MoreBikes March 2022 issue

On Two Wheels

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A LAKELAND ODYSSEY

Honda Africa Twin Triumph Tiger 900 Rally Yamaha Ténéré 700 KTM 390 Adventure

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Kovix

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SAFE AND SECURE

HOW TO PROTECT YOUR BIKE

ACCESSIBLE ADVENTURE

OWNING THE OVAL

Riding the cut-price Sinnis Terrain 380

Checking out Royal Enfield’s Slide School

KING OF THE HILL

Getting down and dirty for BMW’s GS Trophy

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NEWS 3

FIRST LOOK

TRIUMPH TE-1 EVERYTHING YOU NEED TO KNOW

The British factory has confirmed that the collaborative development part of its electric TE-1 project is over – which means that it’s one step closer to going into production.

The development of TE-1 has been a serious undertaking. It’s the result of a two-year collaboration between Triumph Motorcycles and some of the UK’s leading electric experts.

But now it’s time for some realworld testing.

There’ve been five key players who have contributed to the project: Triumph Motorcycles, Williams Advanced Engineering, Integral Powertrain Ltd and WMG at the University of Warwick (with funding coming from the Office for Zero Emission Vehicles through Innovate UK). They’ve all done their bit to get the TE-1 to where it is.

More specifically, Triumph has looked after the chassis, including the frame, rear sub-frame, cockpit, panels, wheels, final drive system (including transmission and carbon belt drive), electronics, Öhlins suspensions, Brembo brakes and ECU systems. Williams Advanced Engineering has looked after the battery pack which includes dedicated cell packaging, a vehicle control unit, a DCDC converter, integrated cooling, the charge port and carbon covers.

Integral Powertrain has looked after the powertrain with its scalable integrated inverter and combined motor, with silicon carbide switching technology and integrated cooling, while WMG, University of Warwick has done all the final pre-live trial simulations.

Together they’ve combined their respective knowledge to build a prototype demonstrator, which Triumph will now be using to carry out further, final tests, with any further tuning work being done in-house.

Over the next six months Triumph will be carrying out extensive testing. The company will use a rolling road to test throttle calibration, performance mapping, power and torque output, range and battery consumption, rider mode development, software functionality, and thermal

“Our experience tells us that at this stage of a project there is no substitute to genuinely riding a bike when developing driveability, handling and character, and we have ambitious targets focused on delivering a riding experience that is new and exciting, but ultimately intuitive and familiar.” Steve Sargent, Triumph’s Chief Product Officer optimisation. Then the TE-1 will take to the track for some dynamic tests which will cover handling, acceleration, braking (and braking regeneration), traction control and front wheel lift control.

Working on the basis of a sixmonth regime of testing, Triumph should be done and dusted by August, at which point it’s ‘simply’ a case of sorting out the final bodywork and paint schemes before it shows off the bike to the wider world. By the sounds of things, we’re going to have to wait until then for more information on the specification (which, let’s face it, is what we all want to know).

Speaking about the news, Steve Sargent, Triumph’s Chief Product Officer, said: “During phase 3 we have focused on building the physical foundation of Triumph’s first electric prototype motorcycle.

I am pleased with the outcome of Triumph and the TE-1 partners’ efforts in creating a demonstrator

bike that is not only visually so desirable with clear Triumph DNA, but also packaged with an exhilarating and thrilling brandnew electric powertrain that has such potential for the future.

“I look forward to continuing the development of this demonstrator vehicle through phase 4 and using our knowledge and capabilities to bring all of the partners’ cuttingedge technology together into a final result which will guide Triumph’s electric strategy for the future.

“Our experience tells us that at this stage of a project there is no substitute to genuinely riding a bike when developing driveability, handling and character, and we have ambitious targets focused on delivering a riding experience that is new and exciting, but ultimately intuitive and familiar.

“I am really looking forward to my first opportunity to ride the completed prototype.”

HIGHWAY CODE CHANGES A swathe of new Highway Code rules came into force at the end of January and to make sure you’re not caught out, we’ve broken down the key things you need to know.

1. There’s a new hierarchy of road users, with pedestrians at the top, and large vehicles (i.e. lorries and buses) at the bottom.

This one is all about protecting more vulnerable road users.

2. Pedestrians take priority at junctions. Road users are now obliged to stop and wait at junctions for pedestrians to cross.

You’ll need to keep your wits about you.

3. Cyclists are now advised to take up a more central position in the roads _ and to ride two abreast if in a group. The new rules do require bicyclists to be ‘aware of people driving behind them and allow them to overtake’ though.

4. It’s now legal to cross a double white line to overtake (in very specific circumstances).

“You may cross a double-white line if necessary (provided the road is clear) to overtake someone cycling or riding a horse if they are travelling at 10mph or less.”

Group Advertising Manager Sue Keily Advertising Simon Meyer 01507 529310 Advertising deadline for April issue March 3, 2022 ​ oreBikes, Media Centre, M Morton Way, Horncastle, Lincolnshire LN9 6JR Tel: 01507 529529 Editor Ross Mowbray

E​ ditorial design Fran Lovely Publishing Director Dan Savage Publisher Tim Hartley Email editorial@morebikes.co.uk Production Editor Mike Cowton

Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole

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5. Cars, motorcycles and other vehicles must give priority to cyclists on roundabouts. You must not overtake or cut in front – and you must allow cyclists to change their line and lane.

For a full breakdown of the new Highway Code, visit: www.gov.uk

MB recommends bikesafe.co.uk

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4 NEWS

The Royal Enfield Himalayan 650 has ARRIVED But sadly it’s the work of Cooperb Motorcycles and not the factory…

There’ve been rumours that Royal Enfield’s quietly working away on a bigger version of its much-loved Himalayan since it was first revealed to the world back in 2015. A couple of years later, in 2017, with the unveiling of its Interceptor and Continental GT, the internet was adamant that the Indian factory would rework the 650cc into a more adventure-oriented chassis. Alas, it didn’t happen. Until now.

The team at Cooperb Motorcycles in Northamptonshire has taken it upon itself to go to town on an Interceptor and create this: the Royal Enfield 'Interlayan' 650 – and it looks fantastic.

It’s powered by the Interceptor’s (and Continental GT’s) 648cc parallel twin-cylinder engine, which kicks out 47hp and 52Nm of torque, and it gets a 320mm brake disc up front and a 240mm disc brake (equipped with dual-channel ABS), too. But what we’re interested in are the differences.

The biggest change is the addition of a new set of front forks to increase travel and ground clearance. There’re also some protection bars on the front (ripped straight from the Himalayan), 19- and 17-inch wheels which are clad with Continental TKC70 tyres, a new fuel tank, a shorter exhaust, a mudguard, panniers, handguards and a windscreen. The only thing it’s missing is a bash plate.

Now for the bad news. It’s not for sale and at the moment Cooperb isn’t planning on selling any kind of kit that would allow you to turn your Interceptor into an off-road weapon. That means we’re back to waiting for Royal Enfield to get a move on and release a bigger Himalayan itself. We might be waiting a while. That said, Royal Enfield is close to releasing a tweaked version of the Himalayan, which it calls the Scram 411. Spy shots show a pre-production version of the bike that’s much more road-focused. Not quite what we want, but it’ll have to do for the time being.

Goodbye to the VFR800F

Honda will stop manufacturing it in 2022

Another iconic model bites the dust…?

The latest casualty of Euro 5 emissions regulations will be Honda’s iconic V4-powered VFR800F. Honda dealers in Japan have received

word from the factory that it’ll be discontinuing the VFR800F – and there are no plans for a replacement.

Okay, so it shouldn’t come as a

massive surprise. Honda’s been forced to gradually retire all of its V4-powered motorcycles in recent years, and considering the VFR800F hasn’t been refreshed since 2018 (and it’s not been available in Europe for a while), it’s likely been a long time coming.

Honda’s 781cc V4 engine (which kicks out 107hp of power at 10500rpm) is a legendary bit of kit – but sadly, it’s no more. What about the future then? Is there a chance that another V4 could emerge from the Japanese factory?

There have been rumours that Honda’s working on a new VFR for 2023, but it’ll probably get the same 750cc twin that’s predicted to power the new Hornet and Transalp. Or it could end up being powered by a new three-cylinder V-engine which we’ve heard whispers about. Time will tell.

UNICA: Customise YOUR Ducati

The Italian factory has just announced an exclusive new customisation programme that allows approved punters to design and build their own motorcycle.

It’s a novel idea which essentially means that Ducati’s Style Center will open up its doors and let a few lucky bikers (with deep enough pockets) work with designers and technicians to create a seriously special motorcycle that’ll be unique to them.

With the help of the Ducati Unica

team they’ll get to choose materials, finishes, special colours and Ducati Performance accessories. They’ll get to visit the Ducati Style Center for an initial consultation and design session, and then visit periodically to check on the progress of their soonto-be pride and joy.

Each phase will be rigorously documented, from the initial sketches right through to the delivery ceremony, and each Ducati Unica that’s designed and produced will also be accompanied by its own certificate of uniqueness.

If you’re interested in getting involved, you’ll have to contact your Ducati dealer and find out how to apply. That’s right. You have to apply.

And the company will only accept a limited number of applications each year – and you’ve got prove that you’re ‘in tune with the brand's values’… whatever that means. Interestingly, there’s no mention of price, but chances are if you’ve got to ask, you probably can’t afford it.

Honda secures Motul as new title sponsor for BSB and road racing campaigns Honda Racing has finalised a new sponsorship deal with Motul for the 2022 season, which will see them in action in the British Superbike Championship and on the roads, with racing at the North West 200 and the Isle of Man TT. It’s the 30th anniversary of the iconic Fireblade, which is why the factory race bikes come kitted out in a sharp retro-inspired paint

scheme to celebrate the occasion.

Another milestone is the return of John McGuinness to Honda, who will be looking to celebrate his 100th race start at the Isle of Man TT in the summer.

Meanwhile, the team is currently preparing for the first official BSB at Snetterton on March 25-27; it’ll be the perfect chance to see the new livery in action.

6 NEWS

BSA Gold Star Returns

It has been rumoured for years, but now we’ve seen it, we’ve spoken to the engineers, and it’s here – the new 650cc single-cylinder BSA Gold Star.

WORDS: Oli Hulme It is almost five decades since the last BSA rolled off the production line in Small Heath, Birmingham. Now BSA is back, with a new owner and a range of five new models, all called the Gold Star and all fitted with a new 650cc single-cylinder engine. BSA says its new bikes are ‘designed in the UK, engineered in the UK, industrialised in the UK’... and it hopes to build them in the UK, too.

BSA has launched big, showing off the five new models with different paint, levels of trim, and accessories.

The top-of-the-range Legacy Edition has the silver paint and chrome detailing of the original DBD34 Gold Star, while other models have paint with a touch of US scrambler flair or tough black, silver or dark green glossy colour schemes that bear some similarity to the old BSA B33 roadsters.

The look

The new BSA Gold Star range has the essence of its illustrious predecessors from the late 1950s on an up-todate motorcycle. This is achieved by touches such as the branded round headlamp with a digital display sited just where the ammeter would have gone, in front of two replica clocks.

Even the headlamp brackets ape the original BSA items of the 1950s, as do the tubular fork shrouds,large mudguards and alloy-rimmed spoked wheels. There’s a rear mudguard with the trademark BSA stays, and a Lucas lookalike LED tail light. The chromed fuel tank is based on BSA’s prewar M24 Gold Star, with pinstripes and a traditional BSA Gold Star logo. The only difference between this badge and the BSA original is the quality of the gold mouldings, which are (whisper it) better than the original.

The engine

The engine on the new Gold Star is a 652cc, liquid-cooled single, yet it also sports the classic fins that give the engine a profile dating back to the air-cooled original. There are four valves operated by dual overhead camshafts and twin spark ignition.

SPECIFICATION ENGINE: Liquid-cooled, 652cc, single-cylinder, DOHC, four valves per cylinder, twin spark plugs COMPRESSION RATIO: 11.5:1 MAX TORQUE: 55Nm @ 4000rpm POWER: 45bhp @ 6000rpm TRANSMISSION: Five-speed A&S (Assist & Slipper) clutch FRAME TYPE: Tubular steel dual cradle SUSPENSION: Front 41mm telescopic forks REAR: Twin shock absorbers with five-step adjustable preload BRAKES: Front single 320mm disc, Brembo two-piston floating calliper, ABS rear single 255mm disc, Brembo single-piston floating calliper ABS WHEELS & TYRES: Front tyre, 100/90-18 Pirelli Phantom Sportscomp; Front wheel, 36 wire-spoke alloy rims 18 x 2.5; Rear tyre, 150/70-R17 Pirelli Phantom Sportscomp; Rear wheel, 36 wire-spoke alloy rims 17 x 4.25 FUEL TANK: 12 litres FUEL CONSUMPTION: 70.6mpg WEIGHT: Dry/wet 198kg/213kg WHEELBASE: 1425mm SEAT HEIGHT: 780mm RAKE: 26.5 degrees

There’s a fake pushrod tunnel on the right-hand side and a cover designed to look like the old pre-unit gearbox, although the chain drive is on the opposite side to its 1950s grandparent.

The engine delivers a peak power of 45hp and peak torque of 55Nm (45lbft). This keeps the single inside the A2 licence requirements and means the 2022 Gold Star’s extra 150cc allows it to produce three more bhp and 12Nm more torque than the 1958 Gold Star 500 at around the same revs, though the modern bike is 30kg (66lb) heavier, which might soak up some of that.

The engine has been developed by BSA in partnership with the Technical University of Graz in Austria to meet the latest emission standards. BSA says the engine was designed for a ‘torquey’ feel throughout the rev range. Torque, it says, starts building up from as low as 1800rpm, ‘delivering a healthy flow throughout the rev range and resulting in effortless cruising and bursts of acceleration when needed. No matter what your riding style is and irrespective of where you ride, the engine feels right at home’.

The engine covers also hark back to the BSAs of the past. The alternator is positioned where once the magneto would have been, driven from a

WHEN AND HOW MUCH? The bike is planned to appear in UK dealers in spring 2022, but prices have not yet been released at the time of going to press.

classic BSA elongated egg-shaped timing cover. The electric start sits neatly where the dynamo would have been on a 1950s BSA single.

The clutch, which is a slipper item and has a lever that feels nicely light, operates using a cable that runs to an arm on the bottom of a replica of the original BSA primary chain case, though it is smaller. An extra skin over the exhaust down pipe hides the emissions sensors and manages to perform the clever trick of making you unaware of the catalytic converter, which sits under the front of the engine protected by a bash plate, while the silencer itself has the look of the original. There is also an engine immobiliser. Service intervals are every 6200 miles.

The frame

The Gold Star has an all-new dualcradle chassis with more classic touches. There’s a rear D-Loop integrated into the design that comes straight from BSA’s original model, and the side panels follow the old BSA oil tank/toolbox cover of the 1950s. The only real downside to the appearance is the large radiator that covers the front down tubes. By painting it black, the radiator blends into the design; one would hope that with the fitting of a good-sized front mudguard, the worst of the road cack will avoid it, as it looks like it will be hard to clean.

Cycle parts

The bits that keep the Gold Star rolling and going round bends are also traditional. The front wheel is suspended via conventional 41mm telescopic forks, while the rear features a traditional swingarm with

twin shock absorbers, featuring preload adjustment. There are wirespoke alloy rimmed wheels, an 18inch front and a 17-inch rear, which look old-style but at the same time allow the bike to have a low 30-inch seat height.

A flat and comfortable seat works well with the handlebar and foot peg position. It’s easy to mount, and sitting on the Gold Star feels exactly right and all in proportion. There’s a prop stand but no centre stand, which may upset some.

The 18-inch front wheels and 17-inch rear are shod with Pirelli Phantom Sportscomp tyres. Braking is handled by Brembo, featuring a single 320mm disc at the front and 255mm disc at the rear, and equipped with Continental dual channel ABS that pulses more slowly than a system used on a sports bike might, resulting in ‘soft’ activation. BSA says this all results in a ‘confidence-inspiring and engaging ride, with agile low-speed handling and poised high-speed manners’ – equally at home in the city and on the open road.

Trim

Top of the range is the Legacy Edition, inspired by the DBD34 Gold Star of the past and finished in a special ‘Silver Sheen’ colour. Unique touches include chrome-finished mudguards, mirrors and levers, polished engine covers, a white beaded seat and a gloss black finish on the instruments, headlight cover and foot pegs, along with chromed components.

The new BSA Gold Star will also be available in Insignia Red with a sporty white stripe down the centre, Dawn Silver, a deep Midnight Black, and Highland Green.

The instruments feature individual analogue speedometer and tachometer units with LCD multifunctional displays. The clock needles feature the same reverse sweep function as the original Smiths instruments. The fuel tank has an offset fuel filler cap and a dash of colour with contrasting pin stripe. It’s not all about nostalgia, as there are two USB ports on the handlebars and an electric jacket heater socket on the left-hand rear down tube.

WHO IS BEHIND THE RETURN OF BSA? BSA is now owned by Indian company Classic Legends, a division of Mahindra and Mahindra, which is based in Mumbai, Maharashtra, India. It is one of the largest producers of motor vehicles in India, is estimated to turn over $9.8 billion, and produces $1.2 billion in profits. Mahindra owns Peugeot scooters, and makes small-capacity motorcycles, bikes, cars, buses and lorries. It is also the largest manufacturer of tractors in the world. Classic Legends sold more than 50,000 Jawa models in India during 2020, its first year of production – more than Triumph’s worldwide sales in the same period.

BSA has development plants in Coventry and Banbury, Oxfordshire, and is negotiating with local authorities in the West Midlands about locating and supporting a UK factory to produce the Gold Star.

Building modern classics is not BSA’s only future plan.

The Advanced Propulsion Centre UK, on the Warwick University campus, says it is working with BSA on a retrostyled electric motorcycle.

NEWS 7

NEW for 2022

The CB300R’s powered by a compact, 286cc DOHC 4-valve liquidcooled single cylinder engine which kicks out 22.9kW of power at 9000rpm and torque of 27.5Nm at 7750rpm.

To help meet the aforementioned emissions regulations, Honda’s added stripped-back machine with sharp, an OBD2-compatible crank sensor, futuristic styling that’s proved and redesigned the underslung popular among style-conscious riders who don’t want to compromise exhaust mid-section to incorporate performance. Since its release a few years ago, it’s proved popular as the perfect stepping stone for fledgling bikers looking for their first taste of ‘big bike’ action on an A2 licence. But with Euro 5 regulations rolled out far and wide, Honda’s decided now’s the time for an update.

HONDA’S UPDATED CB300R The Japanese factory has just revealed the latest update to its extensive Neo Sports Café range, with a tweaked version of its learner legal CB300R. The big news for the A2 compliant bike is the addition of 41mm Showa forks up front, an assist/slipper clutch and some tweaks to its 286cc liquidcooled engine to help it meet Euro 5 emissions regulations.

Alongside the CB1000R, CB650R and CB125R, Honda’s CB300R is a

a new larger catalyser. There’s also an assist/slipper clutch which allows smooth changes through the sixspeed box.

The frame’s a pressed and tubular steel number; there’s 41mm Showa Separate Function front fork; Big Piston (SFF-BP) USD forks (the same high-quality specification ones that come fitted to the CB650R, with spring rate and damping changes); as well as a radial-mounted 4-piston calliper, hubless floating front disc, IMU-controlled ABS and radial tyres.

The rear shock offers 5-step spring preload adjustment.

There’s a slimline full function LCD instrument display which provides speed, engine rpm, gear position and

fuel level information. There’s also full LED lighting – including the indicators – while the headlight uses a dual bar light signature, upper for low beam and lower for high beam.

Fuel comes from a 10-litre tank, which Honda reckons should help the CB300R cover just shy of 200 miles from a single trip to the petrol pumps.

Priced at £4899 and available in a choice of four colours (Matte Gunpower Black Metallic, Pearl Dusk Yellow, Matte Pearl Agile Blue and Candy Chromosphere Red), the CB300R is surely well worth a look if you’re in the market for a peppy little naked that’ll be happy in town or tearing up the Tarmac.

8 NEWS

SPOTTED: Triumph’s small-capacity Scrambler We’re finally going to get to see the long-awaited result of the link-up between the British and Indian factories.

We’ve been talking about what might come of the link-up between Triumph and Bajaj for what feels like forever - and following the news that there’s an announcement coming in a few months’ time, a spate of snaps have emerged which give us the best hint yet of what we can expect.

Although we haven’t managed to get our hands on the images that are doing the rounds on the internet (due to copyright issues), it’d appear that Triumph and Bajaj are well on their way with the first bike which has been created together, as a selection of spy shots have emerged which show a non-badged adventure-style bike undergoing final testing.

The expectation was that Triumph and Bajaj would join forces to create a range of small and mid-capacity machines which would appeal to more budgetconscious bikers (as well as those on Bajaj’s home soil in India). And although we have no idea about pricing at this stage, the images do confirm that the bike will be powered

by a smaller engine than anything currently available in Triumph’s line-up. While we can’t be sure on specifics, we do know it’ll be a single cylinder motor – and a bit of common sense suggests it’ll likely sit somewhere between 350cc and 500cc.

Engine aside, we can glean key bits of information about the bike, which has a slight resemblance to a few bikes in the Triumph range. It looks as though bits of a Tiger, Bonneville and Scrambler have been thrown together to create something unique – and it looks great. It gets long-travel suspension (USD forks up front and a monoshock at the rear); spoked wheels (with a 19-inch front and a 1-inch rear); knobbly-ish tyres; and a big

windscreen (nicked straight from the Scrambler).

At this stage that’s about all we’ve got to go on – but chances are more information will start to appear in the weeks and months leading up to the May announcement. Of course, this bike is one of many predicted to come from the partnership – so we can likely expect a whole host of bikes built around the same chassis and engine platform to be revealed in the nottoo-distant future. For now though, it looks as though Triumph and Bajaj have got their sights firmly set on Royal Enfield, who have been cleaning up in the small/ mid-capacity adventure bike market with their keenlypriced Himalayan.

PATENTS: ADAPTIVE CRUISE CONTROL

coming to Honda’s Goldwing and Africa Twin Patents have appeared which confirm that Honda’s starting to get serious about fitting some radarassisted cruise control to two of its flagship bikes.

Radar technology isn’t exactly revolutionary anymore. Cars have had kit that’s capable of working out which lane you’re in and keeping you a set distance from the car in front for years – and in the last year or two, Ducati, BMW and KTM have all rolled out their own take on the safety-conscious electronic trickery (while Kawasaki’s confirmed it’ll be fitting it to its H2 SX for the new model year). Up until now, however, Honda’s been a bit slow on the uptake.

Now it looks as though the Japanese factory is one step closer to rolling out its own radar system in the near future. Admittedly, this isn’t the first time we’ve told you it’s coming. Last March we printed a selection of patent drawings which showed a system fitted to a Super Tourer Gold Wing, but alas there’s been no sign of it just yet. But a fresh set of designs which show a front-

facing radar fitted to both an Africa Twin and a Gold Wing might be a clue that the factory is getting ready to bring its own take to two of its most celebrated bikes.

The Gold Wing patent shows a radar system which sits just between the two front headlights, and an additional radar in the integrated top box.

The Africa Twin will also likely get a radar at the front end, but instead of a top box mounted rear radar, it gets one mounted on its left-hand and righthand side (potentially in the respective panniers…).

There’re also drawings for sound sensors, cameras and a heads-up display system,

which suggests that when Honda does finally introduce radar technology (including adaptive cruise control and the

like) it’s going to be a seriously sophisticated bit of kit. We’ll have to sit tight for a little bit longer to find out, though.

READERS’ RIDES 9

In partnership with EBC Brakes

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 ride. 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.

Paula Holmes’ KTM 1290 Super Duke GT. It’s her daily commuter!

Leslie Ross’ Kawasaki Zephyr 1100 which was rebuilt during lockdown!

Mel Jenkins’ ready for action on his Suzuki GSXR Drew Hamilton’s 2002 Honda Pan European that he’s had for 16 years. “It’s the first of the 1300s and is still a great bike.”

Gary Sergeant’s spectacular Yamahas; a trick RD and special TZ

Dan Poxon’s 2019 BMW R1250GS soaking up the view

Double trouble here for MoreBikes fan Mark Willis

Dale Carter’s immaculate Kawasaki Z1000

Dave Miller’s pair of Yamaha twostrokes!

Paul Mas’ 70s-inspired Kawasaki Z900RS

Adam De La Mar’s 1994 Yamaha FXR600R. “It’s 27 years old, done 15,000 miles and was owned by my dad before me. I love every second of riding it.”

Chris Rostance’s 2002 Honda Blackbird. “160,000km and still runs like a dream!” Chris lives in Denmark and loves to ride across the border into Sweden!

Paul Sparkes’ Honda Fireblade

10 EVENTS

DATES FOR 2022

ROAD RACING Last month we brought you the full lowdown on all of the top flight racing action for MotoGP, WSB, MXGP and BSB – but this time, to make sure you’re ready for all of the road racing action, here’s a full list of key dates for the 2022 season.

Kicking off with the Cookstown 100 in April, there’s a healthy mix of Irish road races, IRRC rounds, Manx meetings, Czech road races and hill climbs.

Stick them in your calendar or pin this on the workshop wall and you’ll be good to go. It’s shaping up to be a good ‘un.

APRIL April 22nd/23rd – Cookstown 100 29th/30th April – Tandragee 100 30th April/1st May – IRRC Hengelo

MAY 10th/4th May – North West 200 21st/22nd May – 300 Curves of Gustav Havel 28th May – CIVS Passo Dello Spino Hill Climb 29th May – CIVS Passo Dello Spino Hill Climb 27th/30th May – Pre TT Classic 28th May-11th June – TT Races

JUNE 4th/5th June – Kopcany

11th June – Post TT Races 12th June – CIVS Deruta Hill Climb 18th/19th June – Kells 25th/26th June – Munster 100 26th June – CIVS Isola Del Liri Hill Climb

JULY 1st/3rd July – IRRC Imatranajo 2nd/3rd July – Skerries 9th/10th July – Walderstown 11th/14th July – Southern 100 15th/17th July – Chimay Classics 16th July – CIVS – Spolento Forca Di Cerro Hill Climb 16th/17th July – Faugheen 50 17th July – CIVS – Spolento Forca Di Cerro Hill Climb

23rd/24th July – IRRC Chimay 29th/30th July – Armoy

AUGUST 12th/13th August – Mid Antrim 150 13th/14th August – IRRC Horice 16th/20th August – Ulster Grand Prix

SEPTEMBER 17th/18th September – IRRC Frohburg 18th September – CIVS Volterra Hill Climb 29th/30th September – Baja International Tourist Cup

OCTOBER 1st/2nd October – San Pedro Martir Hill Climb

12 COMPETITION

NEW COMPETITION ✪ FOR 2022 ✪

NAME THE BIKE WIN this Kovix Lock

To be in with a chance of winning this alarmed lock from Kovix, all you’ve got to do is identify the blacked-out bike in the image and send us your answer and your details either online or in the post. We’ll then pick the winner from an upturned helmet crammed with correct answers – and that person will be sent a brand-new lock that’ll help keep your pride and joy safe and secure. It’s that simple. So, what are you waiting for? Get cracking for the chance to win. Good luck!

Worth £64.99

Kovix Lock

Many of us often overlook the need to lock up our bikes when we’re out and about… but with the frequency of bike thefts up and down the country, now’s the time to get into the habit of using a lock regularly. That’s why we’ve teamed up with Key Collection to offer you the chance to win this Kovix KWL Series Alarmed Cable Lock.

Worth £64.99, the 24mm thick one metre cable lock features a 120db alarm inside the steel body, and comes kitted out with shock and movement sensors. It’s a compact bit of kit that’s the perfect deterrent for those light-fingered scoundrels with a predilection for motorcycles and scooters.

■ For more information visit: www.thekeycollection.co.uk

■ YOU can also ENTER online! Just check out the MoreBikes social media channels for more information.

COMPETITION 13

Last Month: Did you get it?

Last month’s bike was: HONDA FIREBLADE CBR900RR

Here’s the legal bit that you need to know

To be in with a chance of winning, fill in your details on the form or enter online and return to: MoreBikes, Kovix Lock 2022 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: March 11, 2022 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 Kovix Lock will be the first name(s) drawn at random from the upturned MB helmet.

Terms and conditions apply.

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

14 KIT GUIDE: SECURITY

LOCK

IT UP

KITC GUIDE: SECURITY 15

Motorcycles and scooters are stolen in the UK on a daily basis, and although there’s no sure fire way to stop scoundrels nicking your pride and joy – there are plenty of ways to put them off. This month we breakdown all of the key kit that you could make use of to keep your pride and joy safe and secure – and show you exactly what you’re able to get for your hard earned cash, with a look at the range of security stuff from our pals at Milenco.

16 KIT GUIDE: SECURITY

LOCKS, CHAINS, GROUND ANCHORS A heavy-duty chain or lock on your bike will serve as a visual deterrent against opportunistic thieves if your bike is outside. But even if you keep it in the garage, it’s worth locking it up properly. There are plenty of options to choose from, including chains and U-bend locks.

A lock and chain are great, but unless they are attached to something solid the bike is still in danger of being dragged away. Whether it’s a ground anchor or a workshop bench in your garage, make sure your bike is attached to something which can’t be moved. If you can, try to keep your chain and lock off the floor, as this makes it harder for thieves to attack it.

DISC LOCKS

There are plenty of disk locks on the market to choose from and many of them are small enough to slip in your pocket while you’re on the bike.

They don’t offer the same level of protection as heavier equipment, but they’re easy to carry around and might just be enough off to put an opportunistic thief. Some disc locks also incorporate alarms, which can be an added deterrent against bike thieves.

STORAGE SHELTERS/ BIKE SHEDS

If you don’t have a garage, check out the bike sheds and storage shelters that are available. The sheds are usually made out of metal and are just big enough to house a motorcycle.

The storage shelters tend to be made from thick polyester, and they can sometimes be folded down to save on space when not in use.

SECURITY MARKING

Some new machines are marked straight from the factory – if yours isn’t then there are a number of ways you can mark it. The marking is essentially an electronic fingerprint on your bike which tells everyone – including the authorities – that it’s yours. If thieves see something like a Datatag sticker on a bike it’s likely to make your property much less appealing to them.

STEERING LOCKS

Most bikes have them so it won’t cost you a penny, and it’s a simple but effective way to make life more difficult for thieves. It only takes a second to activate, and could make the difference between your bike being where you left it or not.

SECURITY CAMERAS

Security cameras can be a great way to keep an eye on your bike, even if the machine is locked up in your garage.

A camera won’t stop your bike getting stolen, but it is a visible deterrent, and gives you evidence of what has happened, which might make it easier to get the bike back.

KITC GUIDE: SECURITY 17

MILENCO Snaefell Lock - 22mm

WHAT ABOUT THESE?

RRP: £241.99-£483.99 / Sizes: 1m-4m

Far exceeding Sold Secure Motorcycle Diamond Standards, this is a serious bit of kit from Milenco. Available in three sizes, the 22mm diameter chain and lock is kitted out with a pick-proof lock which features a built-in locking mechanism and is constructed from quality steel to resist sawing and freezing.

It comes with three keys, scratch protection for your bike, and it’ll fit all motorcycles wheels.

Best of all, Milenco reckons it’s the toughest motorcycle lock ever made. As a result, it’s offering lifetime warranty on the lock.

To showcase some of the best chains, locks and ground anchors on the market, we’ve teamed up with Milenco. Here’s a small selection of its latest products which will help to keep your motorcycle or scooter safe from thieves.

MILENCO Snaefell Ground Anchor RRP: £124.29

To accompany your new Milenco chain and lock, how about this Snaefell ground anchor? Once again, it’s a top quality bit of kit that’s been constructed from high quality steel to prevent against sawing and freezing. In fact, Milenco claims it’s been designed to be the toughest, strongest and most secure Ground Anchor ever made.

It comes complete with all the bolts you’d need - and a resin bonding kit - for installation. Be aware, you’ll need some decent tools to do it yourself.

MILENCO Dundrod U Lock RRP: £76.99 / Size: 18x230mm Milenco’s Dundrod ++ U Lock is a versatile bit of kit. It can be used as both as a chain lock or as a disc lock without a chain.

Constructed from high quality twin wall steel, it comes with a high visibility, noncorrosive plastic cover, a sleeve for scratch protection and a pick-resistant lock.

It’s the largest U Lock in the Milenco range, and it

goes above and beyond the requirements for the Sold Secure Gold standard, which means it’s two-and-a-half times tougher than the now obsolete Thatcham Category 3.

Milenco reckons it’ll fit all common motorcycle discs, wheels and fork legs, but if you’re after a more serious solution, it’s compatible with Milenco’s Dundrod chains.

MILENCO Coleraine 12mm Chain Lock

RRP: £72.59-£87.99 / Sizes: 1m-1.8m

Available in three different lengths, Milenco’s Coleraine 12mm integrated chain lock is constructed from quality steel with a high visibility, non-corrosive plastic cover and sleeve for scratch protection and a pick-resistant lock.

With its built-in locking mechanism and quality steel construction (which prevents sawing and freezing), the Coleraine exceeds Sold Secure Motorcycle Gold Standards.

Simple to fit and compact enough to use when you’re out and about on the road, if you’re looking for some quality security for your pride and joy, this is the one for you.

To find out more about the full range of security products from Milenco, visit: www.nevis.uk.com

18 GROUP TEST

WORDS: Ross Mowbray, Dave Manning, Gary Hartshorne / PHOTOGRAPHY: Gary Chapman

Have you seen the size of my

ADVENTURE? Size is not everything. Of course it’s not. We took four adventure bikes of varying sizes for a trip to the Lake District to see if you can really tour (and have fun) on any bike.

GROUP TEST 19

GROUP TEST: KTM 390 Adventure, Yamaha Ténéré 700, Triumph Tiger 900 Rally, Honda Africa Twin

A

t MoreBikes we are strong believers in the old adage that you can tour on any bike. We have done that many times in the past, as have countless others. This time we wanted to see what would happen if you turn the heat on a bit more than usual, and added a little off-road element into our route. Nothing too arduous,

just some gravel roads and green lanes, but enough to give you a feel for how the bikes handle away from the smoothness of Tarmac. To have a good selection of bikes we included various engine capacities and configurations in different sizes and shapes. But all the bikes were adventure-oriented with the looks and feel that come with the category. Roll bags on the bikes, Gary the photographer at the ready, and off we rode to the Lake District…

20 GROUP TEST TECH SPEC

KTM 390 Adventure

Price: £5499 Engine: 373cc liquid-cooled, 4-stroke, single Power: 43bhp (32kW) Torque: 27.3ft-lb Transmission: 6-speed, chain final drive Frame: Steel Tyres: (F) 100/90 x 19 (R) 130/80 x 17 Suspension: (F) WP APEX 43mm USD, fully adjustable (R) WP APEX, return damping and spring adjustable Brakes: (F) Single 320mm disc, four-piston radial calliper (R) Single 230mm disc, singlepiston floating calliper Seat height: 855mm (33.7in) Fuel capacity: 14.5 litres (3.2 gallons) Weight: 158kg (dry) Contact: www.ktm.com

WORDS: Ross Mowbray

KTM 390 Adventure Everyone has their own slightly different opinion about what it is that defines an adventure motorcycle.

For some riders, an adventure simply involves a long slog on the motorway broken up by a couple of tame trails, but for others it means standing on the pegs for hours at a time churning up mud at every opportunity. This trip to the Lake District helped to prove that KTM’s 390 Adventure can do both.

Many of you might dismiss bikes at the smaller end of the spectrum. But you shouldn’t. I’m lucky enough to have ridden some of the biggest and best machines of the time (including the other three on this test), and for simple, straightforward, stress-free motorcycling, the KTM stands up.

It’s not some diminutive, little learner bike. The size of the 390 Adventure will make you feel like you are riding a proper ADV – and if you stand it next to a 790 Adventure, there’s not as much in it as you might think. The seat height is a reasonably lofty 855mm, but the suspension has enough sag to make

it easy to get your feet on the ground once you’re sat on it.

The cockpit is snazzy too, and never does it feel like a budget bike. The TFT dash offers navigation as standard (with the KTM My Ride app). There’s a bi-directional quickshifter; IMUbased cornering ABS and traction control; an extendable windshield (by up to 40mm); full-sized serrated pegs (with rubber inserts); Continental TKC 70 tyres; and decent-spec WP Apex long-travel suspension.

Carried over from the 390 Duke is its liquid-cooled, 373.2cc highcompression motor. It’s the real standout; flexible and free-revving, with plenty of poke to keep up with the ‘big boys’ on the twisties (and on the motorway, too). It might ‘only’ kick out an A2-compliant 43bhp, but it makes surprisingly swift progress up to 70mph, while maintaining momentum and keeping the throttle pinned will get you to 90mph without too much trouble.

It’s comfortable, too. While it’s not the biggest bike in the world, and I

can get my feet flat on the floor with room to spare, its adventure bike ergonomics (the tall-ish seat and wide-ish bars) mean that I didn’t feel cramped or experience any discomfort (nor did anyone else), and we did some big, long days in the saddle. There’s ample protection from the screen, though it’s worth noting that you’ll not be able to adjust it on the move. Instead you’ll need an Allen key and a spare couple of minutes to get it set in the best position to suit you.

The suspension is fairly soft, which helps to take the edge off any rough sections of Tarmac, while maintaining enough poise to allow you to press on without it bouncing around all over the place. There is rebound and compression damping adjustment up front and rebound and spring preload adjustment at the rear so you may be able to dial out some of the softness and stiffen things up if you fancied, but I’d probably only do that if I was carrying a pillion or a load of luggage on a regular basis.

By KTM’s own admission, its little 390 Adventure is not an out-and-out off-road motorcycle. It’s a roadoriented bike with some pretty light off-road capabilities. That’s not because the Austrian factory doesn’t have the ability to produce something seriously capable in the dirt (we know full well it does), but it’s made a clever decision to make something easygoing and accessible for learner riders and aspiring adventurers. It’ll manage it though…

During the trip we rode a wide mix of off-road terrain, but mainly stuck to more wide-open gravel sections.

Don’t get me wrong, it’s no off-road weapon and you’ll certainly struggle to keep up with bigger and ‘better’ bikes that have been built for the job at hand, but it’ll do it.

It’s lighter, lower and less powerful than them, which means unexperienced off-roaders will be able to feel more comfortable tackling trickier trails than they would on something bulkier and punchier.

The only slight disappointment is the standing position. I’m reasonably tall (standing at 6ft 1”-ish) and I never felt quite comfortable when up on the pegs. I towered over the bike and had to bend my knees more than you should to get into a position where I felt fully in control. It’s a small criticism, but if you’re planning on riding this bike off-road regularly, it’s definitely worth knowing.

What makes the perfect miniadventurer? To me it’s one that can do it all: cruise effortlessly on motorways; keep you comfortable on crowded city streets; take on the potholed B-roads; get your knee down on twisties; and make you feel at home in the dirt. The 390 Adventure does all that.

It may be lacking some adventure essentials (mainly some spoked wheels), but it managed to handle whatever we threw at it on a big trip to the Lakes, and held its own quite comfortably against a selection of much more ‘capable’ and significantly more expensive bikes.

GROUP TEST 21

WORDS: Ross Mowbray

Yamaha Ténéré 700 I’ve been waiting a long time to ride this bike. It’s right up my street – a spiritual successor to the big trail bikes of yesteryear that have lost favour with the advent of even bigger, heavier adventure bikes.

Okay, the T7 is still an adventure bike, but it’s one that’s been stripped to the bare essentials, to help make it much better suited to tackling trails than it is doing massive stints on the motorway.

That makes a hell of a lot of sense to me. A lot of the current crop of adventure motorcycles are so big and bloated that most riders are reluctant to let them even sniff at the dirt. That’s not going to be the case for the T7.

A trip to the Lakes seemed like the perfect opportunity to put the bike through its places properly.

We had a big route planned with some nadgery lanes, fast A-roads, mountain passes and gravel tracks thrown in for good measure.

First things first… getting on the thing. With an 875mm seat, the Ténéré sounds tall, but it’s actually not as painful to get on and off as you might think. I’m 6ft 1” and I could get both feet flat on the floor

TECH SPEC

Yamaha Ténéré 700

Price: From £9502 Engine: 689cc parallel twin DOHC Power: 72.4bhp (54kW) Torque: 50.2ft-lb Frame: Steel tubular Tyres: (F) 90/90-R21 (R) 150/70-R18 Suspension: (F) 43mm KYB USD forks, fully adjustable (R) KYB monoshock, fully adjustable Brakes: (F) 2 x 282mm discs, two-pot callipers, ABS (R) 245mm disc, one-pot calliper, ABS Seat height: 875mm (34.4in) Fuel capacity: 16 litres (3.5 gallons) Weight: 204kg (wet) Contact: www.yamaha.eu

with room to spare. It’s comfortable enough, too. We did some long days on the road and although the seat is narrow and fairly firm, I didn’t experience any of the aches or pains you might expect (the wide bars and upright riding position with plenty of legroom probably helped). There’s a decent amount of protection from the screen, and the mirrors work well, too. The dash might be a bit of a disappointment to some though; it’s just a simple LCD number with none of the technological trickery we’ve all become accustomed to.

That’s no skin off my nose, but it might be important to you. To me, it’s all about how well it goes. Bloody well, since you ask.

Its motor is the one from Yamaha’s much-loved MT-07 – but it gets a few tweaks, including a reshaped airbox, new exhaust and updated fuel injection mapping. It’s a tried and tested unit that’s proven itself pretty much bombproof, so it’s easy to see why Yamaha opted for it this time around. With 72 (and a bit) bhp and 50ft-lb of torque, the Ténéré is by no means the most powerful option on the market, but there’s plenty of punch to help put a smile on your

face. I reckon it’s a pretty perfect powerplant for the bike’s intended use. It’s fast enough to entertain, but not so feisty that it’ll catch out less experienced riders (which is particularly important on the trails).

It’s happy enough on the motorway, too, with little in the way of vibration or obvious strain.

Its brakes are a pair of 282mm wavy discs gripped by two-piston sliding callipers, which offer decent braking performance on- and offroad. The suspension – big 43mm KYB upside downers at the front, KYB monoshock at the back, and both fully adjustable for preload and rebound and compression damping – is also well up to the job. It leans towards firm, so I felt every lump and bump of the Lake District’s chewed-up Tarmac. It’s a good compromise though, because when you hit the trails it all makes

sense… there’s little chance of you bottoming out unless you’re really barrelling over tricky terrain and jumping stuff you should probably think twice about.

The 21-inch front wheel gives the bike proper off-road kudos and although they compromise road performance, the Pirelli Scorpion Rally tyres cope well with the twin demands of Tarmac scratching and trail bashing.

It handles aggressive road riding better than it has any right to. Road bikes would be faster, but the T7’s a joy to flick from side to side with a tug of those big, wide bars. Off-road, the story is the same – the only significant limits to the Ténéré’s handling are mitigated by its engine performance; you’re unlikely to ride into trouble because the bike is so easy-going and capable.

As an entry-level, affordable,

unsophisticated my-first-adventure bike that does the basics of performance and handling to a high degree of confidence both on and off-road – which is no mean feat of development in itself, whatever the price – the Ténéré 700 is pretty much in a class of its own. The other bikes might be more expensive, more comfortable and more ‘capable’, but the Ténéré 700 is the one for me without a doubt.

If I was parting with my hardearned cash, it’s the one I’d buy from the bunch. It really is very good.

22 GROUP TEST WORDS: Gary Hartshorne

Triumph Tiger 900 Rally With BMW celebrating 40 years of development with the GS and almost every manufacturer jumping on the Adventure bike bandwagon in recent years, it’s a big ask for manufacturers to compete with the mighty German behemoth. So, will Triumph’s latest effort get close? As a GS owner and rider myself I tend to judge a bike on whether I’d swap my GS for it.

Firstly, this bike has a key, it’s not keyless! Thank you, Triumph.

Why some motorcycles are keyless, I really don’t know. Keyless on motorcycles should be banned.

As we set off up the A1 for a 45-minute motorway stint, the comfort of the much smaller, lighter and more manoeuvrable Triumph was instantly apparent.

The ergonomics on this bike are almost perfect. The bars are high, the pegs are low, but not too low to limit ground clearance, and the seat is the most comfortable I’ve sat on for a while. It wasn’t until a couple of hours into the journey to the Lakes that I even thought of stopping for a numb bum break.

The gearbox and quick shifter combination went together like Torville and Dean; it’s super-smooth and accurate and you do really only need to use the clutch to pull away and stop.

At 6ft 1in, wind buffeting is often an issue for me but the adjustable

TECH SPEC

Triumph Tiger 900 Rally

Price: £12,100 Engine: 888cc, liquid-cooled, dohc 12-valve triple Power: 94bhp (70kW) @ 8750rpm Torque: 65lb-ft (87Nm) @ 7250rpm Transmission: 6-speed, chain Frame: Tubular steel, aluminium rear subframe Wheels: Wire spoked, (F) 21 x 2.15in, (R) 17 x 4.25in Suspension: (F) 45mm Showa USD fully adjustable, 240mm travel (R) Showa shock with adjustable preload and rebound damping, 230mm travel Brakes: (F) 2 x 320mm discs, four-piston Brembo Stylema monobloc callipers (R) Single 255mm disc, twin-piston Brembo calliper, with cornering ABS Seat height: 850/870mm (33.5/34.3in) Fuel capacity: 20 litres (4.4 gallons) Dry weight: 196kg Contact: www.triumphmotorcycles.co.uk

screen – which can be done on the move – did minimise turbulence, but didn’t cut it out.

Handling-wise, the 900 Tiger is poised, but does seem to dive quite dramatically under heavy braking and the four-pot Brembos were snatchy at times, meaning a more planned approach to fast riding was needed to smooth it out. Once you’ve learned to ride around this, the Tiger becomes a really enjoyable bike to ride, and one where you can really munch the miles in the twisties with relative ease.

The three-cylinder engine has more than enough punch and torque to keep gear changes to a minimum and make overtaking a breeze. Having said that, you might want to change gear as that gearbox is so damn good.

As with most bikes now, TFT screens and countless menus seem to be the norm, and usually a degree in computer science is required just to turn the heated grips on.

However, the Triumph’s control nest on the left bar was simple and easy, the screen informative and easy to follow on the move. There are literally just two buttons, one to go to the menu, and an easy-touse joystick to navigate around the menus – just be mindful that the indicator switch is directly above the joystick, so be sure to not get them mixed up.

During the trip we did manage to tackle a few gravel off-road sections, with some very off-camber sections thrown in to boot. On the first section we did I forgot to stop and switch to off-road Rally mode, which left the traction control and the electronic wizardry switched on.

Big mistake. With off-roading you need to spin the rear, get it turned with the rear, but the TC literally stifled anything you tried to do with it, even to the point where it cut out so viciously it nearly threw me over the bars. After realising my error, I stopped and set the bike to Rally mode. Oh my, what a difference.

Now it feels like a proper off-road bike. I can spin it, I can turn it, and all of a sudden I’m in my element.

Standing up, the bike feels like a good fit (although some small bar risers would have helped), and the bike responded to the input given.

Whilst sat down, the Enduro-style seat, which goes up and into the tank, allowed the bodyweight to be moved forward to help search for grip with the Bridgestone A41s under braking on loose surfaces, and you could effortlessly slide back to find that rear grip under heavy throttle inputs on corner exits.

Through ruts where we had to sit down and paddle, the Tiger is narrow enough to move the legs backwards and forwards to keep your balance. Something that can’t be said with the boxer engine as the big pots get in the way and really create a hindrance.

Aesthetically, I’m still not convinced with the Tiger design ethos. I can’t decide if I like it or not. From the side it looks great, but from the

front I’m not so sure. However, this doesn’t detract from what a good bike the Tiger is. It does everything well and it’s good off-road so if your bag is to tour, it will do a good job and give you everything you need.

If your bag is to not only tour but also to take in some proper off-road, then the Tiger might just the bike you want to trade your GS in for.

Would I trade mine in? I think I just might.

GROUP TEST 23

TECH SPEC

Honda CRF1100 Africa Twin Adventure Sport

Price: from £16,049 (as tested, with EERA) Engine: Liquid-cooled, 1084cc 4-stroke 8-valve parallel twin, 270° crank, single cam Power: 100.5bhp (75.0kW) @ 7500rpm Torque: 77.4lb-ft (105Nm) @ 6250rpm Transmission: 6-speed, chain final drive Frame: Semi double-cradle steel frame, bolt-on aluminium subframe Wheels: Wire spoked (F) 90/90-21, (R) 150/70R18 Suspension: (F) Showa 45mm USD forks, fully adjustable, 230mm travel, (R) Showa shock, preload and rebound damping adjustment, 220mm travel Brakes: (F) Twin 310mm floating discs, 4-piston radial callipers. Radial master cylinder, (R) 256mm disc, twin piston sliding calliper. selectable ABS Seat height: 850/870mm (33.4/34.25in) Fuel capacity: 24.8 litres (5.5 gallons) Dry weight: 240kg (dry) Contact: www.honda.co.uk

WORDS: Dave Manning

Honda CRF1100 Africa Twin Adventure Sport Although the looks are near identical to the standard version, the bike you see here is the Adventure Sports version of the Africa Twin and, as such, it has one or two upgrades, such as the larger 24.8-litre fuel tank, and the Showa EERA electronic suspension. Although it still has the same 1084cc, 270° crank parallel twin powerplant that is so effective in the standard machine.

Like most examples of a prime adventure bike, the Africa Twin has a big chassis, in excess of 100bhp (just), a steel frame, a plethora of electronic doodahs and, in order to illustrate an ability to venture off of paved road surfaces, a wheel combination of 21inch front and 18-inch rear that will allow the most dramatic of knobbly tyres if so desired. Those wheels, incidentally, are of a tubeless design.

When we tested the basic Africa Twin in the Cotswolds last year, I made a mention of ‘that bloody screen’ and, while the Adventure Sport version apparently now has a ‘new, shorter, improved screen’ the issues remain exactly as before, despite it now being adjustable. It’s noisy, and it also rattles your head as soon as you hit 50mph, and although

it is height adjustable, when it was raised I still got the head rattling, albeit at 20mph faster. It’s a rather subliminal rattling though (and that’s on top of the noise), which blurs your vision, although I did discover that I could shift closer to the screen and the rattling stops and the noise subsides a tad, but this gives an odd riding position that is only sustainable for about five minutes. Having said all that, I did seem to get used to it over the four days in the Lake District, but it must be said that most of the riding was at lower speeds. Or maybe it was just that I was getting steadily more deaf? Naturally, I must point out that this could be totally different for someone of a different stature to me.

The second thing I noticed was that the gearbox seemed to be not quite as smooth as the one in the CRF we tested last year, although this could simply be down to the fact that last year’s bike had more miles on it than this one, although the optional quick shifter would have been nice to have.

The electronic suite is rather comprehensive, with lots of buttons – eight on the right, and no less than 16 on the left bar! While it was difficult to get used to all of these functions

in just a few days, especially while jumping from one bike to another, as an owner you’d certainly get used to what button does what. And while there is the argument that the ability to change rider modes is unnecessary (as the detractors will say, ‘the throttle goes both ways’), the Africa Twin has the options of refining the way it rides, not only on Tarmac but also for off-road, which is arguably more important.

For example, traction control can be tweaked through seven stages; antilock braking can be switched off at the rear and reduced at the front; and the adjustable power outputs and engine braking levels can be altered to suit all rider abilities for all kinds of terrain. Although as an off-road novice, I just left everything switched on and played around with the controls that I felt made a difference.

As it was, the heated grips are a bonus, and while I had thought last year that the electronic suspension was an unnecessary gimmick, given that the rear preload is easily accessible even when seated aboard the bike, the Adventure Sport model here has the ’leccy suspenders fitted, and I did find myself tweaking

the rider modes while we headed through the Yorkshire Dales to get a softer suspension set up via the ‘Electronically Equipped Ride Adjustment’. The advantage here is that the suspension can be changed very quickly to suit the terrain and/ or the way you feel at any particular moment, and it seems that the only downside is the cost and the extra 2kg that it adds to the bike’s weight.

And the Honda is a big bike, no doubt about that. It does feel a little cumbersome on the green lanes for someone, like me, who has little in the way of off-road experience, and while it is very capable (as you’ll know if you’ve seen that Tony Bou video!), it is rather intimidating thanks to its size, mass and high seat height.

Step from the Africa Twin on to any of the other bikes that we used in this test, and they feel much more manageable off-road, but the flip side of that is when you get back aboard the big Honda for some road-riding it immediately gives you a feeling of safety and road presence.

And, as a road bike, it is supremely accomplished with a low-speed agility that defies its size, and a power delivery that is seemingly tailored for A-road overtakes in which the seat height (850mm or 870mm as

standard) provides the ideal lofty viewpoint.

The self-cancelling indicators are a pain, constantly switching off when you want them to stay on. And, talking of small issues that might appear to you, as a reader, as being nit-picking, but are something that’ll become increasingly irritating the more you ride the bike, that TFT screen message of ‘The rider is responsible for the safe operation, blah-de-blah…’ that needs to be tapped on before the screen reverts to the mode display (Every.

Single. Bloody. Time) is a proper pain in the posterior.

The seat didn’t feel quite as comfortable as I remember from last year’s test, although once I shuffled a little more to the rear, sliding back against the rise in the seat, it was a far better place to be, albeit with a slight stretch to the bars.

Not that that is an issue on motorways and dual carriageways, where the cruise control becomes a joy to use (and yes, I have surprised myself with that statement, given that there was a time when I thought cruise control was a gimmick, and had no place on a motorcycle of any kind).

This is one very capable motorcycle, but there’s still that bloody screen!

24 GROUP TEST WHICH ONE’S FOR ME?

What we discovered during our tour of the Lake District was that most of the time it didn’t really matter which of the bikes you were on because the type of riding was so varied. On the nadgery passes and busy town centres, power was less important than agility and light weight; on the bigger roads the situation was reversed; and on the green lanes off-road capability was called into action. Some of our bikes could sting like a bee, others floated like butterflies. They all had different moments of glory and despair.

The little KTM could just about keep

Want to learn more?

If you want to learn more about riding in the Lakes, as well as what to do and where to go, have a look at MSL September 2021 issue that has a 32-page supplement to get you set up for your own Lakeland adventure. You can buy a copy online at classicmagazines.co.uk/issue/MSL

up with the others on highways, but made up for that whenever you needed to have a bike that was light and easy to control. The Ténéré and Tiger shared the middle ground, with the Ténéré happiest of the lot on the off-road section, and the Tiger a tad more relaxed on Tarmac. The big Honda was pretty much in its element in any environment, but with all that weight you wanted to be sure that your mates weren’t too far in case it needed picking up. At the end of the day all of the bikes were perfectly fine for the trip, and to put them in any kind of order really

comes down to what you want from your bike. As long as you pick the one that suits your riding style, expectations from your ride, and what you’re comfortable with, you’re on to a winner.

Another discovery on this trip was what great riding the UK has to offer.

Our National Parks are not only great places to appreciate the varied landscapes and nature that’s on offer, they are also fantastic for riding motorcycles.

The Lake District is one of the most popular biking destinations in the UK, and for good reason.

26 OFF-ROAD EXPERIENCE

GOING SIDEWAYS How on earth can a sport where you only turn left help you become a better road rider?

MoreBikes sent Maria Knights to find out at the Royal Enfield Slide School WORDS: Maria Knights PHOTOGRAPHY: Royal Enfield & Matt Hull

T

he first thing I noticed when we arrived at Greenfield Dirt Track in Lincolnshire on a grey Thursday morning was how tall the bikes looked. There also seemed like a lot of people around to just watch. It would have been easy to get nervous.

Our breakfast pastries and coffee eased my butterflies and we went over to meet Gary Birtwistle, flat track racer and our trainer for the day who helped us find a metal shoe for our left boot. All will become clear…

We were riding Royal Enfield’s 400cc Himalayan, modified for the task with the seat removed and just a thin slice of foam for grip. I got used to them quickly as they are light bikes.

However, having no front brake lever took some time to adapt to.

Sliding majestically through the shale wasn’t quite our starting point – instead CBT-like exercises slaloming between the cones were needed.

Though basic, it helped get a feel for the bikes, for the surface, and to think about the body position, sitting forward, elbows up and sitting on my upper left leg – opposite to everything you’re taught on road or racetrack!

Starting small

After the slaloming came some laps around the small oval track. Gary advised this was to get a feel for the bike and the track before he gave us tips and tricks on how to ride flat track correctly. I have done a flat track school before (Champion flat track school, run by journeyman racer, Pete Boast, Flattrackschool.co.uk), but the surfaces and bikes were different.

Gary’s school also uses a full-size track, so with the 400cc bikes it was great to get used to more space, with more time to set up for a corner.

A few practice laps later and Gary called us in to explain three key things: where to put your left foot/leg; how to position your arms and hands; and where to put your body on the bike. This I found made a lot of sense regarding where the contact points of the tyres were in relation to where your body weight was on the bike. Basically, turn yourself into a moving tripod.

OFF-ROAD EXPERIENCE 27

Big league

Let out on the big track after a demo from Gary, you could see the passion he has for the sport and the bike while he was out. The big track didn’t feel very big to look at, but it certainly felt bigger when we were out on it. I felt very comfortable round the track with the bike; I was in control of it and when it wiggled in the slippery bit coming out of turn two I was able to manage it and carry on (mainly because my foot was well planted and I had confidence knowing it should catch me if needed).

Each group completed several laps and then it was time for another chat with Gary. He said we were all doing two out of the three things he’d asked!

I was conscious of this when we went out again so I thought about each one as we went round: ■ Right elbow up and hand needs to have an open grip (so you can control the throttle) ■ Left leg needs to be out and foot pointing towards the inside of the track (not straight in front) ■ Your body needs to stand proud on top of the bike no matter what angle the bike is at (the bike leans, you don’t).

We had several laps round before we felt the first spots of rain. The call was made to end the day at 2pm due to the amount of rain (they said the track turns into an ice rink after 10 minutes of rain). While this was a disappointment, I felt that I had learnt and practiced a lot in the time we had.

Organised fun

The Royal Enfield Slide School is a very well organised, informative day.

Gary and his staff are all enthusiasts and really give the impression they want you to enjoy the sport they do. I learned a lot more about positioning and in particular the lines to take when going into corners, as well as, crucially, increasing my confidence with a bike moving around.

So what’s in it for those who have no intention of trying flat track? Like any off-roading, it breeds confidence in your machine control. Turning the bars full lock; balancing a bike in a greasy corner; having no front brake; getting out of your comfort zone riding position to make you analyse your riding more; and opening the throttle more.

Even making you question what you do when you’re told to do something opposite to how you do it on the road – flat track helps you with all this, which improves your road riding far more than you might imagine.

But the biggest thing that I took away from the day? Sounds silly, but it was that I can ride a bike that feels too big for me. I don’t need to have both feet firmly planted to be able to ride. When you have the bike upright and on tip toe

barely touching the floor, you are less stable than if you lean the bike over on one side and have one foot firmly planted, creating a tripod. This alone is worth its weight in gold for myself and many others.

When I visited my local bike dealership the next day I was not at all concerned about the height of the bikes I tried. I would highly recommend a flat track school to new and seasoned riders alike to help build confidence and, overall, to have some fun.

Gary holds Royal Enfield Slide School sessions around the country throughout the year. It costs £160 per day. For more information visit: dirtcraft. co.uk

Who is Maria?

Maria Knights has a variety of bikes, from a Honda Grom to a 1954 BSA B31 (tuned, naturally). Battles the demons of not being the tallest, strongest rider and being a woman, therefore having more intelligence than a man to see the possibility of problems in situations. An I.T. engineer during the day, by night she is building a lightweight Honda Bros 650 and wants to race her Beezumph 500 in vintage flat track.

Greenfield

In the heart of Lincolnshire sits a quarter-mile oval and TT flat track; a minibike oval; minibike supercross track; and a near fullsized motocross track. Greenfield is now the UK’s favourite flat track venue, and in a non-Covid year would feature twice in the DTRA’s race calendar. The track, built and owned by George Pickering, is blessed with some of the best dirt the UK flat track scene has to offer, which helps make this place so special. Its heaven on earth if you ask me, and was the perfect place for my first time flat tracking. If this place takes your fancy, check out www.greenfielddirttrack.bigcartel. com for the latest practice dates, or follow Greenfield Dirt Track on Instagram or Facebook.

ICONIC METAL

HONDA AFRICA TWIN CRF1000L

The Japanese gian reintroduced a revita t version of its iconic Alised Twin back in 2016. It’ frica strength to strength s gone from (a of versions) since, ce nd a handful position as one of the menting its fans of adventure whogo-to bikes for lik big miles in style whi e to cover having the option of le still hitting the dirt.

30 KNOWLEDGE

Cost Effective

Classics

Kawasaki GPZ900R The first true, modern superbike that’s now a classic.

WORDS: Steve Cooper PHOTOS: Mortons Archive

KNOWLEDGE 31

If we suggested that newbies to the world of classic motorcycles took on some lairy 70s two stroke the chances are they’d be put off straight away. Although there’s nothing inherently wrong with these rather fine devices they do require some getting used to. Therefore we’ll start our baptism of old motorcycles by looking at one the scenes most influential pieces of kit – the Kawasaki GPZ900R.

Background

Even if you’re not really into the classic scene most will have heard of the iconic Z1; a 903 cc four stroke with double overhead cams housed in rather basic frame. The bike evolved into the Z1000 which then spun off in various directions. However, Kawasaki was aware the engine was expensive to build and swiftly based almost all of its subsequent fours around the Z650 which featured a rather more orthodox motor that was cheaper to build and therefore more profitable to make. However, by the beginning of the 1980s it was obvious that all of the air cooled fours were approaching pension age – a totally new motor was needed.

The bike

The end result was the GPZ900R (also sold as the ZX900A and Ninja 900) and the bike would go on to dramatically influence how motorcycles were made from that point onwards. Although not especially radical now to the

untrained eye the 900R was genuinely the first series production machine to be designed as a single entity.

Prior to this engine designers had simply handed the chassis designers a prototype engine and said – “build a motorcycle around that!” Although such a mind-set is hard to believe now that was how the industry back then pretty much worked.

By combining the twin disciplines of power unit and running gear together it was possible to reduce development time and slash the number of preproduction prototypes made. The chassis relied on the engine to be a stressed member which in turn meant the frame didn’t need to be as cumbersome or heavy as before.

Placing the cam chain on the left end of the crank rather than the traditional centre position reduced engine width as did fitting the alternator behind the cylinder block. The latter is something taken for granted now but back then this was cutting edge stuff! Another minor revelation for the period was the use of an engine balancer. With

the engine rigidly mounted in the frame, rather than the old-school rubber bushes that had previously been the route to smooth running, Kawasaki fitted a counter balance shift beneath the crank.

With the express aim of reclaiming bragging rights to the title ‘World’s Fastest Motorcycle’ the motor was always going to be something radical.

With performance at the top of the wish list double overhead cams were a given but this time they’d be working four valves per cylinder not just two. With a pent roof cylinder head profile and high 11:1 compression ratio air cooling was never really an option so liquid cooling was the default postion. Once again with an eye to performance the motor was fuelled by four CV (constant vacuum) carburettors that featured smooth bore technology and slides that had been specially designed to maximise fuel and air flow.

Chassis-wise the frame/engine unit gave a strong basis from which to hang the rest of the running gear.

Cast alloy plates carried the swing arm which operated a mono-shock suspension unit thereby finally deleting the old fashioned twin shock look. Up front the forks were air assisted which was another ‘big thing’ at the time along with an anti-dive system supposed to minimise fork compression when braking and the thereby improve handling. And as if all of this was not radical enough the Ninja would initially run a 16” front wheel which was the in-thing in the Grand Prix world of the period.

The bike simply blew everything that had gone before it away in terms looks, design, handling and, of course, speed. This was one of the first machines to use a full fairing that had been honed to reduce drag and it showed; 150 mph+ was available and the bike would romp through a standing quarter mile in just 11.09 seconds at 126.36 seconds. Kawasaki had an instant winner on their hands and the rival players were now pretty much obliged to play catch-up.

32 KNOWLEDGE Lineage and Legacy

So successful was the new design that, with updates and modifications, the bike would remain in production until 2003 – two decades of continuous manufacture is almost unheard of in the Japanese motorcycle industry! By 1986 the GPZ1000RX would take over as the flagship model before that too was usurped by the ZZ-R1100 in 1990.

A series of 450 then 500 cruiser twins were built around what was effectively half a 900R engine and these motors would ultimately go on to be the basis for the hugely popular GPZ500R twins. You could say Kawasaki had got a very good return on their earlier investment!

Why you might want one now

The GPZ900R is arguably one of the best modern classics out there for someone to start on. It’s still fresh enough to feel relevant if you’re coming from a modern bike yet has sufficient differences to the current big fours to come across as something rather special and different. The motor is pretty much unburstable and showcases Kawasaki’s engineering

abilities perfectly. Spares back is better than many other classics should you need anything and running costs are relatively low.

Typical Prices

Almost a given in the classic world the earliest of the breed are now making serious money with some hopeful sellers looking for £9500. You’ll pick up a tired runner for around £1500 but for between £3000-£4000 there’s a wealth of choice out there. At the top of our self-set, £5K, budget you could grab a 1993 model with a little bit of haggling. The bike featured in the ‘Top Gun’ move and people have a strange habit of asking top dollar for these red and black versions. Save your money and plumb for a low mileage blue/silver

1987 A2 at £4500 or possibly a hgther mileage, well maintained, 1987 A4 in red/sliver for just £3750.

Faults and Foibles

The OEM exhausts were black chrome which are longer available and repairs can look awful; not many platers will touch black chrome so be warned.

Cam pitting on the A1/A2 models is well documented, so sound out the seller and get a feel for what he does or doesn’t know about this. An extra switch on the instrument panel is not necessarily a bad thing; the 900 had a reputation for overheating, especially in hot weather and/or heavy town work so some owners have elected to fit a ‘panic button.. In line with many bikes of the period the rear suspension linkages were either devoid of greasing points or have been ignored by owners; check for obvious slop or partial seizing. Some

bikes seem to suffer from rotting fuse holders so look underneath for green electrically driven fungus and possibly severe corrosion of the fan relay. Fuel tanks are known to rot at the bottom corners; this may have something to do with the taps being above the lowest point. Starter clutches can go AWOL so the bike won’t start; be warned, this is not a bargaining point as the attendant sprag clutch lives in the motor’s bowels and you will have to split the lump to get at it. Finally, if the bike misfires check to see if the side stand cut has been junked as apparently the CDI uses this as an earth point. Yes the bike now runs on the side stand, marvellous, just a shame it doesn’t actually run properly.

Summary As old motorcycles go a Kawasaki GPZ900R is fine machine as a first classic; it’s arguably one of the best options you could go for.

Sufficiently old to feel unlike your modern ride yet young enough to be reassuringly familiar. There’s loads of options within our budget, parts aren’t of the hen’s teeth variety and it really is a standout classic. Buy one and marvel at just how relevant a bike almost four decades old feels in 2022.

ADVENTURE EXPERIENCE 33

Spirit of

Adventure

The BMW GS Trophy Dirty weekends have become a thing of the past for Bruce, so he jumped at the chance to get stuck in at BMW’s UK Qualifier for the GS Trophy…

WORDS: Bruce PHOTOS: Jason Critchell / Vision Media

I’ll admit that having woken up in my tent with the mother of all hangovers, sleep deprived and aching from a hard day’s riding, I questioned my decision to enter BMW’s annual GS Trophy qualifier… but such stupid thoughts soon vanished. As perverse as it might be, I was actually in my element, scratching an itch that seldom gets scratched and reflecting on the previous day’s brilliance that saw me in at the deep end among a field of 188 enduro-mad rivals, scrapping it out for just three spots in 2022’s GS Trophy international final.

Or, to put it another way, the chance of an all-inclusive two-wheeled adventure in Albania, making mates and memories of the type that last a lifetime. As corny as it sounds, I say so with experience, having been lucky enough to make the grade in a previous life, competing in the trophy final back in 2014, dodging bears and ravines over 10 mental days in Canada. I’ve done some things in my life, but that trip ranks among the best of them, equally brimmed with horror and hilarity. In truth, they are times I miss – and that’s probably why I jumped at the chance to ride in this year’s qualifier, to try and rekindle a little of the magic I’ve been left craving. The other appeal was the chance to try out BMW’s R 1250GS. ‘Back in my day’ we had the 1200 model to power us around and I thought it was pretty epic, combining image-defying handling and a torquey flat-twin motor that loved a good powerslide (…or even a bad one). The newer 1250 is another league on, and it took a bit of time to warm to at the outset of this adventure, with a six-hour stint down to the Brecons, where the qualifiers were taking place. Having ridden little other than sportsbikes (and sporty nakeds) for the last six years, the gangly GS, with its tall seat and even taller ’bars, felt about as natural as a fish in the desert. It was your

quintessential motard on steroids, with 143Nm of torque on tap and knobbled tyres to add to the anxiety.

It was also very comfy and brimmed beyond belief with the kind of riding tech that makes smashing out big miles a doddle, backed up by a fuel tank so big it would have Gretta in tears.

I’d just about got my head around the package as I arrived at BMW’s

Off Road Skills playground, late at night, high up in the hills above Cardiff, sited in the grounds of an old open cast mine. If you’re into your dirt bikes, this place is a mecca, comprising plentiful amounts of privately-owned tracks and trails, steep climbs and descents, well away from prying eyes and angry folk with pitchforks that like to shout at motorcyclists. Put simply, it’s heaven, and I liked the look of it even more

when I was guided to the tent my mate Neil had slaved away to put up. It might not have been The Ritz, but the huge blow-up mattress and double-sized sleeping bag meant my two nights under canvas were going to be relatively comfortable… but I wasn’t there to feel comfy. This was no spa weekend, complete with prosecco and pampering; I was there to do battle, and I was bricking it at that thought.

Six (and a bit) years away from a GS is a pretty long time and I knew from experience that the next 48 hours of rivalry was going to be tough and relentless, and push me well outside my comfort zone. I also knew I stood zero chance of winning, but I wasn’t about to let that little secret out of the bag... not least of all until I’d got my head around the level of competition and what was expected of us.

After a relatively light night on the beers, I awoke next morning to the sound of birds squawking and folk tripping over guide ropes. It was time to get up, make myself pretty and head over to the base camp’s main tent. That’s where Dakar legend Simon Pavey was, welcoming competitors and setting out the qualifier’s agenda. Essentially, there were several groups, lots of different time slots and a constant flow of challenges heading our way, covering everything from trials to enduro, and orientation to observation. Some of it sounded simple; other bits got me preparing my excuses.

While half the competitors kicked the day off straight in at the deep end by taking on the off-road tasks at the venue, my half lucked in with a big road ride to get warmed up.

Like on a rally, I was given a road book with mileage references and vague instructions to navigate my way around the Brecons. It seemed simple enough and I soon found my flow with the task, monitoring my mileage trip like a hawk and

34 ADVENTURE EXPERIENCE Girl power!

One of the highlights of the qualifier was seeing so many women getting stuck into the challenges and showing their male counterparts how it’s done. Running alongside the main competition was a separate category for female riders, who were simultaneously competing for their chance to represent BWM’s two ladies’ teams in Albania at

the international final. The GS Trophy has long supported the drive to get more women competing in the event, and this year’s challenge saw the highest number scrapping it out in spectacular fashion. If you want to know more about riding GSs off-road or what’s needed to get stuck in at next year’s qualifier, get in touch with Off Road Skills at: www.offroadskills.com

double-checking the instructions a million times to ensure I stayed on track. Half-an-hour in, the day’s first riding challenge kicked off in the form of a coned slalom course that was marked against time and accuracy. Put a wheel wrong, or a foot down, and you’ll be marked down for it. Stall your bike, or drop it, and you may as well pack your bags and head for home. It was a straightforward enough task, but the pressure on tap seemed to make life difficult and I saw a few people get it wrong before it was my turn to perform. As it happened, I went clean… which surprised me as much as my onlookers. It was time to get out of there, with plenty more miles needing to be clocked and several more scenarios where I’d be challenged to stop, find and reference random facts that were littered along the absolutely stunning route, such as the time a certain post box got emptied or what kind of shag (of the sheep’s wool variety) was the Welsh folk’s favourite.

The next hands-on task was found at the ORS HQ, where a GS’s tyre needed removing from a rim before being refitted… all within 60 seconds.

Simple enough, right? You’d think so, but no one was managing it and I didn’t either. Getting the rubber off the rim proved hard enough and refitting the hoop was hellish. With a bit of technique it would have been a totally different story, but brawn, not brains, was what I had to offer. The trick was to squash the tyre right into the middle of the rim as you worked the opposite side into place with levers, which I learned too late. Still, because I almost had the tyre back on the rim, I got the most minimal of penalties – a single point, meaning my score sheet was still looking pretty decent when we returned to camp and I handed my road book in. It was a good start to proceedings, but the warm-up act was over. It was time to get my hands dirty, and my bike, on the off-road challenges.

If you’ve ridden a crosser off-road you’ll know how easily you can get one out of shape. Add double the

torque, bhp and weight into that equation, plus road-legal dualpurpose tyres for good measure, and you’ll understand why a nobber like me was feeling a little nervous going into this part of the event. I’ve seen time and again how quickly things can go wrong when you abuse a GS and I didn’t fancy my front teeth remodelling by the bike’s handlebars in the event of an accident. For that reason I decided to build my confidence and competence progressively, getting a feel for the Beemer as we navigated miles and miles of forest trails at the ORS training ground on the route to the first challenge. I wanted to learn how much slip there was before traction control kicked in, and how much feel I got from the front tyre as it fought for grip on loose shale around bends.

This was my time to learn and get focused for what was coming next… or so I thought. In reality, it was hard to prepare for unknown tasks, with the first challenge being anything but what I expected.

There was a GS on the ground that had to be picked up (all 249kg of it); ran around a course; changing the side you were pushing it from midway; before rounding a bend whereby you could hop on the bike, fire it up and ride it back to the start. Got it?

The process was timed, of course, and there were plenty of people watching to take in my incompetence as I stood by the bike and waited for my signal to start. Like most things in life, it proved a little easier than it looked and I was absolutely buzzing when I made it back in time to score a zero and clean the stage. I guess my confidence was up, and after another stint in the saddle, copping a feel for the BMW on the loose stuff, I reached the next stage, which yet again caught me right out.

Here was a GS without a throttle… and a course that needed completing.

The idle had been risen slightly to the point that the motor would pull the bike’s mass, assuming you didn’t take the piss and slow the revs too much.

To make life even more interesting, the top corner of the track was a

quagmire and had apparently been catching people out all day as they rounded the bend and washed the front. You could start the course by running and jumping on the bike, or by simply dropping the clutch and setting the clock ticking as you crossed the start line. I’m lazy at the best of times so I chose the latter, doing my best to listen to the engine and fire up the box as fast as possible, building more speed in due course.

By the top of the track I was up in fourth, faced with the dilemma of hanging it out and hoping to get round the course as fast as possible without crashing or slowing things down but having to build my speed – and gears – back up on the return leg.

Whether it’s because I’m naive or overly competitive, the first approach got my vote and it served me well, meaning I made it to the finish with another clean score. It was at this point that I started to wonder whether I was actually doing well... or whether things were set to get a lot harder.

With just one point on my score card from the tyre changing, I figured I’d be in a good place if I could keep this up. The problem was that my mate Billy Morgan, a pro snowboarder who bagged a bronze at the Olympics, was mirroring my performance at every stage. He, too, was on just a single point at this time, which got me wondering how many others were on just one point?

My mind wasn’t comforted any further at the next course when Billy yet again went clean. The challenge consisted of five tennis balls on the top of road cones, with the aim being to ride around the designated area, picking up the balls and dropping them in a tyre without stopping, putting your foot down or launching the bike to the moon.

And if the dropped balls didn’t land cleanly in the tyre you lost a point, too. Added pressure came from the 45-second window to complete the task, which got my mind ticking for the best approach. Using the clutch to moderate pace, slowing the bike by engaging it and accelerating

ADVENTURE EXPERIENCE 35

OUT NOW

If you like your bikes fast and your knee sliders mullered, you’ll probably want to get your hands on a copy of Fast Bikes. Each month we go farther, faster and fuller with our in-depth, honest and insightful new and used bike tests. As well as regular trackday advice, tested kit and all the latest goss from the world of two wheels, you can also expect to find monthly buyers’ guides, new product overviews and money-can’t-buy interviews from some of the greatest names in motorcycle racing.

Whether you’re a naked bike lover, a pure-sports addict or someone that simply wants to discover great rides at home or away, we’ve got you covered… fast! So head to your local news outlet today, or www.fastbikesmag.com to check out what offers we’ve got in store for you.

by releasing it, my throttle hand morphed into a grabber like you find at a seaside arcade. I could fit two balls in one hand, making sure to get them into the tyre before going round for more and repeating the process.

With this approach, I got the job done and kept level with Billy, fired up for the next onslaught to come our way.

I’ve never been a great trials rider, and that was highlighted next time out when I was made to take on a course that required a few climbs, descents and tight turns. The first half of the gig went a treat but I messed up on the final climb where I dabbed twice, scoring two points. Billy, of course, did no such thing.

I felt gutted as we rode our bikes back to the start of our off-road loop where the final challenge awaited us.

Until now the riding had largely been

about control, planning and sticking to the rules… but things changed at the special stage. Here was a hardcore enduro loop, with whoops, off-camber corners, huge berms and tight turns.

The one goal was to make it round as fast as possible. As I queued for my go, I saw a really bad crash on the whoops section, with a GS ending on top of a rider at the bottom of a gulley, pinning him underneath it. On bikes this big and heavy, they can’t suck up and support consecutive suspension compressions like a lightweight MX bike can… so occasionally the rider gets bucked off. I didn’t fancy that so aimed to nail it around the rest of the track – but be a bit more chilled on that gnarly section. With the drop of a hand I was off, throwing the big bike around and aiming to get it in and out of corners as soon as I could, meaning

I could nail the throttle rather than tickle it out of a bend, making the most of straights. I got around the loop in a decent time and in one piece, albeit slow enough to pick up two penalty points. Still, it could have been worse, as my mate Billy learned first-hand after getting things a bit fruity and ending up having a roll around in the dirt. It hit his lap time hard and whacked a load more penalty points on his score card.

What a shame. But things were far from over. We’d completed five offroad challenges and the twist was... we had all five to do again.

Billy was hungry for it and so was I. Because we knew what we were up against, that second rotation was hit faster and harder, with no mistakes from either of us, scoring straight zeros the whole way round.

After a day of shenanigans, I was on five points and Billy on eight, which we didn’t reckon was all that bad, so we got on the beers.

Of course, the more sensible folk got a good night’s sleep and woke up as fresh as a daisy. For me, as you’ll have grasped from the start of this story, my head felt like it’d been punched by Tyson Fury… about nine times. Luckily, there was time for coffee, butties and a dose of paracetamol before the second day’s antics got underway.

Having warmed up with some light off-road, we were back orienteering by late morning, once more working to waypoints, taking in features and navigating our way around trails… with a spot of running. Stupidly, I let myself down with another penalty point in the process. Luckily for me,

Billy had suffered the same fate, and I only assumed others would have fallen foul of the tasks we had to take on. I’d soon find out, as after lunch the entirety of the entrants were gathered around the specials course.

There were a lot of good riders in that mix; people who’d trained

36 ADVENTURE EXPERIENCE

Give it a go…

If this feature’s whetted your appetite, why not give it a go next year?

Covid permitting, the UK qualifier should be back in full swing in 2022 and whatever your off-road riding experience, you can be sure to enjoy it. More to the point, there’s plenty of time to get up to speed and all the opportunity you could wish for to hone your skills, thanks to the guys at Off Road Skills. They host training programmes that cater tirelessly for years in preparation for the qualifier, getting stuck in across the ORS school’s three tiers of rider training to make sure they were match-fit for this occasion. As for me, I’d just rocked up, done my best, and sunk a few pints with some friendly faces. I’d had an awesome time and was happy for those who made the cut in the top 10 and were set for the afternoon’s final shootout to decide who was going to Albania. As results were announced, my thoughts turned to readying myself for the long blast home… but my name was called out. By some miracle I finished sixth overall, which genuinely blew my mind. I was pretty stoked and getting pumped up for the finalists’ course when the news reached me that I wasn’t able to compete because I was a journalist. That was fair enough, and probably saved me a few broken bones and some dignity owing to the severity of the challenges the

for absolute beginner to herospec riders at their adventure playground in south Wales.

Check out www.offroadskills. com for more info, where you’ll also be able to keep tabs on the 2022 qualifier. Alternatively, ask for more info at your local BMW dealer or find out more at www.bmw-motorrad.co.uk top 10 faced, with the next set of challenges being cranked up a few gears. I watched on comfortably from the sidelines, stuffing my face with a bacon sandwich and wincing every time someone launched their bike. It was easy to see that each and every one of those guys was giving it their best and it made for one hell of a showdown, with the end result being three very deserving riders bagging those coveted places in the 2022 GS Trophy Final, a trip that will undoubtedly change their lives forever, bringing about the kind of experiences money can’t buy and time can’t recreate.

Am I jealous? One hundred per cent, but I’ve put the offer out there to carry their bags, so who knows. What I can be sure of is the UK GS Trophy Qualifier was an absolute belter of a weekend, brimming with bikes and laughs and awesome memories. It doesn’t get better than that.

FIRST RIDE: SINNIS TERRAIN 380 37

LITTLE AND

LARGE

Blending big bike ergonomics with a compact 380cc parallel twin motor, the Sinnis Terrain 380 is a little bit different to the rest.

WORDS: Ross Mowbray PHOTOS: Gary Chapman

A2 LICENCE

38 FIRST RIDE: SINNIS TERRAIN 380 Everyone has their own slightly different opinion about what it is that defines an adventure motorcycle.

After all, any bike is capable of adventure. Strap a bag to a Honda Monkey and it’s an adventurer, right?

Or am I missing the point? Is it more about looks...? Should an adventure bike have wide bars, a big seat, ample weather protection, carrying capacity and knobbly tyres? Maybe it’s down to the individual…?

For some riders, an adventure simply involves a long slog to a faraway destination, but for others it means standing up on the pegs tackling tricky terrain and camping wild. For me, an adventure bike is one that can do it all – cruise effortlessly and keep you comfortable on motorways; take on the potholed B-roads and get your knee down on twisties; and ideally make you feel at home in the dirt, too. Does the Sinnis Terrain 380 fit the bill? We spent a couple of weeks with it to find out.

The Sinnis Terrain 380 is built by the giant Chinese manufacturer Zongshen. In its home market it’s called the Cyclone RX3S, but the Brighton-based importer has rebadged it under its own name.

That’s nothing unusual, plenty of importers do it.

We’ve ridden a fair few of the bikes in the Sinnis range in recent years, and they’ve always done us well. Not exactly sophisticated, the balance between value for money, quality of finish and level of performance has always drawn admiration (even if it’s through the gritted teeth of some of my more sceptical colleagues). Plenty of people have not very nice things to say about the quality of bikes coming out of China, but they’re coming on leaps and bounds every year. Whether or not they stand the test of time is an argument for another day, but with a three-year warranty as standard, punters should have confidence that they’ll get their money’s worth from the sub-£5000 machine.

It looks good, with its rugged bodywork, big screen and engine protection bars. At a quick first glance you’d be forgiven for mistaking it for a Triumph Tiger or even one of the smaller BMW GSs. Okay, as soon as you do the double take you’ll notice it’s not – but the point is that it looks good and it looks the part (particularly when it’s fitted with the optional set of luggage).

The Terrain 380 is a comfortable place to be, too. Despite its small capacity, this is no small bike. It feels properly proportioned – even for my lanky 6ft 1 inch frame. That said, the surprisingly spongy seat dips down generously to a reasonably manageable 820mm, meaning that shorter riders shouldn’t find it too tough to get their feet on the floor. The handlebars are high and wide, while the rubber-capped pegs are low enough to offer a relaxed riding position.

Tucked in behind the sizeable screen, you’re well protected from the elements and the TFT dash offers all the information you need, including revs, speed, trip, fuel and more.

There’re also a 12v power socket and a USB charger fitted, so you can keep your kit charged up on the move. I like that. It’s only a small thing, but it’s a nice touch to have both (and you’d be surprised at how many larger manufacturers offer neither). It is bloody heavy though.

Sinnis reckons it tips the scales at 200kg, but with the luggage fitted and full tank of fuel, it’s probably more.

That said, it holds it well, and never feels imbalanced or top-heavy enough to cause any trouble.

Power comes from a 378cc parallel twin motor, which is basically a rip-off of Suzuki’s long-standing Inazuma 250 motor with larger pistons and more valves. It kicks out a fairly meagre 36bhp at 9000rpm and 26lb-ft of torque at 6500rpm. It’s not much when you consider the weight it’s got to pull, but it’s enough.

It’ll happily mooch around town and when you open it up on A- and B-roads you’ll have some fun working your way quickly through the short gearbox up to a top speed of 85mph.

It’ll take a bit of time to get there though, as it loses a bit of momentum just past the 70mph mark.

FIRST RIDE: SINNIS TERRAIN 380 39 TECH SPEC Engine: 378cc liquid-cooled, 8v, parallel twin Power: 36bhp Torque: 26ft-lb Frame: Tubular steel trellis Suspension: (F) 41mm USD forks, adjustable rebound (R) Monoshock, adjustable rebound Brakes: (F) 2 x 300mm discs with four-piston callipers. ABS (R) 260mm disc with single-piston calliper. ABS Tyres: (F) 110/80-19 (R) 140/70-17 Fuel tank: 18 litres Seat height: 820mm Weight: 200kg Fuel consumption: 49mpg Warranty term: Three years Price: £4,495

The bulk of its stopping power is provided by a pair of discs up front which are gripped by four-piston callipers. They work well, though you’ll need to give them an almighty squeeze if you want to stop in a hurry.

It’s a little disconcerting at first, but you soon get used to just how much pressure to apply. The rear’s decent too, offering enough feel to sharpen up tight turns and make nipping in and out of town traffic a breeze (though you’ll need to watch out for the panniers when you do…).

There’s little doubt that the Terrain is a far better bike on the road than off it.

That’s probably no surprise – but I was a little disappointed with it when it came to the rough stuff. The standing position is too cramped (I am quite long though), the suspension is too soft, and there’s no bash plate, so I didn’t exactly feel comfortable pushing on in the dirt. The tyres aren’t fantastic on anything other than dry trails either (although you could easily change them to something more suited to the sodden, slimy green lanes that populate the British countryside). That said, for pootling and pottering off-the-beaten-track, the Terrain 380 is more than up to the job. Thankfully, the bike makes up for it on the Tarmac.

It is still much, much happier when things are a bit more sedate, but get your braking done early and settle the suspension before tipping in and

you’ll have no trouble making swift progress on a set of twisties.

I think there’s a lot to like about smaller bikes, but I know that many more experienced riders dismiss them as the preserve of younger lads and lasses who are working their way up through the licence categories.

That’s a bit narrow-minded. While there’s no doubt that the Sinnis would be a great bike for someone riding on an A2 licence, I’m confident many motorcyclists would have a great time at the helm of the Terrain 380.

It might not be as quick or as technologically advanced as some of the bigger and more expensive bikes on the market, but there’s little doubt in my mind that you could have one hell of an adventure on it (without breaking the bank). And surely that’s what it’s all about…?

What about the competition? Well, there’s been a bit of a boom in the small-capacity adventure bike world in the last few years, so you’ve got quite a few to choose from. There’s Honda’s CB500X; Benelli’s TRK502; Voge’s 500DS; KTM’s 390 Adventure (which I spent a few months with last year); BMW’s G310GS; Kawasaki’s Versys 300; Zontes’ ZT310T; Royal Enfield’s Himalayan; and (at a push) Honda’s much more off-road focused CRF 300L. Where do you even start…?

Well, they all do different things well, and if you’re after a bike that’s at ease on the trails, then this isn’t the bike for you. But if you want a sedate mile-muncher that’s comfortable and capable with a big bike feel then the Terrain 380 is well worth a gander. If you’re still not sure, go and test ride one – that’s always the best way.

40

WATT BIKE IS BACK 41

Welcome to Watt Bike. It’s a standalone section that’s dedicated to all things electric. We’ll be bringing you news, products, guidance, tips, tricks and, most importantly, reviews of the latest and greatest electric bikes, scooters and pedelecs to come to market every single month.

THE KEY FACTS

If you’re 14 or over, you can ride an ‘electrically assisted pedal cycle’ without the need for registration, tax or insurance. It must have pedals, and its motor should not propel the bike once it hits speeds of 15.5mph. If it’s not an EAPC and is propelled without pedalling (or exceeds the 15.5mph speed limit), it will be classified as a motorcycle or moped. As a result you’ll need a driving licence to ride one, and it’ll also need to be registered, taxed and insured. Oh, and you’ll need to wear a crash helmet, too. Simple.

There is a bit of confusion about what sort of size of electric bike you can legally ride as you progress through the various licence categories. But it’s not as complicated as it may first appear.

Instead of paying attention to peak power like you would on a conventional petrol-powered motorcycle or scooter, UK regulations for electric machines focus on the amount of continuous power* available. That means you could buy an 11kW (15bhp) electric motorcycle or scooter, which is actually capable of delivering around 45kW (60bhp) of peak power. But because it doesn’t make that power ‘continuously’,you’d still be able to ride it withyour CBT certificate. ✶

Continuous power is defined as the amount of power the motor is capable of sustaining (continuously) for 30 minutes.

HOW TO CHARGE

There are a few different ways to charge up your motorcycle or scooter – but it all depends on the adaptors that come with your ride of choice. Most of the (cheaper) lower-powered machines can only be charged using your standard three-pin plug socket that you’d find in any home in the UK, and generally it’s only the bigger and more expensive machines that can make full use of the network of fast chargers. Speaking of which, the public charging network is growing fast and at the time of printing there are over 45,000 connectors in the UK (according to www.zap-map.com).

42 WATT BIKE NEWS

Damon Motors introduces 200hp ‘HyperFighter’ The Canadian motorcycle manufacturer has just announced it’ll be producing a new highperformance, high-tech streetfighterstyle electric motorcycle at the 2022 CES electronics show – and it’s called the HyperFighter.

Built from the bones of Damon Motors’ existing HyperSport model which was announced two years ago, the HyperFighter essentially will be a stripped-back model which does away with the windscreen and full fairing of the ’Sport in favour of a more aggressive, exposed look.

It’ll also come kitted out with some of the same seriously sophisticated technology as the HyperSport, including a safety system called CoPilot which uses sensors, cameras and an AI system to alert riders of potential hazards using haptic vibrations in the bars.

The system doesn’t take control (like the ones found in many modern four-wheeled vehicles), but simply alerts riders of a range of hazards using vibrations and LED lights in the cockpit.

There’s more. Its Shift system allows riders to change the position of handlebars and footpegs with the press of a button. It’s not unheard of.

Some of BMW’s bikes have the ability to change seat, bar and peg positions, but the changes have to be made with tools while you’re off the bike. The two on the Damon can change on the fly.

There’s also Damon’s award-winning monocoque-style HyperDrive system, which makes the battery a central load-bearing element, simplifying construction and saving weight. It allows Damon to pack the bike a sizeable 20kWh worth of batteries (and it needs all the extra battery possible, as with a claimed 200hp and 150lb-ft of torque on tap, it’ll get through the juice very quickly).

The HyperFighter will be available in three configurations. The top-of-theline, limited-edition Colossus will get some lightweight wheels, a few other premium bits and will cost $35,000 (£26,000). The Unlimited 20 will get fewer trick bits and will cost $25,000 (£18,500). The Unlimited 15 model will get a smaller 15kWh battery and a $19,000 (£14,000) price tag.

If you want to get your hands on one, Damon is taking deposits for the HyperFighter at this time, although there’s been no official news about when the bikes will be available on British shores.

Damon already has plenty of preorders for the HyperSport since its official unveiling, but at this stage it still hasn’t gone into production.

Thankfully, punters who’ve laid down a deposit won’t have to wait too much longer, with the factory suggesting that it’ll start building bikes in the first half of 2022 (with the HyperFighter expected to follow in 2023).

GOING RACING Mugen gears up to hit the dirt

COMING FOR 2022 Husqvarna’s ELECTRIC Vektorr We’ve been telling you for months that Husqvarna's first electric scooter is getting closer to going into production – and now a selection of spy shots of it testing confirm that it’s very nearly ready The Vektorr’s been spotted in India and Europe, and the shots that have emerged give us the best idea yet of what we’ve got to look forward to when the electric scooter makes it into production.

Details are still sparse, aside from the fact that it’ll be capable of doing 28mph and covering 60 miles from a single charge, but we now know that the Vektorr will

look pretty much the same as the one shown in the factory’s own concept artwork. It gets a big seat, multi-spoke wheels, disc brakes and a single-sided swingarm.

Despite its futuristic design, there’re a few key things that help it to look like a Husqvarna, including the small LED rear light (similar to the 701) and the round headlight (similar to the Norden).

It also gets a round digital dash.

There’s been no official news on availability, but it’s expected that the Husqvarna Vektorr will be revealed at the big bike shows towards the end of the year.

Mugen has dominated the Isle of Man’s electric Zero TT around the infamous 37.72-mile-long Mountain Course in recent years – and now the Japanese tuning specialist and electric motorcycle manufacturer is preparing to get involved in another type of racing: Enduro.

It’ll be competing in the brand-new FIM E-Xplorer World Cup which will be running for the first time this year. If you’ve not heard of it, it’s an international competition for fully electric off-road motorcycles.

Mugen’s successes haven’t just been confined to the Isle of Man. Founded by Hirotoshi Honda and Masao Kimura, Mugen has earned an enviable reputation for its engine tuning skills and aftermarket parts, as well as some seriously impressive results in GT championship, Formula 3000 and Formula One. Now it’s ready for a new challenge. Mugen sees the race series as the perfect testing ground for its cutting-edge electric models, with CEO S. Katsumata suggesting it’ll be the best place to apply the knowledge gained at the TT into its development of its EV-MX bike, the E-REX.

WATT BIKE NEWS 43

REVEALED

KYMCO’s Like 125 EV electric scooter

KYMCO has just announced a new version of its much loved Like 125. But this time, it’s electric. The Like has built up a solid reputation for its outright value for money, decent levels of performance and quality

finish. And now the Taiwanese manufacturer has decided now’s the time to introduce a battery-powered version into the market.

The Like 125 EV is essentially an electric version of the tried and tested scooter, so instead of a 125cc petrol engine, it gets a 3.2kW motor which kicks out a meagre 4.3 horsepower and a whopping 124Nm (91ft-lb) of torque at the rear wheel. That means there should be plenty of punch to get the jump on other traffic off the line.

It gets a pair of KYMCO’s recently introduced and much lauded Ionex swappable batteries tucked under the seat.

Rated at just 50V (13Ah) each, they’re not the biggest or most powerful batteries on the market, but that’s a considered choice to help keep weight down. They weigh 5kg each. There’s also a separate built-in battery with enough juice for a quick trip to the shops. Under the seat is a surprisingly ample 27-litre storage compartment, which KYMCO reckons is large enough to take a full face helmet.

The other option is that you fill it with three more IONEX batteries (which you can swap in when the two ‘working’ batteries run flat). That means the Like EV is capable of carrying five batteries in total, which will help riders cover a claimed 120 miles without needing to charge up (even if there is a bit of swapping to be done). Clever stuff.

While there’s been no official news on availability or price, rumours suggest that the Like EV is expected to cost as little as £1000 when it makes it to the UK. If so, it’ll be one of the cheapest electric options on the market.

44 FIRST RIDE: SEAT MO

URBAN CHARGER WORDS: Alan Dowds PHOTOS: Seat

The Spanish car firm has released a new battery-powered scoot.

Here’s how it goes…

FIRST RIDE: SEAT MO 45

The world of small, practical electric transport has exploded (not literally, usually) over the past few years, and there’s never been more choice if you want to get around town without petrol. It’s hard to navigate all the new brands mind, so this one sticks out a bit – it’s the new MÓ electric scooter from the Seat car firm. SEAT – or Sociedad Española de Automóviles de Turismo – is the Spanish division of the giant Volkswagen Audi car group, and brings a massive chunk of credibility and back-up to this new bike. In fact, the MÓ is a rebranded variant of the Silence scooter, another Spanish firm, but in the UK it’s being imported, sold and backed up by the SEAT firm and its car dealer network.

Batteries on wheels

SEAT invited us along to a test track in Essex for a bit of a spin on the new MÓ to see how it rides. First though, we get a bit of a guide to the technology – and it’s well-thought-out stuff. The main thing is the battery pack, which is actually removable, and has its own built-in trolly system.

Pull a lever under the seat and extend

TECH SPEC Seat MÓ

Price: £4996 with UK Government zero emissions grant Powertrain: Brushless electric motor Power: 9.4bhp (7kW) continuous, 12bhp (9kW) peak Torque: 240Nm Battery: Removable 5.6kWh Lithium-Ion battery with integral 55W heater Top speed: 59mph 0-31mph: 3.9 seconds Range: 85 miles (maximum claimed, urban) Weight: 152kg Suspension: RWU front forks, air-adjustable rear monoshock, single-sided swingarm Brakes: CBS combined braking system with motor-charging regeneration braking, 260mm front disc, 240mm rear disc Recharge time: 6-8 hrs via 240V UK 3-pin connection Tyres: 120/70/15 (front) 140/70/14 (rear), Pirelli Angel GT Contact: www.seat.co.uk

the trolly-bag-style handle, then the whole 5.6kWh battery slides out on rollers and extends its own wheels out below. It needs wheels because it’s pretty heavy – 40kg (88lb) – and it’s removable so that you can take it into your home or workplace to charge up, rather than needing an outdoor power supply. The battery has its own management system with GPS tracking, and even has a built-in heater to optimise the chemical charging process in cold conditions.

SEAT also sells spare batteries for around £1100, which will no doubt be of interest to delivery firm fleet managers and the like.

The rest of the scooter is solid, familiar stuff. It’s good to see proper tyres fitted – Pirelli Angel GTs, and the switchgear and LCD dash are all fairly standard. The rear shock has an air assistance valve, which looks fairly premium, and the front forks are conventional RWU units with disc brakes front and rear.

Let’s have a go then

The MÓ is a decent size, with loads of space around the footboards, and

none of the cramped feel you get on properly tiny moped-spec scoots.

It’s no Burgman 650, but more like a 250-300 scoot in terms of size. There are three power modes, Eco, City and Sport, with varying levels of grunt, but obviously Sport is the place to start.

Key turned, sidestand up, activate the power with the mode button and we’re away.

The MÓ claims 125cc class performance, with a 9kW peak power output (around 12bhp), but it also has that immediate torque you get from an electric motor. The result is a scoot that flies off the line pretty sharpish. It’s very quiet too, with none of the weird whining you can get with other electric bikes these days, and it’s utterly turbine-smooth. Before you know it you’re topping 45mph, and even on the track’s 300-metre long back straight you could just touch 60mph before hitting the brakes. It’s certainly lively enough in terms of straight-line performance. The grippy Pirelli tyres are much better than you normally get on electric scooters, and even on the damp, slippery parts of the test track, the MÓ felt planted and stable.

Space for two helmets under the seat

46 FIRST RIDE: SEAT MO

After a load of laps of the track I was pretty much sold on the MÓ as a fun, capable piece of kit, with one caveat. It’s not got ABS, but a CBS combined braking system that links the front and rear brake callipers, and also integrates the regenerative motor braking that recharges the battery. The left-hand lever operates both brakes, while the right-hand lever only applies the front but also engages the regenerative braking. On the damp, slippery, leaf-strewn test track, it was possible to lock the back wheel when you hauled everything on emergency-stop style. It’s not horrible, and you need to go pretty hard to find that limit, but with the typical customer probably set to be a little less experienced on two wheels, the extra safety net of proper ABS would have made sense.

It does what?

The MÓ has a claimed maximum urban range of around 85 miles, and even half of that is more than enough for the vast majority of daily city commutes. Add in the easy charging set up (it’s just a kettle-type mains lead connection), and I reckon almost everyone will be able to manage the range easily. Even if you do work 40 miles away and park in the street, you can whip the battery out and plug it in under your desk, where six hours on the mains will give a full recharge.

Stop for a cuppa? Ask the café if you

Reverse gear is a nice touch

The battery slides out and can be wheeled to be recharged

can plug in and charge up while you sup yer latte. The final hilarious touch is a reverse gear function, which seems moot on a 152kg machine, but is tempting to abuse for backwardsfacing car park lolz.

There are USB charging sockets, the underseat space holds two helmets, and there’s an optional top box and disc lock. Seat also sells matching helmet and gloves, so you can get fully kitted up in the car showroom. The MÓ even has a mobile data SIM card slot so it can be fully connected to a smartphone app where you can track its location, see the battery charge level and much more.

Impressive stuff then from the Seat MÓ. It goes well, has solid handling, incorporates a useful charging set up,

and is well kitted out with practical equipment levels. As a rival to a 125cc scooter, for daily urban use it’s more than capable.

It’s not exactly cheap to buy, at £4,996 including the UK Government’s electric vehicle grant, or £95 a month for 48 months on HP. That compares to £3,299 for a Honda PCX125, and while you’ll save a bit on electricity instead of petrol and there’re no engine servicing costs, the economic case is a bit nip and tuck on paper. If you want or need an allelectric two-wheeler for commuting though, the MÓ is definitely worth a look.

It’s available at selected Seat dealers nationwide, with demo machines on their way out now.

All the usual dials plus the electric essentials

The 7kWh battery can be charged using a domestic 240V home socket in around six to eight hours. You can either charge it in situ, or you can whip it out, and using the integrated handle and wheels, run it into the house (or office).

CHARGE

Unlike many other electric scooters on the market (which tuck the batteries under the seat and forgo storage), the SEAT MÓ 125 features a slightly unconventional set up (with the battery tucked where you’d find an engine of one of its petrolpowered competitors). That means there’s enough space to tuck two helmets under the seat.

STORAGE

The MÓ’s equipped with a 9kW electric motor that’s built into the rear wheel, offering similar levels of performance that you’d find on a typical 125cc motorbike. It’s got a top speed of 59mph and will go from 0-31mph in a spritely 3.9 seconds.

MOTOR

As you’d expect, the MÓ is smartphone compatible – and using a downloadable app you can remotely access some of your scooter’s key information, including location, charging status and journey history.

SMART

With three riding modes available, you can easily adjust the MÓ’s power to best suit the type of riding you’re doing.

There’s Eco, City and Sport. Eco is all about minimising battery usage. City offers a balance between performance and battery usage. Sport is all about getting the most out of the 9kW motor. There’s also a reverse gear to make moving it around even easier (although it weighs so little you shouldn’t have much trouble simply pushing it).

MODES

FIRST RIDE: SEAT MO 47

48 PRODUCTS

SPECIALIST SPOTLIGHT:

WORDS: Bob Pickett

Keis heated clothing can trace its roots back to Snug Glove heated inners, which were hugely popular in the 1990s. At the time it was almost a ‘cottage industry’ with the gloves made in the UK by a team of talented women working from their homes. It was clear that there was an appetite for heated clothing among British motorcyclists and things needed to move up a gear. Keis was formed in 2004, still offering glove liners, but also heated vests.

Manufacturing moved to the Far East, where specialist factories could produce clothing in larger quantities, using the latest technology, but still under the watchful eye of the UK-based design team. The range expanded, with outer gloves, heated trousers and boot insoles joining the collection, and within a few years Keis was the fastest-selling brand of heated clothing in the UK. Today, they are available throughout Europe, too.

One of the reasons for the brand’s popularity is that Keis doesn’t just design its kit in the UK, it is tested here too, which makes Keis uniquely suited for the British cold weather rider.

All Keis Heated Apparel uses Far Infrared Radiation (FIR) to deliver safe, reliable heat at strategic points. Always with an eye on developing technology, the most recent addition is a Bluetooth controller (operable using smartphone-compatible gloves), removing the need to operate multiple controls and keeping your hands warm.

Quality is also central to the design doctrine. Keis was quick to adopt the new CE standard for motorcycle gloves, which means its heated gloves are tested for abrasion-resistance and seam strength.

All Keis Heated Apparel heating elements carry a lifetime warranty and a two-year manufacturer’s warranty on all products (except batteries that carry a 180-day warranty).

Where is Keis based?

The company is based in Hook in Hamps hire, and has a wide distribut ion network throughout the UK, Europe, Asia an d the United States.

What is ‘Far Infrared Radiation?

Imagine being in the sun on a cold day; the warmth seems to penetrate your body, at least until the sun goes in. That’s Far Infrared.

Fine, yet incredibly rugged micro

TESTED

carbon and alloy fibre elements, strategically placed within the garments, provide a lightweight, flexible Far Infrared source with a long service life, offering extreme comfort.

Keis G701S ‘Shorty’ Heated Gloves

Keis V501RP Premium Heated Vest £140

£190

S302 Heated Socks £85

All Keis heated kit is designed to run on 12 volts, so you can power it from your bike or a Keis power pack. The majority of bikers will plug directly to their bike’s battery (many newer bikes have built-in power sockets), but as I ride a number of bikes for this job it’s better for me to run the kit using a Keis battery pack, giving flexibility to use the kit when not riding (great if attending/working at outdoor events).

Of course, battery packs have a finite amount of power. Using three items of kit, it made sense to go for the larger 5200mAh battery. To calculate the time available, take the mAh rating as a decimal = 5.2. Add together the draw from each piece of kit (Vest 1.5, Gloves 1.6, Socks 0.6 = 3.7) = 1.4 hours (around 1 hour 30 minutes). The controller, generally speaking, cuts consumption by 33% on medium and 66% on low, extending battery life so theoretically good for over two hours’ riding time.

Only one way to test this: put it all on and head out for a two-hour ride.

I chose to wear Summer kit: leather jacket, denim jeans and low-cut leather boots. To judge how warm the rest of my body was being kept, I wore a short-sleeved t-shirt so my arms received minimal cold protection.

Using the power pack everything connects via the Vest. It holds the power pack and has purpose-made (well labelled) sockets to attach

the glove and sock cabling (or trousers, Keis said trousers would significantly reduce battery life). The Bluetooth controller can be operated on the unit, or by synching with the (inevitable) app. The panels on the gloves allow easy operation of the app, keeping your hands warm. The vest is SO thin; way, way thinner than any thermal inner, allowing use of kit that would normally get put away when the temperature drops (like my leather jacket).

The glove cabling is fine. Hold on to the ends whilst running down the jacket sleeves then plug in the gloves. IMPORTANT NOTE: The gloves have independent controllers.

You MUST turn those on (press for a couple of seconds) to activate.

Cables to the socks? There is seemingly miles of it (I got tangled and disconnected one leg pulling on my boot on the other leg). I also managed to have a shortage of cable running down one leg, so it tugged whilst paddling the bike. The Y-lead should ideally be operated with the longest cable running down the leg furthest from the power point. The socks were plugged into the vest (power output on the inside bottom left), so run the longest cable down the right leg (furthest from the power source). The socks are a silky midlayer, pulling up to the knees, and therefore good with any boot length.

On the road, my core and feet were

toasty warm the whole time (my toes quickly felt chilly at the lights). I’d not realised, but the gloves gave a gentle warmth on the backs of my hands and fingers, but upping the heat using the glove’s separate controllers I felt the heat surge very quickly. My arms were noticeably cooler – normally I’d slip on a Merino Wool long-sleeved top – showing how effective the kit was at keeping me warm.

The gloves, aside from keeping my hands warm, had good feel for a winter glove with no breaking in required. One minor gripe. The socket made it hard to do up my jacket’s cuffs (on my leather they do fasten tight to the wrist); this might have added to my arms chill, but that said it didn’t feel like air was going up my sleeves.

After a 90-minute ride plus around 15 minutes indoors doing set up testing, the battery pack showed one light, meaning there was 25% or less. On low setting, this confirmed over two hours’ use on low. Hands being more exposed, I’d guess gloves would get used on medium or high more often, which will impact charge time.

Portable Battery 5200 mAh £85

Bluetooth Power Controller £45

PRODUCTS 49 Hypothermia

Why bikers lose heat quickly…

One of the main joys of biking is that sense of freedom, of being one with the elements.

As the temperature falls, that freedom works against us.

Some of the prime causes of heat loss include: ■ Wearing clothes that aren’t warm enough for weather conditions ■ Staying out in the cold too long ■ Radiated heat. Most heat loss is due to heat radiated from unprotected surfaces of your body ■ Wind removes body heat by carrying away the thin layer of warm air at the surface of your skin. A wind chill factor is important in causing heat loss.

According to the Mayo Clinic, Hypothermia (often caused by exposure to cold weather) is defined as ‘a medical emergency that occurs when your body loses heat faster than it can produce, causing a dangerously low body temperature. Normal body temperature is around 37degC. Hypothermia occurs as your body temperature falls below 35degC.’ As your body temperature drops, your heart, nervous system and other organs cannot work normally.

Untreated hypothermia can lead to complete failure of your heart

What does it cost? and respiratory system and death.

Someone with hypothermia usually isn’t aware as the symptoms often begin gradually. The main concerns if you’re riding are: Clumsiness or lack of coordination; drowsiness or very low energy; and confusion or memory loss.

Confused thinking can also lead to risk-taking behaviour.

Clumsy, confused and taking risks. On a bike this combination is a recipe for disaster, let alone your body shutting down (possibly without your realising) as hypothermia sets in.

How to get in touch www.keisapparel.com

01256 704 909

■ Gloves: £75 for the heated inners up to £225 for the Leisure G801 ■ Jackets: £199 for the Premium J501 to £260 for the Leisure Puffer ■ Vests/Bodywarmers: £125 for the V106 Comfort to £140 for the V501RP Premium (there are ladies’ vests retailing at £155) ■ Trousers, socks & insoles: Insoles are £75, Socks £85 and trousers £165 ■ Batteries: Vary in price depending on capacity.

(Economy £39 with no charger) to the 5200mAh at £109 ■ Chargers: Varies greatly depending on what they charge and portability.

A range of replacement cables, leads and switches are also available. Controllers range from a basic on/off switch at £12 to the Bluetooth Power Controller at £45.

All prices stated include VAT.

NEED TO KNOW •

• • •

Always wear a base layer between the heated clothing and the skin (except for gloves) because perspiration can scold the wearer. For the same reason, don’t use if the heated clothing gets wet.

Heated clothing should be snug, but not tight, so that you aren’t pressing heated elements on to the body.

Avoid using for prolonged periods at high power and discontinue immediately if you feel discomfort.

Always remove li-ion battery packs from garments when not in use to reduce discharge.

50 USED BIKE GUIDE

Suzuki

Gladius (2012) Words and pictures: Bob Pickett 2009: Suzuki decided to replace the popular SV650 to freshen up the range. It’s replacement, the Gladius. Marketed as a more friendly bike for a wider range of riders, the name (Suzuki had prior success with sword’s name after all) and bright colours (I loved them) saw the Gladius dismissed as a ‘girls bike’ (whatever that is).

Over the next six years it lost the bright colours, rebranded as the SVF650 and

had a couple of special editions in an attempt to make it more ‘blokey’. But in 2015 the plug was pulled and the Gladius was replaced by… the SV650 it had replaced (albeit redesigned to feature the best of previous models).

Give me some spec:

A steel trellis tubular frame houses a 645cc/39 cubic-inch 90 degree V-twin putting out 71bhp/53kW @ 9,000rpm with maximum torque of 63.1Nm/64kgf-m/46.5lb-ft @ 7,600rpm.

Seat height is 785mm/30.9 inches, wet weight 209kg/446lb with ground clearance of 135mm/5.3 inches.

Bringing the package to a stop are twin 290mm discs with 2-piston callipers up front with a single 240mm, 1 piston calliper rear.

So what is it like to ride?

My old notes from 2009: ‘It’s like a puppy, lively and eager to please’. That hasn’t changed. It looks tall yet both feet were flat on the floor. Physically small it feels featherlight. On the road, I was comfortable in moments.

The engine is a joy. Perky and brisk, it never runs out of puff and buzzing happily in the mid-range don’t worry about changing gear for overtakes; open the throttle and it’ll whizz past in any gear. Clutch is light, the box likewise and forgiving of ham-fistedness. With generous ground clearance, just lean (and lean) and it’ll get you round the corner and flick from one side to the other with light, easy handling. Not pinpoint accurate perhaps, but just look where you want to go and it’ll take you there.

Suspension soaks up most stuff but big bumps (and harder riding) will see the rear skip a bit. It was also comfortable for a couple of hours in the saddle.

For a light bike with two 290mm discs up front, it wants more pressure on the lever than you’d expect. Both clock and mirrors give good feedback.

The Gladius is simplicity itself to ride. It’d make a great first big bike, or second bike/commuter that’ll take on fun rides, tail wagging, wanting to play.

What nick is it in?

For a 10-year-old bike, it’s looking very good. A scratch on the exhaust (and a small one on the little leg protectors) hint at a clumsy drop, but otherwise it’s in nice shape.

What’s it worth?

The dealer wants £2,995 for a 2012 bike with 11,075 (post test) miles logged. It’s a keen price; my dealer search revealed a smattering of them on offer, ranging from a 2009 bike with 9,015 miles on the clock for £2,589, to a 2015 model with 4,020 miles logged for £4,290.

Thanks to Bacon’s Motorcycles/East London Kawasaki for the loan of the bike: East London Kawasaki/ Bacons Motorcycles 737-741 Eastern Avenue Ilford, Essex IG2 7RT Tel: 020 8252 6020 www.baconsmotorcycles. co.uk/

THE INSIDE LINE TO CLASSIC JAPANESE IRON – VJMC 51

Doohan’s down but not out

After a horror crash at Assen and two months out of action, Mick Doohan showed real grit and determination to finish second in the Championship in 1992 (just four points behind Wayne Rainey). The Aussie proved himself as a force to be reckoned with...

Words: Steve Cooper Photo: Don Morley Unbeknownst to anyone at the time, the 1992 season heralded the almost supreme dominance by one bike and one rider for most of the coming decade. Aussie Mick Doohan had really bonded with the Big Bang Engine of the Honda NSR500 and the introduction of the new chassis, based around the endurance racer RVF750 RC45, complemented both man and machine. All the early signs suggested that the Mick Doohan was about to step into Wayne Gardner’s shoes and, hopefully, be the second Australian to take the 500 crown back down under again.

The season began well with Doohan taking the first four races from Rainey

who had to settle for two seconds and two DNFs; it certainly didn’t help the American that Mick was so unerringly consistent. The season also had its ups and downs with the mercurial and volatile John Kocinski riding alongside Rainey in Team Malboro Yamaha. Americans Kevin Schwantz and Doug Chandler were on Suzukis, Wayne Gardner carried limping along on the Rothmans Kanemoto Honda, while Honda HRC was running NSR500s with Shinichi Ito and Darryl Beattie. Up to the midpoint of the season it looked as if the combination Honda and Doohan was the perfect pairing; only Wayne Rainey appeared to be in with a chance. If you were a gambler, as everything approached the halfway point, you’d have put your money on Doohan to take the prize.

Unfortunately, things went wrong

at the Dutch Assen circuit, and in a big way. With a substantial 53 points between him and second place man Schwantz at the start of the weekend, things looked good for Honda. Even an off in practice and mile run back to the pits didn’t seem to faze the Aussie, but come the race it all went wrong – very badly. Doohan came off at speed breaking his right tibia in the process. Electing to have almost immediate surgery locally the operation subsequently caused the leg to swell badly due to blood supply issues. MotoGP doctor Claudio Costa effectively ‘kidnapped’ Doohan (and Schwantz who was also injured in the race) and performed limb-saving surgery back in Italy. It was all very much touch and go for the Honda rider with a very real chance he might lose his leg. With both limbs

sewed together to enhance blood flow to the damaged one, hyperbaric chamber sessions, infections and multiple operations, Doohan’s leg was ultimately saved.

Amazingly the super-fit, supertough Aussie would be back on the grid and ready to compete once more just two months after the accident.

Despite ‘only’ finishing 12th at the Brazilian GP, Doohan was back in the game and just weeks after his comeback he’d get a sixth place in the South Africa GP at Kyalami – hard doesn’t even begin to cover it! When the points were totted up, Yamaha’s Wayne Rainey had won the 1992 500 crown by just four. The American had suffered three DNFs across the season, whilst Doohan had missed four races in a row. Given that the scores were 140 to 136, few could

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argue the Aussie was a force to be reckoned with… if his injured leg held up okay.

Elsewhere, the 1992 season hadn’t been a text book one for Honda.

Wayne Garner only managed to complete six races bagging just 78 points, whilst up-and-coming Spanish rider Alex Criville would only finish with 59. Once again Yamaha and Suzuki seemed to have beaten Honda almost hollow. What the 1993 season would bring would be anyone’s guess!

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

52 WHITE DALTON 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 to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed 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.

Need advice

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.

Q&A

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

Q

I am sure the roads built by the Romans were better! My local route to work has literally rattled my teeth due to the potholes. Last month I had to work late so had to head home in the dark. Usually I am pretty good at running the gauntlet of the craters dotted along the way.

However, this time I was not so lucky and as I was rounding a gentle left-hander my front wheel dropped into a hole and off I went. After catching my breath (I don’t bounce as well as I used to!) I got up and realised I had broken my forearm. A lovely chap called Geoff who lived nearby heard the crash and came out of his house. He helped me get the bike on to his drive and then kindly took me to hospital. Geoff then told me he was also a biker and had reported that pothole every month for the last six months and the council had done sweet FA. I’ve now reported my claim to the council but they have denied liability. What do I do now?

A

These cases can be very difficult to win so evidence is the key. You're going to have to prove the local authority responsible for that particular road has breached its legal duty to maintain it as set down in law (S41 of the Highways Act 1980) and that this caused you to fall off. So, practically, how can you increase your chances of being successful? To use an old phrase, ‘A picture speaks a thousand words.’

Get photos of the offending pothole as soon as you can, i.e. do not leave it months in case it gets filled in. If you can, measure the width and depth with the tape measure in shot. Next, Geoff. If he’s happy to help, get a copy of all his complaints to the council. I would also recommend you instruct a solicitor and get them to get a witness statement from him about the offending pothole. In my experience, just about every applicable local authority deny liability, at least initially, following a pothole accident.

They will almost certainly say they had a suitable inspection and repair system in place and ‘... had taken such care as in all the circumstances was reasonably required to secure that the part of the highway to which the action relates was not dangerous for traffic’ (S.58 of the Highways Act 1980). Whether this is true or not will depend on where the offending pothole was located.

If, for example, it is on a busy ring road, they should have been inspecting the road regularly, say monthly, and fixing repairs where needed.

If they can prove that, they will likely have a ‘Special Defence.’ If they can’t, you will likely win.

Therefore, your solicitor needs write and ask for a copy of their records. Once you have them you can make a decision as to whether they have a ‘Special Defence’ or not. Good luck.

Q

During lockdown I got made redundant, so I started doing food deliveries for my local takeaway. Unfortunately, I got a delivery of my own... a ticket from the Police. I and two other delivery riders got stopped just as we were heading up the high street. We now all have an offer of six points and a £200 fine for no insurance. It turns out our boss had forgotten to pay the insurance on his fleet of delivery mopeds, and it got cancelled the month before.

When I kicked off, my boss apologised but said there was nothing he could do, apart offer me a free meal one night. You cannot print what I said, but you can imagine my reply. It is fair to say I am no longer working for him. I don't see why I should get a criminal conviction because of his incompetence. What should I do?

A

My advice is do not accept the offer as once you do, that's it, points and a fine. Instead, wait for a court summons and go to court. If you can, make sure you get legal representation to help you beforehand. Having no insurance is a

strict liability offence so the court will have no choice but to find you guilty. However, because you relied on your boss to insure a works moped the Court should find what is known as ‘special reasons’ to not give you points and a fine. To argue ‘special reasons’ successfully it must: 1. Be a mitigating or extenuating circumstance 2. Not amount in law to a defence to the charge 3. Be directly connected with the commission of the offence 4. Be one which the Court ought properly to take into consideration when imposing sentence.

If you can, I would also speak to the other riders and see if all three cases can be dealt with at the same time by the Court as I think it will help, i.e. all three of you are there because of your former boss (You may even be able to get the same solicitor and split the costs). I would also report your boss to the Police for allowing you all out riding without insurance.

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ARIEL RED HUNTER 500cc 1957 with tradesman’s box sidecar, great fun to ride, ideal for going to rallies, £5450 Tel. 07909 914345. Warwickshire.

BMW GS650 GS for sale, very low mileage, 3400 miles, MoT, service history, two owners from new, very good condition, £4250 Tel. 07860 610838.

BMW R100RT sidecar, 1981 on Sorn, £5000 Tel. 07776 084489.

BSA A7 1953, many years in long term ownership, older restoration, good condition, all working order Tel. 07890 920938. Email. martinharling@ hotmail.com Derbyshire.

DUCATI ST4 A16 engine SV, 2002 begin to convert to street bike, very good engine, shortened exhausts, red, not used since last month, plus original parts less belly pan fairing V5C, very little to finish or put back to standard, much too good to break, make superb street bike, rides perfect, £1200 ono Tel. 01785 248392; 07957 112297. Stafford.

DUCATI 750SS Sport, 1991, an up and coming classic and a cracking riders bike, 35,000 miles & counting, fully serviced, with a new Yuasa battery fitted and timing belts changed, MoT until June 2022, this is a well used, well maintained, riders machine, not a potential concours winner but neat and tidy, £3495 Tel. 07493 818341.

HARLEY-DAVIDSON Road King combination, 2004, 1450cc, two owners, 12,300 miles, lovely LAK Dutch sidecar, factory fitted & colour matched, reverse gear, easy steer yokes, MoT, V5C, £12,995 Tel. 07798 866071.

Middx.

HONDA DEAUVILLE 62 reg, 700cc, panniers, box colour matched, white, h/grips, immaculate, 15,900k, stored indoors, adj/screen, history, all MoTs, mint Tel. 01633 880688.

Monmouthshire.

HONDA NTV650 1996 Squire ST2 sidecar, MoT Oct 2022, new tyres, 30,000 miles, fitted child seat, original included, tounea cover, frame no hood, reliable outfit, £2200 ono Tel. 07513 273758. Northumberland.

KAWASAKI GTR1400 2008, 57,600 miles, vgc, MoT, bought new, full service history, new this year, front & rear suspension, tyres, battery, front discs & nonslip seat, many extras, brilliant bike, £3200 Tel. 07495 683554.

KAWASAKI ZX-6RJI 2000, immaculate, 21,000 miles, two keys, Owners Manual, Haynes Manual, fitted gear indicator, new radiator and hoses, always garaged, good tyres - Pilot Roads 3’s, datatagged, MoT June 2022, tool kit, £1950 Tel. 01516 069983. Wirral.

KAWASAKI ZXR250 a first UK registered 1996, in classic Kawasaki colours, I’ve reassembled it, MoT’d in August last year (three advisories), mileage 32,748, V5 is in my name, £3250 sensible offers considered Tel. 07864 615911.

KAWASAKI Z250T GPZ305 clutch basket, also new clutch kit and Z200 tail light, clocks, seat, a ER5 pannier bars Tel. 07425 716876. West Yorkshire.

MOTO GUZZI 2017, 17 reg, V9 Roamer/Squire ST2 combination, 9600 miles, (may go up as still using), immobiliser, ABS, TC, USB socket, screen, rack, topbox, handguards, recent tyres, Squire ST2, locking boot, towbar, 12” alloy wheel with spare, very economical, MoT Nov 2022, vgc, £8600 Tel. 07913 032864.

Email. moorend4@hotmail.com Yorkshire.

ROYAL ENFIELD 500S Watsonian Squire Clubman Bullet 2001, MoT, new tyres used as a show bike and the odd Sunday morning run, covered 2300 kilometers under 1500 miles from new, great condition, not many left a good investment, £3300 Tel. Dave 01588 660891.

Email. coled050@gmail.com SUZUKI BURGMAN 2015, 400cc, maxi scooter, Givi Rack, 14,000 miles, fsh, one owner, new scooter forces sale, nice condition, colour black/grey, no winter use, garaged, 2 keys, 15 reg, £2999. Tel. 07784 499299.

KTM 390 ADVENTURE September 2020, standard bike, vgc, 1800 miles but may rise as in use, always garaged, £4200 Tel. 07710 944140.

MASH 400 Roadstar, 9000 miles, 2017 windscreen and heated grips, looks new, £1850 no offers Tel. 07783 029737.

Wirral.

TRIUMPH DAYTONA 955I model T595, 1998, 53,000 miles, MoT, new battery, starts runs rides well, usual marks for bike this age generally in good condition all round, one previous careful owner bought from, well maintained, comes with some history and accessories, £1800 Tel. 07767 412880.

SYM JOYMAX 2013, 13 reg, metallic white, 12,500 miles, new Dunlop rear service history, very nice condition, no winter use, MoT May or new MoT no problem, 278cc, scooter garaged, £1599. Tel. 07784 499299. Yorkshire.

HINCKLEY TRIDENT 900, 1992, been stood (garaged) for a number of years, non runner, advised that carbs need refurb, 15,000 miles, serviced at 12,000 miles, overall very good condition, £1200 ono. Tel. 07580 110529. Evesham

YAMAHA 600 DIVERSION 1993, 4000 miles, MoT till 31/03/2022, carbs professionally rebuilt, original exhaust, £1550 Tel. 07882 768183.

YAMAHA XJ900S 2003, 44,000 miles, MoT October 2022, tall screen, hugger, new tyres, £1400 ono Email. pinkbunny416@hotmail.co.uk YAMAHA TZ 1978, TZ 350E race bike, lovely condition, virtually ready to race with some spares, new fairing front mudguard for more information ring £9500.

Tel. Dave 07583 532153.

Staffordshire

Parts For Sale BAR END MIRROR Halcyon top quality, British made fully adjustable fits 7/8” or 1” handle bars, never used still in original box, perfect for any classic bike, £20. Tel. 01268 735135. Essex.

BSA 6 spring clutch, £80.

BMW GS blue & white Baglux + tank cover GS1150, £20.

BSA A65 tank badges, £40.

BSA A10 Rocker box + rockers, £50. BSA A10, rocker box, £25. BSA Goldstar, inner chain case, £40 Tel. 07968 390994. West Midlands. Email. tonydarley470@gmail.com GIVI QD PANNIER rails and rear rack, including M5 plate, for Yamaha Tracer 900 MK1, 20152017. Givi part nos SR2122 & PLR2122, with instructions and fitting kit, £120 plus postage or free collection in Hornchurch, Essex. I’ve bought a MK2 Tracer 900 Tel. 07889 828410.

GRAFFITI ‘D’ LOCK 365mm long with two keys, £25. Front and rear paddock stands. Hooks and pads for rear, £30 Tel. 01295 700464.

HONDA BROS Showa rear shock, rebuilt, £80. Honda NTV 600/650 photocopy workshop manual, £20 Tel. 01282 816306.

Lancs/Yorks Border.

HONDA NT650V Deauville spares for sale, ancillaries only Tel. Simon 01784 461961.

Surrey.

PARTS FOR HONDA CB250/350 K series, ring for details Tel. 01291 423392. South Wales.

TOP BOXES to fit on rear luggage rack, medium size (old but useable) choice of two, £10 each or £15 the two, please phone for details Tel. 01268 735135.

Essex.

TRIUMPH THUNDERBIRD 900 chrome sprocket cover, 1995 onwards, brand new old stock in original box, £350, £7 postage, ideal for concours or museum quality restoration, no longer available from Triumph Tel. 07434 513161. Lancs.

TRIUMPH TIGER 2006, cast wheel a box full of spare parts, fuel tank, exhaust can, collection only, £250. Tel. 07975 835722.

Pembrokeshire.

TWO VANCE & HINES exhaust cans to fit Triumph T120 motorcycle, excellent condition, asking £200 (cost over £500 new), collection preferable, but can get couriered for cost Tel. Darryl 07787 030715.

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

YAMAHA XJR1300 mirrors for sale: oblong chrome type, unused & boxed as new (could fit other bikes with same thread) bargain £15 pair. Also lightweight waterproofs, unused, £12 Tel. 07504 327299. Sth Devon.

Wanted ANY CLASSIC BIKE wanted anything considered in any condition by enthusiast, top price paid Tel. 01514 470147.

DESPERATELY SEEKING 125cc Sachs six speed engine to for a Wassell rolling chassis or similar 2 stroke engine to fit frame, condition unimportant but ideally complete, willing to travel to collect Tel. David 01256 321436; 07436 002647. Email. thehubbards1954@hotmail.com HONDA CG125 1970 to 85, frame with V5 why? For sale Honda C70-50 Tel. 07951 099354. Essex.

VINTAGE LEATHER JACKET with or without patches, Aero, Aviakit, Lewis Leathers, D Lewis, good price paid, Barbour and Belstaff waxed cotton also Tel. 07788 636027 evenings.

Cambridge.

WANTED BANTAM C90 MZ Tiger Cub Villiers or any other classic bike any condition, excellent price paid Tel. 01514 470147. Wirral.

WANTED CENTRE STAND for Triumph Bonneville T120 Tel. Darryl 07787 030715.

WANTED CLASSIC MOTORCYCLE for my recently bored retired father, any make, model or condition, excellent prices paid Tel. 07799 529325.

WANTED SUZUKI RV125 the four stroke one, any condition Tel. 01291 423392. South Wales.

YAMAHA, SUZUKI, KAWASAKI commuter style bike wanted, two stroke up to 175cc, must be a runner – no projects, up to £2500 available Tel. 01489 602679. Southampton.

Miscellaneous AVONAIRE FAIRING as featured in MCM page 41 October 6th 2021 offers, fits BSA, Triumph, Nortons of 1960s Tel. 01384 831042.

CLASSIC BIKE MAG 1996-2020, 26 copies missing from various years, all good condition, buyer collects accept donation to air ambulance Tel. 07974 807251 Derby.

DUCATI Singles Restorations, Ducati Twins Restorations, Walker, Jap The Vintage Years, Jap End of an Era, Clew, all £25 each. Halcyon goggles leather with chrome fittings, new boxed, £25 plus p&p Tel. 01543 425795. Staffs.

HAYNES MANUAL Kawasaki ZX900 1000 & 1100 Fours 83 to 97, new, £10. Honda Haynes Manual CBR600F2 F3, Fours 91 to 98, £10. Yamaha XJ600S Diversion 92-99 XJ600N 95 to 99, £7. Manual Honda ST1100 Pan European Haynes Manual, £7 all + post Tel. 01926 770198.

Warwickshire.

HONDA CB500X 2020 Hepco and Becker rear rack with alu rack base as new, £80. Tel. 01978 842243. Wrexham.

JOE ROCKET full leather suit, blue/white, good condition, size chest 44”, waist 38”, £130.

Bulldog black leather jacket, good condition, size chest 46”, £50. Pair black leather trousers, good condition, waist 36”, £25 Tel. 07512 951908. Norfolk.

RST BLACK DENIM Kevlar jeans, removeable knee protection, roomy 30” waist, regular cut, long leg, little use, £50 Tel. 01282 816306. Lancs/Yorks border.

SPANISH ROAD RACING Motorcycles, 1945-85. Norton Dominator history. Kawasaki Fours. Classic Kawasaki Motorcycles, £15 each. MZ Story, new, £17.50 all Mick Walker. BSA Goldstar and other singles Roy Bacon, £20 Tel. 01484 663007. West Yorkshire. dougandbabs49a@gmail.com SYDNEY TO LONDON Long Ride Home on Honda 105cc Australian Post Bike. Running towards the Light. Journey Across American on Honda Post Bike, both signed by Author, £25 each Tel. 04184 663007. West Yorkshire. dougandbabs549a@gmail.com TWO BLACK PANNIERS for Triumph Tiger 955i, £145. Tel. 01943 600335. West Yorkshire.