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Honda CBR600RR, Yamaha R6 and Triumph Daytona 675R

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STAY SAFE

The story of King Kenny’s 1979 GP season

Kit yourself out for less than £500

FROM THE ARCHIV

THE FUTURE? Why RFN’s electric dirtbike is the perfect off-road weapon

NEWS 3

INSIDE THIS MONTH NTH SEPTEMBER 2023

BACK IN BUSINESS

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Suzuki’s V-Strom 800DE is a big deal. We tell you why.

14

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TOP TRAVELLER Could Husky’s Norden 901 Expedition be the perfect adventure bike?

18

SAVE THE DATE

The best biking events to visit

36

BABY RACER

8

We’ve been putting Yamaha’s R125 to the test on track

A nod from the Editor

S

ometimes I forget how much I love trail riding. Belting about off-road; splashing through puddles; climbing hills; negotiating ruts; and exploring the countryside never fails to put a smile on my face.

It’s not always easy to find the time, though… this job demands lots of road riding, and opportunities are surprisingly few and far between to search out the rough stuff. In fact, It’s probably been a year since I managed to spend a full day out on the lanes.

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

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

Advertising Simon Meyer 01507 529310 Advertising deadline for October issue August 31, 2023 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

Thankfully, I’ve just managed to change that, having taken a trip down south to join Phoenix Trails for the day on Salisbury Plain. I’ve always wanted to ride there. It’s something of a Mecca among those in the know with a penchant for the dirt. The 300-square-mile site offers hundreds of miles of lanes to explore – and aboard a Fantic XEF250 under the watchful eye of our guide for the day who’s known locally as the ‘Salisbury Plain Stig’, I was in my absolute element.

Phoenix is a cool organisation.

rmowbray@mortons.co.uk Its bread and butter is motorcycle training (CBTs and road licence stuff), but it’s recently started a separate trail training arm, too. With centres in Wiltshire, Kent, the Peak District and the Pennines, if you’re after some top tuition or just want someone to show you some of the best legal places to ride your trail bike, then Phoenix is well worth your time.

Ride safe, Editor

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

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4 NEWS

CHANGES TO CBT A group of the UK's biggest bike organisations are calling for the Government to make changes to Compulsory Basic Training. Here’s what we know.

If you’ve learnt to ride a bike in recent years, you’ll know all about Compulsory Basic Training. The oneday course is the first step riders take when working to get their hands on a full licence – but ‘passing’ the day also entitles you to ride a moped or 125cc scooter or bike (depending on your age).

It’s an efficient way to get people on the road, although it’s not without its flaws. Which is why a group of the UK’s biggest biking organisations have joined forces to encourage the Government to make some changes to the way things are done.

The National Motorcyclists Council (NMC), Transport for London (TfL), the Motorcycle Industry Association (MCIA) and a whole host of additional organisations have appealed to the Secretary of State for Transport, Mark Harper, to enact a series of changes which were actually agreed and announced by the Department for Transport (DfT) by the end of 2017, but up until now they’ve not been enforced. They reckon it’s time to change that.

Here’s what’s been asked for…

■ Introduction of a training course to upgrade motorcycle licence entitlements ■ The creation of powers to revoke

CBT certificates or take other measures for learner riders who have accrued six penalty points ■ Restriction of learners who complete CBT on an automatic transmission machine to riding only automatic machines ■ Provision for upgrading entitlement to manual machines for riders with such a restriction ■ Establishment of a combined CBT and DAS instructor qualification assessment ■ Limiting the time period that down-trained instructors can give instruction ■ Changes to the CBT syllabus, including requiring instructors to ensure trainees are appropriately attired for riding ■ Condensing the five elements of CBT to four ■ Strengthening the quality assurance scheme for motorcycle instructors ■ Introduction of the theory test as part of, or prior to, CBT ■ Digitising the CBT administration process ■ Implementation of earned recognition.

The letter describes the changes as 'fundamentally important to the development of safer motorcycling across the UK'. It also urges for swift

action to get the ball rolling and begin making the changes.

Speaking about the appeal, NMC Executive Director Craig CareyClinch said: “The changes we call for in our joint letter were agreed by government several years ago and their introduction is long overdue.

We urge the Secretary of State and the Department for Transport to commence work to implement this positive and potentially lifesaving legislation.

“Our letter to the Secretary of State marks a moment when the motorcycle sector, public authorities and road safety organisations have come together to achieve positive change for motorcycle safety.

“We urge the Government to take note and act in partnership with all parties to make these changes to CBT and also to other areas of motorcycle safety, so that a more sustainable and proactive approach can be taken to support casualty reduction for this important mode of mobility, transport and leisure.”

All we can say is credit to them.

Anything that can help make CBT more effective, riders safer and maybe even entices a few more people to get in on the act and start riding bikes is a good thing in our book.

NEWS 5

LIMITED EDITION Check out the latest additions to Triumph’s Tiger 900 range To celebrate Iván Cervantes’ victory at the Baja Aragón last year, Triumph’s launched a pair of rally-inspired Tiger 900s.

Cervantes’ win of the gruelling 450km race was no mean feat – and it showed to the world just how capable the Triumph Tiger 900 Rally Pro is in the hands of the right rider. And now, off-road enthusiasts can get their hands on a pair of models which take inspiration from the five-time Enduro World Champion’s modified steed.

From a looks perspective, the Tiger 900 Rally Aragón gets a sharp new paint job, blending Matt Phantom Black, Matt Graphite and Crystal White with some Racing Yellow accents and a new twin colour seat.

The GT Aragón does the same, with a Diablo Red, Matt Phantom Black and Crystal White colour scheme and a twin colour seat, too.

Elsewhere, both models get some proper engine

protection as standard, while the Rally Aragón Edition also gets fuel tank protection bars.

There’s also some uprated suspension in the form of the fully adjustable 45mm USD Marzocchi cartridge forks (with electronically adjustable RSU) for the GT and more off-road focused Showa forks on the Rally.

The engine and the rest of the chassis is unchanged, so you’ve got a feisty 93.9bhp, 64lb-ft, 888cc in-line triple on hand to provide the power, and some capable Brembo brakes looking after the stopping.

If you’re keen to bag yourself one of these limited-edition bikes, expect to fork out £13,995 for the Tiger 900 Rally Aragón and £13,695 for the Tiger 900 GT Aragón – and as they’re only available through 2023, you’ll not have long to act. Want to know more?

Check out the website or head down to your local dealer.

6 NEWS

BATTERY BEEMER

SAVE ON A SUZUKI

BMW has just revealed its funky new learner-legal electric commuter.

With the rolling out of Ultra Low Emissions Zones across the UK and a continued push towards electrification, BMW’s battery-powered naked bike could be perfectly placed to tempt the next generation to take to two wheels. Though they’ll need deep pockets to get their hands on one, thanks to its whopping £7450 price tag.

There’s little doubt the CE-02 is a properly cool bit of kit with its strippedback, futuristic styling like nothing else on the market. But what’s actually going on beneath the surface?

It’s a fairly versatile bit of kit that’s suitable for those on either AM or A1 licences, with its air-cooled lithium-ion battery capable of providing 5.4bhp or 14.8bhp of power to the motor. And there’s 40.6lb-ft of torque to play with to help it make swift progress off the line.

The full power model weighs in at 132kg; has an easy-to-manage seat height of 750mm; and a set of agility-focused 14inch wheels; while suspension is looked after by some 37mm upside-down forks up front and a mono shock at the rear. And when plugged into the wall, the full power

In the market for a new learnerlegal ride? Suzuki’s got you covered following an extension of its £500-off deal on its range of 125cc road bikes.

What that means is that you’ve got until the end of September to save some cash and bag yourself a GSX-R125 for £4,499, or a GSX-S125 for £4,199. For more information, get over the Suzuki website now.

version will take just over five hours to charge (though there’s also a fast charger option available which cuts the time down to 3.5 hours).

As you’d expect, there’s also a raft of rider aids, including a smartphonecompatible 3.5in TFT dash; ‘Flow’ and ‘Surf’ riding modes (with an additional ‘Flash’ mode available as an extra); a USB-C socket; and keyless ignition.

Set to go on sale in April next year, if you want to know even more about the cool but costly commuter, then nip over to the BMW website.

NEW BULLET? There’s talk that one of Royal Enfield’s best-selling models is about to receive a refresh. The suggestion is the new Bullet will get the same engine as the new Hunter 350 and Meteor 350 – but we shouldn’t have to wait long for all the details, with the launch rumoured to be happening this month..

YOUR RIDE 7

In partnership with Forcefield Body Armour

We love to see what you lot are riding – and we know the rest of you like it, too. It’s just like pottering around a bike night and checking out what’s been brought out for a blast.

Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.

How about Dave Pritchard’s Kawasaki ZZR1400? Bought on June 6, 2006 and still going strong after all these years.

Pete Martin and his pals have been busy getting to the top of John O’Groats on their made-for-it Honda ST1300 and Yamaha FJR1300.

Neil Cope bought this exceedingly lovely Suzuki GT200X5 new in 1981.

It’s so nice he’s owned it twice… having sold it and bought it back.

We love a KTM Duke – and Andrew Bell’s looks like it’s seen some action.

Here’s a brace of photos of it out and about.

A sweet M50 Grand Prix from the 70s. It’s not often we get sent snaps of proper vintage bikes.

Thanks to Simon Long for a look at his lovely James Comet soaking up the views along the Humber Estuary.

Oooft. We bet Richard Holmes has some fun with his Kawasaki Zephyr 1100.

Richard Cooper’s a lucky lad. Check out his 2003 Kawasaki KLX300 looking ready for action on Bournemouth seafront – and his lean, mean 2021 Yamaha WR450F Supermoto Rossi Ranch Replica.

We’ve got time for everything with two wheels and a motor here at MoreBikes – including Helen Pitt’s lovely Yamaha NMAX 125.

8 EVENTS

EVENTS

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

August 12-14 British Superbike Championship Round 7 at Thruxton / www.britishsuperbike.com This one speaks for itself. If you want to watch some of the fastest lads in the UK belting round on track, there’s no better place to be.

August 12-13 Ohvale UK Cup Championship Round 6 at Whilton Mill / www.peterhickman.net/theohvale-uk-cup This is a chance to watch the next generation of racers put to the test, with 8-12 year-olds and 10-14 yearolds spinning laps on 110cc and 160cc Ohvales respectively.

August 13 Normous Newark Autojumble Newark and Notts Showground / www.newarkautojumble.co.uk On the hunt for biking bargains?

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

August 15 Bennetts Rider Confidence Day Donington Park / www.bikesocial.co.uk We’ve only got good things to say about the Bennetts track-based training. Designed to improve machine control and boost your riding confidence, riders of all levels will get something out of it.

August 18-20 BMF Dambuster Rally Thorpe Camp Visitor Centre / www.bmf.co.uk/events This is a cracking annual event that takes place in Lincolnshire every summer. If you’re partial to a few beers in a field surrounded by likeminded bikers, the BMF has you covered.

August 19-20 Women in Moto Show Uttoxeter Racecourse / www.womenmoto.co.uk This is a cracking event which has a focus on empowering women bikers new and old. But no matter your gender, if you’re into bikes you’ll be made welcome – with workshops, speakers, test rides, film screenings and more to enjoy.

August 20-28 The Manx Grand Prix, Isle of Man / www.manxgrandprix.org Get trackside at the aweinspiring Mountain Course on the motorcycling mecca in the middle of the Irish Sea, as racers battle for victory across the 37.73-mile circuit. This is a special one.

August 26-27 Dawn to Dusk Enduro Vale of Neath, Wales / www.dawntoduskenduro.co.uk This one does exactly what it says

on the tin. It’s a seriously cool event, with four different races all going on at the same time – and the hardiest of the lot will be going head-to-head for a whopping 24 hours.

August 27-29 British Superbike Championship Round 8 at Cadwell Park / www.britishsuperbike.com This is one of our favourite events on the BSB calendar. Just down the road from MoreBikes HQ at the sensational Cadwell Park, this is one of the best ways to spend the big Bank Holiday weekend.

August 27 Ramsey Sprint Ramsey, Isle of Man / www.straightliners.events If you’re over on the Isle of Man for the Manx, then you’d do well to check out some top-speed stuff right on the promenade in the centre of Ramsey. Has to be seen to be believed.

August 29-30 California Superbike School Training Day, Bedford Autodrome / www.superbikeschool.co.uk The California Superbike School is well worth your time if you’re looking to improve your riding.

Founded back in the 80s, the UK branch of the school offers four levels of training to suit new riders, pro-racers, and everyone inbetween.

SEPTEMBER

September 3 Stratford Autojumble Stratford-upon-Avon Racecourse / www.stratfordautojumble.co.uk More bargains to be had from the good folks behind Normous Newark, but this time down at Stratford.

September 2 World Speedway Championship Round 8 at Cardiff / www.fimspeedway.com Speedway is serious business – and it’s an amazing spectacle watching racers do battle for the World Championship crown. If you want to check out the best in the world showing off their sideways skills, you need to get down to Cardiff for this one.

September 7-10 FIA/FIM Euro Finals Santapod Raceway / www.santapod.co.uk This is a big one. The European Finals are Santa Pod’s most prestigious drag racing event and if you want to watch bikes belting along at 200mph then you need to be here.

September 8-10 Goodwood Revival / www.goodwood.com We love the Goodwood Revival.

It’s a proper spectacle that’s loved by motorsport fanatics with a penchant for retro far and wide.

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

IRONING OUT THE KINKS Words: Steve Cooper Photo: Mortons Media Archive

1979 had been a holding position with Kenny Roberts doing his utmost to fend off the serried ranks of Suzuki RG500s. Unable to give him the extra power he wanted, the factory embarked on a mass loss programme – aluminium would replace steel for the chassis and the motor would move forward a little to aid front-end stability. Inside the motor the old-style cylindrical Power Valves were dropped in favour of a more effective guillotinestyle unit. There was also much shenanigans in the carburettor department with various sizes of choke diameter and options for both aluminium and magnesium castings. Lots of tweaking but, once again, iterative steps rather than dramatic progress.

The alloy frame was found to be wanting as it flexed too much

so bracing was added… and then it was painted black by the race team to convince everyone it was still steel! 1980 was a better season for Yamaha’s top man with a trio of wins in the first three races. To some degree the early results were partially ‘gifted’ to the Iawata-based team by Suzuki’s wayward RG500.

Their revised rising rate suspension had a few riders off at the start of the season so made life easier for Yamaha. That said, it didn’t take the Hamamatsu factory too long to get the square four behaving itself.

Yamaha had what they thought was a plan to help Roberts – they would sell privateers the TZ500G which they sincerely hoped would obfuscate many of the Suzukis.

Essentially a ‘dialled back’ OW, the bike was part revenue generator and part grid filler cum mobile chicane for the aspiring and the well-heeled.

Unfortunately, the bike underperformed big time, handled badly and failed to live up to expectations.

It would take a full Nico Baaker frame

to get Jack Middleburg’s TZ500G to behave anywhere near like it should.

A new engine debuted at the Dutch round. The OW48R ran its two outer cylinders (1&4) reversed with carbs at the front and the exhaust at the rear.

This gave almost uninterrupted gas flow on the straight pipes which then delivered a vital extra 7bhp. Such was the change in flow dynamics, the team found itself fitting carburettors two millimetres larger in diameter to the reversed pair of pots. It should have been good news but the OW45R motor

wouldn’t fit into the alloy chassis, thereby necessitating a return to the heavier steel frame – swings and roundabouts, etc. Ferociously bad handling didn’t endear the hybrid 500 to Roberts either, who had to exit Assen race due to a puncture, allowing Jack Middleburg to win on the IMN Yamaha.

Seconds, thirds and fourth were the best the American could achieve for the rest of the season even when an alloy frame was wrapped around the OW45R engine. Suzuki’s RG500s were getting better at each race and by the

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end of the season would occupy P2 to P6 in the final standings. Roberts and Yamaha had another championship but it was a lot closer than either would have wanted.

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)

WHITE DALTON 11

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

Q

I was taking my bike in for a service. On the way I ended up behind a VW campervan which appeared to have everything including the kitchen sink inside it, and two surfboards tied on top (subsequently I found out they were heading on a camping/surfing trip). They were cruising along at about 50mph in a 60mph limit.

As I was looking to overtake them, they hit a bump and the next thing one of the surfboards fell off the top of the wagon and bounced into the road in front of me. I stood absolutely no chance of avoiding it and the next thing I know I’m looking skywards completely winded and struggling to breathe. Two faces then appeared above me and Dave and Dave (yes, they were both called Dave) helped me up. These were the two ‘surfer dudes’. They were very apologetic and to be fair really nice lads. Basically, one of the Daves had cocked up and not strapped the last board on properly. Anyway, a policeman happened to be driving past and decided to stop. Fair enough. He then started berating the Daves and said he was going to nick driver Dave for driving with an insecure load. I told the policeman to calm down, that these things happen and they have insurance to pay out for my damaged bike and kit, etc., (thankfully I did not break any bones). He shouted at me to

SOLICITORS

www.whitedalton.co.uk

keep my ‘big nose out’ whilst he wrote Dave the driver a ticket. Once he had dealt with that, he then turned his attention to my bike and found that I had a bald rear tyre, took a photograph and then issued a fixed penalty ticket. I couldn’t believe it. And with that, he left the scene offering no help or assistance whatsoever. He was the least sympathetic human being I have ever had the misfortune to meet. Therefore, through no fault of my own, I got taken out by a surfboard and got a ticket for the privilege. So my questions are this. I genuinely did not know I had a bald tyre (I accept it was bald and down to the canvas to be fair) and was off to get the bike serviced. Can I use this as a defence, i.e. it would have been spotted by the mechanic and then replaced? Also, will me riding with a bald tyre affect my claim against Dave the driver and his insurer?

A

It certainly appears the police officer got out of the wrong side of bed that day. So first things first. If he has turned up and started shouting at you and the Daves, you could consider a complaint against him. Whilst I get he has a job to do, he shouldn’t be an arse and shout at people. Moving on from that, your suggested defence is no defence I am afraid. The

law says you are responsible. By all means you can go to court and try and defend this, but if the officer turns up with his photograph of your bald tyre and gives evidence, you will lose and be found guilty. Therefore, my advice is you accept the fixed penalty offer of three points and a £100 fine and move forward with your life. As for your claim against driver Dave and his insurer, unless they can prove your bald tyre contributed to the accident (which seems unlikely) then there should be no issue.

Q

Am I piddling into the wind with this one? I have gone to work in Manchester city centre pretty much every day for the last few years on my trusted Honda NC750X. Whilst its probably the least exciting bike in my collection (I have a few) it was (note past tense) without doubt the most reliable and economical. In June I was in the middle lane of three when some young lad overtook me using the outside lane, pulled in front of me and then braked suddenly, slowing down when there was absolutely faff all in front of him. Despite being on the anchors quicksmart, I couldn’t avoid smashing into the rear of his Corsa and putting my head through his rear window screen. I cut my neck and broke my ankle, and the Honda has gone to the big

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

scrapyard in the sky. The problem I have now is my insurer has said the law is completely against me and it’s all my fault as I rear-ended him.

This is despite me showing them the head-cam footage I have. Are they correct simply because I rear-ended the lad in the Corsa?

A

First things first, your insurer does not know their arse from their elbow. I accept the general starting point is that the person who rear-ends the other is usually liable for the accident. This is because they should leave enough space between them and the vehicle in front to be able to stop safely if something happens. However, in your scenario, your ‘space’ was effectively taken away by the Corsa lad. From what you have said, you have done nothing wrong. You were established in the middle lane heading to work when the Corsa lad caused the accident by his negligent actions.

A judge is unlikely to find it reasonable for a driver to pull in front of you then just heave on their brakes. There is case law to support you.

Further, you have it on video!!!! If it shows what you say, you will win one hundred per cent on liability. Get a specialist solicitor and crack on without your insurer’s input. They are talking cobblers.

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

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

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

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

12 COMPETITION

THE S E K I B E R O M QUIZ

WIN! IN!

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

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

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

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

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

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

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

Visit: www.weiseclothing.com

Worth £199.99

race lends its name to Triumph’s 1 Which 6 In which Italian town is Benelli based? new limited-edition Tiger 900?

7 2 bike does Suzuki’s V-Strom 8 What does CBT stand for?

3 Which 800DE share an engine with?

Husqvarna is owned by which Austrian 4 firm?

9 Where’s Suzuki’s HQ been since 1909?

What’s the full name of electric/trail When did Triumph first launch its 5 Daytona 675?

10 bike creators RFN? How many years has Yamaha’s R1 been in production?

Which BSB round is held across the August Bank Holiday each year?

you get ’em right? 170bhp, Alpinestars, Triumph, Fantic Caballero, R1150GS, LAST MONTH: Did 1936, 2018, North Circular, 1959, 1979

Here’s the legal bit that you need to know

Fill in your details on the form or enter online and return to: MoreBikes, Weise jacket, 2023 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: September 8, 2023 ANSWERS: 1.......................................................................... 2. .................................................................................. 3. .............................................................................

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

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

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

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

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

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

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

✂

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

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

STAY SAFE

ON A BUDGET When it comes to shopping for your gear, a quick online browse will likely make you double-take at some of the price tags you see. But kitting yourself out from head to toe in great, hard-wearing equipment doesn’t have to break the bank. So we’ve joined forces with Feridax to show that you can kit yourself out properly for less than £500.

WORDS: Chris Bailey PHOTOS: Gary Chapman

Spada Oslo £39.99

My hands have always felt the cold faster than the rest of my body so I knew I wanted a thicker pair of gloves, and the Oslo CEs have not let me down. The CE certified knuckle protectors along with the combination of both textiles and leather make them feel robust and protective, and the thermal lining has kept my hands warm through both heavy rain and night-time riding. For an added bonus the thumb on the left-hand glove has a built-in visor wiper to help quickly clear away rainwater, and which works fantastically well.

Spada Striders Boots £74.99

Spada’s Striders CE boots do not look like traditional biker footwear. Instead they’ve gone for a much more casual look, which I’m a big fan of. You can wear them anytime, any place – and that’s what I do. The shops, in the office and on the bike. More than one person has asked where my motorcycle boots are, seeing as they look just like the kind of shoe I’d wear any day. At first I was worried that being suede skinned, they would pick up hard-to-clean-off muck and start to look dishevelled from the wet, but the waterproof Hipora lining has done a great job of keeping them neat and dry.

TRIED & TESTED 13

Caberg Avalon Blast £165

I love my Caberg, it is everything I was looking for in a helmet. It feels secure, it is incredibly comfortable and it looks absolutely amazing. However, looks aren’t everything, so it’s a good thing it’s practical, too. It has adjustable vents to let air out to keep your head cool (great for someone as hot-headed as me), and to help keep your visor clear.

Also it has an additional sun visor which is really easy to toggle up or down, even in thick gloves, and the catch on the main visor itself is stiff and secure, yet easy to raise or lower whilst on the move.

Spada Commute Jacket £94.99

Despite coming with five pieces of armour included (elbows, shoulders and back), Spada’s Commute CE is potentially one of the most comfortable jackets I’ve ever worn.

It looks great, and has kept me feeling not just dry, but also warm whilst riding in some pretty awful weather conditions. The level of waterproofing on it is incredible, which is aided by the zip having a rubber cover to keep rain out, with Velcro reinforcement underneath.

Some bike jackets can feel pretty bulky whilst you’re wearing them, but luckily the Commute CE avoids feeling any heavier than most coats you’d chuck on before heading out.

Spada Commute Trousers £84.99

Spada’s website describes their Commute line as comfortable and, oh boy, are they right! Some motorcycle trousers are heavy and get pretty hot and uncomfortable when you’re wearing them off the bike, but with the Commute trousers I’ve had no such problem.

Despite them being thick and plenty warm enough, I’ve worn them for 11 hours straight through a mix of active movements, riding and sitting in the office, and not once did I wish I had brought something to change into.

Plus, the four pieces of CE certified armour in them feel nice and protective, without being uncomfortable. Top stuff.

14 QUICK SPIN: SUZUKI V-STROM 800 DE

WITH A

BANG

Not producing a completely all-new bike since 2017, Suzuki has instead only launched revamped or reclothed versions of existing models. Considering that fundamental lack of fresh machinery, and other clues like the massive decision to pull out of MotoGP racing, it seemed any hope of seeing a completely new Suzuki motorcycle was all but gone. Thankfully, that’s not the case, and for 2023 another middleweight adventure bike has been added to the range in the shape of the all-new V-Strom 800DE (Dual Explorer). Better than that, after riding it for two days both on- and off-road at its press launch in Sardinia, I’d go so far as to say the V-Strom will put Suzuki right back on the map, helping it regain its position as a big player. It might have been a long wait, but it appears as though it’s been worth it!

QUICK SPIN: SUZUKI V-STROM 800 DE 15

WORDS: Chris Moss PHOTOS: Suzuki It was clear from a couple of key factors at the launch just how seriously the V-Strom was being viewed, much like its sibling the GSX8S. In these tight economic times, it’s unusual for a press presentation to be held over two days. And only when a new machine commands high status do so many Japanese engineers attend and view matters with as much anticipation as they did.

Given how much is riding on the success of the 800, I was happy for those Suzuki staff when I began praising the V-Strom as early as I did. After just a few miles I was both enjoying and approving it. It has a just-right feel to it, and bar the seat height being a bit too tall for my 30-inch inside leg, very little about the 800 didn’t suit me. Fun to ride, the Suzuki’s got a lovely overall balance and impressive level of manageability, allowing you to feel right at home from the get-go.

Stand-out feature, one of several for

For the full test on Suzuki’s resplendent new off-road ready V-Strom (plus a whole host more good stuff, including routes, tech pieces, interviews and opinions) bag yourself a copy of MSL.

me, is the Suzuki’s engine. All new, the 270° parallel twin, long-stroke motor has V-twin-like punch and character, giving it a lovely throttle response from low rpm, with prompt and keen levels of acceleration whenever you want. Just as good is the linear and usable way the friendly thrust is delivered, and if you haven’t quite dropped down through the gearbox enough, the motor’s pulling power and flexibility lets you get away with it. Mind you, the slick box and excellent bi-directional quickshifter mean incorrect gear selection is less likely.

Overall, the remarkable engine has a sorted and relaxed nature, and though it’s no slouch when you do let it rev higher and get it into its impressive mid-range, it rarely feels threatening or likely to get you into trouble. Hanging on to one gear for too long is a bit pointless though, as its power flattens off when you get up nearer to its 9500rpm redline.

16 QUICK SPIN: SUZUKI V-STROM 800 DE

TECH SPEC Suzuki V-Strom 800 DE

Even so, such was the sufficiency below this point, I never worried about this, and pretty much praised it constantly throughout the two-day test. It always provided everything I needed. Sometimes 80-odd bhp is all you want.

With perfect fuelling, a slick gearbox action, and what appeared to be a frugal rate of fuel consumption, I think the motor is very hard to fault.

There are three pre-set rider modes to choose from, altering throttle response, and the amount of ABS and traction control intervention. But thanks to the user-friendly nature of the engine, I found the sharpest, A setting, to be my favourite.

As well as the agreeable engine manners, another feature of note is the V-Strom’s excellent suspension action. Those less used to arrangements with longer travel like this one might find the greater-thannormal movement of the forks and shock take a little more time to get fully acquainted with. But once you do, you’ll enjoy the way they help find grip from each tyre via the increased weight transfer.

Allied to the predictable steering and brakes, more spirited riding still feels safe and secure. And the V-Strom certainly feels more agile than its 230-kilo wet weight might lead you to believe. The bike’s overall balance influences this lighter-han-

Price: £10,665 Engine: 776cc, liquid-cooled, 8v, DOHC, 270° parallel twin Power: 83bhp (62Kw) @ 8500rpm Torque: 78Nm (58lb-ft) @ 6800rpm Transmission: Six-speed, chain drive, bi-directional quickshifter Frame: Steel tubed, aluminium swingarm Suspension: (F) 43mm KYB inverted forks, fully adjustable, 220mm travel (R) KYB rising-rate monoshock, fully adjustable, 220mm travel Brakes: (F) Twin 310mm discs, twin-piston ABS calipers (R) 260mm disc, single-piston ABS caliper Wheels/Tyres: (F): 21” spoked, 90/90-21 (R)17” spoked, 150/70-17 Seat height: 855mm Wheelbase: 1570mm Wet weight: 230kg Fuel capacity: 20 litres Fuel consumption: 65mpg (claimed) Warranty: 3 years, unlimited mileage Service intervals: 7500 miles / 12 months Contact: bikes.suzuki.co.uk

expected feel and, of course, the commanding riding position also plays a part by helping you dominate the bike and steer it with less physical input. Tighter corners and chicanes can certainly be dealt with without needing much muscle power.

The 800’s just as straightforward to control at very low speeds, too, with near static moves and U-turns proving easy work.

Another very welcome feature of the Suzuki’s handling is the way its 21-inch front wheel behaves in sharper turns. Normally, wheels of such diameter can feel a little vague when they’re asked to steer and change direction to a greater degree, especially if you want to do that quickly. But feel and feedback levels are good enough to make you think the wheel is of smaller size.

18 QUICK SPIN: HUSQVARNA NORDEN 901 EXPEDITION

READYFOR ANYTHING In the 10 years or so since the Pierer Mobility group snapped up Husqvarna from BMW, the famous, former Swedish marque has gone from strength to strength, and last year introduced the Norden 901, Husky’s first step into the ultra-competitive adventure market. Now it’s revealed a fully-loaded version that’s ready to cross continents.

QUICK SPIN: HUSQVARNA NORDEN 901 EXPEDITION 19

This is just a sneak peek at the whopping test from Motorcycle Sport and Leisure magazine. If this bike tickles your fancy, be sure to bag yourself a copy and get the inside line from one of the best journalists in the game.

Words: Adam ‘Chad’ Child Photography: Marco Campelli, Sebas Romero With sister company KTM providing the key engine and chassis components for the Husqvarna model, the 901 was in essence a restyled and repositioned 890 Adventure and slotted into the market between the road-biased 890 Adventure and the feistier, dirt-focused Adventure R. Now, for 2023, Husqvarna has introduced the Norden Expedition, which is positioned closer to the mud-larking R. At £13,599 the Norden 901 Expedition is only £900 more expensive than the standard Norden 901 (£12,699), and that looks like something of a bargain when you look at the amount of additional kit that’s included.

Totting up the extras that come with the Expedition – including 18-litre side bags and their mounts, a tall screen, heated grips and seat, a centre stand and more – and the total comes to around £2000. And that’s without considering the uprated suspension that the Expedition boasts, front and rear, over the standard Norden 901.

Once you add the value of the uprated WP suspension and the extra riding mode, the Expedition looks like even better value.

KTM’s own 890 R (£13,299), with a similar suspension set up, costs a fraction less, but can’t match the Expedition’s spec. Adding luggage, screen, centre stand and all the

extras to the KTM will take its price past £15k.

Engine performance remains the same as the 901, but the Expedition’s chassis is now ready to take on more challenging adventures. It gets longer-travel WP suspension similar to the R model; there’s a new screen; a heavy-duty bash plate; a heated seat and grips; plus a pair of soft panniers and a centre stand to assist maintenance duties in the wilderness. A GPS mounting bracket also points towards more adventurous ambitions, while an ‘Explorer’ riding mode comes as standard. Further evidence of the Expedition’s intended focus came in the shape of the test route laid on by Husqvarna for its press launch. The venue was South Africa, the ride a genuine 500kmplus adventure, 80% of it off-road and into zebra country. Conditions varied from fast, dusty trails to deep sand and water crossings.

We even loaded the soft bags, ready for a night’s camping under the stars.

The familiar LC8 parallel twin that’s proved so effective for KTM’s adventure and naked middleweights pushes out the same 103bhp at 8,000rpm as the older, stock Norden, with peak torque also unchanged at 73.8lb-ft at 6500rpm. That’s a little more peak power than Honda’s Africa Twin, and a smidge less than Ducati’s Desert X.

Immediately you feel at home with the LC8: power levels, throttle response and fuelling are just-so. It’s free-revving and sweetly balanced, too, with no glitches or niggles and, while the twin is distinctly lively, it’s not overpowering or intimidating on the dirt either. In Street mode especially, the 889cc twin is wonderfully versatile, pulling cleanly from low in the rev range thanks to a wide spread of torque, or lifting its 21-inch front wheel as the numbers build on the tacho.

20 QUICK SPIN: HUSQVARNA NORDEN 901 EXPEDITION

“Husqvarna treated us to some of the most challenging off-road riding I’ve experienced on a road bike launch.”

I spent the majority of the African adventure in either Offroad mode or Explorer mode. In Offroad, a soft, easy-to-live-with power delivery gives the rear Pirelli Scorpion Rally STR tyre a relatively easy time when searching for grip over large rocks or in sand. In Explorer mode, the rider can trim the throttle further, or opt for a quicker ‘Rally’ response to give an instant kick of torque to lift the front over deep puddles or smaller obstacles. You can also trim the slip control to your setting (between levels 1 to 9) rather than going with a fixed setting from the factory.

Chassis-wise, the Expedition moves closer to the off-road biased KTM 890 Adventure R, with the long-travel WP Xplor 48mm forks for 240mm of front travel, replacing the 43mm WP Apex items used on the standard Norden. At the back, there’s a similar upgrade with the Norden 901’s Apex monoshock swapped for a WP Xplor PDS, which extends travel from 215mm to 240mm.

The addition of rally parts includes a large, heavy-duty skid plate to protect the belly-mounted fuel tank and engine, a centre stand and standardfit soft luggage – and while it all adds focus and intent, it also unavoidably means the Expedition is 10 kilos heavier than the stock Norden 901.

Although the Expedition outwardly shares the taller, longer-travel suspension of the 890 R, its internal spec differs from the KTM in terms of springs, shims and settings. This new Norden might look as full of the same gnarly dirt intent as the 890 R but is in fact a little more compliant and easier to live with. On the road, initially I wondered if its forks were on the soft side, particularly during the early part of their stroke, and was going

TECH SPEC Husqvarna Norden 901 Expedition

Price: £13,599 Engine: Water-cooled, 4-valves per cylinder, Parallel Twin Power: 75kW/105bhp @ 8,000rpm Torque: 100Nm/73.8lb-ft @ 6500rpm (claimed) Frame: Steel trellis Wheelbase: 1529mm Brakes: 2 x 320mm radial 4-piston J.Juan calipers Rear: 260mm 2-piston J.Juan caliper Transmission: 6-speed/chain drive Suspension: WP Xplor 48mm forks, fully adjustable 240mm travel (F), WP Xplor PDS shock absorber, fully adjustable 240mm travel (R) Wheels/tyres: Front wheel/tyre 90/90 21 Pirelli Scorpion Rally STR Rear wheel/tyre 150/70 18 Pirelli Scorpion Rally STR – spoked wheels Seat height: 875mm Fuel capacity: 19 litres Fuel consumption: 62.77mpg (claimed) Weight: 214.5kg (without fuel) Warranty: Two years Service intervals: 15,000km (same as KTM and Norden) Contact: www.husqvarna-motorcycles.com

to add a little compression damping or spring preload (easily done via adjusters on the fork tops). However, road performance and high stability were excellent. Our test route took the Husky through towns, along highspeed sweepers and even a motorway, and the 21-inch front wheel remained planted and sure-footed.

Husqvarna treated us to some of the most challenging off-road riding I’ve experienced on a road bike launch. Clearly, it was confident in its product as MSL was invited to take on everything from mud, water, rocks and rubble to cliff-like ascents and the stuff of my nightmares: deep, energy-sapping sand. One section was so deep I dropped the Expedition four times in 20 minutes, while my average speed was barely 10mph. Then we hit a fast, flowing section of loose

gravel and for over an hour averaged 70mph. It was staggering what the Norden could put up with and do so on standard tyres with standard suspension and the added weight of fully-loaded saddlebags.

The only niggle is with the brakes themselves. In common with all KTM’s 890 range and the standard Norden 901, the Expedition lacks bite from its J.Juan calipers, especially when you compare them to the

excellent Brembo race items on Ducati’s Desert X. The stoppers are perfectly adequate and have good feel but, laden with luggage and perhaps a pillion, you’ll need four fingers on the lever hauling down from speed – not an easy two like the Ducati.

Verdict

The Husqvarna Norden 901 Expedition swallowed up 500km of mainly off-road challenges with ease. I am an experienced trail rider but no expert, and it carried me through sand, bogs and deep water, over rocks and along fast, open trails.

It even had to carry my kit in the panniers.

In essence, the Expedition makes the 901 more versatile. With a larger

screen and heated grips and seat, it is even more comfortable; with a centre stand and luggage as standard, it is even more practical; with longertravel suspension and a sturdy bash plate, it can take on tougher terrain; and you have the added Explorer riding mode as standard. And this extra versatility has come without any notable sacrifices. Yes, I’d like stronger brakes with a fraction more bite, a slightly easier-to-use dash and, if I was intending to ride fast off-road, I’d want to tweak the fullyadjustable WP suspension to suit.

But ultimately the Norden Expedition is sweetly positioned as a seriously competent, all-terrain adventurer which rides beautifully on paved roads, too.

22 USED GROUP TEST

600s The lads at Fast Bikes have also rustled up a cracking video to accompany this mega road test.

To check it out and see these three lovely machines in all their glory, scan the code, sit back and relax.

USED GROUP TEST 23 POWERED BY

WORDS: Bruce Wilson PHOTOS: Gary Chapman

I

t could be argued that some things are better left in the past, such as your psycho ex, the plague and instant mashed potato. But then there are other things you crave so much it hurts, and in a motorcycling context, the supersport 600 sector is right at the top of that list. It doesn’t seem that many years ago that every brand and its dog were pumping out powerful, playful and affordable 600s, but the sad truth is that in 2023 there’s not a single, road-legal current 600 production bike to be purchased.

Yep, it’s a truly shocking situation, but before you get too upset and go looking for a vase to cry into, the good news is that the used 600 scene is absolutely massive. Luckily for us, these bikes have been so popular over the years that there’s still a raft of pre-loved 600 machines ready and waiting for new homes. Bikes such as these in front of you, which are among the best examples to hit the

market… ever. No test of this nature would be complete without the staple R6’s inclusion, especially one as clean as this 2015 plate, and the same goes for Honda’s CBR600, which can trace its lineage back to day dot of the mid-capacity sportsbike sector. Last but not least, there’s Triumph’s awesome Daytona 675R, which has proved to be a winner the world over. All the bikes in this test were kindly lent to us by generous owners, so Timmy and I fought the temptation and didn’t go nuts on them, staying clear of the racetrack and their rev limiters. But we did clock loads of miles on each of the machines around our favourite roads, putting them through their paces on Michelin’s awesome Pilot Road 6s. Each had something different to offer. Each got us laughing like giddy kids. Each got us wondering how we could sneak another addition into our collections.

Here’s why…

Michelin Pilot Road 6s At Fast Bikes we love a control tyre. Not just because it levels the playing field when testing bikes, but because we know with the right rubber on board we can push harder and longer with absolute peace of mind. For this used 600 shootout our friends at Michelin kindly stepped in with their new Pilot Road 6s, kitting each of the bikes with their sporty road-focused rubber. The fast-warming, wetloving Road 6s proved the perfect sparring partner for these saucy supersports. They’re crammed with great tech including a 100% silica make up, new tread sipes (called Water Evergrip) that help disperse water, and a new dual compound rubber (2CT+) to offer maximum grip and durability according to

your lean angle. These tyres did nothing but impress us throughout the test, offering good feedback and plenty of grip.

If you want to know more, head to www.michelin.co.uk/motorbike/tyres/ michelin-road-6

24 USED GROUP TEST

Yamaha R6 If you had a pound for every Yamaha R6 ever sold… you’d have lots of pounds. I don’t know exactly how many of the machines have trundled down the Japanese brand’s production line since the model’s inauguration back in 1999, but the answer is ‘a lot’. R6s are everywhere, and rightfully so because they’ve been up at the pointy end of the supersport sector from the second they joined the party, changing with the times to stay at the top of their game. I’d go as far as guessing that the R6 is possibly the most commonly sold 600 of the 21st century (although Honda might have something to say about that). Of the many generations we’ve come to know and love over the years, the one you see before you is perhaps the most popular of them all (13S).

Technically speaking, that might be down to the fact it’s had the longest shelf life among its siblings, first appearing in showrooms in 2008 and staying there for nine years until Yamaha trundled out a Euro 4-spec option in 2017. That latter bike was based largely around what you see here, albeit with 43mm forks, a six-tier traction control system, a quickshifter, better brakes and a fairing design which Yamaha claimed

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made the R6 8% more aerodynamic.

Not too shabby, and when you factor in the slim-fast treatment it was given to get on the right side of the weighing scales, you’d think it would be the weapon of choice to go for… but that’s not the case. It certainly moved the game on aesthetically, but from a performance point of view, in road trim, it was a lethargic flop compared to this iteration. Before you get suspicious of why I’m building up this bike’s hype so much, I should probably remind folk that the 13S version was formed on the pillars of greatness. Before it came the 2CO that hit the scene in 2006 and completely transformed the model’s appearance and competence on equal levels.

The 2CO was a revolution in its own right, being the first mass-produced motorcycle with a ride-by-wire throttle, while also boasting radial calipers and a whole load of trick tech and features. It was very good (I owned and raced one), but the model update that came in 2008 (13S) capitalised on all that it offered and made the package so much sweeter.

At a time when manufacturers’ hands weren’t completely tied by legislation, Yamaha was able to dive into the guts of the R6 and better it in a whole host of ways. The 13S

saw its frame beefed up around the headstock, while careful alterations actually increased its flexibility in other areas where it’d been too stiff. In contrast to that, for added stability, there was a new swingarm added to the mix that was stiffer and more supportive. The suspension was tweaked, too, the bars were dropped 5mm lower, and there were loads of updates made to the engine to strengthen its disposition.

The main gain to the bike was the introduction of variable length intake trumpets. According to revs, they’d alter in length to optimise the engine torque or revs as was needed most. What this did, coupled with revised fuelling and a new ECU, was to make the 2008 model much punchier in the midrange, for starters, while ensuring it had the legs to run with the best of its rivals up the top end, too. For me, this was bad news, as in 2008 I was racing a GSX-600 L8 in BSB’s Stock 600 class – where the new R6 rocked up and dominated the series. They could match the Suzuki’s punch out of corners, but often made an average of 10bhp more than the GSX-R on the championship’s control dyno. Of course, it could have been worse… at least I wasn’t on a Honda.

USED GROUP TEST 25 TECH SPEC Yamaha R6 (13S)

Engine Type: Liquid-cooled, 16v, dohc, inline fourcylinder Bore x stoke: 67 x 42.5mm Compression: 13.1:1 Fuelling: EFI Claimed power: 127bhp @ 14,500rpm Tested torque: 65Nm @ 11,000rpm Chassis Frame: Aluminium Deltabox F suspension: KYB 41mm, fully adjustable R suspension: KYB monoshock, fully adjustable Front brake: Twin 310mm floating discs, fourpiston radial mono-block calipers Rear brake: Single 220mm disc, single piston caliper Dimensions Wheelbase: 1375mm Seat height: 850mm Wet weight: 186kg Fuel capacity: 17.5 litres INFO Price: (Used price) £3000-£8000

The point in that anecdote was to hammer home the impact this machine made the moment it arrived, especially on a race track. It was a game changer on so many levels and ultimately, as the aforementioned tale told, could be and should be considered Yamaha’s finest R6. The funny thing is, having heaped praise on it to the point even I’m feeling a little sick, one of the first things I noted when straddling this R6 was how basic it seemed. It was cuttingedge at the time, but by today’s standard it didn’t even have a gear indicator on its small, dot matrix dash. Aside from the YCCT throttle, it didn’t have any tech, actually, not even ABS, which is maybe not such a bad thing, but the lack of shifter and blipper didn’t exactly warm my cockles. You could fit such items to this bike if desired, of course, but maybe the owner didn’t warrant their addition? It was a pleasantly stock example, with the only addition being an SC Project can that needed no introduction when the fourcylinder motor fired into life. Subtle it was not, but I quite liked it. The R6 is a screamer and is one of those machines that should be heard, especially if you rev it to its towering redline. Being on best behaviour with this borrowed steed, Tim and I made sure not to do so – promise – but we didn’t hold back from indulging in its general offerings. I’ll admit, I was a little disappointed by the motor at slower speeds, which did anything but rip my arms off when opening the throttle hard. The fuelling felt a bit gash on throttle pick-up, which might be more down to the fitted can than anything else, but let’s just say it took a bit of calibrating, too. Once moving, the R6 would soon pick up the pace and I relished the way it was powering me around. North of 8000rpm, it

certainly needed no encouragement and the delivery seemed to get spicier the higher the revs went. That was the bike’s happy place. The place it’d been designed to perform at its best, which harks back to the R6’s track-inclined origins. What you have right here is a pedigree racing product that makes most sense when ridden with zest. To tootle around on, it wasn’t the kindest of machines. I don’t necessarily mean from an engine point of view, but more so rider comfort. I’m not a tall person (5ft 9in-ish) but the R6 felt cramped, with my feet high on the pegs, the seat high above the bike, and the reach down to the low-set bars a painful one. You very much sit on top of the R6, with minimal protection from the screen, fairings or anything else for that matter. It’s a committed position which, again, makes great sense on track, but not so much for those clocking long days in the saddle.

The upside to the riding position was the connection I got from the front wheel. It felt very telling, very planted and extremely trustworthy.

The front-end weight bias might not make for the most comfortable of dispositions, especially so for your

wrists, but it puts you and your body at an angle of attack that just makes sense when throwing this thing into bends. The R6 felt an absolute treat in the corners, being easy-peasy to throw around and extremely telling of what was going on at all times. The stock suspension on this bike is far from the fanciest, but it rode so nicely that I’d struggle to criticise it. Maybe on track it’d throw up a few gremlins, but most stock bike set ups would.

The main thing was it offered adjustability, if needed.

A particularly weak

point were the front brakes. It’s kitted with a decent-looking Brembo master cylinder, but somewhere between the lever and the Yamaha own-brand calipers, the performance gets lost.

I’d hazard a guess that better pads could be the answer. I’ve raced three different generations of R6s in my time, and the last of the lot was the 13S. The brakes on my race bike were anything but bad, with the only thing different to this machine’s being the use of Castrol SRF brake fluid and EBC GP-FAX pads. That

combo seemed to work a treat… on track. Those pads aren’t road legal, but there would be a better HH option out there for these, and that, plus the fuelling, would be the only areas I’d look to improve on if I were to buy this bike. Truthfully, I’d love one, but I’d buy one knowing that it would be no armchair or obliging Labrador that’d behave at all times and look at me dotingly (not even my wife does that).

It would be a bit of a handful, but a rewarding one at that when ridden the way it craves to be. That’s when the 13S really comes into its own.

26 USED GROUP TEST

Triumph Daytona 675R As Brits, we’ve many feats of engineering to be proud of, such as the Forth Bridge, Big Ben and the Reliant Robin. Okay, maybe that last one doesn’t resonate in the same way, but you get the idea… we’re not bad at design, innovation or production when it comes to it. That’s probably why Triumph was able to pull off the deed that it did when it released the Daytona 675 back in 2006. Hot on the heels of the mediocre Daytona 600/650, the Hinckley-based brand pulled off a magic trick so bewildering it wowed the world. From seemingly nowhere, this three-cylinder, middleweight marvel was born, going on to win championships and hearts the world over, adding several TT wins to its name for good measure.

Lightweight, powerful and packed full of torque, never before had we known such a capable mid-capacity sportsbike, let alone a triple with so much charm. I could wax lyrical about the Trumpet up until your bedtime, but I’ll save you that trauma and simply insist that when it came

to choosing what bikes should be featured in this shootout, there was no way the Triumph could be missing from the line-up.

Admittedly, it’d been a few years since I’d last ridden one, and especially one of this vintage, being the last of the first generation and the spiciest at that. The original 675R spec was only in production for a year, from 2011-12, bridging the gap between the underseat example that came first, and the more powerful, more capable, but less original second-generation Daytona that came to an abrupt end in 2018 when Triumph called time on its supersport stable. With the ‘R’ there’s no mistaking its presence, with the biggest giveaway being the red, tubular steel subframe that can be seen from the moon, while keener eyes will pick up on the Brembo monoblocs, Öhlins suspension and smattering of carbon fibre that set this version apart from the first-gen base model. Compared with the inaugural version, the engine was untouched, but back then it wasn’t exactly lacking in ponies,

producing a claimed 123bhp (about 111bhp in real money) and a classleading 72Nm of torque.

The funny thing is, hopping on this bike and trundling off down the road during this test, the last thing I felt it needed was any more zest. I say that while acknowledging that if you’re after litre bike performance, you’re going to need a litre bike – ‘There’s no replacement for displacement’. But for sheer fun and a fulfilling soundtrack, I was warmed immediately by the Triumph’s offerings. Most bikes of this age have had a few tweaks made to them, but this machine was largely original, with the only blatant addition being the optional-OE Arrow race silencer that not only looked the nuts but audibly stirred the soul, adding to the bike’s electrifying induction noise with a bark so deep and throaty it’d terrify a guard dog. I loved it, and better still, it pulled unadulteratedly, without any hiccoughs or hangups in the power delivery. Whether that’s because this bike’s been flashed to within an inch of its life, I’ve no idea.

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USED GROUP TEST 27 TECH SPEC Triumph Daytona 675R

ENGINE: Type: Liquid-cooled, 12 valve, DOHC, inline three-cylinder Bore x stoke: 74 x 52.3mm Compression: 12.7:1 Fuelling: Multipoint sequential electronic fuel injection with forced air induction and SAI Tested power: 123bhp @ 12,600rpm Tested torque: 72Nm @ 11,700rpm CHASSIS Frame: Aluminium beam twin spar F suspension: Öhlins 43mm upside-down NIX30 forks, fully adjustable R suspension: Öhlins TTX36 twin tube monoshock, fully adjustable Front brake: Twin 308mm floating discs, Brembo four-piston radial mono-block calipers Rear brake: Single 220mm disc, Nissin single piston caliper DIMENSIONS Wheelbase: 1395mm Seat height: 830mm Wet weight: 185kg Fuel capacity: 17.4 litres INFO Price: (Used price) £4500-£8000

What I did know was the 675R didn’t look or feel like a decade-old machine… at least, if I chose not to acknowledge the old-school clocks that nestle neatly below the bike’s tall, narrow windshield. I’m not opposed to analogue rev counters – there’s something about them that’s cool – but the days of minute, hard-onthe-eye, dot matrix dashes are long gone. Unfortunately for the Daytona, that’s exactly what it’s got and there’s no scouting around that fact.

Considering the bike’s also largely devoid of tech, excluding the shifter that came standard on the ‘R’, there’s probably no need for anything other than the speed, gear selection, clock and temperature that’s displayed.

The point is that in more recent years we’ve come to know better and if you’re used to more contemporary machinery, you’ll likely see this as a drawback. What you’re less likely to be hung up on is the handling of the Daytona.

To sit on, the bike’s very slim, perched tall at the rear and sporting an undoubtedly front-end weight bias.

What that means is the bike turns fast and with little encouragement needed, especially so thanks to the size of the stock clip-ons that are long and wide-set, offering loads of leverage to hustle the thing around.

The Öhlins suspension on this ‘R’ felt racetrack firm but it’s arguably why the Daytona was so precise and planted once it was on its ear.

To cut to the chase, it was a dream to throw about, being very telling of what was going on beneath it through the blingy NIX forks and

TTX rear shock – if you thought they were just there to look pretty, think again. The other thing that helps in the handling department is the lack of weight. We never got the Triumph on the bathroom scales, but it was claimed to weigh in at 185kg (wet), which is lightweight by anyone’s standards, and especially so when compared to bikes of today that are crammed full of weighty exhausts and suchlike. Even the way the weight is stacked in the bike helps it change trajectory – it’s well packaged and the transition through lean is progressive and predictable. You get the point, this thing knows how to move, and it’s no slouch in the stopping department either. As mentioned, there’s no tech on this bike which means there’s no annoying ABS to spoil the party every time you go to capitalise on the powerful Brembo brakes. This thing stops exceptionally well, with loads of bite at the caliper end and plenty of feel through the radial mastercylinder.

It all adds to the polished persona of the Triumph, making you like it more than you maybe should. It’s quite simply a cracking bike to experience, built around a solid engine that truly is the bike’s party piece.

Triples are weird things, often sounding like they’re not even trying, while catapulting you along at speeds that’ll guarantee prison time. The Daytona’s motor is a subtle assassin, and that’s probably why

it’s so lauded by so many. It doesn’t need revving hard like so many of its inline-four 600 rivals do. The spread of power is palpable throughout its rev range, never feeling daunting, but dependable all the same. Whether you’re in town or punching your way on to a circuit’s backstraight, the Triumph seems to find legs you wouldn’t expect it to have. The delivery on this bike felt super linear, crisp and a joy to access through the cable-operated throttle. It’s easy to forget that this bike harks back to a time when electronic throttles were in their infancy, but I don’t think its lack of one detracts from the riding experience in any way.

What would make the motor better is a blipper. While it comes as stock with a shifter, going down the ’box is a much more laborious experience.

The good news is that the Triumph’s stock clutch isn’t too bad at mopping up excess revs, and on the road you’re unlikely to need a GP-spec slipper

to absorb the energy created when going down the selection, but that’s not to say the Trumpet’s rear wheel can’t be made to wag or lock if you throw too much abuse at the ’box. Of course, that only adds to the riding experience and it’s actually a fun bike to play around on. Even wheelies on this thing are super fun because its first gear seems to go on forever. On stock gearing, anything over second is a bit ambitious to get the front lofted from near stationary, but it’ll do so easily off the throttle in first… and it balances a treat once you’ve got it up.

I want to throw some negative this bike’s way, if only for measure, but it’s a hard machine to fault. Especially an example as clean and original as this one. From the way it looks to the way it rides, there’s so much to love about this bike, as I’ve hopefully hammered home. The only real downer is they don’t make Daytonas anymore. At least, not right now…

28 USED GROUP TEST

Honda CBR600RR It could be argued that Honda was the first of the big brands to throw the kitchen sink at its supersport offering. In 2003 the CBR600RR was born, bounding into life with RCV-inspired styling, an über sexy underseat exhaust and genuine performance capabilities. It was at this juncture that Honda waved off its less focused, user-friendly CBR600F lineage, going all out to conquer the lucrative 600 scene that was blowing up quicker than a fork in a microwave.

It was a bold but righteous decision and it threw the gauntlet down to the CBR’s rivals, daring them to try and follow in the model’s audacious wake. When you word it like that it makes you question how just 10 years later Honda had all but thrown in the towel on its beloved RR, which by that point had begun its final journey to the grave. Over the 14 years it was in production it was given two updates, with the 2007 rework proving the

most significant of all. Alongside a new motor with more midrange, the wheelbase was reduced, the geometry made sharper and the weight trimmed down. It performed on track and in the showrooms, before being tweaked again in 2013. That’s when it got Showa big piston forks, sleeker fairings and some 12-spoke wheels.

But that was about it. No new dash, tech, additional 10bhp. None of that stuff. In reality it wasn’t that different from the machine you see here, the mid-evolution model that spanned from 2007-2012. Towards the end of its era, as with the Blade at this point in time, the 600RR was already falling

behind its competition in terms of output and innovation, but Honda either didn’t care or didn’t want to throw more money at a sector that was beginning to nosedive rapidly.

Perhaps it’d seen the writing on the wall and decided it would be foolish to pursue the scene any further?

Whatever the truth, the reality was the swansong CBR was anything but revolutionary. It was pretty much on life support, strung out for four more years in the hope of rendering the best return on the decade’s worth of investment.

USED GROUP TEST 29 POWERED BY

Have I put you off? I’m hoping not, but it only seems fair to set the scene for this steed. The truth is that despite the RR’s downfall and lack of lust towards the end of its lifespan, there’s a lot to like about the CBR – and especially this one. Don’t forget we’re talking about a machine that won eight world supersport titles between 2003-2017, plus numerous TTs and other national accolades. The formula worked for racers, but also for road-riding renegades. That’s a trait all three versions have in common, actually, as I was reminded by this 2009 machine that felt surprisingly spacious when I clambered on it. Or should I say ‘in’ it.

Unlike a lot of contemporary sporty machines, you sit in the Honda, nestled behind the tank and feeling very much a part of the machine, with just a short reach to the ’bars that sit proud of the top yoke, albeit at a fairly acute rearward angle.

TECH SPEC Honda CBR600RR

Engine Type: 599cc, liquid-cooled, 16v, inline four Bore x stroke: 67mm x 42.5mm Compression: 12.2:1 Fuelling: Electronic fuel injection Tested power: 108bhp @ 13,400rpm Tested torque: 62Nm @ 11,000rpm Chassis Frame: Aluminium twin spar Front suspension: 41mm inverted forks, fully adjustable Rear suspension: Monoshock, fully adjustable Front brakes: Four-piston calipers, 310mm discs Rear brake: Single-piston caliper, 220mm disc Dimensions Wheelbase: 1375mm Seat height: 820mm Dry weight: 156kg Fuel capacity: 18 litres INFO Price: (Used price) £3000- £7000

This machine is owned by a track riding regular, so who can fault him for fitting adjustable aftermarket Bonamici rearsets, in a bid for upped ground clearance? He’d also kitted the bike out with a Leovince can and de-cat, which gave the rear end a very tidy look, and the bike an audibly exciting note when the motor was fired into life. For that, I doff my cap, but the decision to bin off the mirrors brought no such applause. Okay, it might have given the bike a slightly cleaner look, but it also meant I had no idea how close Tim was to my rear wheel as I got acclimatised to this hustler. Terrorised by that thought, I was keen to take advantage of the Honda’s great handling in a bid to outrun my pursuer. Almost immediately I felt at home on this bike, relishing in its front-end feel that was talkative and trustworthy. The Honda seemed to lap up fast corner entries, and so did I, secured on the large rider seat, letting the agile chassis do its thing at whatever angle of lean. To throw it out there right from the get-go, the best thing about this bike was the way it handled.

I was not just impressed by how agile it proved, but how stable it was, too. God only knows what tweaks had been made to the bike’s suspension over its 13 years on this planet, but it felt great beneath me, skimming the Tarmac with a plush and planted

disposition. Normally you choose between stability and agility, but the Honda seemed happy as anything to make quick direction changes, which warmed me to it even more.

It’s fair to say I felt quite at home on the Honda and the more I rode it the more I came to realise this was no one-trick pony. As well as handling well, the braking performance was decent, too, although it sucked there was no blipper (or shifter) to make gear changes that little bit slicker. The most random thing about this Honda was its lack of engine braking. It was as if I was on a two-stroke rather than a 600cc fourstroke. I never got to quiz the owner on the phenomenon, but both Tim and I were put off by its lack of engagement when going down the ’box or rolling off into corners.

It didn’t make sense. I say this from the perspective of a person that raced this same generation CBR in British Supersport and vividly remember how wayward the back end would get under braking. These machines didn’t come with proper slipper clutches as standard, but I’m pretty sure this one must have had something slotted into it at some point in time, with the engine braking dialled right down. The point being, I didn’t like it, so if I owned it I’d be looking into bettering the experience straightaway.

What was much more likeable was

the torque of the motor. We’re all used to the notion of needing to rev 600s to make them go, but I was impressed by the Honda’s pick-up in the lower revs. Okay, it didn’t exactly rip my arms off, but it felt much more keen than the Yamaha to get out of junctions, feeling every bit as torquey as the Triumph… which are words I thought I’d never say.

After that initial zest, the CBR was a slave to revs, craving more to get the bike going in earnest. It was better to keep the thing in a lower gear with the revs up higher than it was to ride around in the typical 5-8000rpm range you’d expect to be on a bike like this on the roads. That was not its sweet spot, but rather a zone that had to be navigated before energy was translated to the rear wheel.

The fuelling on this machine was reasonable, but I wonder whether it had been mapped to suit the can?

There were no big peaks or troughs to write home about and the initial feel of the throttle was smooth and seamless. Being picky, a couple of barends wouldn’t have gone amiss, but that’s just me wanting the world on a silver platter.

In reality, the delights the Honda was offering were plentiful and defying of a bike of its vintage. It felt a great machine to throw around and didn’t require any significant amount of time to dial into the thing… it worked for me straight out of the tin, just like all good Hondas should.

Did it set my soul on fire? Not really.

Would it be my pick of 600? If road riding was my major focus, possibly.

What this bike lacks in character it makes up for in its delivery. It’s a great all-rounder, which maybe isn’t the brush it would want to be tarred with, but it’s the truth. It just gets on with the job.

30 USED GROUP TEST

ROUNDING OFF...

Too often, we skip over the frolics of mid-capacity sportsbikes, reaching out for the keys to their litre bike siblings because more power equals more fun, right? Well, not necessarily, as we were reminded on this test. We had a proper laugh on each of these machines, enjoying not just their simplicity, but also the fact that they required a bit of effort to get the best out of them. The rewards on offer were tantalising and pure, putting smiles on our faces for the simplest of reasons. It’s nice to hop on a bike and twist the throttle hard without fear of death or, on the flip side, the engagement of a dozen different tech functions limiting you to the amount of pleasure you can experience.

These bikes make a respectable amount of power – realistically, about 110bhp if you were to put them on a dyno – which meant they were nigh-on 100bhp down on some of the fruitiest litre bikes we toy with on a regular basis. But who cares? On the roads, they didn’t exactly leave us hanging... if anything, they egged us on into riding harder

and faster, revving them further and higher in the process. None of these bikes are slow. None of these bikes are boring. None of these bikes should be skimmed over if you’re after a road bike for everyday fun. They all delivered when we needed them to.

Which one delivered the most?

That’d have to be the Triumph.

Tim and I were smitten with the thing. It looked the part, sounded awesome, and performed the best in every respect (…handling, braking, motoring). It was a real treat to ride, and if you’ve never been lucky enough to do so, I’d highly recommend you talk a Daytona-owning mate into letting you have a blast on theirs – you won’t regret it.

What’s next best? This is where it gets tricky. The R6 and CBR are similar scoring performers, but they offer the goods in different ways. I’ll break it down by saying the R6 brings a much more focused, poised and excitable ride to the party. The Honda, on the other hand, just does things well.

If you’re planning to ride your 600 more on the road than on track, then the CBR would be my pick of these. It’s more chilled and still

plenty capable of getting your juices going. The R6 is that bit more in your face… and on your wrists. It belongs on a track where you can release its potential. It’s a cracking bike and probably the best looking of the three machines in this test. It’s also the most cramped of the lot, so bear that in mind if you’re 8ft tall.

But sometimes it’s worth the pain for the gain on offer, of which the Yamaha has loads to go at.

It’s a timeless option. They all are, actually.

As already mentioned, this sector is dead in the water from a new machine point of view, which adds kudos and appeal to these now-extinct offerings. I hope there’s a resurgence on the cards, but it’s less likely as each year ticks by. With that in mind, it’s no bad shout to grab one while you can... while these bikes are still relatively fresh and well cared for.

The used 600 market is massive, so you shouldn’t struggle finding the right choice, condition and price point for your budget. And if you pick any of the machines showcased in this test, you’ll be right on the money. They are all worthy weapons.

Big thanks…

It was a real treat to get stuck in with a gaggle of 600s, slogging them out on the roads and reminding ourselves how great these godly machines are.

Lucky for us, we were able to make this happen thanks to the support of our key sponsors. Not least of all Michelin who stepped in and made sure we had great rubber on each of these bikes. For typical road riding, the Pilot Road 6s proved worth their weight in gold and the perfect sparring partner for these machines. They gave us confidence, as did the top-quality kit we got from Motodirect. It’s going to sound like a sales pitch, but our custom RST airbag suits are awesome, and the same goes for the Arai and AGV lids we wore. You’d be mad to do the jobs we do in anything but the best kit.

And as for bringing a real shine to the experience, we’ve got R&G’s Gleam to thank for that. We’re not into cleaning bikes, as a general rule, but this stuff makes light work of the chore which makes us love it even more. Lastly, and most importantly, we want to say a huge thanks to the owners of these bikes who stepped up to our call and handed over the keys to their powerhouses. It takes a special kind of person to do that. The best kind of people. Cheers.

32 ROAD TEST: RFN RALLY PRO

THE FUTURE OF DIRT BIKES? The electric revolution is happening, and although there’s still work to be done to make bikes viable for the big miles on the road, a raft of newly-released off-roaders are winning plenty of admirers among those who love hitting the dirt.

ROAD TEST: RFN RALLY PRO 33

WORDS: Ross Mowbray PHOTOS: Gary Chapman With the rolling out of ULEZ restrictions and the unpredictability of public transport, it’s becoming more and more difficult to deny the value of electric bikes or scooters for city commuting.

But what if you’re partial to a bit of offroad action, too?

There’s a whole new generation of bikes that are clean, green and capable of tackling trails in a serious way. While they might have been adopted by some of society’s more unsavoury characters, if you’ve got a bike licence and you’re after a new ride that’s nearly silent at full throttle, doesn’t blow out any horrible fumes, and has enough power, performance and poise to keep even the most experienced of racers entertained, then RFN’s range of bikes could well be worth a closer look.

We got out on the pair of them for the day, cutting through town traffic on the road-legal RFN RS and hitting the jumps on its Rally Pro. We’re going to

focus most of our attention on the fullpower off-road Rally version. They’re essentially the same bike, but the RS gets a plate, some indicators and a restriction kit to make it eligible to be ridden by learner riders.

But first, you’re probably curious about where on earth these bikes actually come from. And it should come as no surprise that they’re manufactured in China. Our Eastern comrades know what they’re doing when it comes to battery-powered bikes (and pretty much anything else battery-powered, too).

The RFNs are the work of Apollo.

They’ve been in the game since 2003, and they’re now in a position where they’re churning out a whopping 200,000 bikes and ATVs every year.

Introduced in 2022, RFN is its most recent creation, and having won a selection of design awards since then, things are looking bright for the fledgling electric bike brand.

34 ROAD TEST: RFN RALLY PRO TECH SPEC RFN Rally Pro

Price: £4495 Motor: Air-cooled Permanent Magnet Synchronous Motor, energy regeneration function, Direct drive, 420 chain with DX Power: 12.5kW (peak) Torque: 58Nm (@ motor) Battery: 74V / 2590Kwh, LG Premium 21700 lithium cells, removable, can be charged in bike or separately Charging: 2-3hrs with Quickcharge Function Frame: 6082 aluminum extruded, forged, CNC machined and steel frame Suspension: (F) Upside Down, 200mm travel, Fully adjustable (R) Mono-Shock, 74mm travel, adjustable Brakes: (F) 4-piston hydraulic disc, 210mm (R) 4-piston hydraulic disc, 210mm Ground clearance: 340mm Seat height: 860mm Weight: 68kg

They’re distributed in the UK by the team at Lincolnshire-based Urban Moto. They’re a great team, with a lot of experience in the motorcycle industry and plenty of knowledge of off-road ready electric bikes.

These kind of bikes have been their bread and butter for years now, and anything they don’t know about them probably isn’t worth knowing (and they’ve got an incredible cache of parts and accessories on hand, too).

Better yet, they actually ride them.

Head honcho Jamie Masterman actually ran a slightly customised RFN Rally in some proper Enduro events to see what they’re really made of.

There’s a lot more cool stuff in the pipeline, too, including talk of a new electric off-road centre which will offer punters the perfect chance to put them through their paces.

Now, it’s not my first time riding a bike like this. I’ve had a go on a wide range of learner-legal electric commuters, and I’ve even managed to get out for a blast on a small selection of battery-powered dirt bikes. That means I sort of knew what to expect.

I was ready for the swift, near instant acceleration; I knew it’d be incredibly light and super agile; and I was sure I’d have a blast riding it.

I wasn’t wrong. The RFN Rally Pro is a brilliant bit of kit. It’s not quite the size of a full-size motocross/enduro machine, but with its 860mm seat height it’s bigger and more substantial than some of the other electric offroaders I’ve ridden. In fact, I reckon it’s about the perfect size – not too

tall to be intimidating and ungainly for shorter, less-experienced riders, but with enough ground clearance to barrel over all but the biggest of obstacles. The standing position’s pretty good, too. I’m a shade over 6ft with long limbs, and I felt perfectly comfortable up on the pegs and (mostly) in control.

One of the best things about the bike is how it delivers its power. With 12kW of peak power, 270Nm of torque at the rear wheel and a 55mph top speed, it’s easy to make seriously swift progress without breaking a sweat.

A heavy throttle hand might see you spinning the rear wheel in anything particularly loose, but a bit of finesse will see you right.

There are also four riding modes to help fine-tune your ride, including both a Reverse and a Rocket button which allows you to access all of the power available for a short time. Pretty cool. Of course, the faster you ride, the quicker you’ll drain the battery. The maximum range is claimed to be 100 miles, although that’s at a consistent speed of 12.5mph, so chances are you’ll be lucky to manage half of that.

Then again, I spent a couple of hours belting around in the dirt and there was still life left in the model tested.

Essentially, I was out of puff before the bike was. It’s easy enough to charge up, too, and will take two-three hours using the Quickcharge Fuction. Or if you’re so inclined you could splash out for a second battery to swap in if you need to be able to do more miles in a single sitting.

It stops very well, with its mountain bike-style brakes offering plenty of bite, and enough feel to ensure you won’t lock the wheels without serious intent. The suspension’s up to the job, too, proving itself more than capable of munching bumps and lumps with absolute ease. The USD front forks are particularly impressive, offering

ROAD TEST: RFN RALLY PRO 35

The custom enduro one The team at RFN UK have been playing about with the standard Rally model to make it even more capable in the dirt. That includes sticking the front end from a KTM 85cc MX bike and putting it to the test in some hardcore Enduro events. In practice, it makes a great bike even better.

an ample 200mm of travel and full adjustment, while the monoshock at the rear offers a more meagre 74mm of travel (and a bit of adjustment).

Ultimately, If you’re into diving around in the dirt and you’re after something a bit different, then the RFN is well worth your attention.

I reckon it’d suit all sorts of riders, too. I’m no expert off-roader, but I’ve done a fair bit of trail riding , and I felt extremely comfortable pushing it hard and seeing what it was made of. I had a ball, and I expect that someone more capable than me would have just as much (if not even more) fun.

Tracks are shutting left, right and centre. Trails are being closed across the country. People who don’t appreciate or understand the sounds, smells and sights of off-road bikes doing their thing are doing their best

to stifle our fun. And as frustrating as it is, you can sort of see their point.

Not all of us fancy having our rural idyll disturbed by the sound of a twostroke crosser being thrashed to the redline. Thankfully, there might be a solution right in front of us. Electric.

That’s where bikes like this seriously cool RFN Rally Pro could come into their own. They're near silent, nearly as capable as the ‘real thing’, and are a hoot to ride. Okay, so with a £4495 price tag it’s by no means a cheap bit of kit (and you could get a lot of used bike for that sort of money), but in my mind the super-stylish 68kg, 55mph off-road nipper is worth every penny.

Plus, there’s an 18-month parts and labour warranty as standard, so if anything does go wrong, you’ll be well looked after. Go and try one. You won’t be disappointed.

The other one As if the RFN wasn’t enough, the same team also look after distribution of the Talaria Sting R. It’s a very similar proposition to the Rally, powered by a 60V 38Ah lithiumion battery which can be swapped out in seconds and available as a full power 8kW off-roader, or an 3.5kW AM licence restricted ‘moped’. We got the chance to take one for a spin, too, and will be bringing you our full thoughts on the more discreetlystyled beast in a future issue.

“Not all of us fancy having our rural idyll disturbed by the sound of a two-stroke crosser...”

The road-legal one There’s a restricted 4kW version which you can ride on the road, too. Other than being limited to 28mph to make it eligible for CBT-holding 16-year-olds, the RFN RS is much the same as the Rally, but it also comes with all the extra gubbins necessary to make it road legal. It’s brilliant round town – quick off the line and agile. Plus you can use it to explore green lanes, too.

36 LAUNCH RIDE: YAMAHA YZF-R125 AND MT125

LAUNCH RIDE: YAMAHA YZF-R125 AND MT125 37

YOUNG

GUNS Yamaha’s pair of sporty learner legal rides seem to get better and better every year. We sent Chris Moss out to see what’s what.

WORDS: Chris Moss PHOTOS: Yamaha Europe The early days of biking life are some of the most important. Ideally, you want a good start riding something that’s easy to ride and live with, stylish, safe, and with a fair bit of excitement. After riding Yamaha’s new YZF-R125 and MT125 in and around Barcelona, I’d say all those needs are met perfectly by the new 125s. Add a great big dollop of fun factor to top all those key virtues, and you’ve got a package that had me envious of any rider starting out in the wonderful world of motorcycling on either of these two little gems.

The press launch of the two bikes started with a run out of the city chaos on the sportier of the two bikes. Perhaps unsurprisingly, the YZF-R125 (which we’ll abbreviate to R125 from now on) warrants plenty of praise even before I fire it up. Its sleek all-new R7-inspired bodywork and LED headlight give it a racy, head-turning style, with excellent build quality completing the classy, expensive look. Once underway, armed with its lightness and compact dimensions, the Yamaha carves through congested traffic in an easy, almost automated fashion. Better still though, the 125’s engine, limited by law to a maximum power output of just 15bhp, has remarkable levels of torque to help it pull bigger gears keenly and cleanly to give decent levels of acceleration. Of course it helps to spin it harder to match the pace of other vehicles at times, but it’s a bonus knowing it’s not always going to be a case of high revs and excess noise when you’re trying to keep up. The welcome flexibility can be attributed to the motor’s VVA (variable valve actuation system).

Effectively using two different profile inlet cams to give alternative lift to best suit both low and higher rpm running, the solenoid-actuated arrangement makes the switch between the two at 7400rpm give an undetectable, seamless torque increase as the throttle is opened. It makes the engine feel as though it has a bigger capacity.

Once out of town with bigger figures displayed on the attractive new 5-inch colour TFT dash, the R125 gets up to 60mph briskly enough and

can eventually near 80mph with a bit of patience. That’s a quality you need more and more of once you’ve reached these higher speeds, with the ability to overtake traffic more swiftly, reducing as the ultimate pace gets closer. Along routes like the excellent twisting and undulating backroads in the hills above Barcelona, you must ride with plenty of anticipation and planning to deal with overtaking traffic well. When the route ahead is empty, as it often is, fuller commitment is just important to make good progress. Getting the very best out of the Yamaha requires well-timed gear changes, picking the best lines, braking points, and apexes.

If you want to attain and retain speed, you need to earn it! But it’s a very rewarding technique and certainly one you can transfer to any other bike and still feel the benefit.

Those valuable riding lessons became all the more crucial when we rode the R125 on track later in the day. Circuits like the short, very tight kart track we used really test the capabilities of the Yamaha’s chassis far more than any road ride can, but it copes superbly. All the key performance factors are in place.

Light and agile, flicking the steel Deltabox-framed bike through the seemingly relentless series of corners and chicanes is fast and easy. The planted front end gives accurate steering, so picking and holding a line poses little challenge, and with impressive suspension and strong braking power, getting the max from the bike feels really safe. Neither the 41mm inverted forks nor monoshock are adjustable, but with a good balance of support and compliance I wouldn’t have wanted to alter them even if they were. I wouldn’t have minded a bit more initial bite from the front brake but given the less experienced riders the 125’s aimed at, the current arrangement is arguably more appropriate. The standard fitment Michelin Pilot Street tyres deserve plenty of praise for their excellent grip and feedback, and not once did I trigger either the ABS or new traction control systems. Ground clearance is more than good enough to cope with fairly acute lean angles.

38 LAUNCH RIDE: YAMAHA YZF-R125 AND MT125

Yamaha MT125

I rode back to Barcelona on the other Yamaha on the press launch, the MT125. In essence, the same bike but without the fairing, and fitted with high bars, a smaller tank, and alternative bodywork, the MT initially feels significantly different to ride compared to the R125. The more upright riding position gives it a roomier and more relaxed feel, as well as the chance to boss it around with

Footrest height is designed to improve this, and I did feel a little cramped at times because of this, despite the handlebars being 10° more open on this new model. I think a younger, fitter rider wouldn’t complain though!

Helping progress appreciably at the circuit, the optional-fitment quickshifter makes gear changes much swifter and slicker, and even though it only aids the upward change, with the limited power on offer it’s still a bonus by letting you extract more from the engine.

The new YZF-R isn’t cheap at £5302 on the road but given its equipment level including the new traction control system and TFT dash, variable valve actuation system, as well as an overall high-quality build fit and finish, you can argue it offers good value. It’s certainly very affordable via PCP, with only 36 monthly payments

less effort. The changes alter the character of the MT quite substantially, making it feel even more fun. Okay, so there’s less wind protection, but it’s not really fast enough for that to be problematic, even along the motorways we rode on. It’s very suited to town use and would make a brilliant commuter.

Engine and chassis performance are generally the same as the R125’s, and it costs £200 less.

£75 to pay after a deposit of £1042.50.

With claimed fuel consumption ranging from 100-125mpg, minimal wear on consumables, and reduced insurance premiums, running costs will also be very low. There’s also a limited range of official aftermarket accessories available including luggage, exhausts, heated grips, and suspension to boost practicality and performance.

I really enjoyed riding and trying to get the best out of the Yamaha.

Even though it’s not really designed for experienced riders like me, its toy-like agility and light weight made it an absolute cinch to ride, even on track. For the youngsters it’s primarily targeting, the new YZF-R125 is a truly great choice. I often wish I was a younger guy for various reasons, and after riding this bike, I now have another one to add to the list!

TECH SPEC YZF-R125 (MT125)

Price: £5302 (£5102) Engine: 125cc liquid-cooled, 4v, sohc, single Maximum power: 15bhp (11kW) @ 10,000rpm Maximum torque: 8.5lb/ft (11.5Nm) @ 8,000rpm Frame: Steel Deltabox Suspension: (F) 41mm inverted telescopic forks, no adjustment (R) rising-rate monoshock, no adjustment Brakes: (F) 292mm single disc, twin-piston radial ABS caliper (R) 220mm disc, single-piston ABS caliper Tyres: (F) 100/80 x 17 (R) 140/70 x 17 Fuel tank: 11 litres (10 litres) Seat height: 820mm (810mm) Kerb weight: 144kg (142kg) Contact: www.yamaha-motor.eu/gb

FIRST RIDE: BENELLI TnT 125 41

There’s always been a healthy contingent of bikers who like belting about on smallwheeled, almost ’mini-bikes’. And that’s why Benelli decided to get in on the act, building on the success of Honda’s MSX125 by creating a funky little pocket-sized naked. Having admired its good looks and heard numerous tales of how much of a hoot it is to ride, understandably I jumped at the chance to try the new Benelli TnT 125 out for size for a month. Here’s how I got on.

WORDS: Chris Bailey PHOTOS: Gary Chapman

42 FIRST RIDE: BENELLI TnT 125

Benelli has been in the business since it opened its doors in 1911 in Italy, although it didn’t actually start producing its own bikes until 1919. Skip forward over 85 years and Benelli joined the Qianjiang group, the largest group in China for size and manufacturing capacity in the motorcycle field. The partnership has enabled Benelli to produce a range of great-looking bikes, ranging from 125cc up to more powerful 800cc beasts (with more on the way).

The Benelli TnT 125 is part of Benelli’s low-capacity bike stable.

The model I got was grey with black and yellow trim and it looked amazing. From any angle you look at the TnT you can’t escape how great it look. The front boasts four dipped LED headlights, as well as one large, powerful full beam. The display looks great, with a classic analogue rev counter next to a clear digital display, which at a glance will show you your fuel, the time, miles ridden and current speed. What I found odd was that whilst it has the regular green neutral light, the display seemed to have a boxed-out area where you would expect to see a gear indicator, yet inside the box it’s just a blank screen. Moving back to the handlebars, the mirrors come up and away a great distance from the handles, meaning it’s incredibly easy to get perfect visibility behind yourself with very little faffing about with them. Round the back of the bike, the brake light is high up and visible, being incorporated into the back of the seat, along with the indicators, and down the side of the bike we have two exhausts, which caused the little bike to make a deceptively loud and powerful rumble when you hit the ignition.

You may have heard bikes like this described as ‘monkey bikes’, which is a reference to the muchloved Honda Z Series. Due to the bike’s smaller stature, it was noticed that riders on them looked oversized, like monkeys riding a cycle – and the name has stuck for any ‘mini’ motorcycle. Okay, the TnT isn't quite as mini as the original Monkey, but it is compact. And yet I didn’t feel like a giant perched on a child’s bike. I felt comfortable and in control.

As soon as I set off I was surprised by how much power I had at the bottom end, the single-cylinder, 4-stroke, with four air-cooled valves and Benelli’s 125cc BMT series engine

TECH SPEC Benelli TnT 125

Price: £2399 Engine: 125cc BMT series twin spark Power: 8.2kW Transmission: 5 manual gears Suspension: (F) Upside-down forks (R) Swing arm with adjustable shock absorber Brakes: CBS, (F) 210mm Single disc with three-piston caliper (R) 190mm Single disc with single piston caliper Wheels/Tyres: (F) 120/70-ZR12 (R) 130/70-ZR12 Seat height: 780mm Weight (empty): 124kg Fuel tank: 7.2 litres Contact: www.motogb.co.uk

providing 8.2kW meant the bike would fly off the starting line, giving you speeds of up to 68mph on a flat with no headwind, although with a moderate breeze blowing directly at you that top speed quickly tops out at the 56mph mark. But that’s perfectly respectful for a bike which is primarily meant for zipping through towns and cities, as well as leaning round twisties.

The front brakes are made up of a 210mm disc with three-piston caliper and CBS linking with the 190mm disc with single piston caliper on the rear brake. For the first couple of hundred miles it felt like I had to push the brake lever down quite far for the brakes to start engaging. However, as I wore the TnT in, the braking quickly become a lot more responsive, the light weight of the bike combined with the welldesigned system meaning that the moment I noticed a hazard, the bike could be slowed down at various speeds in a safe and controlled way.

Considering, as mentioned, that the TnT’s main purpose is to get you around busy urban hubs, I was sceptical of how it would feel when I took it down some of Lincolnshire's

finest uneven roads. However, due to the 35mm diameter upside-down forks on the front end, and the swing arm with an adjustable shock absorber on the back end, the bike glided perfectly over pretty much every terrain I threw at it – which meant that on pretty much all road surfaces I felt absolutely confident about throwing the bike around as I took it round corners. And with an unladen weight of 124kg, you really could lean it effortlessly from side to side with zero difficulty which felt great. The only downside I found was that because of the bike’s smaller size, if I was leaning it around some corners on an incline I would occasionally hit the footpegs against the raised ground, which just led me to not leaning it quite as much

FIRST RIDE: BENELLI TnT 125 43

on uphill bends, but the footpegs fold up and then down again in such instances which made it not much of a bother at all. This great handling extends to town riding itself, and the nimble TnT is absolutely great at filtering between lanes and past traffic to get you where you need to be, with minimal time waiting for a large enough gap to slide into.

From the moment I saw the headlights I knew they’d provide great visibility at night, and I wasn’t mistaken in the slightest. The four powerful dipped beams lit up the unlit roads so perfectly that I rarely used full beam at all, and when I did it just shone that much brighter on the road.

The only issue I had with the Benelli TnT was that after riding it over long distances (especially in hot weather) the transmission would become a little less precise.

In lower gears I’d often be stuck in a situation where I would be in first trying to get into neutral, and

I couldn’t get the gear lever to shift gently enough to nudge it into neutral, as it would either feel completely solid against my foot, or I’d have to use enough pressure to use it to skip into second. I’m not particularly mechanically minded, though I’m sure there’s a straightforward enough fix for the issue – be it a change of fluids or a slight readjustment of the clutch cable.

Benelli tote the TnT as being at its finest when its nipping through city traffic and when having fun on twisty roads out of town, and I can’t disagree with that. It’s great at those things – though it’s by no means the quickest 125cc machine I've ridden. If you’re after a fun, funky and easy-to-ride learner legal bike, then this could very well be the right fit for you, though it’s definitely worth trying one out for size first, and seeing if you feel at home on the diminutive machine. And at a very reasonably priced £2399 it’s a lot easier on the pocket than a lot of other new 125cc bikes on the market.

SPECIALIST SPOTLIGHT 45

SPECIALIST SPOTLIGHT:

DR DOWNPIPE Getting your downpipes gleaming is no mean feat.

But this much-lauded British-made cleaner and a bit of elbow grease will see your bike’s pipes sparkling like they’re fresh from the showroom WORDS: Bob Pickett Like many great ideas and products, Necessity was the Mother of Invention for DrDownpipe. The starting point for the business came from long years of professional experience valeting used bikes Martin Cloke bought in for supply to the trade.

Increasingly dissatisfied with many of the cleaning solutions available and keenly aware some household items in regular use most definitely weren’t motorcycle friendly nor safe to use on motorcycles – many of these would cause damage to other components – Martin set out to develop the answer to the problem of filthy downpipes, one that wouldn’t damage chrome and adjacent paintwork, and was equally effective on polished stainless steel. After extensive testing and establishing regulatory compliance, the result was a biodegradable formulation branded DrDownpipe – The Exhaust Remedy.

The British-made product works by spraying on to cold downpipes and agitating with a lightweight scouring pad, repeating the process until the desired result is achieved, then thoroughly washing the downpipes.

So what’s in it? “We cannot reveal the formulation, but it is fully trademarked in the UK and fully biodegradable,” said Martin.

The need for an effective downpipe cleaner was evident. When DrDownpipe launched, it sold in a handful of local shops but demand rapidly outweighed supply and the company grew quickly, now serving many motorcycle shops in the UK and Ireland, J&S Accessories, Halfords Online and Amazon Prime. Now it is being distributed in Australia and last year over 10,000 units of the downpipe cleaner were sold worldwide.

And the company gives back, donating a percentage of sales from its matt paint cleaner to the British Biker Relief fund. The company also donates 10% of eBay sales to the Make-A-Wish foundation.

As Martin said: “It’s something that we like to do here at DrDownpipe because we represent the motorcycle industry and it’s only right to give back and make a positive contribution.”

The support and feedback from the motorcycle community has been a prime driver in DrDownpipe expanding from one cleaner to a whole range. Martin and the team at DrDownpipe would like to publicly thank the support of bikers in the UK for making this product such a success, adding: “Without bikers our brand and products are nothing and that’s speaking from the heart. We have not increased any of our prices even though many around us have.

We are happy to keep our margins small to give great value to our biker community. We are bikers and we are all about bikers.”

DrDownpipe now works alongside Ride DMC Motorcycles in Maidstone, a premier used motorcycle dealer.

Moving its distribution there has enabled DrDownpipe to be at the heart of the motorcycle community.

Ride DMC carries a large amount of used stock and if you are local to Maidstone it’s well worth a visit.

What does it cost?

The DrDownpipe Exhaust Pipe Cleaner is £16.99 for a 500ml bottle and cleaning pads. The company also makes a range of other bike cleaning products, waxes, polishes and lubes.

The latest edition to the range is a specialist Electric Bike cleaner (£13.99 for 500ml) which is completely acidfree and will not harm or corrode electrical components.

Tried & Tested My Kawasaki Vulcan S is seven years old. It is cleaned on a regular basis but aside from a wipe over with the same (admittedly excellent) cleaning products I use on the rest of the bike, the downpipes have never been treated to a decent, deeplevel clean.

And it shows. Their appearance badly lets down an otherwise tidy bike. So I was keen to try the DrDownpipe exhaust cleaner to see what it could do to rectify seven years of oversight.

As per the instructions, I sprayed the cleaner on the pipes and waited a minute before agitating with the cleaning pad provided.

Where the pipe joins the end can, it cleaned up very quickly.

But the rest of the pipe needed

a lot more work.

Multiple reapplications, a couple of pads, a massive amount of elbow grease (my hands hurt) and around an hour later, you can see the result.

Seven years of hard-baked dirt, grease and who knows what lifted away, revealing a shiny silver downpipe.

Think about how hot downpipes get during a ride, baking solid crust upon crust of dirt. And this bike has been ridden most days, year in and year out, for seven years, accumulating layer upon layer of detritus. Yet, with a lot of hard work, DrDownpipe did what it says on the label. That’s very, very impressive.

By adopting a regular cleaning regime, those pipes should stay shiny.

FOR MORE INFORMATION, VISIT: www.drdownpipe.com

46 COST-EFFECTIVE CLASSICS

Cost-effective

Classics

KAWASAKI VN900 A V twin cruiser without the hassle or salty price tag!

WORDS: Steve Cooper PHOTOS: Mortons Archive

COST-EFFECTIVE CLASSICS 47

Not everyone wants or needs out-and out-speed. For many sports bikes are simply too much and, if you’re not into transcontinental stuff, an adventure bike possibly isn’t what you’re after. There was a time when ‘factory custom’ bikes were the subject of ridicule, derision and mockery, but times and attitudes change, fortunately. If the laid-back style of a big cruiser appeals but you don’t want the price penalty of a Milwaukee motor, take a look at the Kawasaki VN900.

system is exquisitely engineered to look like a hard tail… the detailing just goes on and on. The more you look the more you see as the saying goes, and you begin to appreciate that this is not some hastily thrown together ‘make them cheap, bang them out fast’ motorcycle.

Where some manufacturers might have used the minimum of technology and sophistication on a ‘Harley clone’, Kawasaki went the opposite way. The top-end runs four

valves in each cylinder head actuated via a chain-driven cam. The motor is liquid cooled for efficiency and quietness; a pair of dual throttle fuel injectors fire in the juice; and there’s a belt final drive for ultimate transmission smoothness. The over bore/stroke square motor may ‘only’ offer some 50 horses at 5700rpm but there’s 52lb-ft of torque available at just 3700 revs, making the bike really easy to hustle – it’s more than capable of making decent progress!

Background

The VN900 owes its existence to a piece of American protectionist legislation.

Ronald Reagan’s 1980s administration slapped a 45% tariff on imported motorcycles over 700ccs in the naive expectation that it’d drastically effect Japanese sales – back in Japan the factories simply built 699cc versions of their old 750s! Initially the VN was sold as the VN700 until the tariff was rescinded in 1986 and the bike renamed Vulcan at the same time. From there a veritable raft of hugely successful VNs or Vulcans have been made by Kawasaki. Arguably it’s the V twins that are the ‘true’ VNs, but there’ve also been 400-650 parallel twins dropped into the range in some markets.

5 3

The bike

Arguably, the VN900 is the best of the bunch from the range and possibly the exemplar of the whole Metric Cruise scene if we’re being honest here. None of the genre are sylphlike wraiths but despite an all-up weight of 281 kilos it handles better than you might expect. If you feel its looks are somewhat subjective you’re probably looking in the wrong bazaar – the VN900 is bang on for the market place it’s sold into. Admittedly, some of the factory customs are on the wrong side of polite taste but this one rocks its looks. If there is such a thing as restrained taste within this scene it’s embodied here. These bikes are as much about styling as they are anything else and the bike is both beautifully detailed whilst remaining decidedly understated. The engine finning and cylinder head covers are a work of art; the tank, seat, rear guard would have been show winners a decade or so ago; the rear suspension

6

1

4

2

Faults and Foibles 1. FINAL DRIVE

The rear drive belt needs to be in A1 condition so bargain hard if it looks in the least bit worn. Transmission noise can come from improperly tensioned belts.

2. CHROME

It needs to be in tip-top condition to justify good money. Replating is now getting extremely expensive.

3. CHOICES & OPTIONS

5. CLUTCH

4. OIL PUMP

6. ELECTRICS

Kawasaki has offered several versions so gen up on which models had what and don’t pay too much for standard fitments!

Clicking from the engine could be a noisy oil pump. It’s a known but uncommon issue. If it’s affected, walk away.

Poor or noisy gear section may be due to improperly adjusted clutch and/or worn plates.

Alternator stators can fail; old batteries can cause charging issues; regulator/rectifier have been known to fail.

48 COST-EFFECTIVE CLASSICS Despite being a ‘faux chopper’, the bike handles well for its weight and size. Rider feedback is reassuringly positive in almost every aspect of ownership. If your benchmark for brakes is six-pot whatevers then you’re likely to be disappointed, but for a metric cruiser they are good.

Comfort is a relative concept but once again the Vulcan seems to come out well when set alongside its peers Home servicing is eminently possible which keeps ownership costs down, and riders report fuel consumption figures of some 60mpg when cruising on a steady throttle and motorway speeds. The later models are fitted with a 21-inch front wheel which some feel increases the ride stability, but that does not imply the earlier 16-inch wheel models were/are anything less than planted on the road.

Kawasaki doubtless made the appropriate changes to the frame’s geometries.

Metric Cruisers might be an acquired taste but sample a Vulcan and chances are you’ll be smitten – they really are rather good.

Lineage and Legacy

From the 1985 VN700 the V twin ran in 750 form until 2006 with numerous updates and revisions. A subtle growth in bore size delivered the 800 version which ran from 1995 -2006 before an increase in piston stroke produced the 900 here. 2002 saw the arrival of the long-awaited, big-capacity Vulcan in the guise of the VN1600, built to take on larger-capacity Harley Davidsons.

These were on sale from 2002-2008.

2004-2010 witnessed the arrival of the supposedly ultimate Vulcan 2000 which was quoted as delivering some 140+lb-ft of torque! It is the 900 that has remained on sale since in many markets.

Why you might want one now

Ultimately, riding bikes like the VN900 is an entirely different experience from a lot of what many might call mainstream motorcycling but that genuinely depends upon your perspective. If you fancy a change from the vanilla side of biking then a Metric Cruiser

like the VN900 is probably one of the best places to start. Hugely reliable, a proven design, reasonable mass/size for the genre and with a bucketload of torque. Stylish without being gauche; subtly understated yet not boring; rock-solid reliable and apparently timeless looks; there’s really little about a VN900 not to like.

Typical Prices

Later models from a dealer are in the £6200 to £8000 bracket so we’ll swerve these. Imports with NOVA paperwork in decent condition seem to start just north of £3000; topping out at around £4500 for something exceptional.

A lot of VNs are tricked out with accessories but that doesn’t mean the bike is necessarily worth more, so negotiate accordingly. There’re a fair number with dealers around £5500 on low mileage in excellent condition and that’s where we’d be looking. A cheeky sub 5k cash offer should see you cruising home in style.

Summary

The Kawasaki Vulcan VN900 is very probably the firm’s most rounded Metric Cruiser and quite possibly one of the best of its kind. With decent brakes, sufficient power and a high-end build quality, it easily outclassed some of its marketplace rivals.

“If you fancy a change from the vanilla side of biking then a Metric Cruiser like the VN900 is probably one of the best places to start.”

50 LONG-TERMER

LIVING WITH…

The Kymco DTX360 WORDS: Jonathan Schofield PHOTOS: Gary Chapman Well, you may have seen in a previous issue that Ross got to test the Kymco DT360X before I even got a look in. Editor privilege and all that jazz, but I was so happy when I was asked if I would pile the miles on and give you, the amazing reader, a blow-by-blow account of my loves and hates about this semi offroad capable scoot. The first thing I needed to do was wipe my memory clean of the DTX360’s big brother that I rode a few years ago, the AK550. It was, and is, a different beast altogether… this I need to start from scratch so to speak.

My first look at the DTX was in the storage unit just down the road from MoreBikes HQ. The shutters went up and there in front of me was a raft of sports bikes and touring machines that had me drooling with excitement, and off to one side was the Kymco. A little lacklustre in comparison to all these big bikes waiting to be given a good old thrashing by sister title ‘Fast Bikes’. But then I gave it a well-deserved second look.

Its design is bold but not too out there, with sharp angles and striking lines. And straightaway a seat that

looked like a double bed waiting to carry me away to comfort town.

The well-proportioned seating position and feetforward riding option instantly had me wanting to hit the road and cover some big miles. Oh, and when I did, I was happy, so happy. But first things first: the keyless ignition system. Now, it’s great when you know the three steps to starting it but when you’re an impatient nearly 50-year-old child with a new toy I was not really listening to what I was told. So, the scooter is started for me and I head off to the nearest fuel station to fill up and head out for my first test.

Could I remember the three easy steps to starting the Kymco DT360X? Could I buggery. Did I feel like a grade one muppet pushing the scooter out of the way of the mother and kids behind me at the pump? Yes, yes I did. Deep breath and recount the conversation not 10 minutes previously. Bingo, it dropped into my mind: the safe-cracking steps appeared and one press, one turn and brake lever in and press again and away we went. Phew.

Time to get on the road… The ride is brilliant.

The 360cc single-cylinder motor is punchy off the line, with enough top end to nip past traffic. It has a brilliant exhaust note, and the handling’s quick and responsive. The brakes have a lovely feel and it handles twisty roads better than most scooters it’s size – oh, and it even has a USB charging port in the glovebox.

I think I am going to like this machine. As much as I liked the BMW C350GT (my favourite scooter so far)...? Well, keep on picking up MoreBikes and over the next few months I will tell you how I get on. From how much shopping, to how far on a full tank before it dies and I’m walking. If you have any tests you’d like me to do or things you want to know then get in touch via the MoreBikes Facebook page.

LONG-TERMER 51

AXXIS Wolf DS Helmet

£149 / www.bickers-online.co.uk ‘Very comfortable, massive visor and top looks – just a little noiser than I’m used too.’

Spada Seeker Waterproof Textile Jacket

£169 / www.spadacolthing.co.uk “This is my go-to jacket. It does the lot, with two removable layers and all the protection you’d expect from a textile jacket.”

Armr Moto SHL225 Gloves

£24.99 / www.sportsbikeshop.co.uk “Super-affordable (and supecomfortable) three-season gloves that I’ve covered thousands of miles in over the past three years. They’re my goto choice.”

TCX Baja Mid Boots

£146 / www.nevis.uk.com “I love these boots. Stiff and supportive, but comfortable beyond words. The only gripe is that they’re a touch too warm for all-year use.”

Forcefield Back Protector

£159 / www.forcefieldbodyarmour.co.uk “I wouldn’t ride without it. I feel naked if I don’t have it on.

Well worth every single penny.”

Tucano Urbano Porto Jeans

£116.66 / tucanourbano.co.uk “Well-fitting, stylish and very, very comfortable – with wellhidden D30 armour. Bang on.”

CLASSIFIEDS ACCESSORIES

TRANSPORT

TYRES BRAKE LINES

CHROMING

NUT & BOLTS WEB WATCH

Selling your bike is

Classified FREE for private readers

For Sale

AJS Cadwell, 2018, lightweight, 125cc single cylinder, showroom condition, with less than 600 miles from new, MoT to July 2024, photos and V5C available, £2190 Tel. 01723 372219.

BSA Shooting Star, 1958, metallic grey paintwork, touring trim with topbox, panniers, Akront alloy wheels, Avons, starts easily, ready to ride, photos available, V5C, free delivery arranged, £5950 Tel. 01723 372219. Yorkshire.

BSA Golden Flash, 191, metallic grey with full fairing, topbox, panniers, crashbars, T/L/S brake, well presented ready to ride, V5C, photos available, new battery, alloy rims, free delivery arranged, £5950 Tel. 01723 372219. North Yorkshire.

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

HARLEY-DAVIDSON low rider, 2017 not yet run in many extras, long MoT, immaculate, a good honest bike with no faults, £7500. Tel. 07988 149448.

BSA B40 Trials, C15 frame, forks, Bantam wheels, Alloy B40FSS motor, B44 exhaust, alloy tank, V5C, not used for several years so will need recommissioning, £1995 ovno Tel. Steve 07460 348994. West Mids.

HONDA ST1100 Pan European x 2, project bikes, one was my own bike, it is an Anniversary model recent-ish rear shock, the second bought as backup/ spares, both partially stripped, good for build up, use, spares, etc, sell for £500 each or £800 the pair or swap for Japanese electric start 4-stroke road legal on/off road bike 200cc to 400cc or Japanese 2-stroke on/off road bike 125cc to 250cc Tel. 07474 128407.

HONDA NC750S, 2016, 5200 miles, DCT, excellent condition, one previous owner, MoT, centre stand, kept in garage, £3900 ono Tel. 01797 320434. Kent.

HONDA CM200T, 1980, runs ok, minor work to finish, good exhausts, wheels, not original include boxes of CD/CM spares, eg seat, clocks etc, space needed, £695 ovno Tel. 01787 479063. East Essex.

HONDA VFR1200F 11 reg, 31,000 miles, good condition, regularly serviced, full pannier kit, £4500 Tel. Geoff 07779 304589. Stockport Email. lyn. dutton@gmail.com

KAWASAKI ZRX1200S, 2001 bike, 16,300 miles, pretty much in vgc, MoT May 2024 and oil/ filter change last month, bought 2 years ago as a second bike, 500 miles in 2 years, £4250 Tel. 07758 354023.

KAWASAKI Z200, 1982, t&t free, 9300 miles from new, two previous owners, original silencer, reasonable condition, starts well and runs nicely, new battery, recently serviced, £850 Tel. 07779 068009.

SYM Joymax 2022, 22 reg, 278cc, metallic blue maxi scooter, selling because bought 5th new Sym scooter, showroom condition, 1900 miles, only 88mpg, big storage, big comfy maxi scooter £3750 ono Tel. 07784 499299. Yorkshire.

SINGLE MOTORCYCLE trailer, engineer built, solid & tows great include ramp spare wheel, lightboard & safety chain, plus straps free, £190 Tel. 01743 860362. Shropshire.

KAWASAKI H1B, the H1B was the second model of the 500cc two stroke triple, benefiting from the addition of a disc front brake and slightly more stable handling, this bike was imported from the US in the 1990s and is largely original, last used about a year ago would now benefit from mild recommissioning, V5 available, reg as a historic vehicle, £7500 Tel. 01749 675410.

KEEWAY EZI-Mini electric moped, registered 2022, no tax, range approx 20 miles on charge, battery chargeable on board or easily removed, as new condition just over 300 miles done over past 15 months, max speed 28mph, great fun little bike, offers around £1000, cost new £1600 Tel. 07530 282135.

SUZUKI GSXR750WN, 1992, watercooled, 30,000 miles, well maintained, but could do with a service, good tyres, original condition, MoT, bargain, spares or repair, vinyl wrapped, full fairing included, £1100 ono Tel. 07922 825646. West Sussex.

TRIUMPH Bonneville, 900cc, Street Twin October 2020, immaculate condition, 2000 miles, £6500 Tel. Steve 07721 056668. Mansfield.

Choose one of the following methods:

1 ONLINE www.morebikes.co.uk 2 EMAIL freeads@morebikes.co.uk 3 POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR

Wanted

YAMAHA RS200, 1980, single carb version of the RD200, complete engine rebuild with all new components, full suspension refurb, new spokes and tyres, full fresh paintwork, Patina left on the chrome for style, MoT & V5 present, open to sensible offers, £2000 Tel. 07534 784821.

Parts For Sale

SUZUKI T350 Cafe Racer, fitted with Rickman half fairing, Ace bars, rearsets & expansion pipes, all modifications can be easily reversed & most of the original parts are available, the T350 is quite a rare model, based on the T250 with larger bore & bigger carbs producing 39Hp, last running just over a year ago registered as a historic vehicle with V5, £3500 Tel. 01749 675410.

MZ 660 Skorpion Sport, 1997, new Rad, new tyres, new chain, new sprockets, 11,000 miles, nice tidy bike, rides well, MoT, £3175 ono Tel. 01925 656312.

Cheshire.

SUZUKI PE175N, 1978, historic vehicle, very good original condition, low mileage, runs well, alloy tank, new plastics, spare rear shocks and original parts catalogue Tel. Tony 07928 851541. Croydon.

SUZUKI Burgman, 2015, 15 reg, 400cc, one owner, 19,500 miles, fsh, recent tyres, belt rollers at 16,000, new belt, nice condition, dark grey, Givi box, £1999. Tel. 07784 499299.

TRIUMPH Sprint ST, 2007, owned for 16 years, 52,000 miles, in blue, panniers, heated grips, Wilbur rear shock, fsh, new Michelin Road 6 tyres, £2200.

Tel. 07860 177486. Powys.

TRIUMPH Legend, 1999, very good condition, new tyres, new MoT, all fluids and oils recently replaced, £4200 Tel. 07763 343113. South West Scotland.

TRIUMPH Bonneville T120R, 650cc, 1970, matching frame and engine number, vgc, good runner, no oil leaks or rattles, ring for more details, £7095 ono Tel. 07887 674467. Hants.

VELOCETTE Valiant, 1961, 200cc, V5 buff log book, will need recommission, 99% original, £3000 ono Tel. Roy 01302 340181. South Yorkshire.

YAMAHA Fazer 800 ABS, LD13WPE, 2013, 7724 miles, on Sorn, new battery, tyres 300 miles, £4500 Tel. 01584 823594.

BSA Bantam gear change lever, no damage, £15. Tel. 01299 266565.

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

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

Hornchurch.

HONDA Blackbird, Givi wingrack 45L topbox, 36L panniers, c/w indicators and keys, one internal clip broken, otherwise perfect in shiny anthracite, go touring while weather holds, £150. Tel. 07977 842506. Cumbria.

KAWASAKI Z200 clocks, tail light, side panel, Z200 manual also Z250 clutch kit, new with all plates and Suzuki RF600 fuel tap as well, other Kawasaki Z manuals Tel. 07425 716876.

West Yorkshire.

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

Hornchurch.

TRIUMPH Tiger Cub spares: petrol tank, Ali clutch cover, Zenith carb, new glass headlight, rear shocks, tappet covers, rechromed tank badges and collets for shocks, some cables, two stanchion legs, 6 volt coil, distributors, new petrol cap, offers Tel. 01253 736245.

AJS Model 30, 1957, wanted Amal monobloc carburettor number 376-78, no autojumble rubbish Tel. 01302 841050.

South Yorkshire.

HONDA Helix CN250 twist & go wanted, good runner or second hand engine, good price for good engine Tel. 07905 796557.

Northants.

WANTED JACKETS, D. Lewis Lightning race gloves 806 and Belstaff trailmaster, 1960s-70s, size 38”-40”, helmet stickers A.C.U., KNMV 1970s F.I.M. medallion, USA mag ads Suzuki 1967, Honda 1966, + 3 UK ads, 1968, £8 Tel. 01277 200530.

Miscellaneous CRIVIT Open Face motorcycle helmet, visor, grey, size L, £20.

Crivit motorcycle gloves, black, XL knuckle protection, £12.

Tuzo motorcycle gloves, black, L knuckle protection, £12 all as new condition Tel. 01299 266565.

EVERSURE car ramps, pair of, no damage, dry stored, £25. Tel. 01299 266565. Worcs.

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

MOULTON standard bicycle, 1960, maroon, 3 speed Sturmey Archer gears, 16” wheels, all complete, dry stored, £75. Tel. 01299 266565. Worcs.

OXFORD Bone Dry gents motorcycle jacket, size XL, black/ blue detachable thermal lining, armoured elbow, shoulders, back pad, as new condition, £35. Tel. 01299 266565. Worcs.

PITMAN Book of The Royal Enfield, by W.C Haycraft, well used, readable, slightly tatty, £7, collect or plus postage Tel. 01299 266565.