit, but it is still just a few wires, and it’s often easy to spot or find problems.

The later the bike you’re looking at, the more complex the wiring loom will be. Numerous unnamed black boxes hide under the seat or shelter inside the frame, and sensors and other gubbins all have their place in a loom, making this collection of wires a thick bundle just waiting for trouble.

Imported or reimported bikes also can be an issue. Some may need wiring altering to add or take away different switches or indicators from the original market, and many bikes from hotter climates will have wiring that has been toasted in the heat, making it brittle and very unreliable.

Basics

The bikes we commonly deal with are 6-volt or 12-volt DC (direct current) systems. Except alternators, which create AC (alternating current), which is converted to DC by a rectifier. The three most common words used to describe electricity are volts, amps, and watts. Very loosely, to get an image in your head, imagine it as a running track: voltage is how fast the power is; amps are how big the power is; and watts is what happens if you run into a wall – a combination of both! So, high voltage and low amps, say 12 volts and .5 amps, you’re tall and skinny, so not going to smash the wall – there’s no power. But if you’re 6 volts and 18 amps, you’re short and fat, so you’ll smash through the wall – you have power! Other people think of it as water flowing.

Differently coloured wires are purely there to make your life easier – so get a wiring diagram for your bike, your model, and your year of manufacture. Oh, and, of course, different makes use different colours for different purposes!

Some wires are thicker than others. Wires tend to come in 0.5mm, 1mm or 2.5mm thickness, but are more often referred to in the continuous flow of amps it can safely carry without getting hot, commonly 11, 16 or 25 amps.

So, for example, thin, 11-amp wire would be used for sensors, LED indicators or dashboards, while an H4 halogen headlight bulb needs 16 or 25-amp wires to deal with the 50 watts needed to power it, and charging systems would be best always with 25 amp.

Warning: Things can go wrong if you make a mistake with wiring. You do need to get a fair idea of what you’re doing here before you start tinkering or get a knowledgeable friend – you’ll pick it up quickly then. But should you wire a bike for a single headlight, but then decide to use twin headlights, you may overheat the wiring, and that could cause fire – no one wants that. If in doubt, over-spec your wire thickness; all it will do is add a small amount of weight. Or get a professional to do the job..

You got trouble

Check your battery is okay, your switches are working, and any fuses are intact. Check with a basic multimeter that you have power where you need – follow the path power should be taking. The more you narrow the problem area, the easier it is to find the culprit.

Battery terminals are often guilty, and the more electronically-controlled your bike is (i.e., modern), the more sensitive it will be to voltage. Clean up those terminals. Now check earths. Different manufacturers wire in different ways.

Mike tells us that Honda has all the earth wires come together in a plastic sheath and so a small problem of corrosion could affect many parts. Ducati has them all meet at the battery terminal. Some bikes now have parts like speedos or crank sensors that are so sensitive they cannot be ground to earth; they have to earth through the ECU, the bike’s brain. But cleaning up terminals and stripping wire back until you find an area that hasn’t gone green and replacing is needed sometimes. If your earth isn’t good, the circuit cannot work properly.

Likewise, wires get old, they get brittle, and they break, so look for any wires that have been moved recently, new parts fitted, or wiring routed a different way. If in doubt, get your multimeter and set it to measure resistance along the suspect run of wire. An open circuit – a broken wire – will read zero ohms (measurement of resistance). Plugs and connectors are a constant source of problems but squirting them with WD40 or similar isn’t the answer – it doesn’t help once its washed away or evaporates. Physically cleaning the pins and sockets is the only way.

The internet is often not the answer. Just because one man in Arizona says, ‘All regulator/rectifiers will break’ doesn’t mean it’s true. Follow the path of the current methodically, check the connectors, look for broken wires, and check resistance.

Trouble always looming

You’re fed up with constant gremlins. There is a solution: you could make your own, brand-new loom. After all, we replace most parts after a certain time, why not wiring? Let’s take my trusty 1978 BMW R100, as it is close to the basic layout, but has electric start, switchgear and a modern (for the time) dash.

“Seventy per cent of making your own loom is planning,” says Mike. So, he first makes a list of what the bike has. Ignition, charging, lighting, add-ons, sensors, and so on. Then, a map is made of where the parts are. Now, this is the time when you could make changes. For example, do you want to change from twin, large ignition coils to a modern, small twin-outlet coil, saving space and weight? Perhaps you are fitting electronic ignition, or LED lights; maybe the battery could be in a better place, or you are upgrading the charging system. Make those decisions now, so you know where everything will be located.

With your map, you can now lay out a rough plan, including where any connectors will be (they need to be in a non-stress area, preferably not bent); all the joins in one section for longevity; ironing out problems; looking at the routing; and seeing if you are doubling up anywhere.

Mike uses rock-climbing wire, a genius idea, which he then sheaths to help get the shape and distance of wires.

After that, it is a case of adjustment: where to hold the loom

safely to the frame, and futureproofing so that if a part has to be removed, it can with little work.

Once happy with the plan, Mike mimics his rope loom, checking with the wiring diagram and the bike itself. Building a loom on the bench is much easier than on the bike, allowing for better connections, making sure the correct thickness wire is used, easier crimping, and less error.

There are several different types of connector, depending on use or cost. There are also many different types of sheathing, for looks or for high-wearing areas. But it is possible to make your own, brand-new loom for your bike.

Starter kit

Mike loves electrics as much as motorbikes. He has a drawing of a Tesla coil (look it up – the world was torn between Eddison and Tesla – fascinating) in the workshop and used to commute on an electric bike he built himself.

-More recently he has come across the growing need for people who want to make a new loom for their bike, but who don’t want the cost of buying reels of wire and hundreds of connectors they may not need. So, he has now started offering a starter kit, which is becoming very popular. The basic kit includes: 54 metres of wire in 21 different colours; 17 connections; three fuses; loom tape; crimp terminals; heat shrink; and a generic wiring diagram. He’s bought other kits and made sure his wire and components are the best quality for the price. But the real beauty is you can then add to those basics to tailor it to your bike, by changing connectors for higher-quality Deutsch ones, or higher-rated cable, relays, fuse boxes... in fact, anything you need to build your bike’s perfect wiring loom. Prices start at £99, and Mike is only too happy to advise. And if that doesn’t sound like fun, you can have a loom built for you, too.

Joining wires

Ideally, never solder a wire join in a loom. Solder is hard and can fracture easily, creating a failure point. Mike suggests crimping with a crimping open barrel terminal, effectively a single connector in a block connector. Honda uses these. This is then heat-shrinked, but care is taken when planning to have this in a straight run of the loom.

DID YOU KNOW? Points are widely preferred to electronic ignition on older bikes because they can run with a lower voltage, as low as 7/8 volts, through the charging system failing or lights having been left on, whereas electronic ignition needs at least 11.5 volts (on a 12-volt system). But points are less efficient, so use more power, while the electronic system uses very little – truth is, you would probably get about the same distance home on both!

And 6-volt systems use a lot more amps than 12-volt bikes, meaning the wire needs to be larger. Converting to 12 volts uses less amps and allows brighter lightbulbs.

42 KNOWLEDGE

SPECIALIST SPOTLIGHT You’re out on a ride or pull up at a bike meet, and see a bike with an amazing, one-off paint job. Or you see a helmet, maybe the same model as yours, but with a design you’ve never seen before. Where do these amazing designs come from?

And how do you get one of your own? Say hello to Image Design Custom WORDS: Bob Pickett / PHOTOS: Image Design Custom and Bob Pickett

Tom Fuller and Steve Roke had been working together for a couple of years at a custom paint shop, but in 2007 they decided to branch out on their own and Image Design Custom was born. Things started happening quickly. Just over a year from starting, Sykes Harley-Davidson began using IDC to create paintwork for their custom builds. IDC also reached the attention of celebrity customers. Artist Sir Grayson Perry commissioned the first paint job (of four to date) for a bike designed for him by Battastinis.

IDC has won a number of awards, including the Harley-Davidson ‘King of Kings’ competition and the World Championship at Sturgis with its design on Sykes’ ‘Strike True II.’ IDC continues to be commissioned by both custom builders and celebrities. Amongst the client base are Harley-Davidson Europe and Travis Pastrana’s Nitro Circus Tour.

Sykes Harley-Davidson had IDC create a custom design for six-times BSB champion Shane Byrne, and IDC also produced a McLaren paint job on behalf of Warrs for F1 champion Jenson Button. World-famous bike builders Roland Sands also approached IDC for a special scheme on a BMW R nineT for Jay Leno’s Garage.

IDC has a long-standing relationship with Triumph, who had the company create paint jobs for Green Day and the Harley (appropriately) Quinn movie Birds of Prey. Arai UK came to IDC to create a stunning Superman design for (then) actual Superman, Henry Cavill. And it isn’t just bikes and helmets! IDC famously painted prosthetic legs for Paralympian Jody Cundy and comedian (and Last Leg host) Adam Hills!

Since starting out 17 years ago, the team has tripled in size and collectively has over 150 years of custom design

and paintwork experience. Five years ago IDC moved into larger, bespoke premises in Camberley, Surrey, offering a full range of services including airbrushing; custom paint design; fabrication and restoration; finishing; graphic design; and special paint effects.

To see how IDC operate, I rode over to the Camberley base to see the shiny

new additional workshop and talk through my design with the team.

Dedicated to helmet paint and design, the workshop is sited in the new premises recently taken over

by IDC. Sammy the designer has a station just inside the door, which allows the client to sit down with him and view the designs on screen and discuss any amendments.

Next to this is a seating area where visitors can grab a cup of coffee whilst they sit back and watch a design being brought to life. The expansion gives the team more space to work, allows the customer to see the design evolve, and watch a helmet being painted, leaving the motorcycle and bicycle workshop plenty of space in the original building which continues with production.

KNOWLEDGE 43

BRINGING MY DESIGN TO LIFE Custom Painted Helmet £1200 + VAT

Long-term readers may recall when not riding bikes I support Dagenham & Redbridge. A couple of seasons ago they had a shirt that was most unusual. Starting in blue on one side, it had a thin red stripe that, as you moved across the shirt, became broader until by the time you reached the other side it was red with a narrow blue stripe.

I thought this would be interesting to recreate on a helmet. To break

up the blocks of colour, perhaps a white pinstripe in between? And, just in case stripes didn’t work so well, would it be better to start from a circle of colour on each side and then create the above effect in rings?

The helmet to be painted was the Schuberth C5 flip-front tested in the March 2024 issue (212). We told Schuberth we would be getting it custom painted, and they kindly supplied one in white gloss (which

is better for the team to work on), and, of course, we would have the Schuberth logos added back after.

Before heading to Image Design Custom’s base in Camberley, I sent images of the colours and the original shirt, plus images of the helmet to be painted and my thoughts as above.

This gave graphic designer Sammy a strong base from which to create a high-resolution mock-up using a sophisticated design program.

Visiting was invaluable. Sammy’s design was spot on, but discussing the design led to an idea I’d not considered: why not have one colour (we decided on the blue) in gloss with the other (red) in matt, to make the design pop? It looked good, so I was then shown a range of colour tiles to select the ones closest to the original shirt colours.

With the final design approved, it was time to leave my helmet in IDC’s

hands. The process works like this: ■ The helmet is stripped down – linings, visors, etc., removed ■ Surfaces are polished to ensure they are ready for colour. A base layer is then applied ■ With the surfaces prepared, it is time to mask the helmet to create the shapes from the design ready for painting ■ Design masks in place, it’s time for the paint process to begin – complexity of design affects how many layers of paint are needed ■ De-Mask and repeat. This is the first view of the final (or close to final) paint job. More complex designs may need remasking to build the finished product in stages ■ There may be elements of the design that can’t be created with a spray gun. At this point, the team will airbrush the helmet to create the finer details that bring the design together ■ Layers are built up and paint matched to the artwork. The paint is sealed in with a gloss or matt finish... or a combination of both ■ The helmet is then polished (to a matt or gloss finish depending on your requirements), then is rebuilt to factory-fresh standard.

It all sounds so simple, but the skill levels required are phenomenal.

Having stripped and resprayed a tank in a single colour, I can attest to how hard that was. To watch the IDC team create perfect paint jobs is awe-inspiring.

Once complete, the customer can either collect it or it will be returned by courier. As you can see from the photos, the result is incredible. The gloss/matt combination makes the design pop, and the attention to detail and precision are amazing.

THE COSTS Paintwork £1000 + VAT – this includes strip-down, preparation, paint and finish.

Design fee was £200 + VAT (usually £400 + VAT but with the paintwork being done by IDC this was reduced by 50 per cent) Total £1200 + VAT

GET IN TOUCH To discuss having your idea for your own, unique design made real, contact: Image Design Custom Unit 7d, Bridge Rd, Camberley GU15 2QR 01276 503866 / info@ imagedesigncustom.co.uk / www.imagedesigncustom. co.uk/

44 DEALER DEMO

BRIEF BLAST e th n o LIVEWIRE ONE WORDS AND PHOTOS: BOB PICKETT

If you had asked which major manufacturer would be first to launch a high-specification electric motorcycle, I doubt Harley-Davidson would have topped many people’s list. Yet in 2014 it debuted a prototype, and in 2019 it went into full production. In the same year, Ewan McGregor and Charley Boorman rode from Ushuaia in Argentina to Los Angeles on prototype LiveWire motorcycles for ‘The Long Way Up’. 2021 saw LiveWire spun off as a separate company, and since then it’s been valued at USD 1.77 billion.

Give Me Some Spec

A cast aluminium trellis frame houses Harley’s ‘Revelation’ watercooled magnetic motor, putting out 100bhp/75kW power and 84lb-

ft of torque with a top speed of 115mph. The 15.4kW battery has an estimated range of 146 miles (City), 95 (Combined) or 70 (Highway).

Seat height is 30 inches. Suspension comes courtesy of Showa SFF Big-Piston front forks up front and Showa BFRC monoshock rear. The 562lb weight is stopped by Brembo dual 4-piston monobloc radial mount front, dual piston rear.

What’s It Like To Ride?

We last rode a LiveWire in 2021 so time to refresh the memory.

The LiveWire has great ergonomics.

The bars lean you gently into the bike, pegs neutral. No weight on your shoulders or wrists, relax into the bike, and ride in total comfort. Not quite so comfortable, the seat. Narrow and firm, it was supportive during our brief time together but I’m not sure

I fancy riding from Ushuaia to Los Angeles on one!

As I only had it for a brief time I left it in Road mode. Frankly, that’s enough for most of your riding needs.

You can roll gently in single figures, but when you open up there is seemingly endless amounts of drive on tap as it effortlessly surges forward.

The motor sits beneath the battery, giving the LiveWire a very low centre of gravity. A combination of this and the excellent Showa suspension, and the bike feels stable and planted at all times, nothing seems to ruffle it (though ripples and bumps do make themselves known through the rear), the Michelin Scorcher tyres glued to the road as it flows smoothly from bend to bend. The Brembo monobloc brakes are phenomenal. Huge amounts of stopping power allied to tons of feel, they’ll haul you up in complete control.

There are a few niggles, mostly coming from Harley styling cues.

The mirrors could do with being bigger and I’ll never be convinced that separate indicators make sense.

The instrument clusters are busy (the flip side being so many functions are available at the touch of a button).

And I’m not a fan of key fobs; if it isn’t attached to the bike, it’s too easy to lose (I know someone who rode off, stopped to fill up… and realised they’d left the fob in their garage!)

But these are personal things.

Money has been spent in all the right places with top-class brakes and suspension, great powerplant, well-thought-out ergonomics. It’s a great bike.

How Much Does It Cost?

It’s not cheap – with the standard LiveWire that everyone knows coming in at £22,990.

Want To Try One? We borrowed a bike from the good folks at Lind Watford.

Lind Watford Harley-Davidson Unit One, Trade City Thomas Sawyer Way, Watford WD18 0GS 01923 940646 / www.lind.co.uk

46 HEAD-TO-HEAD

CRUISER COOL Kawasaki Eliminator

THE SPECS

A high-tensile steel trellis frame holds a 451cc 180-degree parallel twin with maximum power of 33.4kW @ 9000rpm and maximum torque 42.6Nm @ 6000rpm. Kerb weight is 176kg, held aloft by 41mm telescopic forks up front and twin shocks to the rear, on an 18” front and 16” rear tyre. Stopping proceedings is a single 310mm front disc with twin-piston caliper and a 240mm single rear disc with twin-piston caliper. Seat height is 735mm.

THE RIDE

The Eliminator is light and low, and a little cumbersome to paddle due to that raked-out (30-degree) front. Riding position is roadster not cruiser; feet placed neutrally; arms tucked in as the

flattish bars come gently back to the rider. It felt like this might get cramped, but half a morning’s ride and I felt fresh.

Kawasaki like using non-cruiser engines in their smaller cruisers (dating back to the EN450 in the 80s which was half a 4-cylinder Ninja 900), they carry on here, using a Z400 plant with longer stroke to increase capacity and provide extra low-down torque. It still revs to 11,000 so you can push the engine much further and harder which it enjoys, but midrange is a nice place to live.

Handling was a surprise. With that raked-out front I took my first corner expecting cruiser-style relaxed rolling… only to find it tipping nimbly into the bend, taking a line about twice as tight as I expected/it should have needed. It’s a light, agile little bike, accepting mid-bend direction changes happily, though

WANT TO TRY ONE? We were looked after by the good folks at Bacon’s Motorcycles/East London Kawasaki. Drop into the shop or give them a shout and they’ll be happy to help you weigh up which one’s best for you.

that raked-out front does mean steering isn’t precise. The basic suspension does well most of the time, although some of the rougher stuff had it clattering.

The clutch is so light you barely know it’s there, combined with the light and positive box, gear changes are effortless. Brakes?

They pack sufficient punch for the lightweight Eliminator, but there is significant fork dive under firm braking. It sipped fuel, hinting at long spells in the (comfortable) saddle.

In a world of TFT displays, the round LCD clock feels almost retro, but it’s perfect. All the important information (speed, revs, fuel, gear selector) is there.

The Eliminator is light, low, comfortable, and effortless, surprising with its agility.

THE COST 020 8252 6020 www.baconsmotorcycles.co.uk www.eastlondonkawasaki.co.uk

The Eliminator comes in two versions: The standard at £5999 (+OTR) and an SE variant £6399 (+OTR) in dark grey with headlight cowl, fork gaiters and a USB charging port on the right bar. The Shotgun

price depends on colours/graphics. The base Sheet Metal grey is £6699, the Plasma Blue version I rode £6799, and the Stencil White two-tone job £6,899.it is too polite (the Shotgun is a brasher, rowdier beast) but I’ll take that surprisingly agile handling, light clutch, and precise box any day.

HEAD-TO-HEAD 47 Both new for 2024, the Kawasaki Eliminator 500 and the Royal Enfield Shotgun 650 are the latest additions to the burgeoning A2 licence compliant cruiser scene in the UK, though it’s fair to say both are more roadster than cruiser (more on that later) Words: Bob Pickett / Photography: Kawasaki and Royal Enfield

Royal Enfield Shotgun

THE SPECS

A 648cc parallel twin engine putting out 34.6kW @ 7200rpm with 52.3Nm @ 5650rpm is held in a steel tubular spine frame. Kerb weight is 240kg. Supporting this are Showa Separate Function Big Piston USD front forks and Showa Twin rear shocks sat on 18” front and 17” rear tyres. Hauling it to a stop is a single 320mm front disc with twin-piston floating caliper and single 300mm rear disc with twin-piston floating caliper. Seat height is a loftier, but still manageable, 795mm.

THE RIDE

The Shotgun’s engine comes from the Super Meteor 650 cruiser.

The chassis is also based on the Super Meteor, rake tightened (25 degrees) for sharper, sportier handling.

It’s… heavy. And like all Enfields, taller than it looks. Hauling it off the side-stand took effort. Pegs neutral, very flat bars, the Shotgun leans you into the front. It takes a bit of getting used to, but this rider geometry is what you need to hustle it around.

On the road, the engine is all about using low-down grunt. It’ll roll along, twin peashooter exhausts supplying a low, rumbling

growl, but what it likes to do is punch forward when the limit increases and out of corners. Take time to learn its sweet spots and it rewards.

Talking handling; demanding input from its rider to instigate the first roll into the bend, the Shotgun responds best to being bossed.

Once turning it’s neutral, solid, and unshakable, Enfield employed Showa Separate Function Big Piston USD front forks to give cornering ability beyond what is suggested by the look of the bike.

Clutch is heavy though, the box is solid and mostly accurate, though I did find second, changing to neutral once or twice. The front brakes give reasonable feel and will stop the Shotgun, but the rear adds serious power (I’d been warned, gentle pressure is all you need). It’s a bit on the thirsty side, surprising for an engine in low state of tune.

Mixed digital/analogue clocks (with Tripper navigation) are lovely to use. The seat? Looks like a brick, feels like a brick… but it was comfortable the whole time. I’d swap it for the bobber-style single seat (perhaps freeing the pillion space for the small rack).

The Shotgun demands its rider boss it around; best on smooth, rolling roads but handling tighter bends better than it should.

WHICH ONE’S FOR ME? Two different ways of doing essentially the same job… Personally I’d pick up the Eliminator’s keys every time. Perhaps ridden in isolation, I’d rate the Shotgun higher, but having ridden and highly rated the Super Meteor cruiser that spawned this roadster variant, for me it just doesn’t deliver to the same degree as its sibling.

If you like your bikes to have presence and prefer muscling them around, then the Shotgun is for you.

But for me the light, nimble Eliminator was a more enjoyable ride in more areas. If it has a fault, perhaps it is too polite (the Shotgun is a brasher, rowdier beast) but I’ll take that surprisingly agile handling, light clutch, and precise box any day.

THE INSIDE LINE 49

Words: Steve Cooper Photo: Morton’s Media Archive

The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am4pm (please leave a message)

E

FROM THE ARCHIV

RAINEY REIGNS

With the YZR finally in fine fettle, Yamaha looked to be in with a shot of reclaiming the title WORDS: Steve Cooper PHOTOS: Mortons Media Archive Rider coach, trackside fettler and GP guru Kel Carruthers had gone but Yamaha was still in dire need of reclaiming the prestigious Number One plate. As was always the case, ‘more power’ was thought to be the answer and the boffins back at Iwata somehow managed to work in an additional pair of transfer ports into the YZR’s cylinders. The result was an extra 10 or so horses, bringing the V4 reed valve motor up to some 165bhp on the dyno even if the factory only ‘officially’ quoted 155.

Some 500 riders had perfected the art of ‘squaring off’ corners aided by Dunlop tyres that facilitated controllable

PAGE OF PRACT 35 PAGES

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The bike was a winner pretty much out of the crate with the new motor but that didn’t stop the R&D guys looking for small improvements that might gain the extra crucial points here and there. Moving the engine upwards and forwards aided front-end feel and fitting the swing arm with eccentric bearings delivered the ability to subtly change ride height from circuit to circuit. The YZRs were heavier than the RGs and NSR so the factory even went to the lengths of producing titanium exhausts for the final few races.

At last Yamaha had the bike sorted and other than retiring at the penultimate Hungarian GP, Rainey completed every race. With seven wins, five second places and two thirds it was a done deal with 255 points against second place rider

Kevin Schwantz on the Suzuki.

Unfortunately, none of the other riders did well - but Yamaha had won its all-important sixth Manufacturer’s Championship.

The OW01 motor had proved its worth and Yamaha would go into 1991 selling satellite teams such as Harris and ROC Yamaha versions of the 1990 engine to stimulate the GP500 class and effectively share the joy. The firm had high hopes for the following year!

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

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rear wheel slides. Yamaha factory teams were on Michelins which had stronger side walls aiding back wheel grip and generally delivered better lap time but with a caveat - when the French tyres had reached their limits they let go almost instantaneously.

Eddie Lawson was back with Marlboro Team Roberts having found Honda’s NSR500 just too unpredictable. However, his season proved to be dire with only 118 points after braking both ankles in different races. Wayne Rainey was going to have to shine – which he did.

Gauloises Blondes Yamaha/Mobil 1 would field two homespun riders in the guises of Christian Sarron and JeanPhilippe Ruggia. Three other riders were on the YZR500 with varying levels of semi-official factory support.

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50 RIDING INSPIRATION

DUBLIN TO CORK AND BACK,

y a w g n the lo

Riding a variety of Honda’s DCT-equipped machinery, a trip from Dublin to Cork and then Tipperary seemed an appropriate journey to suit the manufacturer’s acronym…

WORDS: Dave Manning PHOTOS: Honda and Dave Manning While the amazing country of Ireland deserves more than just a couple of days if you are to truly savour the flavour of the Emerald Isle, this overnighter shows as an example the type of terrain that many miss, simply because they either remain in the capital city or head straight to the west to try the Atlantic Coast. And that’s a shame, given the quality and quantity of amazing Tarmac available elsewhere.

Starting from the exclusive Carton House hotel in Maynooth to the west of Dublin, there were a few miles of fighting through traffic to get away from the built-up areas that surround the capital. If you’d sailed over, you’d be having to do this from Dublin Port or Dun Loaghaire and, to be fair, if you’ve ever commuted in a big city or town in the UK or had to fight your way around Paris or Antwerp, it’ll be an absolute breeze in comparison.

Of course, the worst of the traffic was circumnavigated by jumping on to the M50, neatly heading southwards past the west side of Dublin, before

peeling off on to the R115, soon climbing upwards out of County Dublin and into County Wicklow to the west side of the wonderfully named Glassamucky Mountain.

This is the Wicklow Military Road, as built by the British military between 1803 and 1809 to aid in eradicating the last of the Irish resistance to British rule, and the road rises past the Eagles Crag viewpoint, and over open moorland, with mist clearing to show some epic views through the Wicklow Mountains, and smooth, open roads closing down to become a more nadgery twisting and tight rollercoaster leading to the car park at the tranquil Glenmacnass waterfall.

We continued following the Military Road south to Laragh, stopping for coffee and cake at the Wicklow Heather restaurant, a break that lasted a little longer thanks to the profusion of classic advertising posters inside, many for Guinness…

We left heading south, with the road dropping into more of a meandering, riverside route, through the Vale of

Clara and to Rathdrum, at which point we joined the R752 to continue south, through Avoca and onwards to Templerainey. Here we jumped on the M1, bypassing Arklow and getting some swift miles covered to Enniscorthy, then taking the N30, a broad, fast stretch that saw us landing in New Ross in time for lunch.

Full of fish and chips, we left New Ross on the R732, jumping on the N25 to skirt around Wexford, and then on to the R681 to drop south and on to the coast at the beautiful Kilmurrin Cove. While it was clearly warm enough for bathing (several hardy souls were out swimming), we took advantage of the incredible weather to enjoy the superb roads edged with low-lying walls covered in sea thrift, the bright pink flowers in full bloom.

The R675 skirts the coast to Dungarvan, where we took the N25 for our final stretch of the day, over the River Blackwater at Youghal and on to our overnight stop at Castlemartyr. The N25 is typical of larger Irish roads in that it is near

broad enough to be dual carriageway, but has one lane in each direction.

This gives room for any slower traffic to pull to the left and allow you to pass and, it must be said, it seems that Irish drivers are very considerate and aware of faster traffic catching up on them as they’re pulling over before you even have to start thinking about the possibility of needing to slow down.

Fantastic weather continued the next morning, with a northerly course out of Castlemartyr on to the R627.

This is a delightful country road, threading its way out of County Cork past Tallow and on to the N72 to Lismore, then joining the R668 for Clogheen, which leads to the Vee Pass, so named thanks to the sharp hairpin bend that lies in its midst.

The views from the Vee are stunning, looking northwards towards our next destination of Cahir, and this is a stretch of road definitely worth doing more than once!

From Cahir we chose the N74 to Tipperary, for the one and only reason

that we just had to get pics of the ‘You’ve come a long way’ sign on the outskirts of the town…

Then we headed back towards Dublin but, rather than use the fast option of the M8 toll motorway, we took the original road (initially the R639) that parallels the newer motorway. The result was quite a direct route into Dublin, running through some wonderful places – Abbeyleix, Carrolaxlane, Monasterevin, Prosperous – with only the last handful of miles into the capital city itself being a little frustrating with traffic density.

As an addendum, this route would be perfectly suitable for those who only have a long weekend in Ireland, or to split it and use it as an idea of where to head directly from Dublin, or an interesting way to return after visiting the south or south-west of Eire. But it is proof, if any were needed, that you don’t need to head directly across to the west coast to experience some fantastic roads in stunning countryside.

YOUR RIDE 51

SHOW US YOURS 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.

Left: James McPake knows the score. His BMW R1250RS with its big boxer engine, all-day comfort and impeccable handling is a serious bit of kit.

We’re big, big fans of the Ducati Scrambler Desert Sled. Here’s Neil Dilly’s soaking up the views in the Lincolnshire uplands.

Tyler-Martin Eastley’s added another machine to his Kawasaki collection; this time he’s gone for the mile-munching Versys 650. He’s just been down to Land’s End. Perfect tool for the job, we reckon.

We bet Ian C Larke has some fun on his lean and mean Kawasaki Z750.

In partnership with Forcefield Body Armour

We’re big fans of Andy Mann’s ride: a 94 Yamaha XTZ660 in proper retro colours. Yes please.

Left: Phwoar. Jim Herbert’s Triumph Street Triple 1200 RS likely goes just as well as it looks.

Claire Warner’s got a bit of a thing for ‘old’ bikes. In addition to her sorted Honda VFR400R, she’s currently tinkering away getting a Moto Guzzi V50 Monza back on the road. Nice.

CLASSIFIEDS ACCESSORIES

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For Sale

BMW R Nine T scrambler, 3997 miles, full dealer history, one owner, high mudguard, Arrow exhaust can, alloy full length sump guard, BMW side bag, Barend mirrors, datatool tracker, datatag, tank side pads, retro tank badges, vgc, £7895 Tel. 07799 664175. Email. cmw. bmw@tiscali.co.uk

BMW 750 (853cc ) GS, with £3000 worth of extras, full ally luggage, £9000 Tel. 07490 232257. Hertfordshire. Email. linjohn72@btinternet.com BMW C400GT, 2019, black gloss maxi scooter, 8500 miles, new MoT on sale, p/x consider Honda Forza 125 scooter in mint condition, garaged, vgc, £4199.

Tel. 07784 499299.

BSA B33, 1952, 500cc, vgc, £4500 ono. Also Velocette Le Mk3, 1959, spares or repair, £450 ono Tel. 07593 438795.

East Surrey.

BRIDGESTONE DT Hurricane scrambler 175cc, 1968, original not an import, £3500 Tel. 01903 755429. Sussex.

BSA Golden Flash, 1960, very original, 650cc twin, V5C, offered serviced with new battery, ready to ride, from private collection, free delivery arranged, £5450 Tel. 01723 372219. Yorkshire.

BULTACO Sherpa T 326cc trials bike, 1974, original paint & aluminium mudguards, new Amal carb, clutch plates, fork sliders, seals and trials tyres, £1900 collection only Tel. 07427 543079. Email: srloveridge@ gmail.com Derbyshire.

HARLEY-DAVIDSON Heritage Softail 1450cc, 2003, FLSTCi, rare, black 100th anniversary model, stage one tuned, many extras inc custom leather top box and bag liners, 50,100 miles, 12 months MoT, HD service history, £8300 West Lothian. Tel. 07464 747819. Email. donjharwood@ gmail.com

HONDA CB350K Cafe Racer Tracker, 1971, refurbished, UK reg, rebuilt engine, powder coated frame, brand new carbs and exhaust, runs lovely, may p/x classic bike, £2650 Tel. 07990 039624. Email. dave.burn@ talk21.com

HARLEY-DAVIDSON 110 Year Anniversary Sportier Issue, 1200cc, 13,000 kilometres or 8000 miles, all paper work, registered in UK, MoT April, never been out of garage in the rain, rare paint colour, £5900 Tel. 07554 513570. Email. terrycsmith1953@yahoo.co.uk

HONDA 400/4, yellow, 1978, original except for new David Silver exhaust and saddle, on Sorn, £3500 Tel. 01903 755429.

Sussex.

HERALD Classic 2015, 250cc, black, 1981 miles, MoT just run out, 2 keys, full service history, front forks slight corrosion, £750. Tel. 07779 692495.

Cornwall.

HONDA Benly, 1963, CB92, multi show winner, original two letter number plate, fabulous historic Honda, £9000 or exchange for 50/100cc road or racing machine, cash adjustment either way Tel. 01522 703686. Lincs.

KAWASAKI EN500, 1995, MoT June 2025, 16,210 miles, new starter motor, rebuilt front brake caliper, carburettors serviced, gear lever rose joints replaced, £1500 Tel. 07443 956458.

Email. alandhaze50@gmail.com

KAWASAKI ZX400-L3, 1993, fire damaged bike as seen in photo, any reasonable offer for complete bike, not selling parts, all or nothing, buyer will need to arrange collection Tel. 07941 448177. Email. mickrbooty@ yahoo.co.uk

NORTON Navigator, 1961, blue/ white paintwork, matching numbers, V5C, Roadholder forks, 8” f/brake, new rear Avon, mileage showing 14,000, ready to ride, free delivery arranged, £3750 Tel. 01723 372219. Yorks.

ROYAL ENFIELD Crusader Sports, 1962, immaculate, new parts include tyres, Hagons, seat, speedo, good chrome work, photos available, lightweight 250cc, classic bike, free delivery arranged, £2950 Tel. 01723 372219.

KAWASAKI Vulcan S, 2021, MoT Feb 2025, 4500 miles, heated grips, screen, crash bars, topbox, daytime running lights, good condition, under warranty till January 2025, Sorned, £5300 ono Tel. 07770 891023. North Wales.

ROYAL ENFIELD 350 Meteor, Super Nova, 2022, 22 reg, screen, pillion backrest, center/ side stands, ABS, USB, fuel gauge, gear indicator, clock, tripper, heel/toe, engine bars, full service history, one owner, 5900 miles, immaculate, £2595 ono Tel. 07913 032864. Yorkshire Email. moorend4@hotmail.com

SYM Joymax, 2022, 300cc, blue maxi scooter, mint showroom condition, genuine 300 miles, garaged, like new, new scooter forces sale, no winter use, 90mpg, fsh, £2999. Tel. 07784 499299.

TRIUMPH Bonneville, 1970, T120R, 650cc, matching frame and engine numbers, runs very well, no smoke, rattles or oil leaks, can do pictures by phone, £6250. Tel. 07887 674467.

Hampshire.

TRIUMPH Tiger Cub, 1958, 220cc, trials bike, historic V5C, powder-coated frame, alloy bash plate, side stand, metal profile forks, Whitton alloy barrel, £3500 collection only Tel. 07427 543079. Derbyshire. Email. srloveridge@gmail.com

TRIUMPH T100, 1969, original matching nos machine, registered historic vehicle, Lincoln green/silver, TLS brake, now rarely used, hence £4750 ono Tel. 07582 678488. North Somerset. Email. phyllandpete@ btinternet.com

TRIUMPH Speed 400, £4450 Tel. 07490 232257. Hertfordshire.

Email. linjohn72@btinternet.com

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

Wanted

TRIUMPH Trophy 900, 1998, vgc, 6500 miles very low mileage, full service history, bought three years ago with 816 miles on the clock, now 6500, fuel lines, fork seals and rear shock replaced, new Metzeler tyres, MoT, £2700 Tel. 07515 683908. Exeter. Email. robin. rawle@gmail.com TRIUMPH Scrambler 900, 2010, 9800k, Blade Tech exhaust high level, also spot lights and other extras, good condition, full history, £4100 may p/x smaller bike and cash Tel. 07812 939036. Derbyshire.

YAMAHA XJR1300, 2003, 13,510 miles, full 12,000 service May 2022, hardly used since, long list of work carried out inc new Yuasa battery, tyres Mich 3S, 36Y intake rubbers, 4* advance plate, Hagon springs, 22% heavier Ohlins springs, Scott oiler, vgc, spare key, on Sorn, £3500 Tel. 07921 714926. Melton Mowbray. Email. gnasher31@googlemail.com

Parts For Sale

YAMAHA Stryker custom, 2016, vgc, many extras, Cobra exhaust, all OEM parts come with bikes, £6500 Tel. 01268 781113.

Essex.

EXHAUST black straight end cap, £60. DE cat pipe, £20. Touring screen, £50. DNA filter & plate, £50. Tec bike adjustable levers, £30. Hitchcock metal chain guard, £45. Hitchcock frame finishers, £20 all p&p, most in original packaging Tel. Bill 07713 160796.

BSA B2 1934 carburettor 250cc or body, inlet and outlet 3/4” slide on carb not bolted, body slide threaded top and bottom 1” or any compatible carb Tel. Terry 01202 736432. Email. pauline. g51@live.co.uk

Miscellaneous FIVE Whitworth ring spanners, stamped with Vincent made in England, ideal for Vincent owner, £35 ono, can post if required Tel. 07929 747650.

FOLDER from Suzuki GB in Birmingham from 1965 contains price list for the Suzuki range as well, colour prints and invitation to test ride any of the bikes, privileged card, Letter to a Mr Parker in Manchester dated 9th March 1965, can post at cost if required, this I think should be in a museum, £50 ono Tel. 07929 747650.

LEATHER jacket IXS and leggings, size 54x54, black with green IXS markings, vgc, mens, £80 Tel. 07905 777148.

PANNIERS: a pair of Oxford Sprint Lifetime panniers, waterproof covers in front pockets, expandable bases, little used, good condition, buyer to collect, £40. Tel. 07726 462564.

Lincs. Email. philhomeport2@ gmail.com TOPBOX for sale Craven Snowden 20ltr in black all brackets and both keys as new classic retro looks £99 +p&p also Denial sound bomb horn £18 +p&p, phone + Caberg open face helmet, hardly used like new, £40+p&p Tel. Bill 07713 160796.

TWO dealer photo prints from MZ dealers of the TS250/150/125 size 520 x 800” different prints, ideal for man cave wall, can post if required, open to offers Tel. 07929 747650.