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THE GOLDEN RATIO R

TOP TARMAC The best roads to ride in Cumbria

CARRY ON

Is the latest version of Yamaha’s massively-successful y MT-09 the best yet?

Big-mile tests of our favourite luggage

QUICK SPINS

Ducati Hypermotard / Suzuki GSX-8R / Husqvarna Svartpilen and Vitpilen 401

NEWS 3

INSIDE THIS MONTH NTH 2024 JUNE

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Yamaha’s TDM might be the best bargain bike you can buy

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Key stuff to consider when buying and restoring a classic HARLEY-DAVIDSON PAN AMERICA

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Road tripping with two very different Harley-Davidsons

41

A nod from the Editor

I

’m a big fan of old bikes. I reckon there’s something pretty special about rides that’ve been doing their thing in style for half a century (or more). Born in the early 90s, I grew up at a time when sportsbikes were king. My mates ogled them as they blasted past, front wheel aloft. I had a good look, too, but my eye was properly caught by a group of old boys on classic scramblers and trials bikes going out for a day on the local trails.

I’m still partial to something shod

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

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

Advertising Simon Meyer 01507 529310 Advertising deadline for July issue June 6, 2024 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

with knobblies and a big upswept exhaust (or two). The only problem is that I’m not all that handy with a set of spanners… I can tinker and fettle and do most of the basic stuff, but as comparatively simple as they might be to work on compared to modern bikes, owning and running a proper classic requires a degree of mechanical know-how that I just don’t possess as yet. I’m working on it, and have a 70s Bultaco Sherpa 350 in the shed to prove it.

It’s still a way off being finished,

rmowbray@mortons.co.uk so I’ve had to get my retro fix in other ways, recently snagging the keys to Ducati’s utterly charming Scrambler Nightshift for a month.

It’s a handsome-looking, greatsounding, top-handling bit of kit that starts with the press of a button and actually has brakes that work!

What’s not to like? Which camp are you in? Old or new?

Editor

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

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4 NEWS

AI SPEED CAMERAS COMING

There’s a new kind of speed camera on the way which uses artificial intelligence to detect when drivers are using their mobile phone at the wheel It might be illegal, but plenty of motorists still seem to think it’s okay to use their phone when they’re behind the wheel. The good news is that the National Highways agency is investing in technology which can catch out serial scrollers in an effort to make our roads safer.

Riding a motorcycle forces a greater level of awareness of what’s happening on the roads around you. You’ve got to have eyes in the back of your head, assume that every car’s going to pull out, and watch out for drivers that clearly haven’t seen you. But ride anywhere up, down and across the UK and you’ll see motorists with a phone in their hand.

National Highways wants to make that a thing of the past, and has been trialling a new kind of speed camera which aims to catch out people using a mobile phone at the wheel, those not wearing a seatbelt, and those speeding, too.

Produced with the help of engineering

firm AECOM, the cameras have been about in the UK since 2021, and they’re now being used right across the country in Durham, Manchester, Humberside, Staffordshire, West Mercia, Northamptonshire, Wiltshire, Norfolk, Thames Valley and Sussex.

At the moment they’re fitted to a specialist van or trailer, with multiple cameras working to capture the most complete view of drivers and passengers possible, though there are plans to make them more permanent and fix them to overhead gantries.

Back when the scheme was first launched, offenders were sent warnings, but now the images are going to be sent directly to the Police for review, meaning that drivers could be fined £500 for not wearing a seatbelt, or bag six points and a £1000 fine for using their phone. Devon and Cornwall Police have had plenty of ‘success’ with the clever technology, with a freestanding AI camera on the A30 near Launceston catching 297 offenders in just three days.

Speaking about the news, Head of National Road User Safety Delivery at National Highways, Matt Staton, said: “Working with our police partners we want to reduce such dangerous driving and reduce the risks posed to both the drivers and other people. We believe that using technology like this will make people seriously consider their driving behaviour.”

It’s not very often we praise speed camera proliferation, but we’re behind anything that’s going to discourage some of the worst habits of our friends on four wheels.

HAZARD PERCEPTION TRAINING FOR BIKERS Devon and Cornwall Police are working to make young riders safer on the road using some clever new technology

Motorcycling is dangerous. The statistics don’t lie; with bikers accounting for a quarter of all road deaths nationally, despite only accounting for one per cent of traffic.

But Devon and Cornwall Police reckon they can help make us all safer.

That’s why they’ve decided to establish a dedicated task force in an effort to improve road safety.

Last year they spent time interacting with local bikers, delivering a series of ‘Streetwise’ sessions which they claim delivered an impressive 56% reduction in motorcycle-related deaths and serious injuries. Now they’ve taken things one step further, investing in a motorcycle simulator and making plans to engage with riders aged between 16-24. It's the first of its kind in the UK and will be used to see how simulated hazard awareness training can help reduce serious and fatal collisions.

In basic terms, it’s a Honda CB500X and a few screens that sit inside the back of a van, to test riders on their hazard perception abilities. That’s maybe doing it a disservice. It’s not quite that simple; with custom software and real-life handling.

It’ll allow users to accelerate, brake and change gear as they would on a normal machine. It’ll also allow you to change the weather, and with screens surrounding the rider, it’ll be properly immersive with the sights accompanied by sounds, vibrations and a set of working mirrors to add to the realism. There’s close to 100 miles of accurate UK road network available to explore, and it offers the ability to choose from an ‘unlimited number of exercises with different levels of complexity’.

Once the riding’s done, the data from the simulator can be analysed to come up with relevant feedback to make the rider safer out in the real world. Clever, clever stuff.

Motorcycle Casualty Reduction Officer, Ian Harvey, said: “Motorcyclists are one of the highest risk road users in Devon and Cornwall and across the UK, and we’re hoping the simulator will help us to provide vital skills to inexperienced riders in a safe environment.

“Every death and serious injury on our roads has a devastating impact.

We’ll be using the simulator at every available opportunity to engage with

riders about how they can hone their skills and help us to reduce the number of deaths or serious injuries on UK roads.”

First the simulator’s going to be off on its travels around the colleges of Devon and Cornwall, before heading off to a selection of big biker-friendly events including The Mega Ride

Festival, and the Formula 1, MotoGP and BSB rounds. If you see it on your travels, go and have a gander.

NEWS 5

ROUND THE WORLD Royal Enfield’s just launched a cool new ‘Rentals and Tours’ service which makes it easy to snag the keys to a range of its rides the world over

The Indian firm’s gone from strength to strength over the past few years. While its old-school back-to-basics thumpers have always proved popular among riders of a certain disposition, its pair of 650 twins and adventureready Himalayan marked the start of a new era.

With a whole host of new models that stick to that retro ethos while looking to the future, Royal Enfield’s probably about as popular as it’s ever been.

That’s probably why it’s decided it’s time to build on the success of its Royal Enfield Rentals scheme in India and roll out the good times to a whopping 52 destinations around the world.

And it’s not just rentals anymore… Alongside its partners around the world, it’s offering the chance to get involved in some seriously special organised and guided rides, as well as offering independent routes too. Sounds brilliant to us.

Speaking about the news, CEO B Govindrajan said, “Royal Enfield has long been associated with epic journeys of exploration,

with enthusiasts traversing countries, and continents on our motorcycles for decades.”

“We believe we deeply understand the desire for adventure and to discover the world on two wheels. The Royal Enfield Rentals and Tours programme not only simplifies the logistics of motorcycle tourism, it also opens a world of new opportunities for those with the spirit of adventure in their hearts.”

You’re spoilt for choice when it comes to where you can ride.

There’s stuff going on in India, France, South Africa, Peru, Indonesia, Colombia, Turkey, Namibia and the U.K. And that’s just the half of it. If you want to find out more, head over to the Enfield website, tap in your details and confirm your interest, and then someone will be back in touch from the relevant branch of the business to fill you in on all the details and get you booked in. Easy as that.

For more information, visit: www.royalenfield.com/rentals or www.royalenfield.com/tours

6 NEWS

TOP-DRAWER TOURER? MV Agusta’s getting into the adventure bike game in a big way, releasing its trick £20,000 Enduro Veloce to the masses

The Italian factory’s been teasing us with bits and bobs about its production adventure bike for a few years, but now it’s finally here.

Following on from the well-received but now cancelled pair of Lucky Explorers which did the rounds back in 2021, the Enduro Veloce builds on the solid foundations set by its super limited edition and super pricey £26,700 LXP Orioli which was revealed last year.

The good news is that the mass-production adventurer is pretty much identical to its more expensive and more exclusive sibling – and even better is the fact that the newest MV’s benefited from KTM’s parent company Pierer Mobility snagging a larger chunk of the company.

That means that the Enduro Veloce has been able to take advantage of the brains and brawn at KTM, which has a wealth of experience when it comes to creating bikes built for adventure. The KTM team has done the job right, covering over 10,000km in the process of development to ensure that the Enduro Veloce’s capable both on and off the Tarmac, with an emphasis on maintaining top road handling in spite of its big 21-inch front wheel.

Getting into the facts and figures, there’s plenty to get excited about. The Italian-built adventurer gets a punchy 931cc triple cylinder motor that kicks out a respectable 122bhp and 75lb-ft of torque. There’s 210mm travel both at the front and

rear from its Sachs springs, which are d adjustable for rebound and damping (and preload at the rear). It also gets that allimportant 21-inch front and 18-inch rear wheel combination, with seriously trick Takasago Excel rims.

For stopping it’s kitted out with topnotch Brembo Stylema calipers, and as you’d expect, there’s a raft of electronic goodies to play with, too. There’re eight levels of traction control, two levels of cornering ABS and rear lift control, wheelie control and launch control. Oh, and it’s got an up/down quickshifter, too.

The technology sounds pretty sweet.

MV claims you won’t have to mess around when transitioning from Tarmac to trails, and reckons it’s capable of recognising the difference and adjusting the level of Traction Control intervention automatically.

There’s also the increasingly common array of smartphone-compatible technology, too, with the MV Ride app allowing phone connectivity, turn-by-turn navigation, route sharing and ride recording through the 7-inch TFT dash. It takes things further though, as the app will also allow you to tweak the bike’s settings remotely. It’ll then make the changes when you connect your phone up using the bike’s in-built Wi-Fi. Clever stuff.

Its name might be a little misleading, and it’s much more likely to be at home on the twisties than the trails, but there’s still an awful lot to like about the new Enduro Veloce. It’s an expensive bit of kit, but with MV’s attention to detail and focus on the finer things, there’s little doubt that it’s going to be wellput-together, fun to ride, and a seriously stylish new option in the increasingly crowded adventure bike market. We’ve managed to snag a ride on one ahead of its expected arrival on British shores this June, so keep your eyes peeled if you want the full lowdown.

PRODUCTS 9

TOP PICKS

AFFORDABLE ALTERNATIVES

MTR VINTAGE MX EVO

MTR has launched three new crash helmets for 2024, and one of them’s a super-cool classic MXstyle lid. Those classic looks come with a shell £150.00 constructed of lightweight fibreglass and it meets the latest ECE 22.06 safety standards. You’ve got a removable peak attached by three metal press studs (takes us back); a tab at the rear of the helmet to keep goggle straps in place; comfort lining; chin and forehead ventilation; and a double D-ring fastening strap. www.louis-moto.co.uk

NEXX X.WED3 ADVENTURE HELMET From £329.99 / www.nexx-helmet.co.uk We really like the look of the latest helmets from NEXX. One that’s caught our eye is the X.WED3. A real two-in-one, it converts from an off-road/adventure helmet to a full-face street riding lid without any tools, offering unbeatable value. It retails from just £329.99 with a multi-composite fibre shell and £509.99 in full carbon.

OXFORD FARINDON JACKET

ALPINESTARS MO.ST. EQ FIELD WATERPROOF PRIMALOFT JACKET £479.99 / www.eu.alpinestars.com

The Faringdon jacket features a water-resistant and windproof construction, CE level 1 protectors at the shoulders and elbows, and a removable jersey hood – it seems £199.99 like a good spring/ summer jacket to us!

The jersey hood can be fully removed via a press stud fastening and a zip guard placket protects tank paintwork. It has plenty of storage (pockets to you and me) and adjustability/comfort via the zipped cuff expander and shoulder expansion gussets. www.oxfordriderwear.com

The Moto Streetwear Equipment Field jacket from Astars is a properly cool bit of kit. Firstly, it’s proper stylish and wouldn’t look out of place out on the town – but it’s actually a very capable multi-season waterproof number with a removable Primaloft thermal vest, which works as its own sharp-looking bomber. There’s plenty of protection, too, with CE Level 1 rated Nucleon Flex Plus armour which is externally removable at the elbows. Nice.

LS2 FENG GLOVES HANDROID GLOVES MK5 – BLACK £249.99 / www.planet-knox.com Knox’s flagship Handroid gloves have always had an excellent reputation. And now they announced that the fifth generation’s up for grabs.

It’s award-winning design remains largely the same, with the all-important Scaphoid Protection System

DEUS EX MACHINA TEES £45.00 / www.urbanrider.co.uk Deus Ex Machina know what they’re doing when it comes to creating seriously=stylish casual gear for bikers. There’s bags of stuff to choose from, but our eye’s been caught by the range of tees currently on sale from the good folks over at Urban Rider. The base is a top-quality 150gm Organic Combed Cotton Jersey – and then Deus stick a brilliant biker-themed design on the front or back (or sometimes both). Well worth a look.

the centrepiece. There’s exo skeleton finger spines which help look after the tops of your fingers should the worst happen and you end up coming a cropper; and there’s the brilliant Boa closing system to help you get the perfect fit, too.

Helmet manufacturer LS2 has introduced a sport riding glove.

Made from full-grain cowhide and goatskin, they claim to offer big protection. They feature carbon-fibre armour on the knuckles and fingers, as well as the palm, which also benefits from ‘Superfabric’ £99.39 reinforcement for added abrasion resistance. TPU protectors on the wrist and metacarpals provide further shielding. www.ls2helmets.com

DUKE LEGENDS TEES

We love these! The people behind those top DVDs and Blu-Rays also give us some top tees! These represent legendary bikes, riders and events. These include: Barry Sheene, Jarno Saarinen, Mike Hailwood and Steve Hislop, through bikes such as the Britten and Triumph Slippery Sam, as well as celebrating the 1992 Senior TT between Steve Hislop and Carl Fogarty.

Grand! www.dukevideo.com

£19.99

10 EVENTS

THE BIKE SHED MOTOSHOW

We reckon Bike Shed’s annual custom show might be just about one of the coolest things on the motorcycling calendar.

The longstanding event’s run by the good folks over at the super-slick Bike Shed in Shoreditch, but for a few days in May they take over the historic Tobacco Dock down the road, with their unique mix of styleconscious motorcycling brilliance.

Running from Friday, May 24 to Sunday, May 26, visitors will be spoilt for choice

MAY 24-26

across the weekend, with 500 exhibitors; 300 custom bikes; nine bars; five live bands; 19 food and drink vendors; five barbers; and 16 tattoo artists. That’s not all – there’re eight 'ShedTalks', too, with some top people talking shop in front of the gathered crowds.

Sounds good, right? And we’re also fans of the theme for this year's show too. It’s 'Common Ground'; with the message being to leave your differences at the door and come together to enjoy motorcycles with great food, drink, shopping and entertainment. Nice.

There’s still time to snag yourself a set of advance tickets and get in on the action for the weekend. If you want to know more, check out the show website at www.bikeshedlondonshow.com

MotoShow 2024 A4 Poster.indd Poster indd

1

12 WHITE DALTON

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

Q

Now that spring has sprung, I thought I would drag my trusty CB1000R out of the shed and head out over the moors to grab some air and soak up the sunshine.

Unfortunately, I did get a face full of ‘spring’, quite literally, as I got smacked off my bike by an old bed mattress. You couldn’t script it!

I had been following a battered Transit flatbed van for a couple of miles. It looked like it had just done a house clearance, as it was full of all sorts, when the wind caught it, and flipped the mattress off the back, straight into my face.

I’m a big lad and went down like a sack of potatoes. My mate who was behind reckoned I looked like the hippo from the silent night advert lying next to the mattress afterwards.

Haha. The b#stard! Anyway, the Transit driver just trundled off down the road oblivious.

Thankfully, my mate got his registration number, and I got his address and insurance details from the Police. However, other than that, the Police don’t want to know and won’t help me get compensation for my broken arm and trashed kit. I’m thinking of suing the Police for negligence. What do you think?

SOLICITORS

www.whitedalton.co.uk

A

The hippo comment made me chuckle.

I’m glad you’ve kept your sense of humour.

Regarding the issues, that does seem pretty poor by the Police as you have the registration number and have you and your mate who will give evidence of the Transit driver driving with an ‘unsecured load.’ I see no reason why the Transit driver shouldn’t be prosecuted for that. As for suing someone, it’s not the Police you should be aiming for, but the Transit driver and his insurer. It should be a straightforward case, i.e. if the mattress had been secured properly, it wouldn’t have fallen off, wiped you out and caused you to sustain personal injury and loss. You will win. I would just add that if you’re unhappy with the Police, you can raise a complaint with them, irrespective of bringing a claim against the Transit driver.

Q

My wife was killed just over two years ago whilst she was overtaking a line of stationary traffic. Long story short, some little scrote pulled out of the line in his car, side-swiped her into a wall and left the scene. Apparently, he ‘panicked’ and was ‘very sorry’, but it wasn’t his fault, but my ‘speeding’ wife. I’ve just sat through a twoweek trial in the criminal court and the Jury has

just found him not guilty of causing death by careless driving. I was pinning all my hopes on this case and for bringing a claim for me and my two young daughters. My wife was the brains in our house and the main ‘breadwinner’ so we are struggling financially. The Police and CPS apologised for the outcome but said the Jury has made its decision and that’s it. The CPS barrister said I now need to speak to another type of lawyer. A civil lawyer as the car was insured or something!? Can you help explain things? I’m really confused. I am devastated and don’t know which way to turn.

A

I am very sorry for your loss. Having represented a great deal of bereaved families over the years, not only is the loss of a loved one utterly devastating, but also you then have to deal with the legal system, which can be very slow and confusing. To assist, in simple terms, the Police’s job was to gather the evidence and the Crown Prosecution Service (CPS) then presented that evidence, on behalf of the State, against the car driver in the criminal court. The car driver will have then defended the case and managed to raise ‘reasonable doubt’ that he was

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

not driving without due care and attention, and the Jury found him not guilty in the criminal court. That is the end of the criminal case. Why the CPS barrister has recommended you speak to a civil lawyer is because despite the not guilty verdict, you may be able to bring a claim in the civil court (this is different to the criminal court) for compensation following the death of your wife. The legal test in the civil court is lower, so if you can ‘prove on the balance of probabilities’ the car driver was negligent, in full, or even in part, you will be able to recover some compensation from him/his car insurer.

However, these cases can be complicated with regards to both liability and working out their value, so you do need to speak to a specialist solicitor ASAP. I say this because under the law you only have three years from the date of the accident to have either settled your claim or to have issued Court proceedings. Bearing in mind the accident happened ‘just over two years ago’, you do not have long to get legal advice and get your case in order if you are able to settle this, or if you have to issue Court proceedings. I cannot stress enough that you should not delay in finding a solicitor as time is of the essence.

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.

COMPETITION 13

THE S E K I B E R O M QUIZ

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

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

We’ll be asking you questions about all

manner of two-wheeled stuff, pushing your 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.

WIN! There’s only one way to get the best out of your bike (and your kit). Look after it properly.

That means cleaning, treating and maintaining it on a regular basis. You’ll need some lotions and potions to do it right though, which is why we’ve joined forces with the good folks at S100 to offer the chance to win a mega motorcycle care bundle worth £100.

The German firm knows what it’s doing when it comes to motorcycle care. It’s been around since 1980, and in the intervening years has won 100 awards for its quality products. We’ve put together a bundle of the best of them; with a boxful of its most popular cleaning products for your bike, helmet and riding kit. For more information visit: www.thekeycollection.co.uk

Worth £100

1 6 What does IPSGA stand for?

Husqvarna’s pair of 401s are built from Name the iconic frame design featured the bones of which bike?

7 in Yamaha’s pioneering TDM850 2 Which Italian firm has just released a From which bike has Ducati nicked part 3 of the engine for its new Hypermotard? 8 triple-powered adventure bike? much power does Harley’s did racing first take place at 9 How 4 When Sportster S kick out?

Cadwell Park?

Name the famous road that cuts Where was the first round of this year’s 5 through the Black Forest in Germany 10 British Superbike Championship held?

When was Yamaha’s MT-09 first released?

Northumberland, 1997, Husqvarna Svartpilen, 57290, LAST MONTH: 166lb-ft, 19” front wheel, Kawasaki, 100, Neal Saiki, 1988

Here’s the legal bit that you need to know

Fill in your details on the form or enter online and return to: MoreBikes, June 2024 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: June 14, 2024 ANSWERS: 1.......................................................................... 2. .................................................................................. 3. .............................................................................

4. ........................................................................ 5. .................................................................................. 6. .............................................................................

7. ........................................................................ 8. .................................................................................. 9. .............................................................................

10. ......................................................................

Mr / Mrs / Miss / Ms (please circle) First name:...................................................................................... Surname:...............................................................................................................................

Address:.......................................................................................................................................................................................................................................

Town/City:........................................................................ County:.......................................................... Postcode:....................................................................

Email:............................................................................................................. Telephone:............................................................................................................

✂

There are no cash alternatives available. The winner(s) of the motorcycle care bundle will be the first name(s) drawn at random from the upturned MB helmet. YOU can also ENTER online! Just check out the MoreBikes social media channels for more information. Terms and conditions apply.

To view the privacy policy of MMG Ltd (publisher of MB) please visit www.mortons.co.uk/privacy

14 LONG-TERMERS

Yamaha Ténéré World Raid Dave Manning / 7459 miles / £11,910 I used to think that the low average mileage clocked up by so many British riders was just down to the fact that they weren’t using their bikes on the daily commute to work.

And, four years ago, the situation changed quite drastically for many of us, with working from home becoming the norm rather than an occasional bonus. Despite that, the last month has seen more miles piled into the Yamaha than I had expected.

I hadn’t thought I’d actually done that much, until I totted them up for this article, but bearing in mind that the times that I had used the bike, only a couple were the 24-mile round trip to the office, and every other outing saw at least 100 miles covered. Add in a blast down to Heathrow (most definitely the most bike-friendly of all the UK airports, with free motorcycle parking), and all of a sudden my daily average was higher than if I’d been into the office each and every day through March…

That also means I have, finally, had to adjust the chain; noticing that the gear change was becoming a little less precise, but given that I’d clocked up in excess of two-anda-half thousand miles over winter it’s perhaps fair to say that I’d left it a bit late to get the spanners

out, despite regular lubing… the flip-side of that is that adjusting the chain is conventionally easy.

Nothing in the way of oversized nuts or spindle hexes, and easy-peasy wheel adjusters only needing a pair of spanners. Much better than the wheel adjustment on some other bikes, particularly a certain Italian adventure bike…

I’d known that the tyres had been heading towards the point at which they’d need to be changed, but the closer proximity that I gained while adjusting the chain just reinforced that knowledge. While still legal, the Pirellis were getting really close to the wear markers, and I had a return trip to Heathrow on the cards. They’d be fine for that, but the 260-mile round trip would be sure to get the rear very close to the point that I’d want it to be changed as soon as possible. And that is where I get to with this report, with the big Yam now parked in the work lock-up awaiting either a new pair of shoes or a return to its maker.

But it’s worth noting that, as far as I am aware, the tyres on the Ténéré are the originals, and way over 7000 miles from a rear is, in my mind, perfectly acceptable!

And while I have a new long-termer waiting in the wings, the World Raid isn’t finished with just yet…

Suzuki GSX-8S Stuart Barker / 3282 miles / £7999 It’s time to bid a fond farewell to the fabulous Suzuki GSX-8S – a bike which proved to be far more than the sum of its parts on the spec sheet.

A budget 776cc parallel twin didn’t exactly get me excited, so my expectations were low when I collected the 8S. But that was soon to change. The first thing that struck me was how cool the bike looked.

Colour-matched wheels, all sharp angles and funky aggression; it certainly didn’t look like a budget commuter bike.

I’ve never been a fan of parallel twins; they’re usually associated with pretty dull bikes and they usually sound flat and plodding, but the clever engine design on the 8S means it feels more like a V-twin than a parallel twin. In a first for production motorcycles, the 776cc, DOHC, 270-degree crank, parallel twin engine has twin balancer shafts, positioned at 90 degrees to the crankshaft (parallel twins usually have a single balancer shaft), and the result is a super-smooth engine, with most of the primary and secondary vibrations cancelled out.

Handling is superb, too. The bike is light (169kg dry); the chassis is well balanced; the brakes are great; and the suspension is just the right side of firm on smooth A roads, although it does kick your backside on bumpier B roads.

In fact, the 8S handles so well that, when I took it to Suzuki Live at Cadwell Park, top riders like Steve Parrish, John Reynolds and Taylor Mackenzie all admitted to having more fun on the little

Suzuki than on any other bike they rode that day. It had just the right balance of weight and power to be an absolute hoot, especially on a tight and twisty track like Cadwell Park.

But the 8S is no one-trick pony. By fitting an official Suzuki soft side case set (£315 plus £57.43 for mounting brackets), and a small tank bag (£104 plus £36.68 for tank ring) I turned the sporty little GSX into a perfectly competent tourer and headed for Scotland. Apart from wind blast on extended motorway runs, I was perfectly comfortable doing some serious miles on the bike, and it seemed just as happy doing them.

Reliability has been superb, too. The only problem I suffered with the bike all year was in getting a puncture, but that was hardly the bike’s fault and, when I replaced the original Dunlop Sportmax Roadsport 2 tyres with Bridgestone’s new Battlax T32 Sport Touring tyres, the wider footprint and heavier treads gave me even more confidence as winter set it.

I’ve spent a year looking for faults on the 8S but never did find a significant one. It really is one of the most fun bikes I’ve ever ridden and, despite its budget price, it proved itself capable of track work, touring, and everyday riding – something I would never have expected from just looking at the figures on the spec sheet. So, don’t believe the numbers and don’t be a power snob like me! Book a test ride before judging this little gem of a motorcycle. I guarantee you’ll be surprised.

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NUTS Yamaha’s MT-09 is a special bike. Its big torque, big wheelies, and a practical, comfy riding position have helped sell the dream to the masses in a way the factory could have probably never imagined.

A decade and over 200,000 bikes later, there’s a new fourth generation on the cards.

WORDS: Bruce Wilson PHOTOS: ANT Productions and Jonathan Godin

QUICK SPIN 17

BUYING USED

Triumph Speed Triple 955i Fast Bikes know their way around a set of twisties on a naked, so if they say the latest MT’s good – it must be mega. If you want to check out the full lowdown (and see some seriously impressive wheelies), then bag yourself a copy now.

Scan the code, tap in your details and it’ll be on the way sharpish.

KTM 990 Super Duke

Yamaha MT-09 The MT’s moved on with a new face, projector headlights and split pillion and rider seats, mounted on a new rear subframe that’s also narrower. The ergonomics have been tweaked too, with lower bars and more rearward pegs in a bid to give the bike a sportier feel and more connection with the front end.

What’s less obvious to see are the differences made to the frame around the headstock, or the new engine mounting brackets that combine together to induce more agility and stability, while a reduction in the caster angle from 25 degrees to 24.7 has also happened. To egg the handling on further, the fullyadjustable KYB forks have been made a little firmer, while the rear’s been softened and kitted with a new linkage. There’s also a fancy new five-inch TFT dash that brings a whole new level of technology and interaction to the Yamaha. It also allows for the governance of five rider modes (including two customisable maps), plus alterable power maps, wheelie control, slide control, engine braking and traction control. Cruise control is also standard, and the selfcancelling indicators now have what’s best described as soft-touch, paddle shifters. And then there’s Yamaha’s latest-generation multi-directional shifter and blipper, that allows for downchanges while you’re on the throttle and upshifts while you’re slowing down… should you feel the urge.

You get the point: there’re a lot of tweaks to the MT, though the engine is

1997-2004 / £1500-£3000 Triumph’s Daytona-derived Speed Triple is swiftly on its way to modern classic status.

The second-generation Hinckley-built beast helped put the firm back on the map, and it’s easy to see why. It’s a brilliant bike, and that triple motor’s a joy. You can get a mint low-mileage one for £3000. Mega.

largely as you were, with the only real tweak being to the airbox and induction, thanks to new velocity stacks (two instead of three). It’s all good stuff but having taken all this in during the model’s presentation, the only thing on my mind was just how well it would wheelie.

It’s been a while since I’d last ridden an MT-09, which is another way of saying I’d forgotten just how genius the CP3 triple motor is. The torque on tap is tantalising, making general riding a doddle regardless of what gear you’re in or what revs you’re at. But if you want to get the best of this beast, the punch on offer at about 3000-4000rpm in second and third gear is insane and makes wheelie-pulling child’s play.

The MT was every bit as playful as I hoped, and it was also much smoother, too. Throughout the years, and especially on the earlier models, the throttle pickup on the Yamaha was nothing short of brutal… but that’s a thing of the past.

Even with the power setting in its most potent of three maps, getting on the gas was silky-smooth, and that genuinely caught me by surprise. The spread of power is something to write home about, too, offering grunt and excitement up to its peak at 10,000rpm. But what else would you expect form a triple with 93Nm of torque on tap?

Tackling the nadgery, winding roads we were on, the engine proved an absolute weapon, aided by the slick shifter and blipper and the understanding slipper clutch that allowed for multi-gear

downshifts without the rear end locking or hopping. The brakes were good, too, with more feel than most typical Yams through the new Brembo radial master cylinder, which gave me the confidence to plough deep into corners.

Featuring a relatively short wheelbase and sub-200 kilo wet weight, the figures suggested this thing would be pretty lithe, and it didn’t disappoint. It was also surprisingly stable, holding a line when put on its ear, with good feel through the pogos at either end. Yamaha says it reworked the front forks to offer more feel through the forks, but I never had an issue on the old bike. The rear shock also got fettled, but maybe not enough for my liking. If I were being critical, the set up was simply too soft for proper enthusiastic riding. Up against it for time, I didn’t have chance to go fiddling with the adjusters, but more compression and added preload would have been the first of my tweaks. And I’d have firmed the front up. While the bike felt pretty plush and well-connected to the ground, it just seemed to lose a bit of composure when being given a thorough workout.

Messing around complete, with our holiday pics in the bag, the ride back to our hotel was pretty hilarious, with each of us keen to get our fill of daftness while we still had the chance. That’s just what this bike makes you do, so buyer beware. But know this: with one of these in your arsenal, chance is your life will only be bettered.

2005-2013 / £3000-£5500 KTM’s Duke’s actually been about in one form or other for 30 years. That’s impressive.

One of the favourites of the past three decades is the unsurprisingly bonkers 990 Super Duke – which was the first generation of the factory’s fire-breathing larger capacity Dukes. Brembo brakes, WP springs and a feisty 120bhp V-twin motor.

What’s not to like?

Yamaha MT-09 2013-2020 / £3500-£6000 It’d be rude not to throw the original MT into the mix. It’s been a whopping success for Yamaha since its introduction in 2014, and is now the bestselling motorcycle in the firm’s range. It’s a versatile bit of kit; popular with commuters and stunt riders alike, but it’s at its best when you get its rabid 115bhp, 850cc inline-triple motor singing.

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SINGLE MINGLE

Ducati surprised us all with the big reveal of its first mass-production single motor – which has been squeezed into the latest generation of its bonkers, but brilliant, Hypermotard.

WORDS: Bruce Wilson PHOTOS: Ducati/Alexphoto

Ducati Hypermotard 698 Mono Four years ago, someone at the factory reckoned they could create a powerful and playful motor by severing a cylinder from its now-defunct Panigale 1299 powerplant.

The principle proved sound, and before it knew it, Ducati found itself in unknown territory, sporting a production-based single-cylinder in its range for the first time ever. And not just any single-cylinder, but one with magnesium casings, an oversquare racing piston, and an aluminium cylinder sleeve designed and built for the second-generation Superleggera.

It’s one thing having a tasty motor, but the next challenge was coming up with a chassis to do it justice. The solution was found in the shape of a tubular steel, trellis option, using the engine as a stressed member. It also defied convention for typical supermoto-type machines by giving the Hyper a more relaxed, less MXstyle fork angle; though it does get some typical long travel suspension at both the front and rear.

There’s a raft of electronics, too. Four rider modes, four levels of ABS, four levels of wheelie control, adjustable engine braking, and even launch control are some of the main talking points; but it was Ducati’s new slide-by-brake system that really captured my imagination.

Supposedly making it impossible to highside into a bend, the tech links the front brake, rear brake, six-axis IMU and a few other systems to allow the user to get the rear wheel wagging.

The characterful engine didn’t take long to win me over, delivering a good punch out of bends and a ludicrous number of revs, too, meaning gears could be held for much longer than anticipated.

The bike felt nice and light and easy to pitch around, but let me be honest… we were all riding so slowly due to the minging conditions that the first three sessions taught us little more than survival techniques. I was half expecting to have worn solid through my boots by lunchtime, but luckily there was a little left on the sole, so I was able to play on the now almost dry track that afternoon.

To spice things up, Ducati exchanged our base bikes for the fancier RVE machines, which cost about £900 more and come kitted with a different paint job, plus an upand-down shifter. And, they’d also been fitted with a full Termignoni race system (one-in-to-two… costing £2000) that not only boosted power by about 10bhp, but also saved roughly 6kg from the weight of

the Hyper. Last but not least, to keep us on our sliders, the rubber was changed to Pirelli slicks, meaning we’d have no excuse for lean angles as we got stuck into the afternoon’s trio of sessions.

It didn’t take long for the genius of the Ducati to start shining. The thing that hit me first was how agile this bike was, being able to throw it on its side so effortlessly, and with the reassurance of a front end that felt heaven-sent. You only had to think where you wanted the Hyper to head and in an instant it was on the right path.

For a bike with more than 200mm of travel at either end, it was mad to think how stable the bike was, with my only gripe being the occasional bit of pumping from the rear shock when firing out of a bend at full lean.

I did get the chance to mess about with the electronics though, and gave my best go at making use of the slide-by-brake system. I never usually touch the rear brakes on road bikes, so the process of braking into a corner hard with the front anchor while stomping on the rear and somehow searching out an apex proved a little challenging. I could see that the system worked, especially having been given a masterclass in its functionality by Ducati’s head of product communications, Giullio Fabbri, but I just couldn’t get it right. I realised I could be a whole lot faster, more accurate, and content by riding it like a sportsbike, braking purely with the impressive, single-sided Brembo front caliper and making my desired line every time. Some people are blessed with the talents for supermoto, but I’m not one of them.

No matter though. Perched on its massive seat, gripping its wide bars, I had a permanent grin on my cheesy face as I twisted the fun-tube and indulged in the joys of the single-cylinder. At circa 70bhp (with the system fitted), the Hyper was hardly arm-wrenchingly fast, but around that track it made perfect sense and was more than quick enough. What’s more, the character of the engine was so enticing.

Down low, it gave a real punch at the initial pick-up and never failed to deliver a crossed-up wheelie with a pop of the clutch.

I’d been worried the Ducati would’ve been too focused or gimmicky, but that simply wasn’t the case. And while the jury is still out as far as road riding goes, I daresay that you’d stomach its lack of comfort for the joys it brings.

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BUYING USED KTM 690 Supermoto This bike looks like an absolute blast, don’t you think? The launch might’ve been plagued by some poor weather, but the boys from Fast Bikes still had a brilliant time getting to know the trick new Hypermotard Mono. If you want to properly get under its skin, scan the code and get yourself a copy of the mag on order.

2007-2011 / £3000-£6500 KTM knows what it’s doing when it comes to building feisty and fun bikes that’ll plaster a smile across your face. It’s pretty much their whole thing. And the 690 Supermoto is the perfect example of that ethos. For a while it was the best roadgoing Supermoto bike on the market – which means it still remains a great buy even if there’re plenty more to choose from nowadays.

Husqvarna SM610 1998-2010 / £2500-£5000 Husky’s SM610 has a solid reputation as a ‘real’ supermoto for the road – and for a while in the 90s and 2000s it’s what they did best, with SMs accounting for something like 40% of sales. As a result, there are a fair few variants to choose from across the 610s’ 12-year production run. They’re not all winners, and a later one from when BMW took over would be the best bet for reliability.

CCM 644 DUAL SPORT

2002-2008 / £1500-£3000 We’re pretty partial to an old CCM. The Bolton-based firm seemed to get a lot right, and the 644 Dual Sport has plenty going for it. It’s basically a Suzuki single-powered thumper that can turn its attention from the lanes to the road with a quick swap of wheels. With not many up for sale, if you see one for the right price, just get it.

20 QUICK SPIN

Husqvarna Svartpilen and Vitpilen 401 KTM’s Duke has rightly earned its place in the hallowed halls of the Naked Bike Hall of Fame. The range continues to sell exceptionally well to discerning bikers of all shapes and sizes, from fresh-faced learners who’ve just passed their tests to super-experienced fast lads (and lasses) who are tempted by the bonkers power and upright, roomy ride.

And with Husky owned by the same parent company (Pierer), it makes sense that they’d use that winning platform for themselves. And that’s exactly what they’ve done – building on the Austrian 390 and 125 base to update and create two unique models: the Svartpilen and Vitpilen.

There are actually a fair few similarities between the two newest

Huskys. More than there was before.

Previously, the Vitpilen was much more focused, with a sportier riding position.

But that’s been changed for 2024 – and now they’re much more closely matched.

Away from a few choice accessories (namely a rear grab rail, tank rack, skid plate and slightly more upright bars for the Svartpilen), the big differences are the wheels and tyres. The scramblerstyle Svartpilen gets a set of spoked 17” wheels with Pirelli Scorpion Rally STR rubber, and the Vitpilen gets some cast 17” wheels fitted with Michelin Power 6 hoops.

I know the old model pretty well, having ran a Vitpilen 401 as a longterm test bike when it first arrived on

the scene. And I know the old motor pretty well, too, spending a good few months running around on a KTM 390 Adventure. It was a lovely thing, tractable and rewarding to get the most out of.

There’s an all-new engine for 2024 though – a more powerful 399cc, 45hp, single-cylinder number. That’s not the only change, as there’s a new frame and swingarm (which contributes to a lower 820mm seat height); updated adjustable suspension (which is offset at the rear); a new TFT dash; rider modes; cornering ABS; switchable traction control; a quickshifter as standard; and a dominant new front headlight. They’re over 90% different to the outgoing models, which is a pretty serious overhaul in anyone’s books. The only thing that’s not really

changed is the ByBre brakes. They’ve moved sides but are the same as before.

It was a bit of a grim start in Malaga; heading along the infamous Ronda road we were battered by the wind and rain. It’s not been ideal for seeing what the Huskys are made of, but it did highlight that they’re comfortable (still a little compact, but bigger than before) and capable of being fairly docile when necessary. They’d make great commuters. It’d have been nice if the aftermarket heated grips were fitted though…

You can tell they want to go though, even if it took us until the end of the day to get a chance to really open them up. Some tighter twisties up in the hills helped to highlight how agile, light and

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Following on swiftly from the launch of the very closely-related KTM 390 Duke, Husqvarna asked us to fly south and throw a leg over their updated pair of funky roadsters flickable they are, and a fast, flowing stretch of bends back to our digs for the night proved that they’re stable at speed, too.

I was impressed with the tyres, too.

They had a hard job this morning, but the Michelin Power 6s on the Vitpilen and Pirelli Scorpion Rally STRs on the Svartpilen provided reliable grip throughout. I felt more confident in the Pirellis in the rain – braking later and pushing harder. But the dry-ish roads were perfect for the Vitpilen’s Michelins.

The ByBre brakes are good, too.

They’re reassuringly capable, with plenty of feel and plenty of bite, and even on sopping-wet, slippery roads the Cornering ABS and Traction Control weren’t called into action.That’s right; there’s a respectable suite of electronics

to play with, with road and rain rider modes, switchable traction control, and Supermoto ABS (which allows you to go full teenage hooligan and lock up the back wheel on command). They’re easy to navigate, too, using a nice new TFT dash which has the same software as the top-spec Norden 901.

The suspension works well and offers plenty of adjustment. The funky offcentre WP rear shock has rebound and preload adjustment, while the WP Apex 43mm open cartridge forks have compression and rebound adjustment.

And Husqvarna have made it easy to do, with just five clicks between soft and hard. There’s a dial for rebound on the right leg, a dial for compression on the left leg, and you only need a flathead screwdriver to fine-tune the rear.

The motor’s great. It’s probably one of the best things about these two bikes. The old 401/390 motor surprised me with just how capable it was of gathering speed, and the new one carries on that tradition. It likes to be revved and it’ll pick up quickly, cruise at motorway speeds and top out in excess of 100mph. From a 399cc motor, that’s impressive. You’d probably expect a single to be fairly vibey, and although there’s a little bit through the pegs and mirrors, it’s not intrusive.

There’s an awful lot to like about the two new A2-legal Huskys. They look sharp, go very well, are remarkably well equipped for ‘small bikes’ and at £5599 are marginally cheaper than the muchloved KTM 390 Duke.

BUYING USED KTM 390 Duke 2013-2016 / £2000-£4500 The ‘baby’ Duke cleaned up when it was first released; offering plenty of poise and performance to keep fledgling riders entertained. Nowadays, there’s a bit more to go at if you’re after a naked to keep you going until you pass your full test. The early one still remains a great option, and isn’t all that far off the newest version (aside from a few additional electronic goodies).

Well worth a look.

Fantic Caballero 500 Scrambler

2019-on / £4000-£7000 Time for something completely different. The Caballero’s a stylish, stripped-back, single-cylinder 70s-inspired scrambler.

What’s not to like? It might have a Chinese-built motor, but don’t knock it until you try it. It’s a peach. This thing’s still pretty new, so you won’t exactly bag a ‘bargain’ – though hunting out an early model will see you getting change from £5000.

If you want the proper inside line on this pukka pair of A2 licence legal Husqvarnas, snag yourself a copy of MSL. There’s plenty more good stuff to get stuck into, too, with reviews of Yamaha’s MT-09, KTM’s 990 Duke, and Norton’s new Commando, and three mega routes that’ll have you gagging to get out on the road.

Royal Enfield Scram 411

2022-on / £2500-£4000 Basically a tweaked version of the much-loved Himalayan, the Scram’s a cool bike; basic and built to a budget, but all the better for it. You’ll not be going anywhere in a hurry, but if you’re cool with cruising in style, it could well be the bike for you. With a change of distributor in the UK, there’re some cracking deals to be had at the minute.

22 QUICK SPIN

Could slotting a fairing in place, adding an ‘R’ to its side, and fitting some firmed-up suspension transform the street-hustling GSX-8R into a track-fuelled fiend?

Suzuki GSX-8R WORDS: Bruce Wilson PHOTOS: Jamie Morris/Jason Critchell As the saying goes, you should never judge a book by its cover… or a sportsbike by its top yoke mounted bars, questionably long wheelbase, or significantly chunky 205 kilos. I say this having fallen foul of assuming Suzuki’s new GSX-8R would be a bit of a flop.

In the flesh, the 8R looked decent; full of tech and shiny bits, and the same donor frame and engine you’ll find on the S. That’s not all. There’s the same rear subframe and seat unit, too, alongside the 14-litre fuel tank and 5-inch colour TFT dash. But what’s it like to ride?

Slowly building pace on the twists and turns of Monteblanco, I was quickly reminded of the torque of the twin which pumps out 78Nm through its long-stroke powerhouse. Get the gear right and this thing would punch impressively out of the track’s succession of second to third gear corners, delivering a credible amount of pace as the throttle got pinned and the stock fitment shifter got a workout.

I immediately felt pretty comfy with the motor, the behaviour of the bike, and the potency of the most aggressive of the changeable drive modes.

What I wasn’t so keen on was the notable engagement of the traction control, which I’d set to level one, the least intrusive of the options. It had to go, and by chopping the throttle and tapping a couple of buttons, it was soon out of the picture. The result was a freer, tastier corner exit, complemented by a strong but predictable throttle pick-up.

My straightline speed increased, too, from 210km/h to 218 down the super long start straight. I also soon learned that there was no point revving the nuts off this thing. The motor’s sweet spot was between 5000 and 9000, meaning I also had to work hard on my gear selections, quickly learning that I often needed to run a gear higher than the one selected.

I had real reservations about the location of the bars, which look and feel more akin to what you’d find on a sports-tourer than anything racier. My thinking was that it’d keep my wrists and weight too

high, robbing me of the poise and front wheel feel I need to trust and push a bike hard, but things weren’t half as bad as anticipated. The uprated, non-adjustable Showa units were pretty telling and equally impressive was the agility of the Suzuki. It wasn’t hard to change direction or hold a solid line. Admittedly, both ends of the bike were too soft for my liking, but there was naff all I could do about it, so I just got on with the job, nursing it where needed, while leaning heavily on the super-grippy Dunlop SportSmart TTs that’d been slotted on to the bikes for our track antics.

What also impressed me was the general performance of the bike’s brakes; only in a few areas did the ABS show its face, and it was relatively quick to exit the stage, to the extent that I could just about accept its prescience. There are much, much worse systems on the market, including on some other Suzukis, I should add.

With three 25-minute sessions in the bag, the time came to hit the road. Within a few miles, the ergonomics of the 8R began to make perfect sense, offering a chilled, pain-free riding position thanks to its low seat and high-set bars. The low pegs meant my knees were well looked after, too, and the bit of protection from the screen and fairings meant the model was light-and-day better than its naked sibling in terms of weather protection. If I thought the Suzuki made sense on track, it was even more at home on the roads.

Planted, pokey, and playful when asked, I was loving life on this middleweight maestro, made all the comfier by its roadinclined suspension set up.

It might not be a serious track weapon, but it more than makes up for its flaws with versatility. It’s a properly rounded package, with all-day comfort and good tech to sweeten the deal. It’s one of those bikes you need to get on and try, putting aside any preconceptions... and by doing so, I daresay you’ll come back feeling just as impressed as I was by the package.

Because whatever the 8R is, and however you want to define it, it just works.

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BUYING USED

Triumph Daytona 675 This sort of bike is the boys from Fast Bikes’ bread and butter.

Hooning around on track is what they do best; and over a couple of days they really got under the skin of the new 8R from Suzuki.

Even if it wasn’t quite as focussed as they hoped, they found lots to like. Bag a copy if you want the full scoop.

2006-2008 / £3500-£4500 With its recent reintroduction into the Triumph range, it’d be rude not to include the old 675. Plenty of potential punters are disappointed with the new one, precisely because it’s not the ‘original’.

It’s a remarkable motorcycle; silky smooth and taut with a big whack of power from its triple motor. Yes, yes, yes.

Yamaha R6 1998-2003 / £2000-£4500 While Yamaha’s R6 is no longer available for the road, having been replaced by the much more road-focused R7, it’s still super-easy to bag an old one without spending a fortune. This second generation version’s a good bet; fast steering and supercapable on both the track or road. Just make sure you do your due diligence when on the hunt for one as there’s a chance it might have gone down at some point.

Honda CBR 600RR

2003-2006 /£3000-£5000 The late 90s and early 00s were a sensational time to be into sportsbikes, with bikes from every manufacturer offering something slightly different to its leather-clad potential punters. Honda’s supersport was a big favourite; superb handing, a 15,000rpm redline and a top-quality finish. It is a track bike though, so if you want something a little more forgiving on the road you should consider the ‘F’.

ROUTE FINDER 25

Kirkstone Pass

CUMBRIA CALLING The Lakes are one of the UK’s top destinations for bikers, for good reason! Here are three circular routes which take in its most iconic passes.

William Wordsworth described the Lake District as ‘a sort of national property, in which every man has a right and an interest who has an eye to perceive and a heart to enjoy’. Beyond Wordsworth’s host of golden daffodils lay miles of stunning countryside with towering fells and expansive valleys – and there’re masses of mega roads to enjoy, too.

This route begins in Ambleside. On the A591 north of the town and almost opposite the unique Bridge House, turn right up Kirkstone Road. You are soon past the outlying cottages of the town and into the countryside as the road winds ever upwards. Turn left on to the A592 and you’re on Kirkstone Pass, the Lake District’s highest pass open to motor traffic, connecting Ambleside with Patterdale and the Ullswater Valley.

Continue northbound, passing striking fells to your left and right, by Brothers Water, to eventually arrive in Patterdale, around the southern edge of Ullswater and on to Glenridding, the starting point for many hikers heading up Helvellyn. Now continue along the western edge of Ullswater, picking up the A5091 towards Dockray, Matterdale End and Troutbeck. Here we join the A66 for a brief sprint to Threlkeld, after which we pick up the B5322 southwards. Just past Legburnthwaite at the head of Thirlmere we join the A591, which skirts the eastern edge of the reservoir. From Grasmere it’s back along the A591 to Ambleside, sweeping past the edge of Rydal Water to Bridge House, where we began our day trip.

Honister Pass

This is a fantastic run, taking in some of Lakeland’s most amazing scenery. From Keswick, head south on the B5289 along the eastern edge of Derwent Water. Once past the southern edge of the lake, the route leads you into the Borrowdale Valley alongside the River Derwent to your right. Passing through Rosthwaite, the road swings right towards the village of Seatoller and on to Honister Pass where you will pass under the shadow of imposing Dale Head to the north. You are now on Honister Pass en route to Buttermere.

Passing Gatesgarth Farm at the southern tip of Buttermere, the road runs alongside the lake to its northern tip where the village lies. Carry on northbound along the B5289 past Crummock Water. The road now runs through Lorton Vale, eventually crossing the A66 and into Cockermouth.

You can take the Whinlatter Pass, B5292, by swinging a right in Lorton before you get to the A66. This will take you to Braithwaite, and from there it’s just a quick hop on the A66 to Keswick.

Hardknott and Wrynose Passes

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.

We begin in the Western lakes at Wasdale Head.

Head along the lakeside road to Cinderdale Bridge

by Nether Wasdale, heading south to Santon Bridge. Here we turn left, heading east. Follow the road through Beckfoot, past Dalegarth Station and over Whahouse Bridge. Passing a parking area on your right, you then ride over a cattle grid and on to Hardknott Pass. Further up the road and to your left lies the Roman fort of Hardknott Castle. It won’t be long before you are faced with some hellishly steep, tight zigzags, and caution is recommended here, before you arrive in Cockley Beck.

At the junction, follow the road left on to Wrynose Pass, another steep, single-track road. Continue until you reach the A593, turning right. Pass through Coniston and continue south towards Torver. Stay on the A593 to High Cross before turning right on the A595. Passing Duddon Bridge, follow this road through Hillthwaite until you reach the junction at Whicham where you turn right and head north. The road leads through Bootle and Waberthwaite, Holmrook, Gosforth and Calder Bridge. Turn off at Gosford for Wellington and Nether Wasdale, and then it’s a gentle ride through Woodhow and back to Wast Water.

26 ADVANCED RIDING SKILLS

WATCH OUT!

STAY SAFE AVO AVOID HAZARDS Motorcycling is amazing, but riding on our busy roads is not always free from danger. Adopting a defensive riding style and a keen eye for potential hazards can make your ride more enjoyable – and keep you safe at the same time. We talked to Enhanced Rider Scheme (ERS) trainer Ian Burchell from Phoenix Motorcycle Training to see how to work on these skills…

One of the key pillars of advanced riding is being as safe as possible.

There are plenty of ways to get safer on the roads, and among the top ones are defensive riding and hazard awareness.

As our roads get ever busier, it is essential that you plan well ahead (see last issue or MoreBikes for our article about planning). Once the planning is done, it’s time to act, and just how you do that can make a huge difference to your riding.

A good starting point is to try to avoid putting yourself in a situation where you are trying to do too many things at once. As with most things, when complexity increases, the chances of something going wrong somewhere along the way increase, too.

Enhancing awareness

But how do you get ahead of the game by spotting potential hazards early, and not having too much to deal with at any point?

Enhancing your awareness about other road users, including cyclists, drivers, animals and pedestrians will give you a better chance to anticipate what might happen next.

It’s almost like you are predicting the future.

It’s also important to understand how the weather conditions affect you as a rider. Changes that might have next-to-no impact on drivers, may have a much bigger impact on riders, and those changes can happen suddenly, making it more difficult to stay in full control of the situation.

In addition to the ‘normal’ traffic around you, it is also good to have awareness of vehicles navigating the roads in a different manner. This includes emergency vehicles as well as aggressive road users, and there are particular ways to deal with different situations like these.

Skills and knowledge

There are many skills that you can work on to improve your riding. Two handy systems to remember are the OSM-PSL and IPSGA acronyms.

OSM-PSL stands for Observation, Signal, Manoeuvre – Position, Speed, Look. The Observation part means that you should look in your mirrors and all around you so you’re aware of the traffic situation. You should Signal clearly and in good time, and you should Manoeuvre using the PSL routine to Position your motorbike correctly and in good time, adjust your Speed as necessary, and Look for other traffic.

IPSGA is short for Information, Position, Speed, Gear, Acceleration.

The Information part of the system continues throughout the process with the rider taking, using and giving information about the situation. The other parts of the system are run in succession, starting with considering your Position on the road, the Speed you are travelling at, the Gear you are using, and finally Acceleration once you have dealt with the hazard. All of these are done to put you in the right position, at the right speed, and in the right gear to best negotiate the hazard, then accelerate away from it, whatever it may be.

In addition to the memory rules, there are other, more concrete skills to develop, too. One of them is continuously scanning your surroundings and prioritising the potential hazards that you can identify. It’s a case of playing a game of ‘what if?’ in your mind while riding.

It’s also good to be aware of times and places of high risk. You may know of a junction where visibility is restricted at certain times of year because of trees, or at certain times of the day because of low sunlight.

Traffic volumes, road condition and people’s driving can also change very quickly.

ERS PART TWO :

Defensive ri and haza ding awarenesrd s

Controlling your own wn speed speed, and being aware of your reaction times is another key skill. You need to be able to slow down or stop if avoiding a hazard demands it. To be able to do this, you need to be travelling at the right speed in the first place, know how long it takes to stop your bike from that speed, and being able to apply emergency braking if required.

Weather and road conditions play an important part in not just how your bike reacts to different situations, but also how you are able to control your bike. Being wet, cold and tired on the bike never makes riding any easier.

Finally, you should try to avoid distractions. Your phone may be a great help as a navigation device, but taking calls while riding takes your concentration away from the job at hand – staying safe.

Defensive riding

Enhanced Rider Scheme (ERS) trainer Ian Burchell from Phoenix Motorcycle Training sums up defensive riding: “A common mistake that riders make is to expect others to do the right thing, which in reality they don’t always do. This is often shown when going through small gaps with oncoming traffic, following too closely, or not giving space when passing parked vehicles.”

The challenges that motorcyclists need to deal with come in many shapes and sizes, but applying advanced riding techniques makes it possible to manage these risks better, and enjoy motorcycling more.

There are plenty of books and articles written about advanced riding, but 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.

Here’s to many happy and safe miles!

ADVANCED RIDING SKILLS 27

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.

28 KNOWLEDGE

There’s some cracking bits of kit on the market that’ll make lugging around your gear a doddle. To help you work out what’ll be best, we’ve knocked up a buyers’ guide and brought together some tests of our best-loved kit from the past 12 months.

Where should I start?

Let’s start small and build up. If you’re just doing small and/or local stuff, you can’t beat a rucksack. Easy to slip on, no attaching to the bike and with a range of sizes.

Proper motorcycle ones are water-resistant, some have harnesses to redistribute weight. They’re not ideal for long rides as they put pressure on the shoulders.

Roll bags are probably the ideal compromise.

Lots of different capacities, waterproof and with their own straps. Downsides? You can’t lock them. If you’re stopping for a break, hope for the best or take with you… with a 100-litre bag it’s not

something you may want to do too often.

Bit of a variation on a theme... tail packs. They fix to the bike using straps (some use a base that fixes to the bike making them easy to fit and remove). A number of them are expandable; very useful as it broadens their range of use. Like roll bags, they’re not lockable so you’re taking them with you.

What if I carry more stuff, maybe every day, and need to keep it safe?

Time to start looking at top boxes. You’ll have to attach a mounting plate to the tail of your bike, but once it’s on, it’ll store bundles of kit

(depending on size you can put your helmet, gloves and so on in there). They’re lockable, keeping things like laptops safe and sound. The negative is they affect weight distribution and can have an impact on aerodynamics.

What if I want to do some serious touring?

If you’re looking at serious miles, carrying your worldly goods, you’re going to want hard luggage. This may be panniers, may be a full set with top box. The most robust are aluminium (the strongest, safest, most durable kit out there); you can get ones made of hard plastic. Lockable, you will

need to mount on a frame.

Drawback is weight; they’re heavy, it’s going to affect the bike’s handling. And width, your bike will be much wider, filtering is tricky.

If you’re thinking of offroading or have a smaller/ lighter bike, then consider soft panniers. Some attach via a rack but there are throwover sets that, as the name suggests, you throw over and tie down. Drawbacks against hard luggage is they’re not lockable and it’s a lot more work getting them on and off the bike.

Any other ideas?

Waist packs are a quick and easy way to store small stuff

like wallets, mobile phones and so on. The best ones work like a roll bag, keeping everything dry.

Tank bags are useful for storing things that you may need to get to easily; a lot have windows to secure maps, satnavs, that sort of thing. They’re narrow so don’t muck up your aerodynamics as they sit in front of you; depending on your bike that might not be a good idea.

If you’re just looking to hold down things (make sure you’ve got luggage points to secure them), bungee hooks, ROK straps and cargo nets are all handy. Throw them in your rucksack (or under your saddle if it has storage space).

KNOWLEDGE 29

ROLAND SANDS DESIGN X KRIEGA ROAM 34

OXFORD HERITAGE PANNIERS 40L

Kriega might have just about one of the best reputations in the bike industry when it comes to the quality of their kit.

On the hunt for a new rucksack for the bike, I asked around and was told by numerous people that I need to take a look at the top-notch gear from the British firm.

That’s exactly what I did; eyeing up and then ‘bagging’ myself the Roam 34 rucksack that’s the result of a partnership with the fashionable folks over at Roland Sands Design. It’s not a case of style over substance though; despite being told about the quality of their kit, I was still surprised by just how good the bag is. After six months of daily use, both on and off the bike, I’ve got nothing but nice things to say.

It’s a good size, with 22 litres of space available in its standard set up – but by unzipping around the bag, you can quickly and easily increase capacity by eight litres up to 30 litres. There are specific sections to store stuff, too, with a waterproof pocket which will easily store a laptop, and keep it properly protected from the rain with a roll top and two-clip closing system. Initially I was a bit worried about how secure and durable they’d be, but after incessant use they still clip easily and securely into place. The shoulder straps are

Retro gear’s big business. More than ever, style-conscious bikers are on the hunt for cool kit that’ll look right on their classic-inspired steed. Quite often that sort of stuff comes at a serious cost.

Thankfully, Oxford’s done everyone a solid by creating a whole line of Heritage luggage (and riding kit) that won’t break the bank.

We’ve had a set of the vintagestyled waxed cotton panniers in regular use for five years now. The military-inspired stripped-back bags look the part, and that’s because they actually use the same traditional materials and manufacturing techniques as proper old kit. I like that. But the really good news is that they also have a few nifty features that help them stand up to the rigours of regular use, without leaking water or falling apart.

The main thing is that each 20-litre bag has its own removable waterproof liner, which is sealed using a roll top closure system. Simple but properly effective. The water-repellent waxed cotton helps keep the worst of the weather out, too, though it’s worth noting I’ve had to rewax mine a few times. The polyester lining is finally starting to give up the ghost, too,

Simon Meyer / £235 / www.kriega.com

super-easy to adjust, even while wearing gloves. There’s a chest strap, too, helping to secure the bag but also take some of the strain off the shoulders.

It’s easy to see why Kriega have such a solid reputation among bikers in the know. I’ve been very impressed with the durability and versatility of the Roam 34, and have no doubt at all that it’ll continue to do me well for years to come. That’s about all you could ask for.

SHAD SH44 TOP BOX (AND MOUNTING KIT) Jonathan Schofield / £122.99 + £116.99 / www.shad.co.uk

If you’re thinking about improving your ride’s carrying capacity, you’d likely opt for a backpack first. Why wouldn’t you? You can cram it full of stuff and easily ever take it where g. you’re going And that’s fine, unless you’re covering big miles with big weights, or you’re regularly eekly doing the we o wheels shop on two and you’ve had your fill of mushy bread.

Thankfully, there’s a raft of more serious solutions.

But where do you start? It’s a massive marketplace and there are a lot of companies out there trying to convince you that their product is the right one for you. It’s not a good idea to think cheapest is best as you may end up with something little better than a milk crate held on by some bungee cord (which has its place…). There’s one firm who we hold in high regard, who turn out a massive range of quality gear that doesn’t necessarily cost a fortune.

That’s who we gave a shout out to when we needed a top box for our Kymco DTX 360 long-term test bike. They immediately came good, firing over a fitting kit and top box that was as easy to assemble as a small piece of Swedish furniture.

The one we ended up with was the SH44. It’s a chunky thing, with enough space to stash two full face crash helmets (or two family feast buckets of chicken from the secret recipes place).

Solidly built, completely waterproof and available with both a pillion backrest and an internal liner, it’s a brilliant bit of kit that’s not put a foot wrong over the past nine months of near daily use. And at £250 for the box and the fitting kit, I reckon it’s excellent value, too.

Ross Mowbray / £139.99 / www.oxfordproducts.com

but I’ve taken to keeping my stuff in a selection of Oxford’s Aqua Bags instead as the outer is still solid.

It’s also versatile, and providing you’re mindful of the exhaust when you strap it on, you can fit this set up on any number of bikes. That’s exactly what I’ve done; fitting it to Bonnevilles, Burgmans and a range of BMW’s big Boxer-powered bikes. And I’ll continue to do it, too.

It’s one of those bits of kit I’ve fallen in love with. It might not be the most sophisticated, and it might be slowly falling to pieces after tens of thousands of miles of seriously rigorous use, but I’ll keep using it until it can carry no more.

DAINESE D-STORM

GIVI EA115 40L TAIL PACK

It should come as no surprise that Dainese’s weldedseamed waterproof rucksack is absolutely top-notch.

They don’t seem to get it wrong. That’s probably why some of the finest racers in the land trust them to keep them safe and secure on track. Creating luggage is a little less life and death – but when you’re splashing out just shy of 200 quid, it needs to be right.

I’ve only had this for four months, which I’ll admit isn’t a massive amount of time, but it’s been an incredibly wet winter and I’ve done plenty of miles in the very worst of weathers. That means I can say with absolute confidence that this thing is more than capable of keeping your gear well protected. I’d usually stick my laptop in a separate waterproof bag, but there’s just no need with the D-Storm.

The 26-litre internal compartment and laptop pouch are properly safe and secure, with the water kept at bay by its welded 420D nylon and TPU outer, and welded waterproof rolltop closure. And for easy access, there’re also three small water-resistant pockets on the outside. It’s easy to adjust to get the right fit, and you can clip it into position across the chest, too. But that’s sort of it. There’s not a lot too it; it’s a simple bag which does its job very well. What’s not to like?

I’m partial to a good old tail pack. For me, they’re just about the simplest yet most versatile way to carry a load of stuff on the bike without having to faff about too much or put up with a heavy rucksack digging into your shoulders on a long road trip. A handful of bungees strapping it to the pillion seat and I’m good to go.

There’s one that I’ve used extensively over the past few years from Italian firm Givi. They’re renowned for their top-quality luggage, and having done tens of thousands of hard miles with its 40-litre tail pack strapped behind me, it’s easy to see why.

It’s a surprisingly simple affair, with a single, spacious internal compartment protected from the elements with a Velcro seal and roll top closure.

It’s made from a properly sturdy PVC tarpaulin and features stitchless seams, which have helped to keep my gear bone dry in even the most torrential of downpours. I expected it give up the ghost long ago and let in a drop, but up to now it’s still proving impenetrable.

Even if it set me back a few hundred quid, I’d have been properly impressed with Givi’s waterproof tail pack. It doesn’t cost that, though. You can get your hands on one for sub-£70. Bargain.

Ross Mowbray / £199.95 / www.dainese.com

Nicholas Ellis / £69.50 / www.givi.com

ROAD TEST 31

ALL-AMERICAN For many motorcyclists, one of their bucket-list trips is an American road trip, taking in as many of the sights of the 50 States as possible – and there’s one firm whose bikes are synonymous with such a trip. Harley-Davidson.

ca Harley-Davidson Sportster S & Pan Ameri Words: Dave Manning, Ross Mowbray & Matt Hull Photos: Gary Chapman A big cross-country Stateside road trip would be entirely appropriate for a pair of Harley-Davidsons. And so that is exactly what we planned, taking perhaps the most diverse twosome from the company’s range (or, at least, those in the range that are sold in the UK), and heading out to see some of those things that make America great.

With just one small problem. We have neither the budget nor the time to travel across the Atlantic, so we had to make do as best we could within the time and

Motorcycle Sport and Leisure does what it says on the tin; bringing readers a monthly dose of goodess from right across the biking spectrum. It’s the thinking man’s (and woman’s) favourite – with reviews of the latest bikes, in-depth interviews, technical features, bags of routes and more.

financial restraints set upon us. Essentially, this meant just a single day riding within one county. Although it was still a rather pleasant trip out on a late October weekday fairly devoid of traffic, albeit covering only a tiny fraction of the mileage that the equivalent Boston – New York – Vegas – Hollywood – Miami Beach trip would have entailed. Yet all of those very places were represented in our mini adventure on these two watercooled Milwaukee steeds.

32 ROAD TEST

SPORTSTER S A grunty V-twin motor, fat tyres and feet-forward pegs. It could only be a Harley Words: Matt Hull Life is now about what you look like.

What social media will judge you on. How ‘friends’ you’ve never met see your position in society. To hell with reality, comfort, practicality or happiness – making a statement is the new way to earn a place in this vain world. Attitude and money. The Sportster S fits this bill well.

The fat-tyred, 1252cc, 120bhp V-twin, with its twin high-up pipes and ‘in control’ riding position is well suited to give you a look of knowing what you want. You are in control. For years, Harleys have been modified by their owners for that 30s HarleyDavidson 45 look that servicemen had, and Hollywood craved. But now you can have it straight from the showroom without getting your fingers dirty, for £13,887 or £160 per month.

Riding the Sportster S has really surprised me, and in a good way.

That ridiculous, 160-section front

tyre handles a lot better than you would imagine. The geometry has been set up to accommodate it, and even the steering lock is superbly tight – real world practicality I hear?

It’s a little firm, but the temperature on this autumn day was low and the adjustable suspension could make up a little for that, giving feedback and the ability to tailor it. Hell, older Harley owners would have loved front forks with damping…

Riding the bends feels different to your normal, 120/70 17in front tyre, but not unnervingly so. A weight of 225kg is not too heavy to adjust in corners and that ‘commanding riding position’ puts you in, well, command.

Pushing and pulling the ’bars and weighting the forward footrests has you aiming accurately, allied by a superb – for a cruiser – ground clearance. You really would have to be burying the front on the brakes into a roundabout to ground out, in which case you bought the wrong bike.

ROAD TEST 33

But it’s not all looks, as the riding ‘triangle’ of hands, bum and feet really seems to be thought out. Your back is forward enough to minimise hefty suspension jolts from the rear; the ’bars keep your arms wide yet comfy; and the seat is – get this – quite sumptuous!

The irony is the three-gallon tank will mean you get to stretch more than regularly. But it was a pleasure to be riding the Sportster S while watching Ross trying to clamber up atop the Pan America like a scaffolder mounting an unbroken horse. And I looked much, much more cool.

The V-twin engine is a stormer.

It has modern manners; it responds really well to the three nicely set up rider modes of Sport, Road and Rain, giving a worthy difference to suit riders or weather. The Road mode has a nice, smooth initial throttle response until it gains more revs, but by that time the 120bhp engine has got you moving rapidly. Rain is as you expect, soft as hell, but I was looking forward to Sport. My better half owns a 2009 XR1200, an oldeskool Evo Harley that may only have a mere 90bhp, but you get it all when you ask, thanks to an old-fashioned method of what we called ‘throttle cables’. This instant thrust is addictive, so I was looking forward to 30bhp more. But though twisting the throttle gives speed, that ‘crack’ of power is missing, replaced by a more sensible and perfect power delivery. This bike shouldn’t do sensible.

TECH SPEC Harley-Davidson Sportster S

Price: From £14,805 Engine: 1252cc, 60° V-twin, water-cooled, DOHC, variable valve timing Power: 121bhp (90kW) @ 7500rpm Torque: 92lb-ft (125Nm) @ 6000rpm Frame: Steel tubular Wheelbase: 1520mm Brakes: (F) 320mm disc, radially mounted, monoblock, 4-piston Brembo caliper (R) 260mm disc, floating single piston caliper Transmission: 6 speed, belt final drive Suspension: (F) 43mm inverted fork with compression, rebound & spring preload adjustability, 92mm travel (R) Piggyback monoshock with compression, rebound & hydraulic spring preload adjustability, 37mm travel Wheels/Tyres: (F) cast aluminium wheel, Dunlop 160/70R17 73V tyre (R) cast aluminium wheel, Dunlop 180/70R16 77V tyre Seat height: 765mm Fuel capacity: 11.8 litres MPG: 49mpg Weight: 225kg (wet) Warranty: 2 years Service intervals: 5000 miles Contact: www.harley-davidson.com

Crucially, the Sportster S doesn’t back up its pace with a quality soundtrack. Original exhaust, yes, but hit the start and the engine first sounds like the oil pressure is low, then just sounds like an engine. Where’s the ‘potato, potato, potato’? As the revs rise there is no improvement, it just sounds, well, like an engine.

The hardman image becomes more of a thin veneer, being let down by such middleclass addictions as ‘electronic aids’, ‘phone connectivity’ and ‘infotainment’. The dash is so full of info and symbols on it as to be indecipherable when riding, and there are more buttons on the handlebars than an F1 steering wheel. No, I don’t want my heated grips on. Thought out and designed by marketing people that don’t ride.

The Sportster S doesn’t feel or sound like an olde-skool Harley. But they held on as long as they could and had to move on some time. For me, leave the electrogadgets so you can enjoy that fantastic blend of attitude; the handling that has no right to be as good as it is; same as the comfort; and that powerful, well-sorted engine. £14k is a lot of money, and you are getting a lot of bike.

“It was a pleasure to be riding the Sportster S while watching Ross trying to clamber up atop the Pan America like a scaffolder mounting an unbroken horse.”

34 ROAD TEST

PAN AMERICA Breaking convention, H-D surprised us all with its refined, robust and well-rounded adventure bike Words: Ross Mowbray The world’s an ever-changing place, and motorcycling reflects that.

Manufacturers are constantly navigating the peaks and troughs of what’s ‘on trend’ and what punters want to buy.

That’s why Harley-Davidson can no longer rely on their plethora of cruisers and tourers to bring in the big bucks.

A hardcore base of enthusiasts in a fairly specific sector of the motorcycling market wasn’t enough for the American firm so, over the last few years, they’ve been diversifying the range and, most surprisingly, releasing an adventure bike.

It caught me off-guard when I first rode it in 2021, far exceeding my admittedly limited expectations by being a very capable adventure motorcycle. I spent a few glorious days exploring Dartmoor and Exmoor, pottering down quiet country lanes, cutting across wild, expansive moorland, and even managing to

search out a few gentle byways to put its off-road prowess to the test. Slowly but surely, I fell for the hefty American bruiser, finding joy in working its un-Harley-like V-twin motor; exploiting its all-day comfort; and making full use of its rich array of rider technology.

The Pan Am was always going to have a tough time; there’s a raft of established bikes from firms which’ve spent years perfecting their adventure bike. BMW’s much-lauded new R1300GS will likely remain the benchmark, but add into the mix KTM’s 1290 Super Adventure, Ducati’s growing range of V4 Multistradas and Triumph’s ever-improving Tiger 1200, and the H-D shouldn’t get a look in. But it does.

It’s a bit different for starters, and I reckon that counts for a lot. The Pan Am’s looks caused quite a stir when the bike was first revealed, and plenty of potential punters were dismissive of the funny looking front end, but in person

it’s refreshingly unusual in a rugged, still-an-adventure-bike kind of way.

It’s packed with technology, too. In addition to the usual adventure goodies (engine guards, centre stand, heated grips, cruise control, rider aids and modes), it comes with Harley’s own Adaptive Ride Height System which lowers the seat height to just under 800 millimetres when the bike comes to a stop. The system is only available for the 1250 Special, because the lowering

kit relies on its more advanced Showa electronic suspension package. It might appear a bit gimmicky, but actually, it’s a pretty neat addition – and with a load of other manufacturers implementing their own system in the intervening years since the Pan Am’s launch, it looks as though they were on to something. And anything that’s going to make a big adventure bike a bit easier to manage for shorter riders deserves some praise.

ROAD TEST 35

The riding position’s not quite your typical adventure bike. It has all the constituent parts: wide bars, neutral pegs and a plush seat, but it feels like you’re sat in the bike, rather than on top of it, which makes it feel more like a tourer than an out-andout adventure machine. You’re encouraged to lean forward a little and reach out to the bars, too. I didn’t find it the roomiest of rides (probably because of my long legs), but it’s perfectly comfortable for long days in the saddle. There’s plenty of protection from the elements from the easily-adjustable screen, and the handguards do a nice job of keeping the cold off. The heated grips are great, too, and a welcome addition when belting round Lincolnshire in October.

The 1252cc liquid-cooled V-Twin motor kicks out a claimed 150bhp and 94lb-ft of torque.

That’s plenty to be going on with, and yet it’s quite unlike any other Harley I’ve ridden; still proving itself versatile, while being less willing to chug along in higher gears. Thankfully, there’s still plenty of meat to the bones and enough character to fall in love with, despite it lacking that iconic H-D sound. Ultimately, it feels plenty smooth, while offering a healthy whack of low-down grunt that’ll soon see the scenery blurring and the speed limits bypassed.

Other tests have bemoaned the gearbox for a slightly agricultural feel, but I had no such issues. It’s not exactly light, but I’d sooner

TECH SPEC Harley-Davidson Pan America

Price: From £15,755 Engine: 1252cc, 60° V-twin, water-cooled, DOHC, variable valve timing Power: 150bhp (112kW) @ 8750rpm Torque: 95lb-ft (128Nm) @ 6750rpm Frame: Tubular steel Wheelbase: 1585mm Brakes: (F) Twin 320mm discs, radially mounted, monoblock, 4-piston Brembo calipers (R) floating, single piston caliper Transmission: 6 speed, chain final drive Suspension: (F) 47mm inverted fork with compression, rebound & spring preload adjustability (R) Monoshock with compression, rebound & hydraulic spring preload adjustability Wheels/Tyres: (F) Cast aluminium wheel, 120/70R19 60V Michelin Scorcher radial tyre (R) Cast aluminium wheel, 170/60R17 72V Michelin Scorcher radial tyre Seat height: 850mm/890mm Fuel capacity: 21.2 litres MPG: 5.5l/100km Weight: 245kg (wet) Warranty: 2 years Service intervals: 5000 miles Contact: www.harley-davidson.com

have something reassuringly solid fitted to an adventure bike. The Brembo brakes offer ample bite, and even on slippery roads I had no issues pulling the Pan Am up from speed. There’s a little dive under heavy braking, but that’s to be expected with long travel suspension, even if it is electronic.

Those springs are actually one of the Harley’s best features.

The Showa electronic system is impressively sophisticated, allowing the Pan Am to both measure and adjust preload and damping as it goes, depending on your speed, load and the riding conditions. Flicking between the rider modes helps to transform the bike from a gentle-ish tourer that’s happy pottering around (Rain) to a corner-hungry beast that feels surprisingly taut (Sport).

And the rider modes are incredibly easy to flick between – the H-D system might be one of the most straightforward and intuitive I’ve used, particularly when you consider the raft of stuff you’ve got to play with to help get the most out of the bike. The big

screen and simple button layout just work (Honda, take note). It’s not exactly a handling marvel, and the front end does suffer from some of the vagueness you often experience on big adventure bikes, but ultimately it feels planted and composed, though it definitely prefers to be muscled rather than nursed around corners.

I didn’t get on so well with the self-cancelling indicators, and I didn’t love the riding position as much as other adventure bikes I’ve ridden, but they’re both personal things, and neither proved detrimental to my enjoyment of the bike. It’s really good at the end of the day.

Coming in at just shy of

£17,000, the range-topping Harley-Davidson Pan America Special is a serious proposition in the saturated adventure motorcycle market, holding its own with some of the more established competition. It’s not cheap – but for a bike loaded with technology and some top standard equipment, it feels like good value.

It’s different enough in its styling, seriously well equipped and decent value for money for its specification. If you’ve never considered a Harley-Davidson before, now’s the time.

Personally, I can’t wait to see what they do with the next generation version.

“The rider modes are incredibly easy to flick between – the H-D system might be one of the most straightforward and intuitive I’ve used...”

KNOWLEDGE 37

Cost-effective

Classics YAMAHA TDM850

It’s a big bore parallel twin… before they became popular again!

WORDS: Steve Cooper PHOTOS: Mortons Archive

38 KNOWLEDGE

We’ll get the acid drop rebuke out of the way first – TDM is very much not a contraction of tedium. This sarcastic moniker has plagued the big twin from the off by people who simply didn’t ‘get’ the bike. The TDM has often been described by long-term owners as… ”the only bike you’ll ever need” …and if that’s the case it’s a very strong compliment.

Yamaha has a long-term relationship with big bore four-stroke twins that goes all the way back to the later 1960s. From the hugely successful XS-1 650 on to the flawed TX500/750s and through to the groundbreaking MT-07 series of today it’s been a constant theme. Yamaha has long held the opinion that largecapacity bikes don’t automatically have to run four cylinders… and with some justification. Properly designed big twins are lighter and generally less bulky than fours and often have a more accessible torque curve. The very fact that the market has recently swung heavily in favour of big twins completely and utterly vindicates Yamaha’s long-held beliefs. Oh,

and know that the bike here is now referred to as the Multistrada 12 years before Ducati thought of it!

THE BIKE

The TDMs owe their existence to the big trail bike known as the XTZ750, aka Super Ténéré. This was a big bore trailie that shook up the off-road world by the scruff of its neck; this is the machine that really galvanised the world of adventure bikes. While the Super Ténéré certainly made its mark, it wasn’t a huge seller so it was almost inevitable that the motor would end up in a road-going machine at some point. Yamaha upped the capacity by 100ccs and revised various key areas.

The end result was another groundbreaking motorcycle that totally rewrote the rules.

What you got for your money was near superbike performance wrapped in Yamaha’s signature Deltabox frame of the period powered by a liquid-cooled twin-cylinder motor running five-valve cylinder heads.

The styling was like nothing else of the time with a pair of insect-like

headlights mounted in a half fairing which offered reasonable upper body protection. This gave a decent riding position and the only criticism ever levelled at the bike was a slightly hard seat. Wide bars allowed the rider to sit upright – a big change there compared to the contemporary sportsbikes – making for a wellthought-out ergonomic package. The suspension was deliberately set up on the soft side to facilitate ease of use and few that fully grasped the concept wanted to change it much. That said, suitably equipped with race-type suspension, a tweaked TDM makes for a stunning Q bike. Passengers had also been in the original design brief as the TDM was a very competent and comfortable ‘two-up’ machine.

Performance wasn’t exactly shabby and the 77bhp motor could dispatch quarter miles in around 12.5 seconds with the bike topping out at some 130mph. Not exactly a rocket ship, you say? Possibly not, but the way the bike made power was like little else.

Almost 60lb-ft of torque was delivered at the relatively low engine speed of just 6000rpm. People who had never experienced a bike with

such a large, creamy, torque delivery were blown away.

Sales in both America and the UK were never much better than so-so, mainly because both buyers and the bike press were still irrationally focussed on performance for performance sake. It also took a while for mainland Europe to cotton on to the 850, do anything, go anywhere TDM, but once they collectively got their heads around the bike’s design ethos and its unquestionable functionality sales took off… they sold some 62,000 of them.

The bike was revised annually during its 11-year model run but the biggest change occurred in 1996. Originally the motor was configured around a 360-degree crank, but this was dropped in favour of a 270-degree unit as used on the out-and-out sports TRX850 that had been targeted at Ducati sportsbike owners. This change gave the bike a V twin soundtrack and drive whilst reducing vibration at the same time.

It’s certainly no coincidence that the firm’s later MT-07 bikes had the same cross-plane crank design… or that many competitors’ parallel twins are

KNOWLEDGE 39

1 6

3 similarly configured now. Yamaha has always been a trendsetter so it seems!

Yamaha billed the bike as an Adventure-Sports machine, which is a pretty accurate description – dual sports is the other title sometimes used. Both titles depict the bike rather well. Fast enough to impress and get the job don,e but not so silly-stupid as to put your licence or life at risk.

Dual purpose also works well… easily competent as a long-distance toure, but also equally happy to play the role of commuter. Yamaha’s TDM850 – one of the modern classic scene’s most underrated, undervalued motorcycles.

LINEAGE AND LEGACY

2002 saw the release of the TDM900 which ran until 2011. The 900 had an upgraded motor and lightened running gear, and reflected many of Yamaha’s TDM850 customer feedback comments.

With a six-speed transmission and fuel injection it brought the bike bang up-to-date and in line with Yamaha’s corporate styling. Sales remained strong but for fans of the old 850 the looks were too bland and anonymous – the visual ‘edginess’ had been dialled out. More than a decade on everyone is making big bore twins with 270-degree cranks. Some might argue where Yamaha lead others follow… eventually!

WHY YOU MIGHT WANT ONE NOW

The TDM is simply one of the most competent, all-things-to-all-riders, motorcycles of the last 30 years. Yes,

4

5

2

Faults and Foibles 1. ELECTRICS

3. BACKFIRING

5. SUSPENSION

2. CARBURATION

4. CLUTCH

6. OIL LEAK

If the thermostat or fan switch play up the radiator’s cooling fan may stay on.

Needles and main jets are known to wear, giving rough running and flat spots.

the modern takes on the same theme are lighter, sharper, faster even, but they’re not classics and don’t benefit from discount insurance schemes.

The bike is, for many, one of the best blends of older machine with real world usability.

It’s planted, fast enough for most riders, looks like nothing else (especially the earliest versions), and has character by the bucket-load.

With the class-leading Deltabox chassis, proven five valve heads, twin-cylinder stomp and a strong rep, there’s genuinely not a lot to dislike.

Small corrosion holes in the exhaust can cause backfiring.

Some will have had the clutch plates replaced under the dealer recall. If not, worth investigating.

Possibly a bit tired now but lots of options available to upgrade.

Check for a weeping oil seal behind the front sprocket – easy to fix.

TYPICAL PRICES

Oh this bit is good. A perfectly viable TDM850 with Cat C insurance status could be yours from just £800! Written off as the costs to repaint a minor off were ‘too much’, the one we spotted had just been serviced and had the R1 calipers upgrade fitted. £1400 would get you something slightly less jaded; a really smart one in Thundercat yellow/silver is only £2000; and £3000 should buy you a very tidy, lowmileage example that would want for very little. Our choice? Probably the first year model with its slightly edgy looks and preferably in red.

Summary In the modern world of two wheels, parallel twin cylinder motorcycles are the new musthave. Yet, decades before manufacturers rediscovered the concept, Yamaha was already flying the flag. From 1991 to 2001 the TDM was Europe’s second best-selling model which say a lot about the bike.

Hugely underrated and criminally overlooked, the bike has to be one of the best cost-effective classics out there.

KNOWLEDGE 41

BUYING

A CLASSIC

The good folks at Classic Bike Guide magazine have been sharing their hard-won wisdom about what’s involved when hunting out and fixing up old bikes WORDS and PHOTOS: Matt Hull

What are you buying?

Look at what you’re getting – is it complete? If it’s a runner, then get a ride if you can (make sure you have insurance, and most sellers will insist on cash in their hand first). Hopefully, it’s cold first (had they had it running before you came – then why?). Hear it run. Are the tyres legal (1mm tread)? Or have cracks in the sidewall?

Here’s a quick checklist. Centrestand – does it lift the bike up?

Wheels – are they straight? Check the spokes for loose or broken ones; rock the wheels for play in the wheel bearings; look for worn chains (will pull away from the rear of the sprocket) and worn sprockets... teeth like shark’s teeth. Are the fork stanchions pitted?

Are the head race bearings loose/notchy/stiff? Do the clocks work?

Is there rust at the bottom of the petrol tank? Is the seat ripped?

Is there play in the swingarm? Do the brakes work/feel alright?

Are the various cables in good order? And we haven’t even got to the engine or gearbox yet. Ask questions – lots. What oil do they use? When do they check the valve clearances?

What problems have they had? Does it like choke when cold or not? You’ll be getting an idea of the owner, which gives you an idea of how the bike’s been treated. If you’re serious, then take someone who isn’t wearing rose-tinted specs…

Legality

Is there a (V5) logbook? Is the name that of the seller? Does the address tie up with the story? Sadly, many bikes are being sold by the family of a deceased owner, in which case there should be evidence.

If in doubt, politely walk away.

Legitimacy

What is ‘matching numbers’? This is when the registration number, engine number (stamped on the block) and frame number match from the factory records. They should at least match those on the logbook. Some bikes may have had their reg number sold and reissued with an age-related plate; others will have had an engine go pop and it was more economical to swap the engine with another. This is not a problem as long as everything adds up, but it must be reflected in the price.

Paperwork

Paperwork is one of the best ways to look back into the machine’s past. Old MoT certificates, service receipts, parts receipts and even old tax discs can help build up a picture of whether you are looking at an old family friend or a hastily put-together mis-mash for a quick profit.

Price

Set a budget. Do not, under any circumstances, buy the cheapest you can afford – you are not the exception. Talk to club members and check dealer ads. Auction prices are an accurate reflection of price but are more applicable to expensive machines.

Know how much work will cost: how much will a rebuilt wheel, an exhaust or an oil leak cost to fix? And beware, like the plague, ‘shiny shit syndrome’. Look beyond nice paint and chrome. Do your homework.

Old bikes can break, leak, misfire, not start and have scratches. There’s no warranty, and they assume some amount of common sense. Brakes are poor and lights are terrible. Sorry to be harsh, but we say this as most problems old bike specialists see are owners who don’t know what they’ve got into.

42 KNOWLEDGE

You’ve got a new project!

How do you work out what to do first, what to leave, how to do it, and cost of all this? We look at organising a new project Temptation

First of all, do you really want it? Will you use it, can you afford it, and is there room? Does it give you what you want more than any other bikes you have? And if you’re seeing a ‘quick buck’ at the end, are you sure? Do sums – will there be a ‘tickle’ at the end? Break down the amount of time you think it will take into hours, then divide that by your estimated profit – chances are the hourly rate will see you better off stacking shelves. Be honest with yourself.

If you’re still looking, you need to know what is involved.

Is it registered? What’s the story – why is it a project? This may help with the work it will take. Did it get left in the shed because a valve had bent, piston ring broke, or – a common one – it had been run dry of oil? Did the owner pass away? In which case, there is much less suspicion in what fun lays inside the engine. Ask questions, check on the computer for previous MoT tests and fails or advisories, and leave those rose-tinted glasses at home.

Apologies for this, but trust no one – professional dealer, autojumble trader or innocent old lady. Do believe half of what you see and none of what you hear.

What’s actually included? Is everything there? Many bikes get started, then spend years waiting for some love, and parts miraculously disappear. Do the numbers match, or

We reckon Classic Bike Guide’s one of the best magazines in the game; sharing plenty of hardearned knowledge and bags of practical advice about riding, restoring and keeping your old bikes running. If you’ve not had a copy before, now’s as good a time as any. Scan the QR code and get involved.

is the price a reflection of this? If presented with boxes of parts, take some time to look through them – are they actually for that bike?

A Triumph, BSA or BMW are fairly easy to get parts for, but Aermacchi and small Italian twostrokes may be trickier. How good are you at making do or machining your own parts?

A project is a big commitment in time.

Ask yourself again: do you have time, the space, the right tools, folk around who will be able to help with the jobs you’re not so confident with? And do you actually want it once it’s finished?

If not, keeping motivated will be an issue and the bike could turn into another unfinished project…

Many projects have question marks hanging over them.

Paintwork is obvious, wheels, tyres, tears in seats and rusty chrome or broken fairings... but what’s the engine and gearbox like? What proof is there – will it have to be stripped down? A seized gearbox is not a pleasant experience, trust us. In short, don’t be rushed, know what you’re getting, and know it is possible.

Lastly, don’t forget you have to get the bike home! Will it fit in a trailer or can you borrow a van (are you insured)? It all adds up. You can be lucky – I picked up a Norton ES2 in the back of my Renault Clio…

What do you want from this bike?

A question you must be honest about. If you envisage returning from a concours competition with a trophy, then you know the project will be a nut-and-bolt restoration, with hundreds of hours, dry builds, specialist services and thousands of pounds spent – nothing but perfection will do. You must also realise that the amount of time and money invested does not guarantee getting anywhere near that amount back, if that matters to you.

On the other hand, you may wish to get the bike running, make it safe, and get it on the road. That could mean a major service/safety check, or it could mean rooting through the boxes of bits and bolting everything together.

KNOWLEDGE 43 Working out cost

Some elements are – for most, at least – a given cost... oils, brake pads or linings, filters and the most costly nowadays, tyres. A pair of black hoops alone are between £150 and £200. Plus fitting. And unless you want to risk old rubber, new tubes and rim tape. Wheels may need spokes or, if buckled, may be rebuildable. A rim will be about £200, while a spoke kit is £50 to £75, plus building.

Alloy wheels can be repaired, often by a specialist.

Bearings may be needed, but check as they might just need cleaning and repacking with grease. Cables look alright until they snap, so check the ends for fraying and lube the inner cables. Electrics often need clearing of dust or spiders, wires checked for mice nibbling, and connections cleaned and lubed to give the best contact. Run through it with a wiring diagram if possible, especially if some parts look like they’ve been meddled with. A new set of plugs will be one less thing to worry about and are cheap. Batteries range from £30 to £100; most other wiring costs are cheap or free! If you are going

further, then look at budgeting for paintwork, which with prep will easily come to more than £1000 for a great job. Then there is the frame: some paint, while others powdercoat. Whichever way you go, get all parts done at the same time to save on cost. Easy steps like chain and sprockets can be close to £150 for a larger bike, and exhausts, so often the icing on a great restoration, can cost hundreds. Lastly, check the fuel tank, especially if there has been fuel in it. Make sure it is safe, not rusty inside, and consider having it sealed. Replace the fuel hoses and fit a filter to stop rubbish blocking the carbs.

Time

If this is a retirement project, great, but think realistically about how long you intend it to take. Do the kids have clubs three evenings a week? Are you notorious for not turning down overtime? Or is your social calendar full? Work all this out now and it won’t end up being yet another unfinished project in the small ads.

“A project is a big commitment in time. Ask yourself again: do you have time, the space, the right tools, folk around who will be able to help with the jobs you’re not so confident with?”

44 FROM THE ARCHIVE

PARTY IN THE PARK The landed gentry don’t often get things right. But when they do…

Cadwell Park circuit nestles in the south of the Lincolnshire Wolds, climbing from a dip up the side of two of the many crests that create the surrounding rough, sea-like countryside – and is one of the UK’s best racing circuits.

The tree-lined circuit is like no other. Most UK racetracks are former airfields like Snetterton or Silverstone – flat, barren, but already a hard surface. Donington, Brands Hatch and Cadwell come from an era when lucky landowners could indulge, using more three-dimensional land, and that started during the days of unsealed roads.

Cadwell’s land was part of the estate owned by a Mr Mansfield-Wilkinson, with an idea for shooting. But Mansfield-Wilkinson junior, Charles, loved his motorcycles and in 1934 the pair created a short, grasstrack circuit around the old hall – literally. Charles and friends raced each other and started a motorsport club to encourage more to race there, from 1934.

After the war, once weather proved to be an issue and machines were getting quicker, the largely paved circuit hosted huge crowds, leading to several changes to the track layout and

resulting in the photo you see here, from 1961. The new 2.25-mile track was shown off, with good start money bringing in the big names and some say more than 25,000 spectators.

It hasn’t changed much since, other than trying to achieve the best safety possible in a confined space, while attempting to keep the ‘park’ feel.

Due to the narrow track, Cadwell has predominantly been a bike track, and with little time upright, a bike is the best way to experience the challenge.

Corners like the flat-out, uphill Coppice, the blind exit of Charlies Two, or the infamous mountain leading into the flip-flop Hall Bends are intense. BSB always draw crowds each August... 240bhp over the mountain, anyone?

If you can, try riding it. If you don’t wish to, visit the CRMC, BHR or other classic race days there. It’s partly down to the park-like feel, partly the sound reverberating off the hillsides, and the skill needed for this unique track layout, but there is something magical about Cadwell Park. It’s the perfect antidote to modern racetracks where binoculars are essential. Thank you, Mr Mansfield-Wilkinson, for listening to your son.

46 LEARNER LEGAL

KEEPING IT

SIMPLE Lexmoto RSS 125 Scrambler

For a 17-year-old, there’s nothing quite like that first taste of freedom that comes from two wheels, an engine and the open road. We’ve put on our rose-tinted specs to see if Lexmoto’s RSS 125 is the tool for the job WORDS: Richard Graham PHOTOS: Ross Mowbray I suspect that if you ask most new motorcycle owners why they choose to ride a scooter or motorcycle, then almost every answer that you receive will be related to freedom, or the excitement of riding, but economy is perhaps the unspoken major factor in the decision to purchase your first motorcycle.

My motorcycling journey began as a student and the objective of purchasing my first motorcycle was to have an affordable means of transport in my new life away from home and access to a car. Lexmoto have embraced this philosophy and offer a range of new motorcycles that offer a cost-effective entry to motorcycling.

The Exeter-based firm also understand that cost of purchase is only the first step on the motorcycling ladder; and a twoyear comprehensive warranty is offered on all new machines – and there’s an extensive dealer network, too, with individual experience and expertise much closer to your home than many of the big-brand dealerships.

LEARNER LEGAL 47

TECH SPEC Lexmoto RSS 125 Scrambler

Price: £2599.99 Engine: 124cc single cylinder liquid-cooled, efi four-stroke, single cylinder Power: 14.1hp/10.5kW @ 9000rpm Torque: 11.2Nm @ 8600rpm Weight: 163kg Mass in Running Order Seat Height: 810mm Fuel tank: 14.5 litres Contact: www.lexmoto.com

There’s a diverse range of 125cc motorcycles to choose from, and the nostalgically-styled RSS 125 sits towards the top of the Lexmoto price range. Let’s see what it has to offer.

Arriving at the lock-up to collect the motorcycle, the first step is to get the key. How refreshing was that; a simple key, no fobs. Then approaching the motorcycle for the first time a simple ignition switch, off and on, and the steering lock positioned on the front forks.

Suddenly this little Lexmoto takes me back to the time when I was a student and invested in my first motorcycle, a Suzuki GP100, my budget introduction to motorcycling back in 1988. There are some similarities, not least the simple ignition and fiddly steering lock on the front forks. But how far have motorcycles developed in the last 30 years in terms of technology performance, style and safety?

First impressions are good. The scrambler is a good size, everimportant as a 6-footer of almost 100kg, although smaller riders might find its 810mm seat height a little tall for manoeuvring. It feels substantial, weighing in at 163kg, making it solid, well balanced and stable.

This motorcycle’s design is stylish, and the matt black finish suits it perfectly; an appropriate colour for this scrambler with a bit of attitude.

There’re crash bars with bobbins, a grill on the headlight and some crossover tyres and spoked wheels, which suggest some off-road capability. In reality this motorcycle is going to remain firmly on the Tarmac

–and the styling is just styling. But it’s effective. The sharply-styled matt black tank at 14.5 litres also gives a sensible range and reduces the number of fuel stops.

The engine is a Euro 5 liquid-cooled electronic fuel-injected four-stroke engine that produces 14.1 horsepower at 9000rpm below the UK leaner limit of 14.7 horsepower, so ideal for those first steps in motorcycling. There is enough power to tackle the daily commute and at the weekend get out into the countryside and enjoy the freedom of motorcycling.

That said, this is perhaps not the machine for you if you are in a hurry.

I have not managed to get the digital speedo past 60mph (some way short of the claimed 69mph). I am sure a lighter rider would be able to improve the top speed but this is really not the point of this bike. It’s designed to look good around town and offer a good riding experience; and it is all about the ride, not how quick you can get there.

The front and rear hydraulic disc brakes are good, the front capable and responsive with the added feature of ABS to keep you out of trouble. The rear has a less responsive feel, but perfect for the slow control required by learners on their CBT, and for slow manoeuvring in tight spaces.

The front suspension consists of some traditional telescopic forks, and at the rear there’s a monoshock unit.

Together they keep the motorcycle well poised on the road. The 17-inch spoked wheels fit that all-important scrambler styling, and the 110/70 front and 140/70 rear tyres do a decent job of sticking to the Tarmac.

I found the RSS extremely comfortable; it’s a good size and weight, and the seat has clearly been designed to carry a pillion. If you’ve passed your full test and do need to ferry around a passenger, you’ll definitely feel it – and anything beyond pottering around town is a bit of a challenge.

The 5-inch TFT display is clear with automatically adjusting day and night settings. The controls are sensibly positioned and the display is easy to navigate, providing riders with all the necessary information, although I must admit the indicator flashes on the white screen were a bit less visible than I might have liked. The LED indicators are effective, being very visible to other road users, as is the rear brake light located in the rear of the seat. The headlight is also good around town in a streetlight environment, but may struggle to light the way on rural roads in the dark.

The Lexmoto RSS 125 Scrambler is a stylish and capable motorcycle either for a learner new to motorcycling or for a more experienced rider looking for a cost-effective daily commuter in an urban environment. The price is extremely competitive at £2759.99, which is about half the cost of the similarly-styled Yamaha XSR 125 Legacy listed at £5202.00.

There is clearly an economic reason why you would buy this motorcycle.

If you have limited mechanical experience and want a competitively priced motorcycle with a two-year warranty and a good dealer network then this may well be the motorcycle to choose. Many parents buying their child’s first motorcycle would also be drawn to this bike, safe in the knowledge their child will have a new unabused motorcycle with warranty and local dealer back-up. If you are a more capable mechanic you might consider a secondhand motorcycle from one of the larger manufacturers; a quick trawl of Autotrader threw up a Yamaha MT-125 2015 with 13,000 miles at £xxxx or a Suzuki GSXR 2018 with 16,000 miles at a similar budget but these will come with wear and tear and possible other unseen issues.

The other point of note – having had reason to obtain spares for this motorcycle – is that they are readily available and easily ordered on line with prompt delivery; the back-up is there and effective.

48 ROUTES

EUROTRIP: AUSTRIAN ALPS AND BACK A two-week, two-and-a-half-thousand-mile trip through France, Belgium, Luxembourg, Switzerland, Austria and Germany WORDS and PHOTOS: Aaron Walker Last spring, Aaron Walker set off on his first ‘big bike’ trip just a few months after passing his full test. With his partner Alex on the back of his Kawasaki Versys 650, the two of them spent 14 days covering 2313 miles across eight countries; packing in plenty of scenic goodness, adventurous activities, cool places and top food. Not bad at all, right? Here’s what they got up to.

Day 1: Leeds to Folkestone

Our adventure kicked off as we hit the road bright and early, riding swiftly in three stints of two hours.

In Folkestone, we enjoyed fish and chips and a walk along the iconic white cliffs of Dover.

Day 2: Folkestone to Luxembourg City

The day began smoothly as we packed up and set our sights on the Eurotunnel. The train ride was pretty stressful due to the weight of the full-loaded bike and how much it moved on the train! After disembarking, we had a pretty uneventful ride through flat France and Belgium. We stopped in the charming town of Dinant and later arrived in the immaculate city of Luxembourg. We settled for a cheaper hotel in a converted house and explored the local scene.

Day 3: Luxembourg to Baden-Baden

Leaving Luxembourg behind, we crossed into Germany, making our way to Baden-Baden. The town's size and assortment of shops and restaurants left us pleasantly surprised. We stayed in an Airbnbstyle arrangement—a converted front room of a private house.

Day 4: Baden-Baden to Zurich via the B500

The most anticipated leg of the tour! We packed up and headed off to the start of the legendary B500 and climbed up deeper into the Black Forest. The climb into the trees was brilliant. Despite the conservative speed limit, there were amazing views with roads to match. We made a couple of stops at scenic viewpoints and lakes, chatting to other bikers we met along the way. We made a stop in Triberg to check out the house of 1000 cuckoo clocks before carrying on all the way to Switzerland, stopping just outside of Zurich.

Day 5: Zurich to St Anton am Arlberg

Leaving Switzerland behind, via a refreshing swim in Lake Walensee, we crossed into Austria. Our first stop was at Lake Lünersee, ascending to the summit via cable car for a hike around the lake. We were a bit surprised to see loads of snow still about! On the way to the hotel we got caught in a bit of rain but it wouldn't be a tour without it!

Day 6: St Anton am Arlberg to Mieders

The first stop of the day was at Umhausen to tackle the Stuibenfall Via Ferrata, scaling the side of a huge waterfall! In the evening we stayed at a lovely out-ofseason ski resort in the Austrian mountains.

Day 7: A trip to Innsbruck

After a week of non-stop riding, we decided to stay at a hotel for two nights and to have a rest day in Innsbruck. Getting there meant enjoying the short but amazing ride through the Austrian mountain pass, which was arguably better than the B500 in my opinion. We explored the colourful city with nice architecture. We had a delicious lunch at Kröll Strudel Cafe, trying meat and potato as well as spinach, feta, and pine nut strudels.

Day 8: Mieders to Achensee

Leaving Mieders behind, we headed south to Neustift

for paragliding. Accompanied by an instructor, we ascended the mountain in a cable car to paraglide back down. It was a thrilling experience flying through the valley. After some gliding and tight turns, we landed in a field, received certificates, and headed to Achensee. At the lake, we rented paddle boards and had a fantastic time.

Day 9: 5 Peaks Via Ferrata

The first (and only) day of our trip we haven’t ridden anywhere! We got up and walked to the cable car from Rofan Seilbahn up the mountain and headed for the second Via Ferrata of the trip. We got to the top of the first via ferrata, Hochiss (2299m) and had our lunch before hiking back down. We had a rest and then moved on to summit Speiljock (2236m) before hiking back down to the cable car, narrowly avoiding the rain.

Day 10: Achensee to Munich

Traversing the magnificent Austrian Alps, we ventured into the picturesque Bavarian Alps, where we made a delightful stop in the charming town of GarmischPartenkirchen for a coffee break. Arriving in Munich, we checked into our hotel before adventuring into the centre for the evening, visiting landmarks and shops, before getting a traditional sausage and a pretzel and sitting at a bar for a couple of beers.

Day 11: Munich to Saarbruken

We ate our breakfast, fuelled up and made our way to Stuttgart to visit the Porsche museum. Stutgartt was fairly difficult to ride in, with roadworks everywhere and it’s quite industrial. It was also absolutely roasting at this point, the hottest day of the trip! The Porsche museum was brilliant and it took us a couple of hours to get through, the highlight for me being the Porsche-engined McLaren MP4/4 F1 car. We rode on to Saarbrüken, checking into the Ibis Budget for the night.

Day 12: Saarbruken to Gent

We travelled to Gent in Belgium with a couple of stops in Bitburg and the iconic Spa Francorchamps circuit. We unpacked and walked into Gent looking for food. I was surprised as it was a lovely town; we didn’t expect it to be so nice! The architecture was amazing with a kind of medieval vibe. We ended up getting the biggest portion of chips I've ever eaten along with a Belgian waffle.

Day 13: Gent to Calais

Our first stop was the captivating city of Bruges around 30 minutes away. We explored for a while including the busy centre and found some quiet canals.

Continuing along the coastal route, we rode towards Calais, stopping along the way to have a picnic and a swim in the sea on the beach at Normandy. After that we checked into our hotel and went to bed early as we needed to catch the Eurostar home in the morning.

Day 14: Calais to Leeds

Departing from Calais, we made a brief journey to the Eurotunnel, where we boarded the train. It was strange as we were the only bike on the train. Along the way back to Leeds we took the opportunity to visit friends in the city of Canterbury.

ROUTES 49

IT’S GOOD TO SHARE If you’ve been on an adventure and fancy stringing a few sentences together and sharing your experience with the readers of MoreBikes, we’d love to hear from you. No matter whether your trip was big or smal, at home or far away, we’ll be interested. If you want to know more about what’s involved, fire over an email to rmowbray@mortons.co.uk

50 THE INSIDE LINE

E

FROM THE ARCHIV

MIND GAMES?

With another World Championship in the bag in 1988, you’d have expected Yamaha to have done everything possible to hold on to Eddie Lawson for the following season. That’s not what happened Words: Steve Cooper Photo: Mortons Media Archive There’s probably nothing quite like internecine race team politics to destabilise a rider, and when that rider just so happens to be your very own World Champion things can rapidly slide sideways. Lawson found himself in precisely this situation despite being the world’s Number One. It’s reported Lawson told the media: “Giacomo Agostini, the Marlboro Yamaha team manager, started playing games, saying stuff like, ‘I don’t know if we can pay you the same as we did in 1988.’ I’d just won my third title, so that was tough to hear. Also, I found out Ago was talking to Kevin Schwantz. I met with

Erv (Kanemoto of Honda) and told him that I needed a change. When Marlboro discovered I was talking with Honda, they doubled their offer, but it was too late. I actually took a pay cut to ride the Honda.” Whether Ago was playing mind games and trying to claw back some of his budget to use elsewhere is anyone’s guess but the end result was an own goal – the star rider had left the building. So Yamaha’s 1989 season was going to be a little different to that envisaged back at base in Iwata, Japan.

Team Lucky Strike Roberts would field Wayne Rainey and Kevin Magee; Team Marlboro Agostini would look after Niall Mackenzie and Freddie Spencer with two Italian riders (Cadalora and Rota) doing one round each as stand-ins. Also added into the

mix were Norihiko Fujiwara, Michael Dowson and John Kocinski along with Christian Sarron riding for Team Gauloises Blondes Mobil 1.

There had been some serious tech stuff going on over the closed season with larger radiators and flat-topped pistons fitted to some of the bikes.

The twin thoughts were that running cooler would facilitate better, higher incoming fuel charge density with the revised pistons facilitating exhaust scavenging. There was also the now annual minor revisions of port geometries. Handling issues from the previous season had been addressed to a fair degree by adopting the new 17-inch wheels Roberts and Rainey had discovered improved handling.

It would be a season of mixed fortunes. The new wheels facilitated

better turn-in than Lawson was experiencing on the Honda, but Yamaha’s Dunlop tyres had side wall issues. Rainey and Lawson fought it out with the Honda rider taking the title 228 to 210.5. Christian Sarron would be third in the championship on 165.5, with Suzuki-mounted Schwantz close behind on 162.5. Kevin Magee managed fifth on 138.5. Yamaha had also lost the Constructor’s Title with 227.5 points to Honda’s 257. It wasn’t the season they’d been hoping for!

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YOUR RIDE 51

In partnership with Forcefield Body Armour Cammy Haggart’s living every 70s teenager’s dream with his ‘ton-up’ Suzuki X7 GT250.

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.

We bet Gary Coley’s Moto Guzzi Breva 1100 is an absolute hoot to ride; bags of character and plenty of punch.

We love an XT; proper cool bits of kit. And Gary Harris’ Yamaha XT250 from 81 fits the bill perfectly.

Kawasaki know how to build big, comfortable and properly capable sport tourers. Craig Aschoff’s GTR1400 from 2009 is the perfect example.

David Hazlewood’s handsome Triumph T100SS. We’d love one of these in the shed.

Retros always been cool; and Gordon Harold’s Kawasaki Zephyr proves it.

There’s nothing quite like a Moto Guzzi. Here’s Don West’s milemunching 1000SP Spada.

Another Guzzi! This one’s a proper 70s icon. It’s Scott Seiber’s Moto Guzzi 750S.

John Speers is a lucky lad. The Kawasaki Ninja 1000SX is a remarkable bit of kit. Not jealous, honest…

The consummate all-rounder; we bet Daniel O’Brien’s Kawasaki ZR-7S is up for anything.

CLASSIFIEDS ACCESSORIES

CHROMING

SUSPENSION

BIKER FRIENDLY TYRES

WEB WATCH

Selling your bike is

Classified FREE for private readers

For Sale

APRILIA Mana, 2009, 850cc V-Twin USD forks, radial brakes, ABS, three engine maps, helmet storage in tank fuel under seat, 10,000 miles, Givi top box, superb condition, great bike, £2850 Tel. 07939 145555.

Reading.

BSA A10 Golden Flash, 1960, very original, 650cc, twin, fully enclosed chaincase and air filter housing, new battery, ready to ride, photos and V5C available, free delivery arranged, £5450 Tel. 01723 372219. Yorkshire.

BSA A10 also BSA A7, I bought them 3 years ago, they are not complete and require stripping and rebuilding or stripping and selling for parts, £5000 Tel. 07395 067513. Email. ralph. whitehead@btinternet.com BMW C400GT, 2019, 5900 miles, gloss black, 350cc auto maxi scooter, fsh, excellent condition, MoT February 2025, or new MoT on sale new BMW scooter forces sale, garaged, tyres excellent, £4495. Tel. 07784 499299. Yorkshire.

HARLEY-DAVIDSON Fatboy 2001, Y-reg, 1450 twin cam, genuine saddle bag mounts and seat, Screaming Eagle silencers, new battery, 2 keys, 2 fobs, a rare opportunity to buy a very low mileage spotless mint unmolested carburettor original model, is spotless underneath, under the seat and spotless everywhere, never seen rain/winter/salt, a bike for the purist, £9950 Tel. 07835 709412. Exeter. Email. graham. woollacott@hotmail.com

HARLEY-DAVIDSON FLSTC 2002 Heritage Softail, one owner, 16,000 miles, huge range of chrome accessories, black, fabulous condition, phone for full spec list and photos, £9500 ono Tel. 07713 044125. Isle of Wight.

HONDA VFR800 Vtec 2005, lovely condition, 26,000 miles, brand new fairings fitted as originals were looking old and tatty, new battery fitted, just passed MoT with no advisories, rides very nice, any questions please ask, £2700 Tel. 07961 828165. Email. tomkilley@gmail.com

HONDA VFR750, 1992, metallic green, excellent original condition, owned 20 years, runs and drives very well, good tyres and chain, MoT till May can re MoT if required, £1450 Tel. 07775 925395. South Lanarkshire.

HONDA VFR1200FD, 2014, metallic red, 29,000 miles, (recall) serviced optional Givi rack, top box, £4940. Honda CB750/4 K8, 1979, black, 8754 genuine miles, serviced, new 4 x exhausts, wires, £5240. Norton Interstate FTD CB500 special, black, £5240. Leather jackets, new/used, black, 44/46 XL from £40 - £75 Tel. 07759 607498.

Berks.

HONDA CB250RS, good original condition, it runs and rides perfectly, 40,304 miles, tax exempt, Owners Workshop Manual included, £1600 Tel. 07729 177211. Staffordshire.

Email. susaneverill@icloud.com HONDA TLR200, 1982, trials, good condition, all standard, new carb, chain, fork, seals, runs like Swiss watch, £2350. Tel. 07775 671836. Cambs.

MATCHLESS G2 250cc, 1962, did run but been stored for a while, £1500 ono Tel. 07905 712435. North Beds Email.

Russell.j.horton@live.com

MONTESA 1978, 310 trail bike, good condition, runs, red, 310cc Team Montesa cover, £3000 ono Tel. 07905 712435. North Beds Email. Russell.j.horton@ live.com

ROYAL ENFIELD 350cc, T reg, sound, MoT August, alloy tank, wheels, tyres as new, £2400 ono. BSA A10 clutch covers, £275 Tel. 07956 121054.

ROYAL ENFIELD Classic 500 Limited Edition, Squadron Blue, 115 out of 200, service history, MoT till April 2025, 2 keys service handbook, extras pillion seat exhaust wrap, new battery, Avon tyres, 2900 miles, £3300.

Tel. 07989 146630. Great Yarmouth. Email. tyrraven67@ gmail.com RUDGE 500, 1929 project or parts, frame, forks, later chainstays, front mag crankcase, flywheels, conrod magneto, gearbox, clutch, bare wheels, 500 rear, 250 front, with V5, historic registration, open to offers, £2000. Tel. 01485 540896. Norfolk. Email. jrbrent@ hotmail.co.uk TRIUMPH Bonneville, 1970 T120R, 650cc, matching frame and engine numbers, excellent condition, runs very well, no smoke or rattles, can send photo by request, £6495 ono Tel. 07887 674467. Hampshire.

SUZUKI GSX1400, 2003, blue, white wheels, excellent condition, MoT July, Michelin Road 4S, part history, all bills, 17,900 miles, £5750 ono Tel. 07774 172081. Cheshire. Email. glynstanway@gmail.com

TRIUMPH Trident T160, 1975, 11,031 recorded miles, original matching numbers, brand new Avon tyres, stainless fasteners, stainless brake master cylinders, braided brake lines, new fuel taps, silicone spark plug wires, recently fitted clutch seal, factory workshop manual, good runner, comfortable and great to ride, £8499 Tel. 07470 396685. Herts.

Email. ian@kingracing.com

YAMAHA Diversion 900S, 2001, bike in fantastic condition, 34,000 miles, just serviced, full Givi luggage, many extras and upgrades, 2 sets of keys handbook and manual, 12 months MoT, getting too heavy for me, any questions contact me, £2400 Tel. 07870 200124.

Dumbarton. Email. jas.bell@ blueyonder.co.uk

YAMAHA R1 2001, standard, excellent condition, 29,000 miles, all keys and history, good tyres, brakes and engine, last of the carb models in glorious vivid red cocktail, like an R7, owned for last 12 years, no silly offers £3500 Tel. 07815 374761. Email. graham.carey@ bmwgroup.com

Parts For Sale

TRIUMPH 900 Sprint, 1995, 67,600 miles, new tyres, AGM battery, vgc, Nightshade, gold wheels, owned for last 25 years, MoT, luggage included if required, £1250 Tel. 01621 778184.

Essex. Email. chrispryke.equipe@ hotmail.co.uk TRIUMPH T595 Daytona, 1997, original condition, ideal restoration project hence, £800. Tel. 07462 079361; 07591 841687 Email. ann.fletcher@paragonbank.co.uk

BSA Bantam gear change lever, £15. Pair Eversure car ramps, one owner from new, dry stored, no damage, £20. Pitmans Book of the Royal Enfield, bit tatty readable, £7 Tel. 01299 266565.

Worcs.

HITCHCOCKS decat pipe for Royal Enfield 350 classic £50 + p&p. Shad topbox liner 36lt £20 + p&p. Rockbros rear seat bag 20-35lts £20 +p&p. Puig tall wind screen for Honda NC750X 16/17 inc deflector, £40 +p&p Tel. Bill 07713 160796.

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

OE PANNIERS BMW S1000XR, two sets of unused side panniers for sale 1 x red and 1 x grey, unlocked and open, both never used but both bikes 2015 and 2017 now sold, looking at £355 per set, buyer collects or p&p negotiated Tel. 07768 051901.

Edinburgh.

SPARES used odds and ends for 1972 Puch Maxi, side bars rusty £10, stand £10, rear hub £15, front hub £10, grey speedo drive VDO Germany, £15 etc, can post Tel. 07852 921265. Mid Wales.

VELOCETTE and Yamaha spares, early Velo Mac crankcase, no cracks or broken lugs, £140.

Another welded repair to flange, £120. Barrel, £25. Head £50.

Rocker box, £30. Mid 70’s Yamaha RS125 Pistons Various oversizes, £15. Barrel, £50. Head, £20 Tel. 01485 540896. Norfolk. Email. jrbrent@hotmail.co.uk

Wanted BSA B25/C25 or Triumph TR25 rebuilt engine wanted, can collect Tel. David 07436 002647. Email. thehubbards1954@hotmail.com CLASSIC MOTORCYCLE wanted any condition any make/model for a project for my father, good price paid Tel. Thomas 07398 052043.

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

CLASSIC MOTORCYCLE wanted any bike any make any condition good price paid by genuine enthusiast Tel. Alan 07432 566835.

Miscellaneous BOOKS new V. Rossi/Moto GP, 192 and 224 pages, £6 & £8 each or £10 pair. New Jet 7 1/4” helmet c/w visor, £25 suit learner. Boots Alpinestar size 10, £35. Jacket size 44, black/red, l/w, £25. Topbox 40 litre, black, very good condition Tel. 07759 607498. Berks.

BSA Bantam, gear change lever, £15. Eversure car ramps, one owner from new, dry stored, no damage, pair £20 Tel. 01299 266565. Worcs.

ERDE 310 motorbike trailer for sale, lights, new tyres, in very good order, £325. Tel. 07872 969902 LEATHER JACKET pristine condition, I have an as new used BMW leather ‘heritage’ style leather jacket, size (Euro) 44, back, elbow and shoulder armour, plain black with discrete BMW tag, email me for picture etc, £125. Suffolk. Email. peter@ foxyman.co.uk LEATHER JACKET good condition, size 44/46”, £45.

Leather boots, good condition, size 10, £45. New leather jacket, 44/46”, £70. New Jet helmet/ visor, 7 3/8 blue, £35 Tel. 07759 607498. Berks.

LEATHER WAISTCOAT black, size medium, zipped and studs, four pockets, as new, never worn, £40 collect or pay postage Tel. 07919 884322. West Mids.

OXFORD Bone Dry gents motorcycle jacket, black/ blue, XL detachable thermal lining, elbow, shoulders, back protection, £25. Open face motorcycle helmet, visor, grey, large, £20. Motorcycle gloves, black, knuckle protection, £10, all as new condition Tel. 01299 266565. Worcs.

RENAULT Mastervan Motorhome conversion by Caledonian Glasgow, 2016, 2 berth F/F sink, hob microwave folding wall table, plenty cupboards, £26,000. Recent aluminium folding wheelchair motorcycle ramp 1x2.6 mtr, 17,000 miles, vehicle hardly used Tel. 07899 750863. Scotland.

WATSONIAN motorcycle trailer, blue, fibre glass, new lights, new tyres, new inner tubes, £375 ono. New Hendler handlebars 3/4 inch, £30 ono, can send pictures.

Avon Venom tyre 150-80-16, like new, £30 Tel. 07704 343331.