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Honda’s VFR400, Triumph’s Daytona 675 and Suzuki’s GSX-R1000 put to the test. The lads from Fast Bikes fight over who’s picked the best sub-£4k sportbike

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2 KNOWLEDGE

EURO 5. THE FACTS.

If you've got your finger on the pulse of what's happening in the motorcycle industry, you'll have no doubt noticed the gradual increase in news about the incoming Euro 5 regulations. But what actually is Euro 5? When does it come into force?

The good news is that, as a punter, you don't really need to worry about it. In fact, you might even be able to bag a bargain on a new-ish bike if you're ready to buy at the right time.

The latest regulation aims reduce emissions and help the environment, but thankfully, it only applies to new motorcycles. If you've been paying close attention, you'll have noticed that most of the big manufacturers have already released a handful of Euro 5 compliant machines. That's because phased implementation began back on January 1 of this year.

But if you're in the market for a new bike, you might have a few questions about what the new legislation actually means.

Here's what you need to know.

BARGAIN HUNTING Some manufacturers have been quite crafty when it comes to implementing Euro 5 regulations across their ranges. Quite a few have got round the first phase of implementation, as their bikes were type approved before the end of 2019 – meaning they could still legally sell new Euro 4 bikes in 2020.

But that does also mean there’s going to be a good selection of brand new, but Euro 4 compliant bikes sat in dealers up and down the country. What's going to happen to the ones that are left?

Manufacturers and dealers with non-Euro 5 compliant new stock will have to do something before the turn of the year. There're a couple of obvious options.

They could knock some cash off the price of the bikes in an effort to get them sold before the end of the year.

Alternatively, they could register the Euro 4 bikes to themselves and then sell them as ex-demo or used bikes. Either way, there’s a chance a lot of money could be lost by any manufacturer or dealer who finds themselves on the wrong side of the situation.

Admittedly, it’s unlikely that too many manufacturers or retailers will be caught out by the changes. But either way, there is still a very good chance that you might be able to bag yourself a zero miles biking bargain come the end of this year (and even the start of next).

WHAT IS EURO 5 AGAIN?

Euro 5 is a set of rules which manufacturers have to abide by to sell their products in the EU (and the European Free Trade Area). Surprise, surprise – it follows on from the Euro 4 regulations which came into force a few years ago.

Basically, from the first day of 2020, every new type-approved motorcycle and moped sold in the EU (and EFTA) had to meet the new Euro 5 standard. It's all about reducing emissions and making bikes cleaner and more efficient.

It's not an easy job for manufacturers, though. There's no set way to meet the new emissions standards, and the regulations don't tell manufacturers how to achieve the latest set of lower levels of allowable emissions. But that doesn't have to be a bad thing.

Each time a new standard is introduced, manufacturers are forced to think outside the box and innovate in order to maintain power output whilst reducing emissions. A nice example is Kawasaki's range of supercharged Euro 4 machines.

But back to Euro 5. There are four

different types of exhaust emissions included in the new legislation.

That's one more than Euro 4. The three common measures are carbon monoxide, total hydrocarbons and nitrogen oxide. But Euro 5 gets an additional measure: non-methane hydrocarbons.

Getting into specifics, Euro 4 regulations legislated that a motorcycle should emit no more than 1140mg/km of carbon monoxide.

For Euro 5 that drops to a maximum

MY BIKE’S NOT EURO 5 COMPLIANT. WHAT DO I DO? Nothing. It's not a problem. Not for you anyway.

The legislation only covers the sale of brand new motorcycles, and then it’s only if they’re sold after December 31, 2020. Unless you’re looking at

buying a new bike, there's nothing to worry about.

And even then, it doesn't make a huge amount of difference unless you’re desperate to do your bit for the environment.

of just 1000mg/km. The old limit for total hydrocarbons was 170mg/km, but that drops down to just 100mg/ km. The limit for nitrogen oxide was 90mg/km, but that's down to 60mg/ km. And the newest emissions rules allow for a maximum of 68mg/km of non-methane hydrocarbons.

mean manfacturers can't sell Euro 4 versions of its new machines. If the type approval was already in place, then they can crack on like nothing's happening. But that's not going to last for much longer.

WHAT HAPPENED ON JANUARY 1, 2020?

January 1, 2021 is the big date when it comes to Euro 5. But as we've said before, it's nothing much to worry about. The manufactuers and dealers have got to do all the legwork to do, consumers can just crack on as normal.

From the the first day of next year, every brand new motorcycle sold in the UK will have to be Euro 5 compliant. Even if it's a model that's been in production for decades and was perfectly legal to be sold a couple of days earlier in 2020.

This means you could walk into a dealership on December 28 and buy a brand new Euro 4 compliant motorcycle without a problem. But a few days later, after New Year, the dealer would no longer be allowed to sell you the bike as a new model.

That's not necessarily a problem for punters, but for dealers it's another story. It's not unlikely that there will be a load of new/used stock still to off-load, which could mean you may be able to bag a bargain on a boxfresh bike for the new year.

From January 1 any new motorcycle seeking type approval (to be sold in the EU or EFTA) had to meet or exceed the new Euro 5 emissions standards. That's it.

Type approval – or European Whole Vehicle Type Approval to give it its full title – is a set of widespread standards that a motorcycle must meet or exceed for it to be legally sold in the EU and EFTA. It's not just about emissions, however. Gaining type approval means complying with rules on noise levels, meeting compulsory requirements for advanced braking systems (for certain category machine), anti-tampering devices, and more. From January 1, 2020, if a manufacturer wanted type approval for a brand spanking new model that was intended to be sold in Europe and the EFTA, it'd have to be Euro 5 compliant. In addition to meeting the many other existing criteria. Interestingly, it doesn't

AND WHAT CHANGES ON JANUARY 1, 2021?

NEWS 3

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The Trident Returns

Triumph reveals new middleweight roadster

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Honda’s CB125F tops the charts for July Triumph’s just revealed a design prototype for a brand new bike – and it’s a contemporary take on the firm’s much-loved Trident.

The result of a four-year development programme at Triumph’s UK HQ, the new Trident is being touted as the perfect entry point into the factory’s Triple roadster line-up. That means it’s going to be a bit more affordable, too.

Built around a punchy triple cylinder motor, the stripped back machine is surely hoping to give Yamaha’s ubiquitous MT-07 a run for its money.

For now Triumph’s not releasing any official numbers for the new Trident, but they have said it’ll be A2 compliant, which suggests that it’ll offer similar figures to the 660cc Street Triple S. That’ll kick out 47bhp as standard, but can also be derestricted to offer 93bhp. That’ll do.

From what we can see, the styling’s sharp, too. There’s a shade of the late 90s Trident, and a bit of early

There’s a new king of motorcycle sales in the UK: Honda’s CB125F. Last month it was Royal Enfield’s Interceptor 650 which took the top spot, but this month it’s been overtaken by Honda’s CB125F, of which 233 units were sold in July.

Honda’s had a good month all round, with its PCX 125 topping the scooter sales charts too – with a total of 458 heading out of dealers’ doors.

00s Speed Triple, too. No new yet on pricing ahead of its 2021 launch date, but we reckon it’ll come in somewhere around the £7,500 mark, which would put it in direct competition with a wide range of middleweight nakeds from some of the biggest names in the game. Will it stand up? We won’t have to wait too much longer to find out.

Speaking about the bike, Steve Sargent, Triumph’s Chief Product Officer, said: ‘’The Trident design prototype marks the beginning of an exciting new chapter for Triumph, where the brief was all about fun, from the look to the ride. With its pure minimalist form, clean lines, Triumph design DNA and more than a hint of our Speed Triple’s muscular poise, this gives the first exciting glimpse at the full Trident story to come.

Ultimately our aim was to bring a new take on character and style, alongside the accessible easy handling and quality Triumph is known for – at a price that’s really competitive.’’

Massive surge in new motorcycle sales

BMW reveals maintenance-free M Endurance chain That’s right. BMW’s come up with a new chain that needs as little maintenance and lubrication as a shaft drive.

BMW’s a big fan of lowmaintenance drivetrains. It’s used shaft drive across its

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

range for years – and now it’s developed a new chain using industrial diamond.

Traditionally, a motorcycle requires constant maintenance.

It must be kept clean, greased correctly, checked periodically and adjusted if there’s too much ‘play’. And eventually, it’s going to need replacing. BMW reckons it’s come up with a solution to end all that.

The M Endurance chain is equipped with permanent lubricant, as the rollers are coated with amorphous tetrahedral carbon (ta-C). Also known as industrial diamond, the coating does not wear out.

That’s not all. The coating also offers a drastically reduced coefficient of friction, which the

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

German factory reckons will make routine maintenance pretty much unnecessary.

That’s a big deal.

At the minute it’s available

Group Advertising Manager Sue Keily Divisional Advertising Manager Tom Lee Advertising Simon Meyer 01507 529310 and Billy Manning 01507 529414 Advertising deadline for November issue October 1, 2020 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529

with 525 wheelbase for the S 1000 RR and S 1000 XR for an extra £100. But chances are it’ll soon be available across a range of BMW’s bikes.

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According to latest numbers released by the Motor Cycle Industry Association (MCIA), July was a good time for dealers, with bike sales up a massive 37.9 per cent compared to the same month last year. And if you take into account the rest of the two-wheel market, overall sales increased by a total of 41.9 per cent.

It’s possible that the surge in sales is partially a result of the Government encouraging commuters to avoid transport during the ongoing coronavirus pandemic.

And the MCIA’s been proactive too, with its recently launched #UnlockYourFreedom campaign.

It seems to be having a positive effect on the industry though, with the MCIA reporting that it’s noted ‘record levels of first-time riders taking their CBT training, a course that gives access to commuter-friendly 125cc petrol or 11Kw electric scooters and motorcycles.’

MB recommends bikesafe.co.uk

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4 NEWS

A nod from the Editor More of the good stuff you love

Honda’s CB500 range gets an update for 2021 Euro 5 compliant, A2 licence CB500X, CB500F and CBR500R revealed

Ross Mowbray

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A change is as good as a rest ❯❯ The best biking content from the biggest names in the game

I

t's been another busy month at MoreBikes. As you know, we've recently overhauled the website, launched a new app for smartphones and tablets, and now we've given the paper a bit of a shakeup too.

It's all been about making sure we're bringing you the very best biking content we can – and moving forward that's going to mean these pages are packed with handpicked content from some of the biggest motorcycle (and scooter) magazines in the game.

We want to be a proper one-stop shop. We want you to be able to walk into your local dealer, pick up a copy and, if you've got even a passing interest in things with two wheels and an engine, find something that tickles your fancy. No big egos or prejudice, just top-quality content from right across the biking spectrum. For free. Sounds good, doesn't it? That's because it is.

This month the lads from Fast Bikes have been seeing what four grand will get you if going fast is your thing.

Motorcycle Sport and Leisure has been putting Indian's FTR1200S and Ducati's 1200S through their paces in a head-to-head battle, and Classic Bike Guide has been getting intimate with Yamaha's iconic XT500. Oh, and there's a detailed look at Suzuki's full fat flying machine, the Hayabusa, from the good folks over at Classic Motorcyle Mechanics. Not bad, right? Get used to it, there's plenty more still to come. And that's in addition to all the other good stuff you're used to getting. You'll be pleased to hear there's still plenty of space for the latest news, reviews and buying advice.

In the spirit of variety, I've been hooning around on a Vespa this month. A GTS 300 Super Racing Sixties. It's not my usual choice of ride by any means, but I've loved every second. It looks great, handles remarkably well, is good for 90mph, and has enough storage under its seat for me to leave the rucksack at home.

I'll tell you about it in more detail next month, but for now, enjoy the paper and ride safe.

Editor

We’re going to be hearing a lot about Euro 5 overr the coming months. Some manufacturers have been n ahead of the curve, releasing compliant bikes last year, but for 2021 they’ve got no choice. That’s why Honda’s decided it’s time to update its much loved CB500 range.

It overhauled them last year, so there’s not a mass of changes for 2021, aside from the obvious engine and emissions improvements.

Honda’s adventure-leaning CB500X is the best-selling of the trio. First released eight years ago, it was given an update back in 2016, before being given a proper re-design last year to improve the design, frame and engine – alongside its two A2 licence siblings.

Away from Euro 5 compliance, the big news for the 2021 Honda CB500X is that it’ll get a red rear subframe, a bit like the latest Africa Twin. It’ll also be available in three new colour schemes: Grand Prix Red, Matt Gunpowder Black Metallic and Pearl Metalloid White.

Honda’s commuter-oriented CB500F is essentially the same bike as the X – it gets different bodywork, a different seat-tail assembly, lower handlebars and a 17-inch front wheel with Michelin Road 5 tyres. It’s a fraction lighter too. Again, the big changes for 2021 are the introduction of two new colour schemes: Caribbean Blue Sea Candy Blue and Moon Glow Candy Yellow.

Honda’s CBR600RR gets the HRC treatment

Finally, there’s the sportiest of the three – Honda’s CBR500R. The chassis, engine and equipment are all the same as the CB500F, but the R gets a bit more punch in the upper regions of its revs. That’s about it. Oh, and it gets a set of Dunlop Sportmax D222 tyres. There’re new graphics for 2021 too: Axis Matte Metallic Grey, Grand Prix Red and Pearl Metalloid White.

Alongside its new CBR600RR, Honda’s revealed a limited edition HRC version of the middleweight sportbike – and it’s ready to race.

Although we were disappointed to hear that Honda’s new CBR600RR won’t be coming to Europe for 2021, there’s still hope. The factory’s just revealed a special edition of the firebreathing middleweight. Developed by the HRC race department, the track-ready CBR600RR gets a new ECU, a larger radiator, a new exhaust, larger brake discs and a different suspension set up – and sheds a bit of weight by losing the mirrors, lights and numberplate. We don’t know for sure that it’ll make it over here, but it does mean the door’s not shut. Yet.

BMW’s single-unit CARBON frame and swingarm BMW has filed a design patent for a new carbon fibre chassis, which sees the frame and swingarm constructed as a single unit.

Carbon fibre frames are nothing new, nor are carbon fibre swingarms, but BMW taking things one step further, filing a patent which integrates the two together. Unlike a conventional set up, there’s no structural separation between the frame and swingarm.

Carbon fibre’s the perfect material for this innovation. The material can be constructed to be extremely strong and stiff in one direction, while remaining flexible in the other direction.

This is particularly important for the swingarm, which needs both lateral rigidity and vertical

flexibility. At this stage, the patent appears to be purely theoretical, so it’s likely we’ll have to wait to see a fixed carbon frame and swingarm.

Regardless, it’s an interesting development which shows that BMW’s looking to innovate.

This is BMW’s HP4 RACE. It was the first production bike to have a fully carbon chassis and rims. Chances are the new frame and swingarm will be for this.

Is Yamaha working on a Ténéré 300?

In a recent interview Yamaha’s Product Communications Manager Fabrizio Corsi let slip that there’s potential for a baby Ténéré to go into production.

He said: “It’s hard to talk about future models. Yamaha presented the 700, it already had the 1200 in its range, it is clear that we are attentive to what the market will ask.

“Recently, products like those from BMW and KTM have arrived that have attracted attention in this segment.

It is obvious that if there is a demand from our customers we will be ready to satisfy it.”

Like we said, there’s nothing particularly solid to go on there.

The “if there is demand” answer is vague enough to avoid any kind of expectation. But you’d think that there’d be plenty of demand – particularly in Asia, where the Japanese factory is already preparing to release scaled-down versions of its Tracer and XSR. We’ll have to sit tight for more information, but we’ll be keeping our fingers crossed in the meantime.

ADVERTISING FEATURE 5

BRINGING AIRBAGS TO THE MASSES The British brand is democratising the next step in safety gear, with a new range of integrated airbag jackets starting from as little as £399.99.

RST

has joined the airbag revolution for 2020, with a range of integrated airbag jackets and a race suit.

But it’s doing things a little bit differently to the other big names in the game. Instead of developing its own technology from the ground up, RST has adopted the tried and tested airbag from French brand In&Motion. It’s a data-driven system, which triggers the airbag in a fraction of a second if the onboard sensors detect a ‘crash scenario’. Here’s everything you need to know about the latest innovation in biker safety from the British brand.

THE AIRBAG

AN AIRBAG FOR EVERY OCCASION

AVAILABLE NOW

These four bits of kit all pack a punch in terms of comfort, protection and features even without the addition of an airbag. But that's exactly what they get – helping to keep you even safer should you end up trading blows with the Tarmac.

ADVENTURE-X JACKET

RST’s Pro Series Adventure-X Jacket has been £499.99 overhauled with input from Dakar Rally racer (and top bloke) Mick Extance. It gets an innovative X-Liner, a quilted thermal liner and the SinAqua waterproof membrane in a single layer. Constructed from a MaxTex high denier outer and ballistic textile overlays in impact areas, it gets a mesh lining, multiple chest vents, and top level back, shoulder and elbow protection.

GT LEATHER JACKET

For the leather lovers out there, this is the one for you.

Simple and stylish with a focus on comfort, the GT has been made from high-quality cowhide and comes fitted with a 3D mesh lining (coupled with in-panel perforations). For protection it gets Level 2 armour and external shoulder sliders.

£499.99

GT TEXTILE JACKET

This is the cheapest jacket in the range, but rest £399.99 assured there’s been no skimping on quality.

Constructed from HTC abrasion resistant fabric, the GT textile jacket gets a SinAqua waterproof membrane, a full-length removable thermal lining and adjustable vents. Most importantly, it gets a full set of Level 2 armour.

V4.1 RACE SUIT

Developed for the racetrack and tested by some of the biggest names in the game, RST’s looking to bring £899.99 airbag techology to the sportbike riding masses with its new V4.1 one-piece leather suit. Constructed from highquality kangaroo leather and cowhide, it’s also fitted with a full suite of armour.

Non-airbag versions also available

WWW.RST-MOTO.COM

For the airbag bit, RST’s partnered with French brand In&Motion. But unlike some of the competition, it’s doing things a bit differently by integrating the system directly into a range of jackets and a race suit which have been overhauled specifically to ensure they're as comfortable as ever.

The In&Motion airbag is a 25 clever bit of kit. It monitors HO UR user’s movement 1000 BATTERY times a second, quickly comparing it to the mounds LIFE of rider and crash data it’s already acquired, and then makes an educated decision on whether there’s a crash going on or not. If it reckons you’re going to hit the deck, it’ll fully inflate and help to protect the spine, neck, thorax and abdomen in less than 60 milliseconds. It’ll remain inflated until the trigger unit is unscrewed.

Depending on whether you go for a jacket or race suit, there are different algorithms designed for the job. Depending on which one you want to use – maybe even both – 3 you can gets your hands UR O H on a subscription to the CHARGE service for as little as £12 per month. If you do take a TIME tumble and inflate the airbag, you don't have to send it back to RST to have it reset.

You can buy your own inflator for £89.99 and just screw it into place, then you’re good to go again. It is recommended that after the third time you send it back to RST for a quick inspection. That’s not necessarily because there will be a problem, but any jacket that’s been crashed in three times is likely to need a bit of love. RST will tell you if it’s still safe to use.

6 NEWS

CONFIRMED: CFMOTO’s 700CL-X range will be coming to the UK next year Indian’s FTR750 hillclimber

Indian Motorcycle has announced it’ll be participating in this year’s AMA Pro Hillclimb Racing series, returning to a sport it dominated over 80 years ago. Riding the stretched-out Indian FTR750 will be 10-time AMA Pro Hillclimb Champion John Koester.

Koester’s also been involved in transforming the standard FTR750, with his father and crew chief Gordy Koester. They’ve extended the swingarm, fitted knobby tyres, re-designed the rear end, fitted an upgraded Rekluse, and have also worked with S&S to design a new exhaust system.

We’ve had confirmation from the UK distributor that the full range of CFMoto’s modern retro machines will be making it to the UK in 2021.

The 700CL-X is the latest machine to be released by the ever-growing Chinese factory. First revealed at EICMA last year, the Heritage, Adventure and Sport variants will be powered by the same newly

developed 692cc inline twin-cylinder water-cooled engine, which kicks out a healthy 73bhp of power and 67Nm of torque.

The Heritage is going to come first, probably around February.

It gets a wide tan leather seat, alloy wheels clad with road-biased rubber, a dual-tone paint job, a set of wide handlebars and mid-set footpegs.

Harley-Davidson’s Bronx streetfighter disappears from website. Is it still happening?

A couple of weeks ago Harley-Davidson confirmed its plans to release its Pan America 1250 adventure bike in 2021 – but strangely there was no mention of the Bronx streetfighter it was launched alongside.

Is it still happening? Maybe not, if the future models section of the H-D website is anything to go by, as the Bronx has been quietly scrubbed from the site.

Supporting our theory, H-D’s CEO Jochen Zeitz has put a halt to the plans of his predecessor to produce 100 new models in 10 years.

During Harley’s earnings conference call last month, he said: “Complexity needed to be dramatically reduced. Goals set needed to be achievable and realistic. Our strategy had to be re-focused to better align with our capacity and capabilities and also our new reality, focusing on what makes a difference and nothing else.”

He added that Harley will be “streamlining” its line-up by 30% – which hints that the Bronx streetfighter could be out, with the Pan America adventure machine being the main focus for now. And when questioned if the Bronx is

still coming for 2021, he said: “At this point, adventure touring will be the focus going into next year.

“Other product line-related decisions, we will be revealing in real time, so it’s not really something we can and want to talk about at this point.”

Of course, that’s not a definite confirmation that the streetfighter won’t be coming, but at the very least it’s looking like we’ll have to wait another year to see it in the flesh.

If it happens at all…

The Adventure and Sport will follow closely behind. The Adventure comes with raised bars, spoked wheels clad with knobbly tyres and a windscreen, while the Sport gets a single-tone paint scheme, lower-set clip-ons, track-focused Pirelli Diablo Rosso Super Corsa tyres and a split seat.

Well received when they were launched at the big bike show last year, it’ll be great to see the new bikes fresh off the production line. CFMOTO’s made leaps and bounds over the last few years, and the 700CL-X looks like another capable bit of kit from the Chinese factory. Still no news on cost at this stage, but there’s no doubt they’ll be very competitively priced. We’ll bring you more information as soon as we get it.

Honda’s CBR600RR won’t come to the UK

Honda has unveiled its new CBR600RR for 2021 – but sadly, it won’t make it over to Europe.

The Japanese factory hasn’t tweaked things enough to allow the bike to pass incoming Euro 5 emissions regulations.

Equipped with a 599cc, liquidcooled, four-stroke DOHC inline four-cylinder engine, it kicks out an improved 119hp – thanks to some lighter weight internals and a revised exhaust set up.

It also gets an IMU and ride-bywire system for 2021, along with the introduction of new throttle modes, traction control, wheelie control and engine braking adjustments.

SPY SHOT: First look at Harley-Davidson’s 338R The Chinese-built roadster is coming We’ve been telling you that the first of HarleyDavidson’s new small capacity machines was coming. And we’ve finally got a photo of the bike in finished form, courtesy of our pals in India.

The entry-level Harley 388R has been created primarily with emerging markets in mind.

Developed and created in partnership with Chinese automotive giant Qianjiang (who also look after the Benelli brand), there’s still a good chance we won’t see the bike in Europe.

In the first instance it’s going to be launched in its place of origin: China. In fact, it should have been going on sale back in June, before the coronavirus crisis caused

delays. But now it looks as though we’re finally getting closer to a launch date, as we’ve now got our hands on a snap of the finished bike.

There are no big surprises. It’s based on an existing Qianjiang machine (which will also

become a Benelli), so the styling’s the only thing that’s different.

Either way, we think it looks pretty sharp. We’re quietly hoping there’s an orange and black version in the works – like the one detailed in the concept drawings.

NEWS 7

BMW’s getting serious about electric.

11 patents filed. Two ranges expected.

We’re using a bit of lateral thinking here, but with 11 new electric-based trademark registrations, it doesn’t take much to work out BMW’s getting ready to get into the electric bike market in a big way.

Nine of the documents filed with the German Patent and Trade Mark Office are tagged DC. That suggests that we could get to see a production version of the Vision DC Roadster concept which was shown last year. But why are there nine separate trademarks? Does that mean we’re going to see nine unique electric motorcycles built around the same platform?

Probably not. But chances are we’ll see more than one.

The numbers might refer to different styles of bike – street, touring or adventure – or they

Honda files PATENTS for electric CB125R That’s right. Honda’s filed another set of patents for an electric two-wheeler. But this time, it’s a motorcycle.

The major manufacturers are all working away on a range of battery-powered bikes and scooters. And Honda’s been busier than most of late. Last month we brought you news of its electric Super Cub – and now we’ve got our hands on some design drawings of

an electric CB125R. How do we know what it is?

Well, aside from its electric motor, the chassis is exactly the same as the current CB125R. And the bodywork’s a bit of a giveaway, too. There’s been no official confirmation from Honda just yet, but considering the patent shows a complete bike, we reckon it probably isn’t all that far away from going into production.

OVERRUN

might be markers of battery size and performance. It could also be that BMW’s planning to use the ‘DC’ name for a few years, and so it’s making sure it can create multiple generations without hitting trademark problems.

The other two documents refer to ‘CE 02’ and ‘CE 04’. We reckon they’re going to be the next evolution of C Evolution. That’s partly because the trademarks refer to motorcycles/scooters, while the DC ones refer to just motorcycles.

At this stage there’s been no official confirmation from the factory, but with the ever-increasing proclivity of electric machines, it’s not much of a stretch to expect some battery-powered bikes from the Bavarian factory in the not-toodistant future.

Royal Enfield’s CEO confirms electric bike plans. Again.

We’re definitely going to see an electric bike from the Indian factory.

We just don’t know when.

Electric bikes are coming, whether you like it or not – and the latest manufacturer to confirms its batterypowered intentions is Royal Enfield.

In a recent interview, CEO Vinod Dasari said: “Electric is something we have been thinking about for quite some time. We are trying to figure out exactly which segment is the right segment for us. Electric is something we take very seriously.”

Dasari went on to say that it’s no longer a question of ‘if’ there will be an electric Enfield making it to market, it’s all about ‘when’. And considering he also revealed that there are various prototypes already built, maybe we won’t have to wait too much longer to see a production machine in the flesh.

There’s no specific timeline and no technical information, but we can be fairly sure that whatever the Indian factory produces, it’s going to look like another Royal Enfield, possibly making use of an existing chassis, and ‘simply’ integrating an electric motor and battery pack. Our bet is on a 2022 release date, but we expect to find out more in the coming months.

OVERRUN

8 WHITE DALTON Th he MB legal co olumn is co ompiled by managing m pa artner Andrew ‘Chef’ Prendergast P and his bike-riding barristers and solicitors s at White W Dalton Motorcycle M Solicitors.

S The firm deals with w personal injury claims and a its sister company, company Motor Defence Defenc Solicitors, deals with all the motoring offences.

White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution. White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer to your question, there probably isn’t one. Don’t rely on the advice from your insuranceappointed solicitor, get proper independent advice.

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

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

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

Q&A

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

Q

About six months ago a young fella reversed off his drive straight into the side of me whilst I was waiting in traffic. He got straight out of his car and apologised and to be fair to him, I suspect what happened next has more to do with his insurer than him. I had fractured my wrist and his insurer arranged for, and paid for rehabilitation. So far, so good. However, after my solicitor disclosed details of all my losses to try and settle the matter, the young fella’s insurer informed us they had paid an interim payment for my bike to some claims management company they reckon my insurer gave them details of. To be clear, I never instructed them.

However, the other side reckon they do not need to pay me for my broken Royal Enfield Himalayan and I need to get the money back from the claims management company. That seems completely wrong. Do you agree?

cobblers. The insurer has dropped the ball. It’s for them to get the money back from the claims management company they paid by mistake, not you. As for your claim, if they owe you money and they will not pay it, unfortunately you have no option but to issue court proceedings. I would love to see the defence, but suspect once it gets into the hands of someone who actually knows their arse from their elbow, they will pay out for your bike and other losses.

If not, I suspect there will be a rather grumpy judge hearing the evidence and then finding in your favour. My advice, crack on to court if need be.

A

Q

I owe you some money. I pay some money to the wrong person and therefore I no longer owe you the money. What a load of old

For more info, go to:

SOLICITORS

www.whitedalton.co.uk

Four years ago, I was riding home after work.

I live in the middle of the sticks and as I came round a blind bend I hit a massive load of horse manure that was all over the road. It turned out Mr Farmer had a blow-out on his trailer tyre, decided to dump the load off his trailer, and then drive off to get it fixed. It was literally a poo decision on his part (I apologise for the pun!). I understand that after he chipped off, a car had hit the pile of manure, hence why the time I got to it, it was all over the road. As there was no warning, I had no chance, hit the manure and slid off into a ditch. Not fun. And I stank. Whilst a truly s##t situation, as the farmer admitted liability, I had a slam dunk of a case, or so I thought. I have just been written to by my insurer appointed solicitors saying I have missed ‘limitation’, whatever that means, and I can’t sue Mr. Farmer. They also said I need to get separate legal advice. Am I now up the proverbial creek without a paddle?

A

You’re Y ’ right, i ht this thi should h ld have h been b a slam l dunk of a case. I suspect your solicitors have told you to get separate legal advice because they have cocked up and missed limitation.

Under the Limitation Act 1980, you had three years from the date of the accident to have either settled your claim or issued court proceedings.

As you’ve missed limitation, legally, Mr. Farmer does not have to pay out for your claim. So now what? Well, I suspect you now need to aim your sights squarely at your soon-to-be, previous solicitors, for negligence. To use some legal jargon, your solicitors owed you a ‘duty of care’ not to miss limitation; and they have ‘breached’ that duty. As such, they will be liable for your losses caused by their ‘breach’. In other words, as they have messed up, they will have to pay you the value of your claim. I strongly advise you to get another solicitor who deals with both professional negligence and road traffic claims to take this on with the aim of suing your previous solicitors. It may take some time, but you should be compensated.

PRODUCTS 9

✪ OUR TOP PRODUCTS THIS MONTH ✪ Each month MB features a range of new gear to help you find the best-value products on the market

Furygan Narval Jacket

£209.99 / www.nevis.uk.com

AGV X3000 Helmet

The sporty-style Narval jacket has D3O protectors on the shoulders and elbows, as well as a back pocket for a compatible Furygan D3O back protector. It has Furygan’s new generation thermoformed external shoulder shells and Air Flow System (AFS), a waterproof and breathable liner and a removable thermal lining. There are three pockets in total – two on the outside and one inside – and it’s fully compatible with the Fury Airbag.

From £299.99 / www.agv.co.uk

The X3000 is a modern take on the helmets used by true racing legends – Agostini, Sheene, Nieto – with clean lines, a retro shape and high performance. Exquisite designs and colours add personality to the iconic shape that forms a huge part of AGV’s history, with premium leather and materials for a luxury finish. Modern technologies enhance the X3000, with a 3-layer EPS liner and tough fiberglass outer providing a level of protection developed by modern motorcycling legends.

Forcefield Pro Shirt XV 2 AIR £224.99 / www.forcefieldbodyarmour.com

The Pro Shirt XV2 AIR offers CE2 back and chest protection, and Isolator 2 limb armour. Brand new seamless loom full mesh technology has resulted in a fabric that not only is lighter, with unbeatable breathability, but also is as strong as a regular fabric, complete with side zip.

The breathable, wicking, anti-bacterial base layer allows for pleasant airflow.

Armour thickness starts from 12mm, and Isolator CE 2 passes all four areas of the CE2 test (Ambient, Wet, Hot, Cold).

OptiMate O-125 battery monitor

£19.99 / www.optimate1.com

Oxford Products Aqua Luggage

£39.99 / www.oxfordluggage.com Oxford’s Aqua bags are one of the easiest ways to get your gear from A to B on a motorcycle, safe and dry. They are made from a tough PVC tarpaulin, which is welded to form waterproof seams. The latest generation of Oxford’s acclaimed Aqua luggage now offers a choice of four useful tail bag sizes – from commuter 20-litre, through ‘short-trip’ 30, to ‘epic voyage’ 70-litre versions – plus a rangge of backpackks.

OptiMate offers a range of battery monitors that make it easy to keep an eye on the condition of a bike’s 12v battery while it is parked for an extended time, and chargers that will keep it in peak condition. Unlike appbased monitors, OptiMate produces plug-and-play devicees, designed to draw almost zero power from the bike’s battery.

Charge level is indicated on an easy-to-read LED display panel, and when the motorcycle is started, the OptiMate monitor confirms whether the vehicle charging system is delivering the correct charge voltage.

Tamiya Honda CBR1000RR Fireblade Kit £39.99 / www.hobbyco.net

This is the latest Tamiya piece of brilliance in the form of a 1/12th scale model kit. This is a model of the Honda CBR1000RR-R Fireblade SP, complete with a titanium Akrapovic end-can. It’s a little work of art.

You can make it in the malevolent black or the glorious red/white/blue, and can even get upgrade parts!

TEC’s Stinger exhaust system for Royal Enfield’s 650 Twins

RRP: £319.99 / www.tecbikeparts.com

There’s a lot of love out there for the Royal Enfield Interceptor 650 and Continental GT 650. In June the Interceptor became the UK’s best-selling bike, knocking BMW’s big GS off its perch. And it’s easy to see why. It’s simple, stylish and excellent value for money – plus, there’s a bunch of stuff you can do to make it your own. One easy change is the exhaust system. That’s nothing against the standard set up, but for a few quid you can shed some weight, increase power (a tiny bit) and improve the sound. Weight-saving’s the big one though – that’s what TEC reckons anyway.

Its 2-into-1 Stinger system is a massive 12kg lighter than standard. That’s substantial. The full 304 stainless steel system is supplied with everything you need to fit it.

There’s also a specially designed baffle system, which helps to deliver a decent sound (without being excessive).

10 HEAD-TO-HEAD: INDIAN FTR12000S VS. DUCATI MONSTER 1200S

Indian has high hopes for its FTR1200S, so how does the US challenger fare against the Monster 1200S, Italy’s yardstick for unfaired sporting V-twins?

HEAD-TO-HEAD: INDIAN FTR12000S VS. DUCATI MONSTER 1200S 11

WORDS: Roland Brown PHOTOGRAPHY: Gary Chapman Given that they share model names and layouts, and compete in the same sporty tyy naked market segment, Ducati’s Monster and Indian’s FTR could hardly be more different. Each has the designation 1200S and holds a liquid-cooled, eight-valve V-twin engine in a tubular steelframed chassis. But that’s pretty tyy much where the similarities end.

The Ducati is a product of one of Europe’s great aristocratic families. Its story is imbued with Italian myth; its every last, desmodromicallypowered millimetre shaped by history.

The Monster 1200S echoes its famed forebear, the original M900 Monster, whose arrival in 1993 triggered over a quarter of a century of influence, a multitude of spin-off models and more than 300,000 sales. By contrast, the FTR1200S comes from a marque that, despite its famous old name, was re-born as a major manufacturer as recently as 2011. Rather than the culmination of decades of tradition and evolution, the FTR is Indian’s first sporty tyy streetbike.

It, too, echoes a famous forebear, but a much more recent one: the FTR750 factory flat-tracker that has won a stunning hat-trick of AMA titles since its debut in 2017.

This Transatlantic V-twin shootout is as much a clash of cultures as of technology gy. y It’s old school versus new wave; Stradivarius against Stratocaster; Botticelli meets Jeff Koons.

So which is better on UK roads? Riding them back-to-back should give plenty tyy of opportunity tyy to discover whether the Monster still has the magic, or whether its brash new-world rival is the naked V-twin masterpiece.

DUCATI MONSTER 1200S

With the glamorous new Streetfighter V4 reaching Ducati showrooms soon, the Monster 1200S faces stiff opposition from within its own family as well as from firms including Indian.

After all, the big Monster has been around for three long years almost unchanged, and even when new back in 2017 it didn’t quite qualify fyy for the super-naked status awarded to the likes of Aprilia’s Tuono V4 and KTM’s Super Duke R. Instead the Monster has managed to carve out a market niche all of its own – and it certainly feels like a super naked bike to me on this sunny morning, as I brake hard and pitch it into a fast left-hander on an A-road near Buckingham.

After shedding speed rapidly in response to a brush of the brake lever, it carves through the turn with delicious poise and feel from its taut suspension, then digs its fat rear Pirelli into the road to rocket off again with a soulful rumble of V-twin exhaust note.

A few seconds and a couple of taps of the quick-shift enabled gearlever later, I’m gripping its near-flat handlebar seriously tightly as the Ducati keeps on charging… Until common sense and self-preservation take over, and I back off to a lazy cruise, glad of some protection from the standard-fitment flyscreen that is the Monster’s only update in three years, apart from black instead of grey paintwork as an alternative to the test bike’s traditional red.

That flyscreen might be an afterthought like a fig leaf added to Michelangelo’s David, but it’s a welcome addition, and spending a week with the Monster is enough to confirm why Ducati have made so few other changes.

Quite simply, it is a very quick, capable and well sorted motorbike, honed by the firm’s long experience not just with the previous 1200S, but also with the aircooled Monster 1100 and 1100 EVO before that.

12 HEAD-TO-HEAD: INDIAN FTR12000S VS. DUCATI MONSTER 1200S

OUT NOW

If you like the look of the Ducati Monster 1200 S on this page, you’ll love the Ducati Streetfighter V4 S we have in the current issue of Motorcycle Sport & Leisure! It makes 205bhp, it weighs 199kg, it sounds like a rave in Hell, and it’s got wings!

Or if you want something a little less crazy, we cover bikes from the adventureready Honda Africa Twin to the threewheeled Yamaha Tricity.

We are also looking forward to being able to tour in Europe again, and while we wait for the Covid-19 dust to settle, we put together some of our favourite European rid de destinations. These arre the sort of places you will want to keep going g to again and again.

Add to that the lates st news and products, buying guides for kit and bikes, an idiot’s guide to what the CE-labels in your kit mean, and plenty of long-term bike tests, and you will get a picture of all the motorcycling goodness in this month’s issue. Get your copy at www. classicmagazines. co.uk/issue/MSL

Ducati’s First Family The Monster 1200S is the current head of a famous family that has been one of Ducati’s most important for years; arguably since 1993 when the original M900 was launched to kick-start a new category of naked sports bikes. Designer Miguel Galluzzi referenced Harley’s XR750 flat-tracker when he explained his aim of combining naked aggression with Bologna’s traditional format of V-twin engine and steel frame.

Named by Galluzzi after a kids’ plastic monster toy, the M900 had an air-cooled, sohc engine that made 73bhp – unexceptional even in 93 – with a high-quality chassis borrowed from the liquid-cooled 888 sportster. Its blend of looks, light weight and low seat height helped make it a hit, and Ducati soon followed it with cheaper, more accessible 600 and 750cc variants.

The smaller Monsters sold in

huge numbers and drew many new riders to Ducati, who took until 2000 to release a more powerful liquid-cooled model, the 916cc Monster S4. By 2006 the 998cc Monster S4Rs was producing 130bhp and bristling with Öhlins, radial Brembos and Marchesini wheels. But in 2009 Ducati took a step back as the Monster 1100 reverted to air-cooling and a 95bhp output, leaving the following year’s Streetfighter to compete in the growing super-naked class. By 2014 the slow-selling Streetfighter had been dropped, and the Monster took up the challenge with a new 1198cc liquid-cooled engine that made 145bhp in S-model form.

Three years later a mild update created the current Monster 1200S. It will be fascinating to discover where the flagship of Ducati’s naked V-twin family goes next, following the arrival of the Streetfighter V4.

With a maximum of 148bhp, the V-twin is certainly not short of poke, and produces getting on for 30bhp more than its Indian rival.

The 1198cc, eight-valve desmo Testastretta unit has an appealing blend of grunt, character and refinement too, despite the lack of the variable valve timing used by the Multistrada 1260 and others.

The Monster is still an attractive bike, although not helped by the large pair of silencers on its right side or the ugly rubber coolant hoses on the engine’s left. The unmistakable shape echoes the original, 1993-model M900, as do details including the ski-boot style catch that holds the fuel tank. Although the TFT display is several years old, it’s still a neat way of showing info, including which of the three riding modes you’ve selected.

Throttle response was pleasingly sweet in all three. I used Sport most of the time, though the softer Touring and even Urban (which cuts output to 100bhp) are handy on slippery surfaces and in town. A Switching mode gives a quick way to alter electronic functions – in this case traction control, ABS and wheelie control, and you’re free to select the levels for each mode. Less cleverly, cancelling the indicators can summon the dashboard menu when you don’t want it, a glitch that Ducati have sorted on more recent models.

If the Monster isn’t as outrageously fast as the latest hyper-nakeds, it’s still an exhilarating bike. It was huge fun whether I was using the midrange to punch out of turns, or making the most of the engine’s love of revs to keep it spinning towards the 10,500rpm limit through the gears.

It was partly a direct comparison with the charismatic, but raw Indian that made the Monster seem so sophisticated, but it’s also true that Ducati have refined the V-twin successfully over the years. That

desmo V-twin engine is flexible and usefully smooth, while retaining a rewardingly lumpy charm. The gearbox still holds an occasional false neutral if not used positively, but the change is generally light, and enhanced by the slick two-way shifter.

With a kerb weight of 211kg, the Monster is respectably light, and its 17-inch front wheel goes exactly where it’s aimed in response to light pressure on the slightly raised onepiece handlebar.

The Monster is a compact bike with a usefully low seat and fairly high footrests, but I didn’t find it particularly cramped, despite having long legs. The rider’s part of the seat is also respectably wide, though a pillion gets stingier accommodation.

I can still recall finding the 1100 EVO a pain on its launch eight years ago, but the 1200S handled bumpy back roads without getting flustered and was more composed than its American rival. Its Öhlins suspension takes much of the credit for that. The Swedish springs did their usual fine job of combining a firm, but reasonably compliant ride

with excellent damping control, even on standard settings. A semi-active set up like that of the Multistrada 950S (and BMW’s S1000R, a rival of sorts) would allow a plusher ride, but for conventional suspension this is hard to beat. The sporty front-end set up can get tough on the wrists, but that’s partly because the Ducati stops so hard, thanks to its superbikespec combination of Brembo M50 radial Monobloc calipers and big 330mm discs. With Pirelli’s excellent Diablo Rosso III rubber and Bosch’s cornering ABS added to the equation, there are fewer bikes that brake better or more safely. Fuel capacity is a modest 16.5 litres which, combined with a thirst of 40mpg or heavier, limits range to not much more than 100 miles – not great, but more than the FTR manages.

Ducati’s slightly ageing icon remains a hugely entertaining machine that benefits from its many years of refinement. Next year will probably see a revision, but meanwhile if any super-naked could be described as a sensible choice, it’s arguably the Monster 1200S.