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It’s either going to be a scary new addition to be aware of on the roads this year or it’s the best bit of new tech that the cops have been given in a long time – depending on your point of view. But what we’ve been shown is a new speed camera that can catch illegal activity on the roads from a MILE away. Currently undergoing in-field trials in Gloucester, the bit of kit – nicknamed The Long Ranger – was showcased at the launch of a police project called Operation Indemis. >More on page 9
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Gotcha KTM! 2020 Adventure caught on test
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February 2019
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First look at the 2020 KTM GOTCHA Super Adventure Our spy shots prove that the new bike is getting 790-esque bodywork with lower fuel tanks and bigger fairing Words: Tony Carter Photos: sbmedien These are the world’s first photos of the 2020 KTM 1290 Super Adventure – the big mile muncher from Austria that’s going to take on the latest version of the BMW R1200GS. Shot outside an R&D facility recently, the photographs show what’s in store for the large capacity machine. While there may be a host of new electronics and internal changes that aren’t obvious from the photographs, what can be seen from our spy snapper’s images are wholesale changes to the motorcycle. You only get a true idea of how different the new 1290 Super Adventure is going to be once you compare it directly to the current bike. Gone is the minimal bodywork from the 2019 motorcycle, replaced with a more encompassing set of plastics. There’s a bigger TFT colour screen, a new windscreen, new seats, more fuel-carrying capability and better ergonomics, too. The bike we’ve photographed undergoing tests is running a pretty
SPY SHOTS
crudely formed set of bodywork that apes what we saw at the end of last year on the 790 Adventure from KTM. The shoulders of the 1290 are now flared out, the petrol tanks are moved down lower on the front of the bike and the conventional position for what would normally be the petrol tank is now filled by a tank cover that’s been re-shaped and has a side profile that’s lower than on the current version of the 1290 Super Adventure. The fairing itself is also heavily revised with the current bike’s large, split-face headlights gone on the prototype photographed. The model being ridden in our photos only has a single round LED headlight unit. This is unlikely to be how the finished bike will look so it’s anyone’s guess at the moment as to whether we see the twin headlights return (in which case, why not fit these to the prototype motorcycle?) or if we’ll see something redesigned from KTM when this bike eventually hits the shelves.
KTM 790 Adventure.
KTM 1290 Super Adventure.
The prototype motorcycle looks to have a redesigned nose too with the bottom of the fairing jutting out further than on the current bike, the air-deflecting shoulders have been re-shaped and the screen, although looking very similar to the one on the current bike’s side profile, has come in for some serious re-working when viewed from the front. That screen is clearly adjustable (manually on the current bike and at the moment it looks like the prototype bike has the same manual adjustment wheel fitted rather than an electronic adjustment option) with large cut-outs in the fairing showing how much it will move up and down to
Aprilia’s RS660 caught TESTING at Vallelunga. And it looks like it’s NEARLY FINISHED. Aprilia’s all-new RS 660, the racey concept twin-cylinder roadster, has been caught out testing on track in Italy – and considering its nearly finished form, it looks like we won’t have to wait as long as we first thought for the new supersport machine to make it to market. One of the most interesting bikes to be revealed at last year’s EICMA show in Milan, the Aprilia RS 660 attracted a lot of attention worldwide for its stylish design, clever active aerodynamics system, otor Cycle Monthly, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529
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suit a rider’s needs. From our photos you can see the bike is running a full-colour TFT digital dash, the unit used on the prototype motorcycle looks to be larger than on the current 1290 which would make sense as the R1250GS Adventure has now been given the 6.5 inch TFT screen that was previously only available as an aftermarket option. What is also clear is that the prototype motorcycle in our photos is out for the first time with the new 790-esque bodywork with neither the conventionally placed petrol tank or new lower tanks on the bike being used to carry fuel right now. That job’s being taken care of by the ‘pannier’ on the left-hand side of the bike which is actually a fuel tank made specifically for early runs on bodywork placement testing so that the factory doesn’t have
to think about actual tanks carrying actual fuel for now. With the new fairing and new lower petrol tanks KTM is looking to compete directly with the latest version of the BMW R1250GS Adventure – the German bike has 30 litres of on-board fuel which is supposed to give a realistic range of around 400 miles while the current KTM offering carries only 23 litres. The new 790-esque tanks should mean that the big KTM is at least on par with the BMW in the fuel carrying stakes. The added handling benefit of the fuel being lower down on the bike is that the KTM shouldn’t feel as top-heavy as the BMW, too. At this stage, it looks like the 1290 Super Adventure is identical under the bodywork to the current bike, so expect the updated version to continue booting out 160bhp @ 8,750rpm from its 1,301cc liquidcooled V-twin motor. Comparing the KTM to the BMW (as the factory is already doing), the Austrian bike has a huge 24bhp in hand over the 136bhp @ 7,750rpm BMW motor so there seems little point in KTM giving the Super Adventure more power. Expect more mid-range with the new bike and smoother low-down power delivery thanks to revised electronics too. The new KTM 1290 Super Adventure will go on sale in early 2020 and will be shown to the world at the end of this year complete with the 790-esque bodywork in place.
Editor Tony Carter Editorial design Fran Lovely Publishing director Dan Savage Publisher Tim Hartley Email editorial@motorcyclemonthly.co.uk Production editor Dan Sharp
and because its powerplant uses half of an RSV4 1100 engine – more specifically, the forward bank of cylinders from the existing unit. Caught in both track and road trim at Vallelunga with testing seemingly well underway, we reckon that Aprilia’s going to be launching its latest concept earlier than expected. Our money’s on it being debuted at this year’s EICMA show, before making it into the model line-up for 2020 – but at this stage only time will tell.
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BIG news from KTM! There’s a 500 on the way and they’re considering getting their hands on Ducati. Phew.
Want your motorcycle news FIRST, FRESH and FREE? Then make your essential, one-stop website. Get up to speed. Every single day. model. We bought Husqvarna in 2012 when our friends from BMW asked us for help. There were many critical voices back then. We have been told that we would only trouble ourselves with it. But we knew, thanks to VW, how it’s done. “Audi (part of the VW group) may soon have other priorities than a motorcycle plant due to the diesel affair and e-mobility. Ducati is the Ferrari of the motorcycle industry. Of course, having such a brand in our group would be interesting. “Ducati is not concerned with the purchase price, but with the question:
Let’s get the new-model-on-the-way part of the story out of the way first. KTM CEO Stefan Pierer has revealed what’s coming from the Austrians in the immediate future – and it’s largely focused on the smaller capacity machines. He said: “The middle class is becoming more important. In this segment we will come to other models, an SMT (which will be powered by the 790 motor) and so on. “In the 500cc class, we will bring a two-cylinder machine, which is manufactured by our partner Bajaj in India and with which we compete against the Japanese. “Growth is happening in the
emerging markets today, and in these emerging markets ‘premium’ is the mid-range of 500 to 800cc.” While the new bikes are on the immediate horizon for the Austrian firm, there’s much credence to industry rumours of a KTM takeover of Ducati. There’s nothing official and, as MCM understands the current situation there’s no announcement of anything happening for a while yet, but in terms of what Pierer (and, therefore KTM) is thinking about the head of the company couldn’t be clearer. He added: “I have an emotional relationship with Ducati. The
only brand that suits us is Ducati, everything else you can forget. “MV Agusta is too small. New homologation challenges are waiting for us… and there is demographic development in Europe as well – today you have to go to Asia with a motorcycle company, to India.” There’s a precedent for Pierer dealing with larger companies too, with previous dealings between BMW and the KTM boss landing another marque that’s an improving part of the KTM group – Husqvarna. Pierer added: “When the Volkswagen Group with all its brands developed the platform strategy, I saw this as a role
KTM CEO Stefan Pierer.
‘How can we become stronger together’? Time will tell…” The comments are sure to make some waves for the Italian brand, especially as they come in the wake of recent thoughts from Volkswagen CEO Herbert Diess. The VW company owns Ducati, and speculation about the company’s future has been rife for the past two years. Diess spoke about a merger with another brand as a real option for Ducati, saying: “I can imagine a merger or a collaboration with other brands. Ducati simply as a motorcycle icon within the VW company is not enough.”
NEWS 5
HONDA BOSS CONFIRMS THEY ARE WORKING ON THE THREE-WHEELER!
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It's been a concept and a bunch of patent drawings until now – but a big cheese at the big H has come clean about the firm's next step. It was back in 2015 when Honda first unveiled a funky Neo Wing concept to the unsuspecting motorcycle world and since then the CB1000R-esqueleaning three-wheeler has been the subject of much debate about
whether it would actually ever make it into dealerships. Well now we know that it WILL. For three years we've been tracking the bike's progress via patent drawings filed by the Japanese giant and now we've been given the official word that the huge-tyred hulk is being worked on by the factory. Honda project leader Hiroshi Yamada (pictured) has confirmed a three wheeler is coming, with his comments adding fuel to the fire stoked by the filing of a batch of new patent drawings of a road-legal Neo Wing. Yamada answered a series of questions about the possibility of Honda bringing a three-wheeler into production – and confirmed the iconic Japanese brand is "working on it". Of course, you'd not expect Yamada to just give away highly sensitive
2019 TT trailer is out
It may still be months away, but the excitement is already building for the 2019 Isle of Man TT. And to whet your appetite log onto MoreBikes.co.uk and search ‘Trailer’ to see the official start for this year’s Island-based fun and games. details about a new motorcycle, and from his comment about the size of the eventual machine (whether it would be a scooter or a full-on motorcycle): "We have not decided yet, we are still evaluating the category, the engine…” you might think things are still up in the air, but that doesn't ring true with what's going on behind the scenes, and the raft of patent designs Honda has been filing for the Neo Wing.
When asked for a date about the three-wheeler going on sale, the Honda big wig wouldn't be drawn on specifics, saying: "I can’t say". Given the usual amount of time it takes Honda to turn a motorcycle from fully realised patents to a road bike (about two years) the large Neo Wing production bike could be on sale as early as 2021, with the first production motorcycles shown to the world at the end of 2020.
Here’s some of what we’ve seen so far... A short while ago Honda filed these latest designs for the production version of the huge Neo Wing. Powered by the same 1832cc six-cylinder motor that feeds the current Gold Wing super tourer, we can now be sure the production of the Neo Wing will also run with at least one electric motor which will power the heavy steering units for the two massive front wheels. In the patent, items 41 and 42a are referred to as: “The actuator, 41, is an electric motor or a fluidic device configured to generate a torque around a central axis. “A motor, 42a, (a rotating electric machine), including a stator and a rotor, is accommodated in the housing.”
MotoGP Argy round until 2021
There’s been a contract extension for the Argentine MotoGP round securing the event until 2021. The Gran Premio de la República Argentina has been held at the track in Santiago del Estero since 2014. The sixth event at Termas de Rio Hondo sees MotoGP return to Argentina from March 29-31, 2019.
Fancy some tunnel vision?
Guy Martin in court: Denies fake driving licence charges FORMER motorcycle racer and current TV personality Guy Martin appeared at Lincoln Crown Court on Monday, December 17 to deny charges relating to having a fake Irish driving licence. Martin, 37, of Barnetby, Lincolnshire, pleaded not guilty to two charges. He is charged with possession of a driving licence with intent to deceive and making a false statement by claiming he had an Irish licence. During the brief hearing, Martin confirmed his date of birth, nationality and entered his not guilty plea.
Judge Andrew Easteal granted unconditional bail ahead of a trial to begin on July 1, 2019. Martin denied possession of a document with ‘intent to deceive’ between December 4 and May 15 this year. The court heard the matter related to “a document so closely resembling an Irish driving licence as to be calculated to deceive”. He also denied making a false statement between March 1 and May 15 this year in which he claimed he was the holder of an Irish driving licence.
Log onto MoreBikes.co.uk and search ‘Tunnel’ to watch the KTM Factory Racing MotoGP bike being blasted through the 8km-long Gleinalm tunnel in Austria. Amazing sound so turn the volume up nice and loud.
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The kit bike on the left with the original donor bike on the right.
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Fancy something small and racey?
Showa’s new heights
How about this incredible mini-BMW 310SS – the tiny single-cylinder superbike that's just gorgeous! Last month we showed you the first photo of this incredible kit that's on the market - here's the details of what goes into this tiny tearaway, should you fancy building one for yourself. And yes, the bike does say BMW on the bodywork but in reality this amazing piece of prime bolt-on parts is the masterpiece of an Indian company and a Japanese firm working together. This has really caught our attention because we’ve been telling you about the miniBMW Superbike for ages now. Ever since we first brought you plans for the German firm’s 310GS motor and chassis to be used as a base for the TVS
Apache RR 210S roadster three years ago, to be exact. The TVS mini-superbike has now happened (we brought you a firsttrack test of the bike back in March 2018) with that bike being built as a result of a partnership between BMW and the Indian TVS company. Using the majority of the working parts that gave us the singlecylinder BMW 310GS mini-Adventure bike, TVS and BMW came up with the Apache RR 310S (pictured). A tiny superbike that’s flying out of the door in India and emerging markets where it’s selling for a UK-pound equivalent of just £2,500!
Well, recently in Japan a carbon-clad BMW-badged 310SS appeared at a motorcycle show to much applause around the world. And now it’s emerged the motorcycle that turned a lot of heads wasn’t just a one-off… it was the start of a run of bolt-on parts enabling riders to make a mini-BMW superbike for themselves. So thanks to Japanese after-market company A-Tech, you can buy the bits for a fully road legal, BMW-badged 310SS out there – and it looks absolutely amazing. We’ve been told by BMW insiders that the 310SS is a foregone conclusion (we’ve also been told by other BMW insiders it definitely WON’T appear over here, despite the project effectively just being a re-badge of the Indian bike) and if that’s true then, giving the trickle of
interest that’s being kept on the boil in other markets like Japan, it’s possible this mini-superbike could appear at the end of 2019. Until then, if you fancy one of these bikes, you need to buy a TVS Apache and then get in touch with A-Tech in Japan. A-Tech has made all the parts needed to turn this bike out, including the lights and the exquisite underseat exhaust. Prices depend on how much you want to put on the bike and the spec you want to take it to. Visit www.a-tech.org for more details, shipping and pricing costs.
This is Royal Enfield’s Himalayan DAKAR EDITION concept Do you love this? We do. We love it a lot. Royal Enfield unveiled this awesome one-off Himalayan at the recent Bangkok Motor Show – and we think it’s the coolest RE ever. Essentially, the standard Himalayan has been overhauled to look like a factory Dakar racer. Sadly, there’s been no news if the bike will go into
production – or even compete in rally raid events in the future. Think of this as a ‘what’s possible’ platform for the eager Thai market where bolt on bits and pieces are huge business. And while Royal Enfield has taken the chance to showcase just what’s possible with its affordable, entry-level adventure machine it does leave us wondering why the company doesn’t just make this bike. It’s a well-equipped machine – and it looks the business, too. The engine is protected by massive crash bars. There’s LED auxiliary lights which provide further light. At the front end there’s a carbon fibre
light guard, two small round headlights and a decent size front screen. There’s a thick padded seat, a raised exhaust and a small duckbill front mudguard. And, of course, it’s had a blue, white and red custom paint job. As it’s just a concept – the bones of the bike are unlikely to have changed much underneath all the new rally raid-ready gear. It’s still powered by the Himalayan’s standard 411cc
single-cylinder power plant, and will kick out about 25bhp. It’s a pity Royal Enfield isn’t doing more with the concept right now. The factory doesn’t have to go the whole hog and produce the complete Dakar Edition machine, but it could offer bolt-on parts and accessories for owners to create their own, unique, kitted-out Himalayan. Come on Enfield, make the thing.
Japanese suspension specialist Showa, has unveiled its new EERA Heightflex suspension system, which can automatically reduce the seat height of your bike. The electronically controlled Showa EERA Heightflex suspension not only provides an automatic level control that adjusts the chassis to the load condition, it also automatically lowers as the bike comes to a standstill.
Piaggio joins TRACKER Piaggio, Vespa, Aprilia and Moto Guzzi dealers across the UK are helping buyers of Piaggio Group machines (including the Vespa GTS 300, Piaggio Beverly 300, Aprilia Tuono V4 1100 and Aprilia’s range of 125cc models) to protect their pride and joy by partnering up with TRACKER, the motorcycle tracing service. Full details at Piaggio Group dealerships now.
Nicky Hayden in Hall of Fame
The American Motorcyclist Association has inducted former MotoGP world champion Nicky Hayden into its Hall of Fame. During the ceremony two Honda motorcycles were unveiled that celebrate the life of Hayden, who died in 2017 from injuries sustained in a bicycle crash. Learners Commuters Buying On Two Wheels
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8 NEWS
PATON UNVEILS ITS NEW ROAD-LEGAL S1-R It's a mouth-watering celebration of 60 years of racing that's ripe for the road Words: Ross Mowbray Paton has just unveiled a road-going version of its racewinning Paton S1-R. Essentially, it’s a road-legal replica of the Paton S1-R Lightweight race bike – inspired by the TT-winning machine ridden by Michael Dunlop. The road-going S1-R shares a surprising amount with its race-ready sibling. Powered by a 650cc twin powerplant (originally pulled from the Kawasaki ER6), which kicks out 72bhp and 87ftlb of torque. Performance wise, the bike should be capable of getting up to 60mph in under 3.9 seconds – before it runs out of steam at around 155mph. It weighs in at 158kg and comes with a 16-litre fuel tank. It’s also fitted with a titanium exhaust system from SC Project, Öhlins springs at the front and rear, which give a healthy 120mm travel (handy for jumping over Ballaugh Bridge on the TT Mountain course!) and Brembo brakes – so it’s a well-equipped machine.
Continental set to launch NEW emergency BRAKE-assist system. And it uses RADARS. But you’d want it to be, with a price tag of €29,000 (plus tax), which works out at just shy of £26,000. If you fancy getting your hands on a S1-R you can contact Paton directly at: www.paton.it
Continental is launching a new emergency brake-assist system for motorcycles, as part of its range of advanced rider-assistance systems. The big news for Continentals new fifth-generation radar sensors is its enhanced object detection, which works to inform its high-performance emergency brake-assist system. It’s different from the way the technology is used in cars though. In a car, an emergency brake assist automatically performs emergency braking with maximum braking force when a collision is imminent, but the motorcycle system works in a much more measured way. The bike system is designed to help the rider, rather than to take control. Emergency brake assist uses a radar sensor to monitor the area in front of the motorcycle – and if there is a risk of a collision, the rider is alerted by a visual, audible or physical warning. Then a low amount of initial braking
pressure is applied, helping the rider with the active braking operation. And if the rider does not react to the warning, the emergency brake assist automatically builds up braking force – as long as the rider has both hands on the handlebars. Interestingly, according to Continental accident research, a large number of rear-end collisions could be prevented with an emergency brake assist – in the not too distant future. Christian Pfeiffer, project manager for 2-Wheelers and Powersports at Continental, said: “Unlike in cars, motorcyclists are very much exposed to environmental factors such as the wind, weather and vibrations, and this makes riding a very challenging task. “As a result, motorcyclists more frequently find themselves in situations in which it is difficult to estimate the speeds of other road users.”
NEWS 9
New police camera can catch speeders and phone users driving nearly ONE MILE away The coppers are upping their game against speeders.
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Words: Tony Carter A new bit of kit is currently undergoing in-field use by police in Gloucester to tackle offences like speeding and tailgating, but the quality of the image delivered at extreme distances is claimed to be so good that it could also be used to provide proof of mobile phone use whilst driving. The camera – nicknamed The Long Ranger – was showcased at the launch of a pilot project called Operation Indemnis. As well as producing the still images at nearly a mile away, the nifty bit of kit can also give the police clear video footage of drivers inside their cars. Martin Surl, Police and Crime Commissioner for Gloucestershire, said: “Many people have come to me with their concerns about speeding and other safety issues along this road. "We now have a chance to test a new model of collaborative road policing which, if it proves a success, can be put into practice elsewhere. “The aim is not just to penalise motorists but to uphold the law by creating a change in people’s behaviour. But the police will enforce the law when necessary.”
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Sidecar rider shows us how. Have you ever seen the Google Street View car while it’s out and about capturing images for its comprehensive database? Most people just carry on with their own business while the Google car, with its cables and cameras, captures everything. But not everyone reacts like that. Some people see it as the perfect opportunity to show off their skills and stand out. And that’s what one sidecar rider did, taking to two wheels and following behind. We tip our motorcycle hat to you, Sir.
The operation was launched in a lay-by on the A417 known as Granny’s Pumps, between Cirencester and the outskirts of Cheltenham and Gloucester.
If successful, the pilot could be applied to any road in the UK and will be linked in to the current ANPR number plate recognition system that already operates nationwide.
Build your own 1980s Custom board tracker revealed RACE REPLICA Kawasaki ZXR with this AMAZING with OFFICIAL NEW 1800cc BMW Boxer engine KIT for a 2018 Z900 Check out this super-cool Kawasaki ZXR bodywork kit for the new Z900. Produced by Japan Legends – a custom house in Spain – we’ve fallen in love with this 1980s-inspired race replica, built from the bones of a new Z900. This is the first production kit from Japan Legends. Previously the Spanish custom house has focused its attention on knocking out one-off specials – but now it’s created a kit based on the Kawasaki ZXR-750 H1 (which appeared in 1988), to celebrate the iconic machine’s 30th anniversary in 2018.
At this stage, there’s no news on price and availability – but if you’re interested in getting your hands on one or finding out more information, check out the Japan Legends Facebook page.
BMW has collaborated with Custom Work Zon at the Hot Rod Custom Show 2018 in Yokohama, unveiling a prototype board tracker with an 1800cc boxer engine. BMW has form for showcasing its latest developments with the help of custom houses. Back in 2013, Roland Sands created the BMW Concept Ninety – before BMW went on to release its R NineT retro-styled machine. And it seems like it’s happening again, with BMW giving Custom Work Zon a massive 1800cc boxer unit to power its super cool board tracker.
It’s an exciting development from the Bavarian factory – and we reckon it hints that there’s some big news coming from BMW in the not too distant future. At this stage, we’re just speculating about where the engine’s going to end up – but we’ve heard whispers BMW could be working on a bike to challenge Ducati’s Diavel, or even a machine to rival the likes of HarleyDavidson and Indian Motorcycle outputs.
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First ride: UM DSR EX 125 MCM has been test riding UM Motorcycles’ enduro-inspired commuter, the DSR EX 125 – putting it through its paces across the Lincolnshire Wolds, taking in twisties, trails and the open road. If you’ve not heard of UM Motorcycles before – that’s because it’s still relatively new to the European market, with distribution only beginning in earnest in 2016. But over the last couple of years the Latin American brand has made a real name for itself, mostly thanks to its focus on styling. United Motors (UM) was founded in Colombia way back in 1951, importing and distributing cars, trucks and heavy equipment from the USA and Japan into Latin America – but primarily into Colombia. UM first entered the two-wheeled market in the early 90s, forging agreements with large manufacturers in China and Taiwan – and it’s been selling bikes ever since, using its ties to the USA to strengthen the brand’s image on an international scale. It’s worth noting that in the UK, UM Motorcycles sales are looked after by Lexmoto – another importer who has cemented its place in the British market with a wide
TECH SPEC UM DSR EX 125
ENGINE: 124cc water-cooled, single cylinder OHC, 4-stroke POWER: 14bhp (11kW) @ 10,750rpm TORQUE: 10.9Nm @ 8250rpm TOP SPEED: 61mph (99kph) BRAKES: (F) Hydraulic disc (R) Hydraulic disc SUSPENSION: (F) Upside down forks (R) Single shock absorber WHEELS/TYRES: (F) 21in (R) 18in // (F) CST 90/90-21 (R) CST 120/80-18 SEAT HEIGHT: 920mm WEIGHT: 124kg FUEL CAPACITY: 11 litres PRICE: £3199.99 CONTACT: www.ummotorcycles.co.uk
range of small capacity motorcycles and scooters. In fact, Lexmoto came away with Motorcycle Franchise of the Year for 2018 at the British Dealer News Awards – so in theory, you shouldn’t have any problem with warranties, spares or repairs from its extensive network of dealers.
First impressions
There’s no denying that the UM DSR EX 125 is a cracking looking little machine. Admittedly, I love my dualsport bikes, and the UM definitely looks the part, with its aggressive styling, wavy disc brakes, bash plate, spoked wheels, off-road oriented rubber and 21in front and 18in rear wheels. UM likes to play on its relationship with the USA – and as a consequence, there’s a little stars and stripes badge on the front mudguard. Settling into its seat for the first time, you’ll no doubt notice its 920mm seat height. I stand at 6ft 1in with a 32in leg, and I could just about get my feet on the floor. Of course, it’s tall, and I have my doubts whether shorter riders would be able to swing their leg over the DSR EX with ease – but thankfully, its 124kg weight, slender frame and narrow seat mean that once you’re on (and the suspension settles), it shouldn’t be too much of an issue to lean the bike over and get at least one foot on the floor.
On the road (and off it)
There’s nothing all that impressive about the DSR’s 124cc water-cooled single cylinder, four-stroke power plant. I’m not dismissing it, but it’s
a fairly basic 124cc engine – closely aligned with many of the far eastern imports that make it across to the UK. Regardless of its origins, it’s punchy and capable – with (just) enough grunt to keep up with traffic on A-roads, sitting at around 60mph at the top of its rev range. As with any small capacity commuter, you’re going to be up and down the gearbox a lot – but it offers a rewarding ride, encouraging you to push hard, carry momentum and squeeze as much as you can out of the small-capacity machine. Great fun. Brakes come in the form of single wavy discs front and rear – and they’re good too. Certainly not the most sophisticated, but well up to the job of stopping the lightweight machine in a hurry. Suspension is decent too, in the form of USD forks at the front and a monoshock at the rear. I found it to lean slightly towards the stiffer side of the spectrum, but with more than enough give to soak up the worst bumps and jumps I could throw at it with little fuss. On the road, it handles surprisingly well – particularly considering it’s clad with dual-sport tyres which can sometimes offer a slightly vague feeling from the front end as you push into a corner. Not on the DSR EX though. It’s solid, stable and confidence inspiring. Out on the trails is where you’d expect the DSR to really come into its own – and although it’s a surprisingly capable little trail bike, thanks mostly to its light weight and 21in front and 18in rear wheels, I have to confess to being a little disappointed with the
levels of grip on offer from the CST dual-sport tyres. In the dry, they were well up to the job and I thoroughly enjoyed throwing the agile little machine around off-road, but after a particularly heavy downpour, the DSR seemed to struggle to find grip and the front end felt a little vague. I was pushing quite hard though – and I’d expect some more off-road oriented rubber would sort the issue with no fuss. Of course, it’s also important to remember that the DSR EX is not a performance machine. It’s just a tricked out (borderline-budget) commuter, with some off-road rubber. And it works. Personally, I think there are innumerable advantages to dual-sport machines. If I could have one bike to ride all year round, right through winter in the wind, rain and snow – it’d be a little small capacity trail bike. They’re lightweight, agile – and offer a bit of confidence when the surface isn’t quite up to scratch. Okay, so the UM DSR EX 125 isn’t going to be all that comfortable for big miles, and it’s not exactly laden with the latest and greatest technology and equipment – but if you’re looking for a simple and straightforward commuter, that’s as happy on the road as it is on the trails, I’d encourage you to test ride one.
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12 ROAD TEST
Living with the Niken Yamaha’s funky three-wheeler leaning motorcycle divides opinion. Whilst you might appreciate the tech from the sidelines only those who have ridden it can appreciate how this thing really is a pro-riding experience. WORDS: Chris Moss PHOTOGRAPHY: Gary Chapman Talk about being incredibly different. I’ve never ridden anything like it. Ever. I’ve cornered on it in a way no other motorcycle can match. And I’ve certainly never known a bike command as much attention. In short, new Yamaha’s Niken multi-wheeler has given me some completely new and unprecedented experiences. I’m totally and utterly blown away by it! It’s clear not everyone shares my passion for the revolutionary machine however. Having listened to the opinions of countless doubters and naysayers during the two weeks I had it, trying to convince the sceptics of the Niken’s amazing virtues proved so futile, I almost gave up. At times I became frustrated, wondering if the motorcycle world was deserving of such an advance in performance. Life with a Niken can get very involving and very emotional! The anti-attitude perhaps highlighted just how short-sighted the motorcycle world can be at times. The fact is, the Yamaha is such an incredible machine, unless you ride it you have little chance of accepting just how remarkable it is. Prior to getting on it, I know I didn’t. In fact, even when I was sampling its extraordinary front end grip, I wasn’t sure if I could believe it was actually happening. It feels too good to be
true. Getting your head round just what the Niken is capable of requires a very open mind indeed. It’s such a huge game-changer, at times it feels like utter magic.
IT’S NOT UNUSUAL
Climbing aboard the Niken is straightforward enough, and lifting it from the sidestand feels much like any other bike. But with such a breadth of panelling under its wide bars, you get the impression you’re sitting on a quad. This isn’t obviously the case, and the Yamaha will fall over just like a normal motorcycle if you don’t support it. Other things can feel alien from time to time until you’re fully familiar with them. The simple task of just running off a kerb at an angle onto the road for example. It presented a dilemma I wouldn’t normally face. Would it just topple over onto its side I wondered? Would it cope okay? I really had no idea, so I turned it around to wheel it off headon. It was proof life with the Niken involves some re-education. With the MT-09-based 847cc triple engine fired up I was ready to move. I was nervous, feeling like some sort of pioneer getting ready for a maiden flight in an untried revolutionary aircraft. But from the moment you set off, the Niken feels just like… a completely normal motorcycle.
It moves from side to side, and steers into corners in exactly the same way. With such a mass of stuff in front of me, it still felt a little weird for some time. The 40-mile ride home went well enough, though at a slower pace than normal because of the slightly confused debate going on between my eyes, heart and mind. Mindful of the Niken’s width I didn’t get too ambitious with filtering through traffic, but otherwise all went as it usually does. It felt easy. It was agile enough, the engine worked well, as did the brakes and the suspension. There was very little to have to make allowances for.
THE ENLIGHTENMENT BEGINS
What really takes longer to get your head round is just what miracles it’s capable of performing. But it’s a marvellous, mentally enlightening experience, and fantastically rewarding when appreciated to the full. Having ridden more normally, noting more obvious things like the normal steering character, and a very stable and extremely plush front end, even if it does have a slightly heavier feel at walking pace, I went on an more exploratory run. I wanted to know just what the Yamaha could do. I felt just like I did as a complete motorcycling novice, examining cause and effect in detail.
ROAD TEST 13
Running around town really helped me understand the Niken and what it’s all about very quickly. Classic scenarios like turning tightly into junctions were met with a planted, positive feel. Taking them with a bit more speed and aggression didn’t compromise confidence. I then headed for familiar places where I know you must be careful because the surface grip is questionable. These are places I’ve never felt fully confident riding over. On the Niken, I progressed with absolutely zero worry. Bowled over by that, I took a deep breath and then headed deliberately over battered sections, wet patches, potholes, you name it. Yet nothing, but nothing moved the front end a bit. Each time I ran through what I knew would have definitely been hazardous, I just giggled with ever-increasing levels of faith. It was just like watching one of David Blaine’s tricks. I was knocked out by the Niken’s extraordinary ability to stick to the road. It’s hard to believe just what it can do. The experience reminded me of using wet weather race tyres, ABS or traction control for the very first time. You have to have belief to break through your natural psychological barrier of self-preservation to discover what they can offer.
TELLING THE TALE
After an hour of essentially prompting risk, thankfully with no bad outcome, I felt I had to tell someone about my experiences. Yet though I wanted to rave long and loud about this wonderfully weird machine, I had to temper my praise for fear of not being taken seriously. I’d just done things on a motorcycle I’d never had the courage to do before, and do so without a single tinge of fear. Yet putting the
TECH SPEC 2018 Yamaha Niken
Price: £13,499 Engine: 847cc, liquid-cooled, DOHC, 8v, inline triple Power: 114bhp (85kW) @ 10,000rpm Torque: 65lb-ft (88Nm) @ 8500rpm Transmission: 6-speed, chain drive Frame: Steel tubed diamond Suspension: (F) double 41/43mm inverted telescopic forks, fully adjustable; (R) monoshock, adjustable preload and rebound damping Brakes: (F) Two 298mm discs, four-piston calipers; (R) 282mm disc, single-piston caliper Tyres: (F) 120/70-15; (R) 190/55-17 Seat height: 820mm Wheelbase: 1510mm Kerb weight: 263kg (148kg) Fuel capacity: 18 litres Contact: www.yamaha-motor.eu/gb/en
words together carefully enough to make the tale sound credible wasn’t going to be easy. Almost every account I gave of the Niken’s front end performance was preceded by me saying, ‘you’re probably not going to believe this’. I expect you’re reading this right now and thinking I’ve gone a bit bonkers, but as I was to discover, my scientific research round the streets of Cirencester was just the start of it all – there was even more to be impressed by. To gauge reaction to the bike from all quarters I also met a collection of IAM RoadSmart riders. It was an interesting couple of hours. I spoke to several riders and opinions did vary. After mentioning really needing to ride it on track to stand any chance of finding out where the ultimate limit of the front end grip was, I was very kindly invited by the IAM RoadSmart members to take part in one of their Skills Days at the superfast Thruxton circuit in nearby Hampshire. Naturally I couldn’t refuse and became excited at the prospect of pushing the Niken much, much harder than I had so far.
LAPPING SAFELY
The trip to the track helped me learn more. With the ability to ride keenly from the off on stone cold tyres, and later over wet, worn roads, I was particularly impressed. I might have been heading to Thruxton to check out the ultimate performance of the Niken’s front end, but its feeling of safety had already proved a real advantage to me. Being able to rely on the seemingly unstickable adhesion really helps you to relax and feel at ease. Just as you do when cornering in a car. Once there, early laps with my superb host for the day, one Stuart Haythorn, also felt good and safe. Not to mention very speedy. Damp patches could be ignored completely, and slowly but surely, I was able to push the front harder and harder. The Niken’s brakes are fairly good and strong, but combined with
extra grip from the two front tyres, exploiting them all the more feels safe and easy. It didn’t impress one of the IAM instructors though, who beckoned me to follow him, later telling me I looked out of control. Attempts to convince him all felt well didn’t wash with him, and he told me to do all my braking when upright to then flow through the corner. I took his point, but couldn’t help thinking he’d see mine if he tried lapping on the Yamaha. In the paddock the Niken got lots of attention, with quite a lot of it negative. Getting frustrated at this I then offered some detractors a ride on it, with the vast majority feeling much differently once they’d tried it. I gave a couple the chance to do laps and again post-ride comments were much more positive than those held before getting a feel for it. To be fair to all, as the Niken does look so alternative it’s just that much harder to believe it can perform like a bike, and be massively safer. I’d only done around 250 miles on it by now and was still learning. Even
after completing around a score of superfast and super safe-feeling laps I had no idea where the final limits of adhesion were. There’s loads of feel and feedback, despite the plushness of the ride making the notoriously bumpy Thruxton track feel smooth. But given I hadn’t had a single ‘moment’ I really couldn’t summon up sufficient bravery to push harder and find out where the terminal point was.
14 ROAD TEST This bike’s grip is just plain bonkers! In the end I made a trackside call to Jeff Turner at Yamaha UK to find out if he knew what happened when you did go ‘over the edge’. He told me I’d feel understeer, and then when the front suspension’s parallel linkage system reached the end of its travel one of the wheels would leave the ground and significantly reduce grip. Bearing this in mind I took the bike to the car park, running round and round in circles at ever increasing speeds trying to promote this. But though I got faster and faster, I ended up just getting dizzy! Besides, I’d been reminded when the hero blobs touch down you shouldn’t get too much more ambitious and exceed the 45° angle of lean limit they’re indicating.
UP FRONT
A parallel linkage controls the lean of the Niken, making it feel just like a normal motorcycle. Only the rear 43mm forks of the attached KYB pair on each side are live. Mounted outside the 15in wheels, to allow greater lean, they’re fully adjustable. Footrests scrape at the maximum 45° of lean angle, just before the linkage gets to the limit of its travel. The arrangement’s service intervals are the same as those of normal rear suspension linkages, though are less likely to need attention thanks to the protection offered by the fairing they’re mounted under. Wheels and tyres are specially designed for the Niken, giving an 80% greater contact patch. ‘Ackermann’ steering geometry guarantees inner and outer wheels follow their differing turning radii.
ROOM FOR IMPROVEMENT
ENTITLEMENT
Decent though it is at covering ground, it could be arguably better at long distance duties with a taller screen and some luggage. Mirrors need to have longer stems, or sit taller to offer a clearer view. Check out some of these additions on the new Niken GT.
The Niken has been deliberately designed with its forks mounted 410mm apart so it’s classed as a motorcycle. It can only be ridden by full motorcycle licence holders.
BACK OUT ON THE ROAD
I may have thought lapping Thruxton would be the sternest test of the Niken’s front end, but a run up to the Midlands the following day proved to be just as enlightening. For the action photos, I’d elected to use a corner which though conveniently located isn’t the best in terms of grip. Its camber is negative, it’s quite bumpy and quite often it’s not the cleanest it could be. But with around 400 miles of experience I now trusted the Niken implicitly. After just two passes for the camera I rode hard and felt totally secure like never before. The Yamaha just floats over the bumps and though I know from experience that the Bridgestone A41 tyres generally offer good grip, on the Niken they feel as adhesive as Marc Marquez’s slicks! Then it was off into Market Harborough to check crowd reaction. In the town’s traffic the three-wheeler’s width needed to be considered as you would if riding a panniered tourer. Once parked, a constant stream of people of all types and ages stopped to get a better view of the Yamaha. It was no surprise to me at all. I’d already noted massive response for anyone who’d clocked its alternative looks. Road workers would down tools and old ladies rest their shopping to investigate what I’m sure seemed like a spaceship to them. If you want to know what sort of attention a superstar gets, just ride a Niken.
ACCESSORIES
Twenty aftermarket accessories are available for the Niken. They include an Akrapovic exhaust, sportier seat, and handguards.
ENGINE
The three-cylinder 847cc engine from the MT-09 features a heavier crankshaft to help cope with the Niken’s extra weight. The bike has a three-stage traction control system, three engine modes, an up/ down quickshifter, and cruise control.
THE REST OF IT
BRAKES
The 298mm front discs have more effective power thanks to the extra grip offered by the front end. ABS works well and is only triggered by ham-fisted efforts.
Of course the Niken isn’t from outer space. It’s a bike and I needed to judge it in its entirety and not just for its revolutionary front end. There are some good features like its torquey, flexible engine. The triple has quite rightly gained plaudits for its performance in the MT-09, and with its heavier crank it delivers drive to accelerate the weightier Niken even more cleanly. Pulling superbly, it’s a usable motor guaranteed to provide speed gains without having to juggle gears and revs. All the mileage I’d completed so far, I’d done in comfort. The seat offers enough breadth and softness to happily park yourself in it for three hours at a time. And with a tank range of 160-200 miles that coincides with breaks for fuel anyway. One 250-mile day on the Niken didn’t affect any of my physical abilities by the end. The remarkable ability of the forks smooths out the roughness of the road so well you think you’re riding on air, which helps you cope with extra mileage. I would have liked a taller screen as the wind protection at higher speeds isn’t that good. And while I’m moaning, the mirrors don’t offer the clearest view. Even when adjusted best, you still see a fair bit of your hands and arms. Ideally I wouldn’t have minded some luggage space too. Maybe we’ll see a more touring orientated version in the future.
None of the criticism bothered me for too long though. When you like a bike so much, you’ll forgive such shortcomings. I did find something else I needed to make allowances for a bit later in the test. Discovered first in the wet, and later when pushing harder, the rear end grip can be compromised a little by the extra adhesion of the front. Though as any bike’s front and rear composure is altered when using throttle and brakes harder, I soon learned to deal with it. Besides, any wheelspin is quickly dealt with by the bike’s traction control system.
THE SAD RETURN
Perhaps the biggest compliment I could pay the Niken was the amount of time and money I happily spent on it. I covered 832 miles on it in total, and had I not got involved in another test during its tenure with me, I would have easily gone over 1000 miles. I’m sure I’ve made my feelings about the Yamaha quite obvious, and though it may well sound like a cliché, the ride to hand it back to its owners was a sad one. However, compensation for the loss came in learning I can have one as a long-term test bike at the end of the year. I’m sure spending even more time on that will allow me to appreciate even more of its virtues. The Niken offers a biking experience safer than any other. It’s not the best bike I’ve ever ridden, but definitely the most memorably capable. I really hope it succeeds.