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ON YOUR HEAD

FANTIC XEF250 TRAIL

HONDA CRF 300L

VOGE 300 RALLY

ROYAL ENFIELD HIMALAYAN 411

ACCESSIBLE ADVENTURE

What you need to know before buying a full-face helmet

RIDE BETTER Expert advice on the art of planning

Why smaller might be better if you want to explore

future THE ELECTRIC The is now. Are 20-PAGE REVOLUTION we ready? SPECIAL

NEWS 3

INSIDE THIS MONTH 2024 MAY

LAW AND ORDER

20

Top advice to help banish your legal woes

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MOVING WITH THE TIMES

Moto Guzzi’s Stelvio is back – and it’s more modern than ever

OUT EAST

18

Our top riding roads in the wild and wonderful North York Moors

ROAD MANNERS 23

Is Honda’s new top-spec Africa Twin the best yet?

A nod from the Editor

I

know many of you remain decidedly unconvinced about electric motorcycles. I get it; the questions about range, long-term reliability and affordability are valid (and we won’t even attempt to get into all the emissions stuff). And no matter how good the bikes actually are, for some people they’re just not going to compare to a good oldfashioned combustion engine.

While it’s easy to see how they might be the perfect tool for town and city commuters, there’s still

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 June issue May 1, 2024 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

some work to be done to make them a truly viable option for bikers who want to do big miles and long days, without having to plan their routes seriously carefully to ensure there’s an appropriate charging station en route.

The transition from petrol power to battery isn’t going to be an easy one, and there’s a way to go before we’re really ready, but it is looking increasingly likely it’s going to happen sooner rather than later, even if the Government decides to

rmowbray@mortons.co.uk push the date back again. That’s why we’ve chosen to pull together a load of quality electric content (in addition to our usual feast of biking goodness), to give you a better idea of what the future looks like and hopefully reassure you that there’s actually plenty to look forward to as the motorcycling landscape changes.

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

HIP AND HAPPENING Husky’s let loose with all the details of its new Svartpilen 801

Following the big reveal of the prototype last month, Husqvarna’s released all the details of its newest middleweight roadster which is looking to take it to the established competition.

It’s starting from a solid base; with the same joyous twin-cylinder 799cc motor as KTM’s punchy 790 Duke – though it actually makes a touch more power, with 105bhp and 64lb-ft of torque on tap.

There’s more shared with its orangeadorned sibling, including the tubular steel frame, cast aluminium subframe (with integrated underseat air intakes), and J.Juan brakes, though the pricier £10,499 Svartpilen does get some more premium components, including some top-notch, fully-adjustable WP Apex suspension and a much-desired up/ down quickshifter.

The springs are a pair of compression and rebound adjustable 43mm WP APEX open cartridge forks with 140mm of travel up front, and WP APEX monotube shock with 150mm of travel and rebound and preload adjustment at the rear.

There’s also a feast of technology to play with, including Cornering ABS and lean-sensitive traction control – and there’s also the increasingly common ‘Supermoto’ ABS mode which allows you to lock up and/or slide the back end. You can also opt to add a Dynamic Mode for a bit of extra cash, which

TARMAC TARGETS

The staggering amount of cash needed to repair the nation’s crumbling roads has been revealed It’s a bit rough out there at the minute – quite literally – with Britain’s roads in an increasingly sorry state and councils seemingly struggling to find the cash to keep up with the repairs. Which is exactly what the latest figures from the Asphalt Industry Alliance have revealed.

Their Annual Local Authority Road Maintenance (ALARM) survey, which relies on data supplied by 72% of local authorities across the length and breadth of the country, makes for a sobering, but not altogether shocking, read.

Its deep dive into the state of the roads across England and Wales suggests that it could take a whopping 10 years and a staggering £16.3 billion to just fix the Tarmac that’s looked after by local authorities.

Speaking about the findings, Chair of the Asphalt Industry Alliance, Rick Green, said: “It’s clear that there is still a mountain to climb when it comes to improving the condition of our local roads, which are a key asset on which we all rely, every day,” “The Government has recognised that fixing our roads is about more than filling in potholes with its announcement of the additional Network North funding in England. But, while the Transport Secretary stated that this additional £8.3 billion over 11 years is enough to resurface 5000 miles of local roads, this equates to just 2.5% of the network – or less than 0.25% per year.”

offers even more adjustability and allows you to fine tune the amount of wheel slip control. And you can also add on engine braking modulation, anti-wheelie assistance, and cruise control. You will get full smartphone connectivity as standard, with the 5-inch TFT display offering access to turn-by-turn navigation (with offline map storage).

The ride’s likely to be much different to the KTM, too, with a much more upright stance thanks to its lower seat but higher bar combination, while the longer and lower 14-litre fuel tank pushes the seat back a fraction. Elsewhere, the five-spoke 17-inch cast alloy wheels will come ready with some quality, pseudo off-road Pirelli MT60 RS tyres.

Expected to arrive in dealers in June, the Svartpilen 801 is a funky alternative in a seriously crowded marketplace.

There’s a mass of similarly potent street bikes to choose from; from the KTM 790 Duke on which it’s largely based, through to Suzuki and Honda’s more conventional GSX-8S and CB750 Hornet. All of those are a good whack cheaper than the Husqvarna though.

Maybe the scrambler-esque 801 is more closely matched to something like Ducati’s less powerful, but similarly priced, Scrambler Full Throttle.

Whatever the case, it sure is a good time to be in the market for a middleweight roadster.

NEWS 5

TORQUING TRIUMPH The big, bad Triumph Rocket 3 gets even more punch for 2024 The Triumph Rocket’s a pretty special machine. Although it’s technically a cruiser, there’s actually nothing else quite like it on the market. That’s why we’re always pretty excited when we hear that there’s a new one (or two) on the way from the British factory.

They’ve had a slight rename for 2024, and they are now called the Rocket Storm. But other than that, things are largely familiar, with a pair of models to choose from each suited to different types of riding and rider.

There’s the sportier, more stripped-back £23,195 R and the loaded £23,895 touringoriented GT. They’re not all-new machines, but Triumph’s made a handful of meaningful changes to the outgoing models, making them more powerful and more agile. Sounds good to us.

The big news is the revised 2458cc triple cylinder motor, which meets Euro5+ emissions regulations yet manages to kick out even more power and torque. It’ll now kick out 180bhp at 7000rpm, too (which is a whopping 15bhp increase on the old model).

There’s also been a less substantial, but still appreciated, 2.9lb-ft torque increase, which means there’s now a whopping 166lb-ft to play with.

Elsewhere, there’re new 10-spoke cast aluminium rims (17-inch up front and 16-inch at the rear) which Triumph reckons will help make the Rocket Storm more agile. Well, as agile as the 300kg lump can ever truly be…

There are some key differences between the two models, with the GT’s handlebars a substantial 125mm more upright than the R; the footpegs much more relaxed (with three horizontal adjustments across 50mm); and its seat height 23mm lower (at 750mm).

In contrast, the R get more upright, midmounted pegs (and just two settings with 15mm of vertical adjustment between them).

Other than that, they’re very, very similar – with the same aluminium frame, the same 18-litre fuel tank, the same fully adjustable Showa monoshock and 47mm USD forks, and the same four-piston radially-mounted Brembo Stylema calipers grabbing a pair of 320mm discs up front and a single 300mm disc at the rear. There’re plenty of electronic goodies, too, with lean-sensitive cornering ABS, lean-sensitive traction control, a rideby-wire throttle, and four riding modes.

Sounds like a winner to us. Here's hoping we can get our hands on one for a spin soon.

BATTERY BLASTER

NEWS 7

Electric Motion is making the transition from Trials to Enduro – and we’re here for it

The French firm has carved out an enviable reputation for its properly-sorted competition-ready trials bikes – and now it’s decided to put its years of knowhow into creating a pair of seriously capable road-legal enduro machines, which have already proved themselves in the e-explorer FIM World Cup. There’re two to choose from: the base-model £9499 Escape X and the more sophisticated £10,999 Escape XR. The learner legal machines are both based around the same motor, battery and chassis platform; although the XR does kick out a fraction more peak power and torque (offering 12kw to the X’s 11kw, and 700Nm to the X’s 600Nm. But both bikes are actually powered by the same 3.5kWh battery that’s claimed to be good for close to 50 miles of riding.

There’s also the same 35mm USD front suspension; the same 260mm front and 220mm rear Nissin brakes; the same 21-inch front and 18-inch rear Michelin Enduro-shod tyres; and the same three rider maps as standard.

There are some key differences between the two though, and for the XR’s additional £1500 you’ll get a hydraulically-operated diaphragm clutch, and more capable R16V Racing rear shock (the X gets the standard R16V), and a more powerful charger.

Both bikes have a huge amount of adjustment using the EM app, through which you can tweak the power available and the throttle response to get the bike set up just so depending on the terrain and conditions you’re going to be tackling, and it’ll also allow you to access all the key information about your bike, diagnose any faults in real time, and lock and unlock it with the tap of a button. Clever stuff.

As far as we can tell, the compact little machines look to be on to a winner, and if you’re an enduro or trail rider who doesn’t want to do big, long days in the saddle, it could be the perfect option.

If you want to see what they’re made of out in the wild, the good folks at Inch Perfect Trials have a whopping great site up near Clitheroe, Lancashire, where you can have a proper play (opting for a quick test ride or a full-on experience day).

LIMITED RUN ROCKET

KTM’s revealed the latest version of its dedicated track weapon: the RC 8C

It’s that time of the year when the Austrian factory whips the covers off its limited-edition, all-singing, all-dancing, track-only sportbike.

It’s very, very similar to last year’s model – though for 2024, there’re only 100 of them rolling off the production line.

Built with the help of Krämer, the RC-8C essentially is a strippedback version of KTM’s 890 Duke R, with the same 889cc LC8 parallel-twin engine doing the business. That said, it has been tuned to high heaven and gets a much higher 12,000rpm redline and 135hp on tap.

That’s not all, as the 142kg weapon gets a sweet CrMo trellis frame; some top-notch WP springs front and rear; race-specification Brembo stoppers; and even some MotoGP-style carbon aerodynamic wings. Oooft.

If you’re interested (and you’ve got some deep pockets), you’ll have to lay down an initial £900 deposit before splashing out the remainder of the £36,999 price tag. The good news is that you’ll get looked after by KTM, who’ll invite you to a super-exclusive handover event at Portimao which includes a track set up session and track day experience, a swanky dinner, and a meet and greet event.

Pre-orders opened on March 20, so if you’re keen you’d better act fast. Nip over to the KTM website for all the details, or give your favoured dealer a shout and they should be able to sort you out.

8 NEWS w

FIFTIES COOL The American factory has got a long, rich history to work with when it comes to creating cool retro rides that are inspired by the firm’s past. And this time it’s decided to rustle up a Hydra-Glide Revival model, aping Milwaukee cruisers of yesteryear.

Sitting as part of the now four-strong Icon range, the £29,495 Revival has been created in part to celebrate the 75th anniversary of H-D’s HydraGlide E and F models which first rolled out of the factory in 1949.

The bike’s centrepiece is a triedand-tested 1868cc Milwaukee Eight 114 V-twin motor which kicks out 115.1lb-ft of torque at 3250rpm and sits proud as punch in a frame that’s been nicked from Harley’s Softail cruiser range. The engine’s even been kitted out with a Screamin’ Eagle High Flow air filter – and is compatible with all HarleyDavidson Screamin’ Eagle upgrade kits, if you’re after a bit more performance.

To make sure it looks just right, there’s the usual abundance of polished chrome; a classically-styled H-D ‘V’ badge on the tank; and a retro-inspired,

centrally-mounted instrument panel. There’s also a super-low single seat that has just the right amount of white piping, studs and tassles. Add in some proper leather saddlebags (with more white seams

and leather tassels), a 21-inch screen, and a set of spoked 16-inch chrome wheels shod in Dunlop HarleyDavidson Series tyres, and you’re away.

Despite its olde-skool styling, there are a few modern conveniences, too, with electronic cruise control; ABS; a compact digital display; and LED lights all round. There’s even a preload-adjustable rear shock tucked neatly away, meaning riders will have a much more comfortable ride than on the old hardtails.

Harley fan or not, there’s no doubt that this is a seriously-special bit of kit. That’s especially true because it’s limited to just 1750 models worldwide, so if you want to get your hands on one, you’re going to have to move fast. Get in touch with your closest dealer and find out more.

w

w

Harley-Davidson’s added another bike to its limited-edition Icon collection: the 1950s-inspired Hydra-Glide Revival

NEWS 9

BIGGER’S

NOT BETTER

There’s an awful lot to like about CFMOTO’s newly-released 450MT lightweight adventure bike. Here’s what you need to know Chinese firm CFMOTO seems to be going from strength to strength, swiftly adding even more bikes to its eclectic and pretty vast range. There’s now a healthy mix of naked bikes, tourers, sportbikes, retros and adventurers to choose from, ranging from 300cc to 800cc.

CFMOTO’s been on our radar for years, and we’ve seen its gradual progression from budget-focused manufacturer to serious bike builder, with an all-important partnership with KTM helping to add kudos to the relatively new firm.

The CFMOTO 450MT is one of the newest machines to roll off its production line.

Perfectly placed to take it to the likes of Royal Enfield’s hugely-popular Himalayan and Honda’s much-loved CRF300L, we’ve been eager to get the full lowdown on it for a while. And now the factory’s released all the important information, including the price.

It’s powered by a 449.5cc parallel twin (with the 270-degree crankshaft that’s

so in vogue at the moment) which kicks out a respectable A2-licence friendly 42bhp and 30lb-ft of torque. But the big news is that it looks to be a proper little adventure bike; capable of tackling some tricky terrain in a manageable way thanks to its combination of compact seat height; decent ground clearance; 21-inch front and 18-inch rear tubeless wheels; adjustable KYB suspension; switchable ABS and traction control; and off-road-ready pegs.

There’s more good stuff in the form of fully-adjustable suspension; a TFT dash (with smartphone connectivity); proper USB charging ports; handguards; a bash plate; a luggage rack; foldable mirrors; and an adjustable screen.

That’s a hell of a lot of kit for the £5699 price – and if riders are able to get past their Chinese bike prejudices (a four-year warranty should help), then we reckon the little MT will fly out of dealers. We’ll be trying to get our hands on one once they start to arrive in the country this May.

10 PRODUCTS

TOP PICKS

AFFORDABLE ALTERNATIVES

DAINESE MUGELLO 3 D-AIR SUIT RRP: £3999.95 / www.dainese.com

RST PRO SERIES EVO AIRBAG LEATHER SUIT

Dainese has released its latest top-end D-AIR airbag race suits and they look pretty sweet. The flagship is this kangaroo leather Mugello 3 D-AIR, which the firm claims is the most advanced ever, with even more lightness and protection, plus luxurious comfort levels. It comes with the cuttingedge triple-activation D-air® Racing airbag and a pentaxial elastic system, which is claimed to offer the very highest levels of performance and safety on the track, whilst maximising comfort. The airbag now allows for up to three activations – so you can swap out the gas generator three

It might not be cheap – but RST’s offthe-peg airbag suit is about as affordable as it gets if you want to get your hands on a top-quality race suit that’ll keep you well protected should the worst happen.

AAA protection, plenty of stretch, a £949.00 removable lining and In&Motion’s new airbag system. Nice. www.rst-moto.com

times yourself before the airbag needs a service. And you can select a specific mode depending on whether you’re on the road or the track.

The new Mugello 3 weighs 20 per cent less than the lightest suit with an integrated airbag system currently on the market and that’s with the Pro-Armor protectors on shoulders and hips, and outer titanium plates. There’s a new kneeslider fitment design; a hydropack waterbag kit; in/out boot calf fitting; and two-position elbow sliders which keep the Mugello at the top end of race suits – but at a hefty price.

ALPINESTARS SUPERTECH R10 HELMET £999 / www.alpinestars.com Italian/American kit maker Alpinestars has finally released the production version of its R10 road/race helmet, after releasing 200 limited-edition megabucks ‘launch edition’ models last year. Now in shops from £999, it joins the hallowed ranks of the super-topend track lids from firms like Arai, AGV, Shoei and HJC. The R10 is ECE22.06, DOT and FIM approved, and features a high-spec carbon composite outer shell; a unique A-head fitment system that lets riders adjust the angle and position of the lid on their skull; and the usual high-end, quick-release locking visor, removable liner, and loads of venting.

PIRELLI SCORPION TRAIL III £POA | www.pirelli.com Italian tyre brand Pirelli has launched a new version into its impressive Scorpion tyre range, with the new Trail III version having more of a road focus than previous tyres.

To accomplish this, the new rubber has a tread pattern based around that of Pirelli’s Diablo sports tyre, with new compounds used on the shoulders and central tread band, while both the tyre’s structure and its profile also take design cues from the brand’s supersports and

Want a top-quality ECE-2206 raceready helmet but don’t fancy laying down close to a grand? Scorpion has got you covered.

There’re plenty of nice touches, including a second Maxvision-ready 2D dark smoke visor (with tear-off pins).

There’s also a unique Airfit system £369.99 which makes it easy to get it fitting right using the inflatable cheek pads.

There’s plenty of venting, a hypoallergenic, removable, machine washable and soft internal lining, and an Ellip-tec II ratchet system to ensure a tight fit between the visor and the eyeport. www.bikerheadz.co.uk

CST RIDE AMBRO CM-A1 TYRES sports touring models respectively.

Sizes available will suit the sort of bikes that may be expected to spend most of their time on Tarmac, with the occasional off-road excursion (i.e. adventure bikes), so fronts will be available in 17”, 18”, 19” and 21” diameters, while rears come in 17” from 120 to 180 section, and also a 150/70x18”. All are available now, except for the front size of 120/70x19” and the 170/60x17” rear, which will arrive in the second half of this year.

GARMIN ZUMO XT2 £529.99 / www.garmin.com The Garmin Zumo XT2 is a properly capable dedicated motorcycle satellite navigation device, that’s rugged enough to handle your offroad mapping needs.

It’s got a big 6-inch display which displays an absolute raft of information in a load of different ways, depending on your preference. There’s a clever visual route planner which lets you customise your journey; opting for either a thrilling ride with extra twists and turns, or a more efficient

SCORPION EXO R1 AIR EVO

CST is going from strength to strength. While it’s traditionally been known for kitting out a whole host of more budget-focussed learner legal rides, it’s now getting stuck into the big bike market with a raft of rubber to suit pretty much every type of ride.

These Ride Ambro CM-A1 are for small and medium adventure bikes (needing H-rated tyres),and CST claims they offer ‘perfect performance’ in the wet and dry, with some big mileage to boot. We’re told they’re up for tackling some trails, too. www.bickers.co.uk

From £65.92

BEELINE MOTO II SAT-NAV and direct route. There’s even a preloaded Green Guide from Michelin with pictures, descriptions and ratings, to make it easy to decide where to stop on your ride.

Using the Garmin Tread smartphone app, you can take part in a group ride with your Garmin-equipped pals, check out popular routes, make use of the Michelin Scenic Roads – and you can also review and share your ride stats, including your elevation, acceleration, deceleration and

more. Also it allows you to access real-time traffic and weather.

That’s just scratching the surface of what it’s capable of,but you get the idea. It’s a very sophisticated device – which is why it costs in excess of £500.

S RUKKA TREK-R JACKET AND TROUSERS J: £1049.99 T: £829.99 / www.bikerheadz.co.uk Rukka’s the cream of the crop when it comes to textile gear for f bikers. It’s built up an enviable reputation for durable, protecttive and properly waterproof kit that’ll take a proper beating. But up to hat’s now, it’s mostly focused on heavy-duty winter-ready stuff. Th where the Trek-R is slightly different; it’s more of a lightweight adventure/rally-ready suit that’s waterproofing comes from a separate layer.

The jacket and trousers are made from abrasion-resistant Cordura 500D fabric shell, with tougher 1500D reinforcementts in all the usual areas. It features D3O Air XTR back, shoulder, elbow, knee and hip protectors – and there’s a pocket for a D3O CP1 divided chest protector, too. There’s a load of ventilation, a bunch of pockets (with two water-resistant pockets on the detachable inner liner and a large waterresistant pocket on the lower back), and a huge amount of adjustment.

A nice touch is that the detachable waterproof Gore-Tex 3-layer stretch inner liner can actually be worn either inside or over the textiles – or even used as a set of stand-alone waterproofs.

£179.99 More of a ‘sheet of paper in a tankbag’ navigation fan? Bored with ever-larger massive HD colour screens? The Beeline Moto II sat-nav might be for you. It’s got a simple, compact display which works with a phone app to give easy-to-see, ‘glanceable’ directions. It’s a self-contained unit with its own battery inside so there’s no wiring and it comes with quick-release mounts so you can stick it in your pocket when you stop. The latest II version has new LED alerts, a mini-map view, glove-friendly controls, and an even brighter anti-glare display. www.beeline.co

OXFORD DAKAR D2D AIR JACKET AND TROUSERS

Priced astoundingly well for an adventure-styled jacket and trousers, the new Oxford Dakar kit has an impressive spec, too. The outer has a DWR coating to prevent ‘wettingout’, backed up by a removable ‘Dry2dry’ waterproof and breathable lining, which is stretchy to cater for movement. There is CE Level 1 armour for shoulders, elbows and hips, with an additional back protector (not supplied) pocket, too. There are multiple adjusters throughout, with press stud adjusters on the upper arms, zippered cuffs, webbed waist adjustment, and additional Velcro adjusters on waist and cuffs. www.oxfordproducts.com

J: £169.99

T: £149.99

EVENTS 11

SEEKING ADVENTURE? There’s only one place to be across June 28-30 if you like your bikes knobbly-tyred and ready for anything: the Adventure Bike Rider Festival The world’s largest adventure motorcycle festival is back with a vengeance for 2024, with an everdiverse array of good stuff to keep you entertained right through the weekend.

The grounds of Ragley Hall in Warwickshire will play host to what’s fast become one of the must-do events on the biking calendar; a properly brilliant few days of adventure motorcycling madness, with the latest bikes to ride; expansive trails to conquer; the best gear to lust after; explorers to listen to and learn from; music to get down to; and plenty of top food and drink to snaffle, too. What more could any adventure biker want or need?

This year, there’s a whopping 40 kilometres of purpose-built trails to play on. The Bridgestone Trail is the big ’un, offering 30 kilometres

of off-road brilliance across verdant open grassland and through tight, nadgery woodland. There’s a Beginner’s Loop, too, where less-experienced riders can get a feel for what it’s all about. And if you’re after something a bit tastier, there’s the TRF Trail which has been designed in partnership with the Trail Riders Fellowship (TRF). It’s a much more challenging eight-kilometre route with climbs, descents, water crossings and more.

You don’t even necessarily need to bring your own bike to ride them either. Aprilia, BMW, Ducati, HarleyDavidson, Honda, KTM, Kawasaki, Suzuki, Triumph, Yamaha and Zero Motorcycles (and many more) will be in attendance, offering daily demo rides both on and off-site.

There’s more to do, including guided green lane ride-outs; advanced riding assessments;

off-road skills schools; motorcycle masterclasses; and live rider displays.

And if you fancy sitting down for a well-earned rest after all the riding, you’ll be able to grab a beer and some grub and soak up some of the 60 talks across four stages from some of the biggest names in motorcycling, including the likes

of Simon and Lisa Thomas who have over 515,000 miles and 122 countries under their tyres; the legendary Elspeth Beard who at the age of just 23 rode around the world on her BMW R 60/6; and globetrotting expert Nick Sanders.

For more information on the cracking event, visit www.abrfestival.com

Cadwell Park will play host to a top weekend of Suzuki -themed shenanigans over the 22-23 June.

Whether you’re a die-hard fan of the Japanese factory or not, Suzuki Live is a properly cool event that takes place in the hallowed grounds of Lincolnshire’s infamous racetrack.

Across the weekend, you’ll be treated a veritable feast of Suzuki’s finest classic and modern machines throughout the paddock and in action.

Bikes on show will include stunning machines from Suzuki GB’s collection and club and private displays, while guest stars will not only be drifting around the paddock for chats and autographs, but also exercising their time-worn talents on track too! What’s not to like?

There’s also free test rides on Suzuki’s latest machines and the unmissable V-Strom adventure bike off-road course, and not forgetting all the Saturday night entertainment! It’s a weekend not to be missed for any biking enthusiast.

For more information and to bag your tickets, visit: www.classicbiketrackdays.com

12 YOUR RIDE

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.

Phil Girling’s got it right. Here’s his gleaming Royal Enfield Classic 350 – and the Yamaha Majesty 400 winter hack he’s bought to keep riding when the roads are rubbish (and salty).

Keith Marchant’s Sinnis Retro Star 250 looks like an absolute blast!

Proper retro scrambler styling and a screaming single engine. Yes please.

Richard Craven bought his Triumph Street Twin from new in 2017 – and he’s already racked up 57,000 miles. Good going!

Des Gibbons is a lucky lad. Check out his mint Honda Dax.

Graham Richardson has got an icon on his hands. We’d love a Honda 400 Four in the shed.

This is a bit of us. Trevor White’s Suzuki ER250 is a bit of early 80s cool.

James Tunstall’s keeping it retro with his Kawasaki Z900RS. We love these.

Stephen Price’s gorgeous Honda CB450 looks like it’s been well looked after.

Alison Brock’s looking pleased as punch astride her Kawasaki Z1000SX. Cracking bike.

COMPETITION 13

THE S E K I B E R O M QUIZ

WIN!

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

1

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.

How much torque does Triumph’s latest generation Rocket kick out?

6

While it might not be quite time to whip out the summer gloves just yet, we are getting g closer. The evenings are getting lighter, the days are getting warmer, and those few frosty mornings are becoming an increasingly distant memory. But in the UK, U even in the height of summer, there’s still a fair chance you could get caught out in a downpour. That’s why these Wave gloves from Weise look like a winner to us.

Slimline, lightweight and comfortable – but with a McTex waterproof and breathable membrane to keep the worst of the rainfall at bay, with TPU knuckle and finger armour, padded palms, and critical dual-layered synthetic suede. Nice. Want to know more? Visit: www.weiseclothing.com

Worth £99.99

What’s the big change to the new Honda Africa Twin Adventure Sports?

7 2 How many of KTM’s track-only RC-8C When was the first Moto Guzzi Stelvio 8 will be built?

3 released?

Who founded Zero Motorcycles in Which new bike is powered by the 9 2006?

4 same motor as KTM’s 790 Duke?

When did Yamaha claim four of the top many electric charging points are 10 five 5 How GP World Championship spots? there in the UK? In which county is the spectacular Kielder Forest Drive?

Which Japanese firm has just created its first hybrid motorcycle?

you get ’em right? Bajaj, Moto Guzzi V85, 1999, Kymco, Sherpa, Salisbury Plain, LAST MONTH: Did Spada, Rieju, 2004, Brno

Here’s the legal bit that you need to know

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14 PRODUCTS

BUYING GUIDE

FULL FACE HELMETS There’s only one bit of kit you’re actually required by law to wear.

A helmet. That why it’s so important you get it right when you’re splashing your hard-earned cash on one

What rating do I need?

The all-important number is ECE 22.06.

It’s okay to buy old stock carrying ECE 22.05 from bike shows, dealers, etc. But from 2024, 22.06 is the requirement for new helmets. 22.06 tests across 12 points of impact to the shell and added testing of rotational forces, which is a major cause of brain damage. If you’re looking to do track days (or even race) then the helmet must also have a proper ACU Gold sticker.

But why go for a full face?

A helmet is the one legally required bit of kit for bikers, and a full face gives you some of the best protection. The chin guard adds protection for your face/mouth/teeth, and the single-piece construction helps make it stronger.

Fair enough, so what should I be looking for?

The best helmet is the one that fits you. A £150 one that fits really well is better than a poor-fitting £700 item.

Once on, there should be an even pressure across your head. Any tight spots will feel worse and worse when riding. If your head can tip up and down or side-to-side inside the lid, it’s too large.

Different manufacturers use different profiles; make sure that profile suits your head shape. Glasses wearers, make sure they slip into place easily and sit in the right place once on; some makers have cut-outs in the lining to help.

Anything else to look for?

There are a number of different styles: Race, Sport-Touring, Touring, Adventure

to name just a few. Pick the one that best suits your riding, for example, riding upright for long distances? A race helmet (which is designed for the rider leaning over the bike with head pointing upward) isn’t the best match.

Now you’ve got the right style and fit, the other big considerations are airflow and noise. These two go hand-in-hand.

In theory the better the airflow, the noisier the helmet. But manufacturers have made huge developments in noise reduction in recent years. Again, style and intended use are major – a race lid is designed with aerodynamics in mind. By contrast, a touring lid is meant to be quieter.

Field of vision is vital. Back with a race helmet, it’s designed for use with the riding facing forward. A touring helmet is more concerned with a wider field as

you’re more interested in what’s going on around you.

Any other useful things?

How does it fasten? Main fastening types are double-D ring or micrometric ratchet.

Double-D has the advantage of always being tight enough (micrometric will need the strap checking to make sure it hasn’t loosened); the flip side is the micrometric is easier to operate with cold/gloves on.

There are quick-release straps (like a seat belt) and Ruroc’s ‘Fidlock’ magnetic system.

Not essential but useful: sun visors and Pinlock. Pinlock prevents the visor from misting up. An integral sun visor means, at the nudge of a dial/slide of a slider, you can protect your eyes, but flip it out of the way entering a tunnel.

PRODUCTS 15

ARAI QUANTIC

RUROC ATLAS 4.0

Quite possibly, this is the best motorcycle crash helmet I’ve ever worn.

The Quantic is marketed as a sports-touring helmet, despite looking rather quite sporty, which is right up my alley as at 51 I still wear trainers so I look sporty, too…

The initial fit is superb. The luxurious brushed-nylon lining is akin to putting your favourite, fluffy slippers on your head, and we all know we would if we could. Arai says that the actual aperture you stick your noggin in is larger than on other models – as you’re often taking your helmet off and on when on a sports-touring machine. All I will say is that the transition to on your head and off is much easier and less of an ear-bending exercise than normal.

Comfort is increased by a flap covering the secure double-D ring fastener around your neck.

One of the design highlights includes a new venting system which is incorporated in a 3D Arai logo on the forehead section of the lid, two brow vents, two smaller vents at the rear of the lid, and an ‘exhaust’ vent in the rear spoiler. These all work superbly well in summer, drafting a cooling breeze all around your head.

Often, such a system means it’s colder in winter – but when you do shut those vents (easily done on the move for most of them) you can feel the difference – especially when you

Slipping on easily, the 4.0 squeezes the cheeks but is comfortable – but for a carbon lid, the ATLAS 4.0 is weighty (a reported 1600g). On the plus side It returns total stability even on a naked bike at motorway speeds.

Where the ATLAS 4.0 shines is field of vision.

With a vast 100-degree vertical and 215-degree horizontal aperture, it’s like you’re not wearing a lid. Visor operation is easy (big tab on the left). There’s no integral sun visor, but it comes with a spare dark visor as standard. Changing the visor is simple.

Ruroc sets great store in customer input – feedback on the ATLAS 3.0 was for improved venting and soundproofing, so ventilation on the 4.0 comes via chin and forehead vents, with an always open rear exit (what look like extra vents beneath the visor are closed, for stylistic purposes only).

The chin vent slider is on the inside of the helmet, making it impossible to operate when on. In the open position I got good airflow, notably at my face, so good news for a glasses wearer, but no air seemed to hit the visor (more a cold weather issue – I tested during the July heatwave). The top vents don’t seem to do a great deal.

As regards soundproofing, up to around 50mph it’s no noisier or quieter

Bertie Simmonds / £499 / www.whyarai.co.uk

Bob Pickett / £425 / www.ruroc.com

sort out the spoiler vent at the rear.

More vents often mean more noise on a helmet, but I have to say that in either open or closed operation the helmet seems quieter than other helmets I tried back-to-back, including a SHARK and an older Arai. Oh, and going back to that ‘spoiler’ on the back of the helmet: apparently that helps keep your head stable at speed.

I can’t make any claims for or against this, riding, as I do, a number of new/ old, faired/unfaired bikes. I’m sure they have the test results to prove it…

Overall I’m very impressed with the Quantic, it’s a very comfortable, stylish and functional crash helmet.

than other helmets at this price point; picking up the pace you need earplugs (which you should be wearing at higher speeds anyway).

The ATLAS 4.0 is something of a Curate’s Egg. It’s carbon yet heavy; the fastening mechanism is an answer to a question no one asked (the Track version has conventional double D-rings); and the venting is a mixed bag. But I like it.

The phenomenal field of vision and utter stability are winning points.

CABERG AVALON BLAST

SCORPION EXO1400 CARBON HELMET

This was my first-ever lid, and I’ve loved it since day dot.

It might not be the most sophisticated, sexiest or most expensive, but it has a number of great features, ranging from the multiple adjustable vents to an internal sun visor, which can be dropped or lifted on the go via an easy-to-access toggle located on the side of the helmet. It’s a cracking bit of kit for the cash.

I can say that with certainty because I got a new pricier flip-front lid a few months ago, and I found I was using that more due to the ease when communicating with people; but every time I slip the Caberg back on, it’s like stepping into your favourite shoes. It’s so comfortable – and that makes it perfect for long rides.

Unfortunately, it can be a little bit noisy, but that’s nothing that can’t be fixed with earplugs (which we should all be in the habit of wearing anyway). And I find that a little bit more road noise is a small price to pay for this level of comfort and functionality.

A bright white lid isn’t really my thing, but visibility is the name of the game when you’re riding, and this one with its red and blue stripes really stands out and helps you to be seen by other road users.

I’ve recommended the Caberg Avalon Blast to a few others who have been interested in buying a new budget-friendly lid, and at £165 it really is great value for money.

I was hoping for a good experience with the EXO1400. And I got one. First off, it feels really light – no doubt thanks to the all-carbon, pre-preg shell construction. It also has the Airfit system that gives a more snug fit by using an air pump (located at the back of the chin bar) to inflate the cheek pads, which also aids in reducing noise (as does the ‘chin curtain’), something that I’ve become more and more aware of as my hearing starts to fail…

Some helmets take a little while to ‘bed in’, and as the first time I wore this Scorpion was for a 400-mile, non-stop trip to Scotland, I was a little concerned as to how my noggin would fare. No issues whatsoever – it was as comfortable as wearing a favoured, weathered beany hat. Only quieter.

The vents seem to work fairly well, although as the EXO1400 is so light it doesn’t have the claustrophobic feel that some heavy helmets can give, and the way that the visor secures with the centrally-mounted clip is genius – secure and really easy to open.

It’s secured by my favoured type of strap, a double D-ring (made of titanium to aid the weight), meaning that the strap is always as tight as it should be (seat-belt type clasps can be too tight if you add a neck scarf, or too loose if you go without), while the cheek pads have ‘emergency’ tabs so they can be pulled out to aid helmet removal in the event of an accident. The lining is of a beautifully soft material – it really does feel rather luxurious – and can be removed for washing if it gets a little stinky.

It’s supplied with a Pinlock lens, too, which was once only the preserve of really expensive

Chris Bailey / £165 / www.cabergcares.co.uk

Dave Manning / £320 / www.bikerheadz.co.uk

helmets, and I’ve swiftly become a convert to the use of one, given how much easier it makes life on cold mornings with the reduction of condensation that it offers. If you’ve never used Pinlock before, you’ll be astounded at how clear your vision can be through a visor on a frosty morning after you’ve been huffing and puffing after dragging your bike out of the garage!

So, it’s light, quiet and comfortable, so what’s not to like? Well, not everyone likes that candycoloured carbon (I do), and the internal visor is a little awkward to operate via the sliding tab on the left side, and probably a little irrelevant if you use a dark visor like I do.

16 WHITE DALTON

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

Q

It must have been Freaky Friday! I live on a new housing estate. I was one of the first to buy a flat ‘off plot’ around three years ago and from my top floor I’ve been watching the steady march of progress as the rest of the houses and flats have sprung up around me. Anyway, last Friday I decided to get my bike out and go for a spin. I am always mechanically sympathetic and after warming up Steve (he’s a Suzuki V-Strom 650. Why wouldn’t you call him Steve?), I toddled out through the estate, heading towards the bypass. It was at that point on Freaky Friday that everything suddenly went white, and I was engulfed. The next memory is lying on the floor looking at Steve’s front wheel. I truly had no idea what had happened. After what seemed like an eternity I could hear a voice saying: ‘We are going to unwrap you.’ At this point I was even more confused but after a few minutes slowly I began to see daylight, and then the faces of my rescuers. At this point Dave and Jenny (who had been standing at a bus top) told me that the white tarpaulin(?) that had been wrapped around the scaffolding of a block of flats being built, had blown off and hit me slap, bang in the face and then wrapped around my bike, causing me to fall off. I remember laughing and saying at least I’m not dead and in heaven, but then coughing in pain. Later it turned out I had broken fives ribs and ruptured my spleen. Not fun. Fast-forward seven weeks and I have just

SOLICITORS

www.whitedalton.co.uk

been told by the salesman at the show home on the estate that it was an ‘Act of God’ as the wind caused it and he couldn’t help me. I was raging, especially after he said he was surprised it was a woman riding a bike in the first place. I truly wanted to headbutt him, but decided it wasn’t the best idea. So… do I have a case? Dave and Jenny have kindly been round to see I am okay and brought me flowers. When they visited, Dave told me it had been flapping for weeks and he had reported it the week before. He even had a video.

A

I think Freaky Friday is a pretty good phrase in this case. That is proper scary! However, unfortunately, it doesn’t actually appear to be a ‘freak’ accident from what you have said.

I say this because it is entirely ‘foreseeable’ that it may be windy. With that in mind, the builder needed to ensure that the tarpaulin or wrapping around the scaffolding was secured properly. It appears clear they did not do this, and even better you have Dave and Jenny as witnesses to say it had been like that for weeks, and that Dave had reported it. Therefore, if you can prove ‘on the balance of probabilities’ that the builder has been negligent (which I think you will) you will win your claim. The next issue is to direct your claim to the right people. Often these big housing estates have several building companies building on

them,so you (or your solicitor... I advise you get one ASAP) need to track down who was responsible for building that particular block of flats and direct your claim to them. Don’t be put off by the salesman at the show home. He is talking cobblers!

Q

I was out with a group of mates a week ago.

We had parked up on a local high street and gone for the obligatory sausage roll. When we got back to the bikes, I threw my leg over, and promptly fell over sideways and into a parked car as I had not realised there was a drop curb the other side. To say I was super-embarrassed is an understatement as I just wanted the ground to swallow me up. Thankfully, there was no damage to my bike as my bar weight had hit the parked car’s rear quarter. I checked the car. It had marked the paint, but it was a battered old Mondeo and to be fair it didn’t look any worse than the rest of it. So with that, we headed home and I didn’t think any more of it until I received a letter from the Police. They are now accusing me of failing to report an accident. I have no idea how they got my bike registration details as I checked around before I left, and I couldn’t see any camera. I am thinking of ignoring their letter as to who was riding as there was no damage to my bike and it was only a ding on an old car.

However, my gut is telling me this could just make things worse.

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

A

Listen to your gut. You have received a Notice of Intended Prosecution so you should not ignore it. This is because it is an offence under Section 172 Road Traffic Act 1988 to fail to provide the information requested in the Driver Identification Request by completing the driver identity form within 28 days. A person convicted of failing to provide information would be fined up to £1000 and either have their licence endorsed with six penalty points or be disqualified from driving. As for failing to report an accident, because you hit a car with your bike and caused damage, and then rode off, you have committed an offence. If you are if you are summoned to Court and are found guilty or pleaded guilty to this offence the likely punishment would be a penalty points endorsement of five to 10 points and fine, in addition to Court costs, etc. Due to the nature of the offence alleged you could be disqualified instead of getting penalty points. If you were disqualified for the offence itself, this could be for up to 12 months. An offender could also be sent to prison for up to six months. However, I would add that this is very unlikely in your case. At this stage all you can do is identify yourself as the rider and then see if the Police/CPS pursue this further. If they do, I suggest you take legal advice because it is actually a very serious offence. This often catches people as they think it’s ‘just a ding’ on a car etc.

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.

18 QUICK SPIN

Want to really get to know the new Stelvio?

MSL’s the place to be. In the next issue there’s a whopping great test from an absolute legend of the bike journalism game, Alan Cathcart. Scan the code and get his lowdown delivered to your door for less than the cost of a pint.

QUICK SPIN 19

ITALIAN STALLION Named after the legendary Italian pass and based largely on the muchlauded V100 Mandello (with a few key changes), the new Moto Guzzi Stelvio has quite the reputation to uphold. Is it up to the challenge?

Moto Guzzi Stelvio

BUYING USED

Honda Varadero 2003-10 / £1800-£4000 The Varadero never really had enough about it to really win the hearts of adventurous riders in a big way, but some found lots to like. And it’s not too hard to see why, with its super-smooth Firestormderived V-twin motor, armchair levels of comfort, and that famed Honda reliability (and build quality) helping to make it a serious option for riders looking to cover big miles.

WORDS: Ross Mowbray PHOTOS: Moto Guzzi We’ve been out in the hills near Almeria in Spain to find out what the new Moto Guzzi Stelvio is made of.

The good news is it looks great and sounds great. That’s a pretty good start, right?

There’s a shade of Triumph Tiger to the front end, but the sharp-angled tank and big transverse V-Twin lump sticking out the sides give it a look all of its own. It could only be a Guzzi.

Racking up a few miles on the highway on our way to the good stuff, the Stelvio proved itself incredibly comfortable. The shorterthan-most 830mm seat is very plush and perfectly sculpted, with enough slimming at the front to make it easy to flatfoot for the shorter riders on the launch. Despite its bulk, it’s actually surprisingly easy to move around, too, partly because It carries the vast majority of its weight low down.

Guzzi spent a lot of time perfecting the bike’s aerodynamics. It’s super-stable at high speeds and the electronically-adjustable screen is a nice touch, doing a good job of deflecting the wind to the top of my helmet in its highest setting.

As soon as we hit the twisties, the guide rider opened things up. It was quite the introduction – and although the bike proved itself very capable of hustling, it took a bit of time before I felt completely at home.

The handling’s good, and it’s been up to the task of being properly thrown around, but there is a slight sense of vagueness. That’s not unusual for adventure bikes, though it doesn’t feel quite as surefooted as some of the competition. A light touch of back brake seems to tighten things up enough to help.

The suspension is well enough set up, but the Sachs USD forks up front and the KYB monoshock at the rear certainly aren’t perfect. There’s still a decent balance of comfort and performance, and we were asking an awful lot of it on the fast, twisty roads.

The brakes are decent though. They’re proper Brembo monoblocs, and although

there’s not exactly superbike levels of bite, they help the Stelvio stop quickly and efficiently with only a little dive from the front suspension when you really grab a handful.

As with any Guzzi, the engine is a highlight.

It’s flexible and fun. It’s not the fastest thing in the world or as characterful as I expected, but the liquid-cooled 1042cc transverse V-Twin kicks out a respectable 113bhp and 77lb-ft torque. There’s a nice whack of lowdown torque, and it pulls well up top, too.

The gearbox is a little agricultural, needing a firm hand (particularly between 1st and 2nd).

The clutch is plenty light though, and Guzzi have also worked to make it easier to shift without it.

A brief stint on gravel suggests that the Stelvio might not be most at home in the dirt. There’s a specific rider mode (in addition to four more road-focused ones) and you can turn the ABS off entirely, but even then I suspect it might struggle with anything much trickier than a wide, open, fire trail. Though I doubt many riders would want to do more than that anyway.

The top spec £15,400 bike also comes with a whole load of rider aids. There’s a Forward Collision Warning system which flashes and beeps at you when you get too close to something in front, and there’s a rear radar thing, too, which flashes a warning on the dash and lights up a little spot on the indicator. I’m not sure it’s all that useful, and it’s a bit frustrating that you’ve got to spend more cash to make full use of the front radar, and be able to use the Radar Cruise Control.

If it were my money, I’d be more inclined to go for the £14,700 base model and spend the extra cash on some aftermarket goodies.

There is a lot to like about the newest iteration of the Stelvio. The motor and the brakes are top, it’s comfortable, it looks good – and it offers riders something a bit different in the increasingly-crowded adventure bike market. Is it the best? Probably not. But it’s a more than capable adventure tourer that many riders will find plenty to like about.

Moto Guzzi Stelvio

2008-2010 / £3000-£6500 What about the original Stelvio? Built from the ground up to take it to BMW’s massively popular R1200GS, it was always going to have a tough job on its hands.

And yet, if you were after an easygoing adventure bike for the road, it was possibly the better option. It’d make a lovely buy today, and you’d be well looked after if you needed any help, advice, parts or riding buddies, too, thanks to a super-active community of Guzzi fans across the UK.

BMW R1150GS 2000-2003 / £2000-£4500 No list of adventure bikes can be complete without at least one of BMW’s tried, tested and true GSs. This one’s the last proper oldschool one, with little in the way of technology but bags of character from that Boxer motor. It’s fast becoming a modern classic, and yet you can still pick them up relatively cheaply.

20 QUICK SPIN

ONE FOR THE ROAD? Stepping ever further away from its Dakar Rally racing roots, Honda’s overhauled its Africa Twin Adventure Sports to create a seriously capable big-mile tourer that can hold its own with the best of them

Honda CRF1100L Adventure Sports For 2024, Honda’s finessed its Africa Twin Adventure Sports so it’s far more suited to the road (while largely leaving the ‘standard’ Africa Twin alone – aside from now offering electronic suspension as an extra). The factory sort of downplayed it, but It’s a pretty substantial shift.

The big news is that the new Adventure Sport gets a 19-inch front wheel, and a wider 110/80 tyre (in contrast to the old model’s 21-inch wheel and 90/90 tyre combination). But that’s not all, as they’ve shortened the suspension, dropped the seat height further, tweaked the engine for more mid-range power and torque, and fitted a wider fairing and screen.

To find out what’s what, we flew out to Portugal for a glorious blast on both the £16,299 manual version and the £17,599 DCT (which included a brief, token stint along a fire trail). Here’s how we got on.

It’s immediately evident that the riding position's different than before. That smaller front wheel and shorter, squatter suspension mean that it's much lower (835mm at its lowest standard seat setting and 855mm at its highest, with an additional low seat option if you need it – which’ll take it down to an impressively manageable 800mm). The centre of gravity's lower down, too, and as a result it feels easier to manage.

The bar, peg, seat space is a little tighter and pushes you marginally further forward over the bars, but it's still super-comfortable for my 6ft 1" frame. There's additional padding on the seat to make the long stints it's designed for even more tolerable. And Honda's even done some work to improve its aerodynamic abilities, reducing some of the buffeting and front-end lightness found at high speeds with the old model.

A bit of town work, before winding our way along a brilliant, tight, twisty stretch of road up into the hills offered the perfect opportunity to see just how well the new bike handles. It's exceptional. Planted and poised, with far more feeling than the old model.

The Bridgestone Battlax Adventure A41s certainly help the cause, providing good, reliable grip and allowing for swift, assured progress. The surface was great and the roads bone dry, though I've ridden with these tyres a lot and can testify that they're just as capable of holding their own on grimy British roads in the dead of winter.

The electronic suspension from Showa is top, too. It works just as well as it did on the previous generation ATAS (though it's now available as an extra on the standard Africa Twin, too), working to stiffen up the suspension the faster you ride.

There's a huge amount of fine-tuning available, with Soft, Mid, Hard, Off-Road and User settings to choose from. And you can now adjust the preload on the fly if you’re adding luggage or carrying a pillion. Nice. I do question how much tweaking actual owners of this bike will do,

suspecting that they’ll find a setting that works for them and stick to it. It’s nice to have though, for sure.

The engine's had some big updates, too. Honda have managed to increase peak torque by 7% – which is the same increase as when they upped the capacity from 1000cc to 1100cc. It kicks out the same 100bhp, but there's now 83lb-ft of torque to play with. It actually feels much peppier than the previous generation, with a smoother but more direct throttle response, too. To achieve all that, they've fitted a longer piston for a higher compression ratio;they've reshaped the crankshaft; reshaped the conrod; added a larger air duct, ; tweaked the exhaust valve timings; and there's a lighter, more efficient muffler with a shorter, wider, and lower tailpipe.

That all combines to create a pretty potent package. Other adventure bikes might have more ccs and more outright power, but the Honda is plenty punchy and has bags of character. And after all, how often can you really exploit 150bhp on the road?

The gearbox is good, the brakes are sharp, and the electronics are plentiful – and relatively easy to navigate after a bit of time getting acquainted.

There's more good stuff, like cruise control and Android Auto and Apple Carplay compatibility.

There’s the usual DCT (Dual Clutch Transmission) offering, too. It was very nearly the only option, with the UK arm of Honda first announcing that they were only going to be importing the DCT version of the Adventure Sports. While the semi-auto equipped bike accounts for 55% of sales, it was a bit of a bold call – and there was a bit of an uproar from manual-loving riders before they changed their mind. The DCT is good though. Every time I get the chance to use it, I’m more impressed. And this is the best yet. That’s probably because the Africa Twin makes use of real-time information to decide when to change (or not change) gear.

For swifter riding, I do feel more confident using the up/down paddles on the switchgear, but for everything else I’d have no issue sticking it in Auto and letting it do its thing.

There are compromises to be made though. We were let loose on a short 5km-long gravel track, and as fun as it was, the latest ATAS is not really an off-roader. It'll do it, and you can whack it in Off-Road or Gravel mode, switch off the ABS and HSTC (traction control) to get it set up just right, but the standing riding position feels far less natural for my lanky frame. Thankfully, if the dirt is where you want to ride, you can snag yourself a 'standard' Africa Twin which retains its 21" front.

The factory's decided to make a more obvious distinction between the two models, and I reckon it's all the better for it. The changes make an already great adventure tourer even better. Nice work, Honda.

QUICK SPIN 21

BUYING USED

Triumph Tiger 955i This is just a taste of the full six-page writeup in the current issue of Motorcycle Sport and Leisure magazine, which goes into even more detail about what it is that makes the newest Africa Twin Adventure Sports so good on the road.

Scan the code and find out more.

2001-2006 / £1000-£3000 The Tiger 995i is a seriously brilliant bike for the money, delivering a healthy dose of olde skool adventure bike charm. While the next generation model was tweaked to be even more suited to the road, there’s plenty of fun to be had pushing its soft suspension and skinny front wheel on the Tarmac. Its triple motor’s probably the highlight.

Kawasaki Versys 1000 2015-2018 / £4500-£8500 Despite its adventure styling, the Versys is completely focused on being an excellent big-mile road bike. And that’s what it is. It’s incredibly comfortable, super-smooth and top handling (with some proper sports touring tyres fitted as standard). There’s a reason you see so many of these loaded to the brim with two riders on their way to somewhere far off in the distance.

Ducati Multistrada 950

2017-2021 / £6000-£12000 It might never have got the headlines, but in our mind, the previous-generation entry-level Multistrada 950 was about as good an adventure tourer as there possibly has ever been.

It’s nimble, punchy, and just the right amount of sporty, with enough about it to show up its bigger brother. Whether you’d want to cross continents on it is another question.

ROUTE FINDER 23

NORTH YORK MOORS

WHAT’S YOURS?

There’s nothing quite like a bit of local knowledge when it comes to finding the best roads an area has to offer. If you’ve got a top blast on your doorstep (and you don’t mind sharing), we’d love to hear from you.

Yorkshire is massive; and there’s no end of great riding contained within it. That’s why we’ve broken the usual format and will be delving a bit deeper into one specific part of God’s own country. This time we’re bringing you the best of the North York Moors. With its vast skies, heather-clad expanses, tree-lined lanes and salt-spattered coastal villages, it’s the perfect place for your next big ride.

Gateway to the Moors

The short ride up from Barton Hill is the best way to start any trip to the Moors (if you’re coming from the south); getting you off the main roads and into the Howardian Hills. Passing through Howard Castle estate, you’ll be treated to some glorious scenery as you pass through swathes of farmland, under huge stone arches and past ornamental ponds. After the castle, take the left towards Terrington and follow the narrow, but flowing, road up to Hovingham where you’ll join the infamous B1257.

The Yorkshire TT

The B1257 is quite a wellknown stretch of Tarmac – it’s unofficially known as the Yorkshire TT course, a 70-mile circuit that takes you right around the edge of the Moors on some of the most beautiful, winding roads you could imagine. The 19-mile stretch from Helmsley (home of the Farmyard Party biker bash) to Stokesley is probably the best bit though; a properly brilliant stretch of road.

Back road brilliance The A171 is surprisingly decent, despite its combination of single and dual carriageways and relatively high density of traffic – but you’d be much better nipping down into the Moors towards Castleton. From there, swing a left and aim for Whitby – passing through Ainthope, Glaisdale, Grosmont and Sleights along some tight, twisty land and surprisingly leafy back lanes.

Oliver’s Mount

No trip out east would be right without a nip round Oliver’s Mount.

It’s actually England’s only natural ‘road’ racetrack. Situated just five minutes from Scarborough’s town centre, the races have been likened to a ‘miniature TT by the seaside’. The 2.43-mile track has always been regarded as a challenging, tight and twisty circuit, which tests riders to the maximum.

Just don’t forget that outside of race days the speed limit is restricted to 30mph.

24 ADVANCED RIDER SKILLS

Riding a motorcycle is one of the best things you can do – we all know that. But if you have been riding a little while, you also know that it’s not always easy, and advancing your riding skills is essential to keep yourself safe. The clever way to take your first step towards advanced riding is to undergo an Enhanced Rider Scheme (ERS) training course. But before you sign up, here’s a little look behind the scenes with ERS trainer Ian Burchell from Phoenix Motorcycle Training, so you know what it will entail…

The problem with advanced riding is that almost everyone has a slightly different idea about what it means, and at what point your riding qualifies as ‘advanced’. To sidestep the trap of being dragged into that argument, we are looking at how any ordinary rider can start the journey into becoming more advanced in their riding. And most people would agree that it all starts with having a plan...

We know… it doesn’t sound very rock’n’roll to start with plans and structures, but it’s the same with motorcycling as it is with anything else: you can only make it look slick and effortless if you have spent long enough honing your skills.

The reason we need a structured plan is that it helps us prepare for, and deal with, hazards in a systematic way. There are a couple of ‘systems’ that you may have heard advanced riders talk about: IPSGA and OSM-PSL. Both equally dull acronyms, but both very powerful tools in providing the rider a system of motorcycle control to rely on.

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

IPSGA is short for Information, Position, Speed, Gear, Acceleration. This is the system that police riders use to approach and negotiate hazards on the roads. It has also been adopted by most advanced riding organisations in the UK. The Information part of the system continues throughout the process with the rider taking, using, and giving information about the situation.

The other parts of the system are run in succession, starting with considering your Position on the road, the Speed you are travelling at, the Gear you are using, and finally Acceleration once you have dealt with the hazard. All of these are done to put you in the right position, at the right speed, and in the right gear to best negotiate the hazard, then accelerate away from it, whatever it

may be. We could talk for hours about what is involved in each stage of the system in different situations, but without going too deep into it, suffice to say that it provides a system to deal with pretty much any hazard that you may face on your bike.

Naturally, just knowing what the acronyms mean doesn’t make you an advanced rider. It takes a fair bit of riding, thinking, then riding again to appreciate what each component part of the system means in different situations, and even longer to make them a part of your riding. If you do an ERS training day, the trainer will look for correct and effective use of OSM-PSL/IPSGA for all road and traffic situations.

More experienced riders often ride with more confidence and assertiveness than those new to two wheels. Some of it comes with the miles you ride over the years, but you can also actively work towards improving your skills and knowledge, which in turn increases your confidence and helps you be more assertive in your riding. Just be careful not to mistake this for riding aggressively – that’s something that never leads to anything good.

Another area that is developed as part of becoming a better rider is hazard perception.

The more you know about what might be a potential problem, and how different situations might develop, the more you know to be on the lookout for them. Something that might look like possessing no danger at all to a new rider may be a reason for a more experienced rider to change their position, speed and gear to prepare for a potential hazard. Sometimes the hazards remain just that, potential, but if they become real and acute, you need to be ready to deal with them, and know exactly how to do that.

Ian Burchell, an ERS trainer at Phoenix Motorcycle Training, has seen large numbers of riders struggle with having a structured and planned approach to riding. The main problem he has detected in many rides is “lack of forward vision, linked to a lack of planning the ride. This often shows as stopping unnecessarily at roundabouts and junctions; missing speed limit signs and other warnings.” If you recognise yourself in that description, it might be worth giving Ian a call and start working on advancing your riding skills.

ADVANCED RIDER SKILLS 25 Where to get the skills?

Phoenix Motorcycle Training is the UK’s largest motorcycle training organisation, with ERS courses available at several locations. To find your nearest location, visit phoenixmotorcycletraining. co.uk or call 0330 223 4000.

How to get better quickly?

Unfortunately, there are no shortcuts to becoming an advanced rider, it will take time and practice.

However, you can make the process much quicker and easier by signing up to do a training day like the one-day Enhanced Rider Scheme (ERS) with a qualified and DVSA approved trainer.

THE BIG TEST AND TOUR 27 yan Voge 300 Rally / Royal Enfield Himala Rally Fantic XEF 250 Trail / Honda CRF300

Sponsored by

In association with

IT’S ALRIGHT UP NORTH The term ‘adventure bike’ is often attributed to lofty seat heights, engines over a litre in capacity and large price tags. This needn’t be the case, as Mossy discovers WORDS: Chris Moss and Dave Manning PHOTOS: Gary Chapman

28 THE BIG TEST AND TOUR

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England, it covers nearly a quarter of Northumberland; stretching out to the border with Cumbria, and northwards to the Southern Uplands of Scotland – including much of the Cheviot Hills, and a large part of Kielder Forest, which itself covers 250 square miles and is the largest manmade woodland within England.

As our own excursion into Northumberland involved a level of green-lane exploration, and even a foray into the world of Long Distance Trials (more on that, and the bikes used, soon), we chose to dress the bikes used in some suitable rubber.

Somewhat conveniently, all the bikes used Bridgestone Adventurecross AX41 tyres, a road-legal tyre developed primarily for Adventure bikes that has a rated balance of 40% road/60% off-road, so ideal for the mix of Tarmac, forest roads, trails and green lanes that were set for our weekend.

While the on-/off-road balance of the tyres suggests that more fun will be had in the dirt, they’re actually surprisingly good on metalled roads – a little noisier and harsher than pure road tyres, but with an impressive level of grip (no doubt thanks in part to the staggered tread pattern) that only seemed to be unsettled by rain – but then, what tyres aren’t?

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was a latecomer to this party, but the invite sounded like it would be great fun. Riding around the reputable Northumberland 250, alongside good friends, with a long-distance trial thrown in for good measure instantly lit my fire, so I happily said: “I’m in!”

When the excitement wore off, and I considered things further, some minor concerns began to develop. The first worry was bike-related. I’m not new to modestly-powered machines, and have learned in all my journo years that getting ‘bike snobby’ can be a mistake. Even so, I did wonder if touring for two days on four seemingly-underpowered bikes could get tiresome. And would the long-distance trial be too tough? I hadn’t ridden seriously off-road for a hell of a long time, so I feared it might break me, or at least cause a few cracks. Still, there was only one way to answer those questions – head north, meet up with mates Gary, Ross and Charlie, and simply get on with it! Here’s what I discovered from the adventure.

For this look at one of our great National Parks, we headed to the most northerly of England’s Parks, Northumbria National Park.

Covering an area of 410 square miles (1050 square kilometres) and said to be the least populated area in

THE BIG TEST AND TOUR 29

THE ROUTE

Thanks to the popularity of the 500-mile route around Scotland – the North Coast 500 – an enterprising group of folk decided to organise a route around the north-east of England that was half the length called, obviously enough, the Northumberland 250 (not to be confused with the NE250 in Scotland).

Aside from passing through a large part of Northumberland National Park, the route also covers the visually stunning stretch of coastline that borders Northumbria and the North Sea, as well as dipping over the border and into Scotland.

As a circular route, it’s possible to start at any point, but we’ll begin at Kielder Castle, immediately taking the amazing Forest Drive, a 15-mile toll road (with a £3 charge) that runs through the forest and is entirely appropriate if you happen to be riding an Adventure bike, given that the surface is unsealed. The road ends at Blakehopeburnhaugh, close to the A68, a rollercoaster of a road that heads north-west, across the Scottish border and on to Jedburgh, which was, for us, a convenient spot to stop for lunch. North out of Jedburgh, and then striking eastwards on the A698 to head for Kelso, but peeling off on to the B6401 and then B6352 aiming at the most northerly point of the National Park itself, crossing back into England at Shotton, then taking a right on to the B6351 back into the National Park, skirting around its northern edge before turning left, northwards, on to the A697 for a short blast.

The official route now heads further north to Berwick-upon-Tweed, but we carried eastbound on the B6353, through the spectacular Ford & Etal

estates, and terminating at a T-junction with the A1, to head south with the stunning North Sea coast to the left. There are numerous distractions along the A1 – Holy Island, Seahouses, Bamburgh, Craster, etcetera – and the pukka Northumberland 250 route uses the road that hugs the coast rather than the slightly inland (and much busier) A1, and while we started to head west towards the setting sun, the route loops further south, through Warkworth and back up to Anwick, which is worth a stop, even if it’s only to visit the Poison Garden at Anwick Castle.

From Anwick, the B6341 runs south-west, through Rothbury and back into the National Park, onwards to Otterburn with a truly wild feeling in the open landscape, and while we cut back across the Park to complete the loop at Kielder, the proper route sweeps south down to Corbridge on the A68 – it’s a fast and fairly straight piece of road, but be wary of the crests that can hide oncoming traffic. From here, the route is back to B roads, cutting into the North Pennines AONB to Blanchland, across to Allenheads and then northwards, crossing the A69 on to the B6318 (this is what is known as the Military Road, and is typical as a very straight piece of Roman road), and into the National Park and past Once Brewed.

Turning left in Chollerford takes you on to the B6320, which runs alongside the North Tyne river for a while on the way to Bellingham, and after crossing the river take the first left, on to an unclassified road that continues to follow the river, eventually bringing you around the southern banks of Kielder Water and then back into Kielder itself, ready for another £3 trip through the forest.

Eyemouth A1

A68

Berkwick-upon-Tweed

Galashields

Jedburgh

Seahouses

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A68

Warkworth

Rothbury A1

Kielder Forest Drive

Once Brewed

Hexham

A69

Newcastle upon Tyne

Carlisle Allenheads

Sunderland

Blanchland

Penrith

■ More details at www.northumberland250.com

30 THE BIG TEST AND TOUR

VOGE 300 RALLY If there’s one contentious subject in motorcycling guaranteed to prompt a long and divisive debate, it’s Chinese-built bikes. I’ve had many a conversation with a variety of people on the subject, and though few rarely end in full agreement, almost everyone admits the Fareastern Nation is getting better and better at producing more and more credible machines.

Personally, I have little doubt about China becoming a big player in bike manufacture. It’s just a question of when. I’m old enough to remember the arrival of Japanese bike firms, and just how much their produce polarised opinion, too. We all know how that story ended.

On that very basis I was keen to try the Voge in this test. A visual study soon brought encouragement. Unlike several Chinese machines I’ve looked at in recent years, the 300 Rally is solid, stylish, and certainly appears very well put together. It features plenty of well-engineered parts like the steel beam frame, and the fit and quality of all fasteners is excellent. Overall, the Voge is robustly finished with durable-looking paint. Had it not had the brand name on the fairing, I could have been convinced it came from a bigger, more established manufacturer.

In time, riding it brought further positivity, and though by the end of the test it was obvious some improvements could be made to the performance in key areas, the overall assessment of the bike simply had to be very optimistic. Mind you, when Gary handed over the Voge keys, he did so warning me about the weakness of the front brake. I must say I couldn’t agree with him totally, though I do think stopping could be a sharper, shorter affair.

When you’re used to it, and accept that quite a bit more pressure needs to be applied to the brake lever, it’s not too bad. I think fitting some more aggressive pads might help, but braking distances are definitely something you have to make allowances for.

It’s a similar story with the suspension, with both ends of the bike feeling underdamped and generally having a crude action when you ask

more of them. Both Gary and Ross rode the 300 well off-road, no doubt helped by their leg length allowing them to ‘paddle’ the tall machine with their feet down through the rockier sections. I had more difficulty thanks to the Voge’s lofty seat.

Also, I had a bit of a scare when the forks snapped back to their full extent after bottoming out when I hit a deep hole. In doing so, the steering was effectively lost, as the front wheel suddenly left the road momentarily. After that, I was always wary of the same chance of reduced control. On the road, the suspension just felt a bit dead and didn’t cope with more seriously-damaged roads as well as I’d have preferred. Like the brakes, it’s not too bad, and some remedial work would no doubt bring improvement to its action.

Luckily, the engine performance is pretty modest, with the sort of restrained delivery that encourages steadier riding anyway. It’s by no means a slug, but just like the motors powering all four of these bikes, they simply can’t send you up to heady speeds, however long you wait. Once you adjust your expectations, you’ll be fine and will probably enjoy the lazy nature of its power delivery. Some thought the motor was a bit vibey, though personally I felt it was just a little harsh and could easily live with it. Gary thought some of the gearbox ratios were spaced a little too widely for riding off-road.

The happy trade-off of this engine calmness is, of course, reduced running costs. Fuel consumption is superb, though using E5 unleaded is recommended, which is more costly and not always available in some smaller petrol stations. I have it on good authority running on E10 every so often isn’t harmful, but it can end up with throttle response becoming a bit fluffy with continued use.

Fluffy’s a word that comes to mind when describing the Voge’s comfort level. Okay, it’s better on smoother roads, but with a good protective fairing and screen, decent if tall seat, and roomy riding position, longer distance runs are well within the remit of this bike.

But without doubt, one key factor of the bike

Left: Not the least powerful engine in this test, but perhaps the most economic

TECH SPEC Voge 300 Rally

that’s both exceptional and beyond debate is its value. Discussions between us on the question of just how a bike like this can cost only £4000 lasted for quite some time. Given its build quality, acceptable enough performance level and components like crash bars and rack fitted as standard, there is no other option than describing the Voge Rally as an absolute bargain. And using the price tag alone as the standard by which everything about the Chinese should be judged, it’s a lot more difficult to fault.

Price: £3999 Engine: 292cc, liquid-cooled, 4v, DOHC, single Power: 28bhp (21Kw) @ 9000rpm Torque: 25Nm (18.5lb-ft) @ 6500rpm Transmission: Six-speed, chain drive Frame: Steel diamond Suspension: (F) 41mm inverted forks, no adjustment, (R) rising-rate monoshock, adjustable preload Brakes: (F) 265mm disc, twin-piston ABS caliper (R) 220mm disc, single-piston ABS caliper Wheels/Tyres: (F): 90/90-21 (R): 130/80-18 Seat height: 915mm Wheelbase: 1430mm Wet weight: 158kg Fuel capacity: 11 litres Fuel consumption: 88mpg (claimed) Warranty: 2 years, unlimited mileage Service intervals: 3500 miles / 12 months Contact: www.motogb.com

“Given its build quality, acceptable enough performance level and components like crash bars and rack fitted as standard, there is no other option than describing the Voge Rally as an absolute bargain”

Ross’ opinion The Chinese-built Voge was a bit of a revelation. Built to a budget with soft suspension and underpowered brakes, it’s an easy bike to criticise – but when you consider it costs just shy of four grand and it went everywhere the Honda and Fantic did without a grumble, you’ve got to give it some serious credit.

It looks good, appears well put together and has enough power and presence to hold its own on all but the fastest of roads (if you can forgive the vibrations). Question marks remain about how it’ll stand the test of time, but if first impressions are anything to go by, I’d say it looks like a pretty safe bet.

THE BIG TEST AND TOUR 31

ROYAL ENFIELD HIMALAYAN 411

The Himalayan has a healthy and loyal following and it’s easy to see why. Difficult to compare to most other bikes on the market, its uniqueness gives it a real advantage and distinct appeal.

Solidly built, its robust, utilitarian style is unlike any other, and gives the impression you could chuck it out of a plane, with the only thing likely to be damaged being the ground! Not dissimilar to an army vehicle, the ‘fit-for-desert-war’ look is emphasised by the colour scheme of our test bike, labelled by Royal Enfield’s catalogue as ‘Dune Brown’. Fitted with non-standard hard alloy panniers, the Himalayan’s industrial-like appearance is accentuated all the more by these useful aftermarket carriers, as it is by the hewnfrom-granite look of the sizeable black-finished, air-cooled engine.

After a few hours on the Enfield, I made a deliberate note to my voice recorder not to prioritise examining its dynamic properties.

The Himalayan simply shouldn’t be assessed by its performance alone, quite simply because there’s much more to it than that. This is a lovely, endearing, character-laden machine that oozes personality and charm. It quickly seduces you into approval, just as it did with all of us. This is not a bike you rate only by its spec sheet.

Now I do appreciate not everyone will see it quite as positively, and if you have any need for speed, even of a moderate level, then this is not the bike for you. It’s probably the slowest of the quartet, but let me remind you again, that’s not the standard by how the Himalayan should be solely judged. The 411cc air-cooled, 2v motor is slow to rev and simply can’t be hurried. I’d say it gathers speed more than accelerates, but even so, it still has some engaging features. Fuelling is crisp and clean, and the forgiving single pulls well enough to negate the need for a busy gearchanging foot. It’s pretty smooth, very frugal,

and makes a nice noise. There’s absolutely no doubt it’s more at home on narrower, quieter, sweeping backroads, like many of those on the Northumberland 250, that it is sitting on faster, straighter stuff. In fact, staying well away from lengthy stints along motorways is good advice I’d say.

I don’t like using them on any bike at the best of times, but on the Enfield route choice is a more important factor, and multi-lane highways simply don’t allow you to appreciate its virtues to their fullest.

Luckily, we used it in an area where you could love it more, and it fitted in perfectly with the Northumbrian routes and landscapes, often commanding more attention than any of the others whenever it was parked. On the move, it’s tempting to be critical of the performance of some of the Enfield’s key components, but as I had a quiet moan about the brakes and suspension not being as good as they could be, I was reminded of another significant factor necessary to put opinions into context, the Himalayan’s price of just £5049. On a ‘you pay for what you get’ basis, the slight inferiority of the suspension’s action, and wooden feel of the brakes really don’t deserve too much criticism. And to give that analysis further perspective, neither when I was riding it more keenly on the road, or when the others took it off-road, did it get into any major difficulties. I simply made allowances for the brakes and did my best to accept the ‘crashy’ feel of the suspension over rougher terrain. It’s not like they aren’t fit for purpose. In fact, Charlie looked right at home on the Enfield when we returned to one of the longdistance trial’s special tests to assess the bike’s off-road abilities still further. The grunty engine and lower seat height no doubt playing a part in his comfort with the bike.

Whenever I was on the Himalayan, I couldn’t

“This is a lovely, endearing, character-laden machine that oozes personality and charm. It quickly seduces you into approval, just as it did with all of us. This is not a bike you rate only by its spec sheet”

TECH SPEC Royal Enfield Himalayan

help but enjoy it. The wind protection from the screen is decent and helpful, as are the seat comfort and very relaxed riding position, in combination lending themselves well to giving the bike some more serious longer distance potential, albeit at a more sedate pace. Perhaps its overall easy-going nature is the Enfield’s secret to happy mile-eating. By very rarely taxing the mind, primarily because of its relaxed feel, and persuasive ability to make you ride more gently, journeys are generally notably less intense and stressful. I know whenever I got off it, I just felt like I’d been on it for a few minutes regardless of whether it’d actually been far longer than that. As mental energy savers go, the Himalayan scores very well. It’s just a lovely, very endearing motorcycle.

Price: £4949 Engine: 411cc, air-cooled, 2v, SOHC, single Power: 24bhp (18Kw) @ 6500rpm Torque: 32Nm (24lb-ft) @ 4250rpm Transmission: Five-speed, chain drive Frame: Steel-tubed semi-double cradle Suspension: (F) 41mm telescopic forks, no adjustment (R) rising-rate monoshock, adjustable preload Brakes: (F) 300mm disc, twin-piston ABS caliper (R) 240mm disc, single-piston ABS caliper Wheels/Tyres: (F): 90/90-21 (R): 120/90-17 Seat height: 800mm Wheelbase: 1465mm Wet weight: 188kg Fuel capacity: 15 litres Fuel consumption: 70mpg (claimed) Warranty: 2 years, 18,000 miles Service intervals: 3000 miles / 12 months Contact: www.royalenfield.com

Rider’s own satnav mounted on the bars

Ross’ opinion While it might lack outright power and performance, the Himalayan more than makes up for any shortcomings with bags of charm and plenty of character. It’s a lovely little motorcycle, perfectly suited to slightly more sedate exploring; with a focus on soaking up the views rather than barrelling into corners.

You’ll quickly find its limit off-road, with a lack of ground clearance the most obvious flaw, but ultimately it feels solid, and the build quality looks decent, particularly when you consider it’s essentially a budget motorcycle. It’s easy to see why Royal Enfield’s been struggling to build them quickly enough.

32 THE BIG TEST AND TOUR

FANTIC XEF TRAIL 250

An undoubted left-field addition to the test, the Fantic XEF 250 Trail needs to be fully understood to be appreciated. Obviously more focused on off-road performance, the Italian bike is distinctly short of creature comforts and tech, those issues likely defining how well it suits you. If you just want to use the 250 for the road, then it may not be your first choice. But if spending more time on the dirt is a preference, then it warrants more serious consideration.

Not having ridden the Fantic before, I chose it first to get acquainted, the earliest impressions soon underlining its more focused identity. The lofty positioned seat makes just getting aboard a challenge, its narrow, plank-like nature obviously short of comfort when you do. More used to these sorts of bikes, I was happy to tolerate it, and immediately enjoyed its overall toy-like feel, and character of the 250’s perky motor, with its close-ratio box helping to keep it in its sweet spot. Though performing quite modestly, allied to the Fantic’s slimness and very light weight, the single-potter helps give the bike plenty of fun factor. Getting a bit buzzy at higher revs adds to its overall rawness, but as the 250’s so easy to throw around, with the lightness also reducing the workload for the decent brakes and firmer, but well-controlled suspension, I liked how readily I could enjoy the 250. It was a pleasure to zip keenly along Northumberland’s narrow backroads, but then the enjoyment was temporarily halted.

It might have instantly fired up first thing, but after refuelling the tiny, mile-limiting 7.5-itre fuel tank (another discouraging factor for some), the Fantic called time on further fun and wouldn’t restart. Flattening the battery had us try bumping it, but after repeated rear wheel locking, we had to get it running via a jump start pack at a local garage.

Luckily, it never caused me a problem after that, and faith returned in spades when we joined the excellent Kielder Forest Drive, described accurately in the on-line brochure as a ‘12-mile journey on unsealed forest roads, through breathtaking scenery’. Gary and I clocked up extra mileage trying to find the others after an unintended separation. But getting lost and having to tackle more testing off-piste terrain suited me perfectly, the Fantic feeling right at home on muddier, rockier, and altogether more slippery surfaces. Though without either ABS or traction control systems, the emphasis was on rider control.

The rewarding section served as a perfect warm-up to the following day’s long-distance trial’s sterner challenges. After I’d disappointingly slipped off the Honda on the first special test,

Petite but punchy powerplant

TECH SPEC Fantic XEF 250 Trail

Price: £5599 Engine: 250cc, liquid-cooled, 4v, DOHC, single Power: 21bhp (15.8kW) @ 8.750rpm Torque: 18.6Nm (14lb-ft) @ 6750rpm Transmission: Six-speed, chain drive Frame: Steel semi double-cradle Suspension: (F) 43mm inverted forks, no adjustment, (R) rising-rate monoshock, adjustable preload Brakes: (F) 260mm disc, twin-piston caliper (R) 220mm disc, single-piston caliper Wheels/Tyres: (F): 90/90-21 (R): 120/9018 Seat height: 915mm Wheelbase: 1420mm Wet weight: 130kg Fuel capacity: 7.5 litres Fuel consumption: 78mpg (claimed) Warranty: 2 years, unlimited mileage Service intervals: 3000 miles / 12 months Contact: www.fantic.co.uk

Fantic-mounted Charlie and I looked at the next one, a steep, rocky incline, with shared concern. Being new to off-road excursions, he decided he’d bypass the slippery-looking ascent, then giving me a new lease of life by swapping the 300 Rally for the 250.

Armed with the better-suited Fantic weapon, I reached the top of the hill reasonably comfortably, feeling distinctly more content with life than I had at the bottom. You need to meter the power carefully as throttle response is sharp at higher revs, but by and large the Fantic just dug in and summited without excess wheelspin or worry. The AX41 Bridgestone tyres also influenced the success, and though I thought the 50/50 rubber might struggle, just as they had on all the wet roads so far, they coped admirably. I didn’t make quite as good a job of getting to the top of the next, even tougher climb, but rider error rather than machine failings caused that.

Ross later proved in a spirited run along dry roads just how well the bike-tyre combination worked and admitted he’d ended up liking the 250 – even if Charlie didn’t care for it. Poor Gary never got to sample it off-road. My only gripes with the Italian bike included the home-made look of some of its minor components, making it look a bit unfinished in places and actually appear more Chinese-built than the Voge, with the dull and unimaginative paint job also spoiling the overall aesthetics. Having to pull the clutch in to start it, even in neutral, and the difficult-to-reach starter button restricted full endearment, too.

Effectively not having a rear mudguard had both bike and rider looking filthy before long, and not having a decent fuel gauge was a pain, too. The fruity-sounding Arrow end can didn’t please all ears either, even if we liked it.

That polarising issue sums up the bike really. It’s a machine you can only fully enjoy at the right time and place – just as I’d done in Northumberland. Elsewhere though, its focus means there’s a chance, depending on who you are and where you ride it, you’ll not always find favour with the Fantic.

Ross’ opinion The most off-road focused of the bunch by quite some distance, the XEF 250 actually makes for a deceptively usable travel bike – once you adjust the rock-hard seat and stiffer suspension set up. It is a trail bike though, much more attuned to searching out green lanes than cruising down dual carriageways, and riders with an ounce of mechanical sympathy will wince while making progress on bigger, faster roads.

All is quickly forgotten when you find a steep, rocky incline, wind open the throttle and let the Fantic do what it does best…

“Getting a bit buzzy at higher revs adds to its overall rawness, but as the 250’s so easy to throw around, with the lightness also reducing the workload for the decent brakes and firmer, but well-controlled suspension...”

THE BIG TEST AND TOUR 33

HONDA CRF300L

I’d had to wait until the end of the first day to get on the Honda, but the timing turned out to be perfect.

Darkening skies, with rain imminent, meant the prospect of riding the last 80-mile leg to the hotel wasn’t exactly thrilling. But from very early on, I warmed to the 300. Only having ridden the L version before had me appreciate the Rally’s bigger tank, and its fairing and screen felt heaven-sent. The most expensive bike of the four might have some minor shortcomings, but for this trip and most of the time I spent on it afterwards, the Honda drew plenty of praise from me. By the time I parked it up at the end of the test, I paid it the ultimate compliment. More of that later.

That first ride, essentially just a must-do trip from A to B, might well have been ridden in far from ideal circumstances, but it still showed the Honda in a very good light. It’s clearly the product of lots of careful thought and design. The riding position feels spot on; the controls are light and easy; there’s plenty of useful instrumentation; it feels really comfy, relaxed, friendly, and manageable; and sips fuel at a miserly rate. It’s actually quite hard to knock.

Of course, realistic assessment of the Honda and putting its performance into context is important. This is a relatively simple, basic bike with modest power and speed. Yet when you ride it, you quickly learn it’s much more than the sum of its parts. As with most bikes, the engine plays an influential role, with the small-capacity single providing soft, friendly, but more often than not, prompt throttle response to make gear changing less obligatory than you might expect. It may well only produce a maximum of just 27bhp, but adjust your speed expectations and routes, and the Honda can feel sufficiently nippy.

It felt a little at the mercy of the faster traffic on the dual carriageways I used to begin with, but if you find a group of vehicles travelling at the right speed to fit into, all feels well enough. Seeing a claimed 90mpg on the dash more than compensated for the steady 50-60mph I ended up progressing at.

On bigger A-roads, you still need to keep your eyes on the mirrors for the faster traffic, and your own overtakes need to be assessed carefully, often requiring a

Ross’ opinion The CRF’s a brilliant motorcycle. I’ve spent a good chunk of time on previous and current generations, and the near-bulletproof, goanywhere trail bike still made me smile every time I managed to nab the keys. It’s the benchmark in this category – not because it’s the best at any one thing, but because it’s so easy to ride, easy to live with and easy to trust.

It might not offer quite enough potency for ‘serious’ off-road riders and the suspension’s very soft as standard, but no matter whether you want to explore your local lanes or cross continents, the Honda’s a solid choice. I’d have one.

significant speed advantage to be completed swiftly and safely. Without that, it’s a case of knowing your place and sitting in line. Even so, I still ended what had been a long day feeling comfortable and fresh enough, appreciating the Honda had been a great ally, reducing the burden of what could have easily felt like a very tedious trip. The more interesting, rewarding riding came the next day.

On the official N250 route, along some of the slower sections, the 300’s flexible, friendly nature has it fit in nicely. Handling better than you might think (a static test of the longer travel forks and shock has you expecting they’ll both be much too soft to cope), the CRF covers ground more than competently. Even if the ground is uneven and rutted, as it was on many of the off-road sections, the control is surprisingly acceptable. I didn’t ride it much on the dirt, but I witnessed both Gary and Ross doing a good job for long enough to judge it as capable. Besides, I’ve also done enough miles on the L version of the bike to know how well it cuts the mustard on the rough stuff.

Riding the 300 swiftly on the road doesn’t faze it either.

There’s a bit of dive from the forks if you use the capable brakes harder, though that’s more of a reflection on the softness of the suspension than the power of the stoppers. But all in all, the combination works very well, and being able to switch off the rear ABS helps on the dirt.

Maybe the positive verdict on the Honda shouldn’t come as a surprise. The biggest bike builder in the world has a habit of often getting things right, and unsurprisingly both the L and Rally versions of the 300 are big sellers. Allied to the CRF’s reputation for reliability and good dealer back-up, its solid-looking build quality, and the overall sorted and user-friendly feel so typical of the brand, the Honda turned out to be everyone’s favourite of the bunch.

Personally, I like it so much I’d consider buying one. It might be short of power, and lacking a little in personality, but as a budget all-rounder/dual-purpose bike, it ticks many boxes and scores very highly.

The CRF’s cockpit is a very endearing place to be

TECH SPEC Honda CRF300 Rally

Anyone else thinking of Patrick Moore?

Price: £6599 Engine: 286cc, liquid-cooled, 4v, DOHC, single Power: 27bhp (20Kw) @ 8500rpm Torque: 26.6Nm (20lb-ft) @ 6500rpm Transmission: Six-speed, chain drive Frame: Steel semi double-cradle Suspension: (F) 43mm inverted forks, no adjustment, (R) rising-rate monoshock, adjustable preload Brakes: (F) 296mm disc, twin-piston ABS caliper, (R) 220mm disc, single-piston ABS caliper Wheels/Tyres: (F): 80/100-21 (R): 120/80-18 Seat height: 885mm Wheelbase: 1455mm Kerb weight: 153kg Fuel capacity: 12.8 litres Fuel consumption: 90mpg (claimed) Warranty: 2 years, unlimited mileage Service intervals: 8000 miles / 12 months Contact: www.honda.co.uk

“Maybe the positive verdict on the Honda shouldn’t come as a surprise. The biggest bike builder in the world has a habit of often getting things right...”

34 THE BIG TEST AND TOUR

Bridgestone AX41 tyres

THE VERDICT As I’m sure you’ve deduced by now, if I was invited to sample this adventure again, in a heartbeat I’d shout out an unreserved “Yes!” at full volume. The two days turned out to be fabulous fun, even if the weather could’ve been kinder. I can totally recommend the Northumberland 250. Never mind if, like us, time prevents you completing the whole route, you will not be disappointed.

Great biking roads, threading through some spectacular mainland and coastal vistas, are just some of the 250’s numerous attractions. Lots of historical locations, plenty

of places to eat, drink and sleep, and plenty of extremely friendly and hospitable people add to the pleasure of it all.

Despite my pre-ride concerns, the bikes provided more than enough pace to enjoy the whole adventure. After we’d adjusted our ambitions and expectations, their more moderate performance turned out to be therapeutic. It was really nice to relax, take it easy, and absorb the attractions we rode through. And the longdistance trial got a big thumbsup, too. Testing in places, it’s the most easy-going, highly welcoming and laid-back

Long Distance Trials

Rather than involve the acrobatic high jinks that the likes of Toni Bou and Dougie Lampkin perform in the World Trials Championship, Long Distance Trials are a far more relaxed affair, taking place mostly on trails that are open to the public and of a format much more like traditional trials of over 50 years ago. Consequently, bikes need to be road legal, and ridden between the observed stages that must be ridden feet-up.

The short explanation is that this means that you’ll be riding in some fantastic scenery, much of which are green lanes or Byways Open To All Traffic, while the observed sections will take place in the rather more technical areas of trail, or occasionally on bits of private land.

With categories for all kinds of bike, with pretty much the only stipulation being that you use trials-style tyres (that must be road legal, for obvious reasons), but there can be

competitive event I’ve ever taken part in. I didn’t meet a single officious or egotistical person. It’s a great advert for the human race. I’m dead keen to return next year and do it again. Despite the weather throwing just about everything at us that the weatherman could predict, we stayed as warm and cozy as could be possible when out in the wilds of Northumberland, thanks to Bikerheadz and the variety of Bering, Rukka, Schuberth, Scorpion and Falco products that we wore.

More details can be found at www.bikerheadz.co.uk

allowances made for those who use roadbased rubber such as the Bridgestones that we used. Full-on enduro or motocross tyres are a big no-no.

The events attract an incredible variety of machinery, from pukka tiny-tanked road-going trials bikes, to converted Honda step-thrus via classic mudpluggers and modern traillies like you see here.

We took part in an event organised by M-ECVC (the Middle England Classic Vehicle Club, find them on Facebook) based in the north-east, but there are similar events all around the country throughout the year.

They tend to be single-day events, although some clubs add an extra day trail riding to make for a full off-road weekend. Some events are run in conjunction with car trials (yes, they exist, and are rather impressive), and more details can be found on social media.

To make the test fairer and give us all a better chance of making safer progress both on- and off-road, we fitted a pair of Bridgestone AX41 ‘50/50’ tyres to all the bikes. Designed for adventure bikes of all sizes, the dual-purpose rubber let’s you take your adventuring that bit further. Which is precisely what we discovered.

We rode in a variety of weather conditions on Northumberland’s roads, including heavy rain, but always got good grip. And even when traction looked in distinctly short supply offroad, the AX41s gave surprising performance, allowing us to get through sections unhindered. It’s fair to say the test bikes’ engine power wasn’t ever going to test the tyres too much, but given how capable the bikes were around corners, the Bridgestones’ excellent feel and feedback proved a big bonus, really helping confidence to push on harder. Some of the bikes’ average suspension made the AX41s’ job a bit harder, but we never had to make allowances for it. Bridgestone might say they’re neither a sports-touring nor an enduro tyre, but they’re versatile enough to cope with much more than you might expect. And though it won’t be viewed as important to everyone, the tyre’s chunky tread pattern definitely improves the appearance of any adventure bike by making it look that bit more purposeful. As well as actually doing just that.

What do you reckon to this then? Pretty cool, right? If big miles, big skies and big tests are your thing and you fancy a fix every single month dropped straight through your door, then Motorcycle Sport and Leisure magazine is well worth a look. Scan the code, tap in your details and it’ll be on its way to you quick-sharp.

LONG-TERMER 37

Kymco DTX 360-320 Jonathan Schofield / 2611 miles / £5299 ‘Absence makes the heart grow fonder.’ I’ve always thought that was a funny phrase; in this modern world of constant connectivity, You’re never more than a call away from the ones you miss. That’s not so easy when the one you miss is a scooter.

I’ve been without the DT360X for a couple of weeks now.

It was whisked away to be serviced and have some new rubber fitted, and I’ve been eagerly anticipating a message from the good folks at Kymco to say it’s on its way back to me. The slightly naff weather has eased the blow, and I have been thinking how wet I’m not getting at the moment – but on those occasional dry days I am dreaming of the DTX. There’s a lot still to do with it, after all; including my run-it-until-it-stops fuel test. a favourite of mine.

Before it was abducted for its session of fluid exchange and nipple tweaking, I realised that the rear tyre was getting very close to the legal limit. I thought that was a bit weird, because I’ve only done just over two-and-a-half thousand miles. Sure, some of those have been off-road, but there’ve been a couple of motorway runs and lots and lots of backlane commuting action. Is that the norm for Kymco’s crossover scooter? Instead of the factory-supplied, semi off-road, CST knobblies, would it be worth splashing out on something a little more ‘premium’? I guess we’ll find out as I’ve asked for some slightly more road-focused Michelins.

To be fair, the CSTs have been a good all-round tyre, and I have never felt like they might let me down or move underneath me mid-corner (even when two-up). They have also handled the odd off-road excursion, too. It is great to be able to mix up the route now and again, and with the extra ground clearance and super-smooth throttle and power delivery, I’ve felt confident getting out and exploring.

I’m willing the phone to ring. My fingers are crossed, my riding gear is ready. Hey Kymco, don’t keep me waiting too long, please.

Suzuki V-Strom 800DE Chris Moss/ 11,000 miles / £10,655 After doing so much together in 11 months and 11,000 miles, bidding farewell to the trusty V-Strom 800DE hasn’t been easy. I shouldn’t feel so sad about the split really. Very soon I’ll be getting a new long-term test bike, something probably even better suited to my needs. Even so, my mood is melancholy as I don’t want to end my time with my V-Strom 800DE. By the time I do return the Suzuki to its owners, I’ll have clocked up over 11,000 miles, and during that time I’ve contentedly travelled far and wide on a variety of different journeys including a bit of gentle off-roading, and even a track day! On reflection, there’s not much I haven’t done on it, and although it’s not perfect, I can’t say I’ve ever disliked it.

The V-Strom’s sheer versatility is the biggest and most obvious of its numerous virtues, and the fact I can rely on it to do pretty much all I choose has helped it to become so endearing. A bit of a Swiss Army knife, the Suzuki’s do-it-all ability has been especially useful as it’s my sole form of transport. Performing that multi-tasking role is challenging for any bike, yet bar a couple of lessthan-ideal aspects, the DE has been so capable it’s been difficult to offer anything but praise for it. Saying I’d rather keep it than swap it for a different machine, is perhaps the best compliment I can offer.

I don’t recall a time on any ride where I haven’t truly appreciated the V-Strom’s superb ‘real world’ engine. If there was ever a time to forget the specs, this is it. Only making a peak of ‘just’ 82bhp is totally academic. The more important fact to recognise is the way the parallel twin’s power and torque are so broadly spread. You can always count on the motor’s ability to pull strongly

and cleanly whenever you open the throttle. If I had a quid for the number of times the digital gear indicator has displayed a number at least one higher than I expected, I could afford to buy the V-Strom! In its class, it’s one of the best engines I’ve ever tried.

As well as being flexible and dependable, the motor’s frugal, too. You really have to try hard to get an average of less than 50mpg, with 58-62mpg being far more common. When I’m running low on fuel and trying to make the next petrol station, it’ll happily return over 70mpg with a bit of throttle restraint. The reality of the excellent fuel consumption is 200-275 miles from a tank, and with the Suzuki’s comfort easily good enough to ride all day, average speeds on longer journeys are always impressive. Actually, there’s a slight mistruth there, as the standard screen is simply too small to offer sufficient wind protection at sustained high speeds. So I fitted the significantly larger one from the RE model, and that instantly solved the problem. As a longdistance tourer the V-Strom scores big points.

I’d say the V-Strom handles very well overall. On the road it steers nicely, though the 21-inch front wheel does feel a little vague if you’re pushing very hard in tighter corners. The longer travel suspension helps deal with potholes well and the brakes, though not fancy in spec, work well and progressively enough for safer, faster riding.

The 800 can feel a little weighty at 230kg fully fuelled and ready to go, but only when I’ve ridden it off-road did it feel like it could be a handicap.

In saying that, on less challenging terrain, the V-Strom is still capable of a safe and predictable adventure in the right hands.

ELECTRIC SPECIAL 39 w

L

ike it or not, the days of petrol vehicles are numbered. If we want this planet to continue to sustain life, we need to drastically reduce emissions. Bikes, cars, vans and lorries produce a phenomenal amount, but we still need to be able to move around, so we’re going to have to find a new, cleaner alternative. And time’s running out, too, because the decision was made by the UK Government that from 2035 (it was 2030, before being pushed back) pure petrol vehicle production will cease.

At the minute, it’s looking like battery-powered vehicles are going to be a big part of the solution. But the industry’s still in relative infancy so there are some big questions to be answered, including whether the technology can replace a system of transport that’s been around for over a century…?

It’s clearly a massive challenge to put the framework in place to support the influx of electric vehicles. But what about the vehicles themselves? There’s not a lot of love from ‘traditional’ bikers who like the rumble of engine and the scream of an exhaust beneath them. Raise the subject and you’ll invariably hear some variation on ‘Their range is too short’, ‘They takes too long to charge’, ‘They’re soulless, no fun, just to get you from A to B’, and ‘Loud pipes save lives’.

To see if they’re a serious alternative, we’ve spent some time doing a proper deep dive into electric motorcycling.

We’ve lived with a bike from one of the biggest manufacturers in the game; we’ve talked to industry figures; we’ve looked at the rules and regs; and we’ve road-tested a load of commuter scooters, too. We hope you find it enlightening.

Ride safe,

THE KEY FACTS

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

There is a bit of confusion about what sort of size of electric bike you can legally ride as you progress through the various licence categories.

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

HOW TO CHARGE?

There are a few different ways to charge up your motorcycle or scooter, although it all depends on the adaptors that come with your ride of choice. Most of the lowerpowered and lower-priced machines can only be charged using your standard three-pin plug socket that you’d find in any home in the UK, and generally it’s only the bigger and more expensive machines that can make full use of the network of fast chargers. The public charging network is actually growing fast and at the time of printing there are over 57,290 connectors across the UK at 32,575 different charging locations (according to www.zap-map.com).

That’s a whopping 47% increase in the total number of chargers since the start of 2023. Sadly, it’s still not as convenient as filling up with petrol. There are many different operators – some pay-as-you-go, some subscription-based – and you invariably need different payment methods, apps or accounts for each. *Continuous power is defined as the amount of power the motor is capable of sustaining (continuously) for 30 minutes.

40 ADVERTORIAL FEATURE

ELECTRIC SOLUTIONS How T&D help electric motorbike brands create the bikes you want Last year we met with T&D at the Motorcycle Live show in Birmingham, where they spoke to us about their position as powertrain innovators for the electric motorcycle industry.

They’re a cool company that are focused on creating complete sets of the necessary components to create a variety of drive systems for electric motorbikes in various shapes and sizes – and at the NEC, that included a pair of off-roaders that were ready for riders to try out in the electric test ride area.

Most riders know what they want in their motorcycle; with responsiveness, agility, speed and user-friendliness often top of the list. But for electric motorcycle product designers, creating a bike that meets those expectations can be a difficult task – particularly when you’ve then got the task of identifying compatible components such as motor, battery, control units, displays and charging options. With the electric motorcycle industry evolving swiftly and numerous brands venturing into various categories, there's a pressing need to simplify this intricate process.

T&D have stepped in to solve this problem for product designers in several innovative ways. Firstly, they develop whole systems that are designed for optimum inter-compatibility and tailored to different bike types, so that maximum performance can be expected by the rider.

Thanks to T&D’s modular designs and strong after-sales service, tech upgrades are easy to implement – meaning you’ll always benefit from the latest technology on your ride.

Another service T&D have created to help product designers is their configurator, which allows a product team to calculate the ideal attributes of components within a complete system, identifying a customised solution precisely crafted to match specific requirements.

T&D work closely with partner brands in the electric motorcycle sector to establish the very best solution for new bike projects, resulting in motorbikes that are fun to ride, easy to care for and built to last.

If you’re curious about the T&D configurator, you can check it out for yyourself at e-tiandi.com.

KNOWLEDGE 41

SERIOUS CONTENDERS? TOP FIVE BIG ELECTRIC BIKES WORTH A CLOSER LOOK

W

hile it might be easy to dismiss electric bikes as impractical, due to issues with range and a charging network that’s struggling to keep up with growing demand, that doesn’t mean they don’t have their own unique merits which help them stand apart from their petrol-powered counterparts. There’s something quite special about belting through verdant countryside in near-silence, with nothing but an electrical whirr from the motor for company. There’s a lot to like about the near-instant power and plentiful torque on tap which can trump all but the fastest of combustion engines; and there’s

plenty of satisfaction to be had from plugging your bike in at the office in the morning and leaving at the end of the day with a full ‘tank’ of juice which you’ve not had to pay for.

There’s a ton of choice at the learner legal end of the market, with bikes and scooters of all shapes and sizes designed to dominate the daily commute. But if you’re a ‘serious’ motorcyclist, with a penchant for speed, then you’re fairly limited when it comes to electric. There are a handful of firms who’ve made a name for themselves in the past few years, and a few more working on some pretty special-looking stuff. Here are our top picks.

Arc Vector

Price: £90,000 / Power: 115bhp / Range: 225 miles The futuristic Arc’s a seriously special bit of kit; a £90,000 passion project of ex-Jaguar/Land Rover designer Mark Truman that’s loaded with cool features, including a carbon-fibre ‘frame’; hub-centre steering; a self-supporting seat unit; and more familiar kit including BST wheels; Ohlins springs; Brembo stoppers; and Pirelli Diablo IV Corsa rubber.

They’re handbuilt near Coventry by a top team of engineers (including some ex-Triumph folks), and have been developed with the help of some seriously-capable riders and races (including James Ellison). Although it’s unlikely we’re going to see many on the road anytime soon, it’s a fascinating insight into what’s actually possible.

Zero SR/S

Price: £20,495 / Power: 110bhp / Range: 171 miles Zero has carved out an enviable reputation for its polished, premium range of electric motorycycles over the past decade-and-a-bit. This sporty faired number sits at the top of its ever-growing line-up (alongside the more stripped-back SR/F naked). It’s a properly usable bit of kit; quick, agile and surprisingly easy to live with (if you slightly adjust how you tackle big journeys).

The only sticking point at the moment is the price. You can get similar performance from a petrol-powered ride for a fraction of the cash.

Energica Eva Ribelle

Price: £26,690 / Power: 171bhp / Range: 261 miles

Harley-Davidson Livewire One Price: £22,990 / Power: 100bhp / Range: 146 miles

Harley-Davidson’s one of the few established motorcycle brands that’s gone after the electric market in a serious way. It was a surprising twist for the American brand that’s made its fortune building big, brash and bellowing bikes that’ve tended to be a little agricultural in nature. The Livewire couldn’t be more different.

The first-generation Livewire was launched in 2019 and surprised the market, delivering exceptional handling, top-notch performance and refined technology, and was only let down by a slightly meagre range when being ridden hard. They’ve since created a specific brand identity for the Livewire; and added a couple of slightly more affordable models to the range.

Energica has been at the forefront of electric motorcycling for years, and its previous longstanding partnership with Dorna to supply bikes for the Moto E Championship was the perfect environment to learn on the job, with some of the best racers in the land spinning laps and supplying data nearly every weekend.

The Eva Ribelle’s its top-of-the-line super naked which offers superbike levels of punch, solid handling and premium build quality. There’s talk that it won’t be around for much longer though, with the whole range expected to be moved across to its Experia platform soon.

KTM Freeride E-XC

Price: £11,370 / Power: 24bhp / Range: 25 miles (1-2 hours) This one’s a slightly different proposition to the others. That’s partly because it’s not offering eye-watering levels of performance – and secondly, it’s not really been created with road riding in mind. No, this is a proper off-road weapon from a firm that’s known for building proper off-road weapons.

Sounds good, right? Well, it is.

It’s a seriously-capable and silent little trail bike that’ll clamber its way up,

across or down any terrain you throw its way. It’s got all the good stuff you’d expect, with adjustable WP suspension at the front and rear; Formula brakes; there’s that all-important 21-inch front and 18-inch rear wheel comination; and ergonomics very similar to KTM’s established and much-loved EXC range.

While it might not kick out bags of power or have a particularly extensive range (partly because they’ve chosen

to keep weight low), it will charge up super-quickly. Run it hard for 90 minutes, head back to to base and stick on charge, and you’ll be back out on the trails or track with a full battery in 110 minutes.

The one potential problem for more experienced off-road riders is its single gear and lack of clutch; though you’ll likely get used to the slightly unconventional set up pretty sharpish.

42 KNOWLEDGE

STATE NATION What does our electric future look like?

WORDS: Bob Pickett PHOTOS: Zero Motorcycles/Bob Pickett

The UK Government has decreed the end of production of ICE (Internal Combustion Engine) vehicles from 2035.

Manufacturers like Maeving are filling the small-capacity space, but with just 11 years to go, the range of larger capacity/power electric motorcycles on the market still remains relatively small.

Leading the way in the larger capacity market since being founded by former NASA Engineer Neal Saiki in 2006 is Zero. Since releasing its first electric-powered bike in 2007, it’s gone from strength to strength, creating a range of bikes to suit riders of all dispositions.

MoreBikes spoke to Dale Robinson, Zero Motorcycles’ UK country manager since 2018 about the current state of electric vehicle infrastructure, how they see this developing, and what the electric motorcycle industry has to do to catch up with the car side.

Let’s talk charging. How many public points do you feel will be needed to meet 2030/2035’s end of ICE production?

That’s a hard question to answer because for many customers it’s not really that relevant. The beauty of a Zero is that you can charge it through a three-pin socket, at home and at work, and because of that less people use the ‘infrastructure’ than you might think. Charging at home for a couple of quid, you’ve got over 100 miles of riding before having to recharge in most

circumstances, so for most of the people, most of the time, they’re not even using public charging facilities.

What about coverage? Some areas have got it better than others…

For sure there is better coverage in some areas of the country than others. I’ve personally been riding my Zero in Scotland this summer and found it one of the best parts of the country for touring on an EV. There are multiple charging points in most villages, a fairly standardised network through

the Chargeplace Scotland scheme and, if anything, I’d say Scotland is one of the best parts of the country for coverage.

Of course, everything can always be improved, but something people not used to riding ICE vehicles don’t consider is that you charge at home (or work) so you can always leave with a full charge.

Most of the time you don’t have to use special facilities to refuel a Zero, which makes public charging infrastructure less of an issue than many (non-EV riders) think it is.

KNOWLEDGE 43

And what about standardising payment?

This is probably one of the most frustrating things about using public chargers. I have so many apps on my phone and different RFID cards, but there does seem to have been a change in recent years. Most new facilities seem to be incorporating contactless, pay as you go, charging which is much easier, and hubs like the ones you mention and the ones from Gridserve are dedicated towards EV recharging.

However, the cheapest and easiest way to recharge for most riders will be at home, and that’s one of the biggest educational messages we try to make. You don’t have to use these facilities very often, it really is as easy as plugging your bike in at the end of a ride, and having a full ‘tank’ ready for you at the start of the next day.

Do you feel riders need to shift the way they deal with ‘filling up’?

You do need to plan when making longer journeys, that’s for sure.

Quickly you become aware of the effect your riding style has on range, and the famous range anxiety fades away with experience. On a longer journey you definitely want to start out fully charged, and to plan any stops in places where you know there will be a charger. Making sure you plug in the bike when you stop has its benefits, and even a 20-minute stop can add 40 or so miles to your range if you plan it right.

There’s no doubt that doing longer journeys with an EV requires the rider/driver to adapt, but if they start out fully charged, manage their speed and use the most effective charging posts then it isn’t the problem many think it is, and personally I have regularly racked up 300-mile days while out on dealer visits.

Like everything it is about experience. We are conditioned by a lifetime of petrol bikes and it is difficult to change things which are second nature. It can be bewildering, but those who embrace it know it’s not a problem. Like a mobile phone, you plug in at the end of the night and are fully charged the next day.

Unless you’re doing longer journeys, you never need to charge anywhere else, but we

accept this is perceived as a major barrier to making the switch by many and much of our marketing is aimed at informing and educating potential customers, through our dealer training programme and through content on social media, where you can see all sorts of UKfocused films showing how to maximise range and to charge using public chargers.

What about the lack of sound?

Could it be dangerous for pedestrians?

Vehicles are being made quieter and quieter all the time with the latest emissions laws, and modern petrol vehicles are also very quiet, so that’s probably more a question for the legislators than it is a manufacturer. A Zero still makes noise, the tyre noise being the most prominent. I don’t really feel there is any particular valid argument, and I am not aware of any such incidents involving our bikes. Increasingly we see pedestrians and drivers distracted by their devices today and I tend to ride more defensively in built-up areas these days whatever I am riding.

In terms of sound and feel, yes, I agree they are part of the motorcycling experience and the sound and experience of a Zero gives a totally fresh and unique perspective to riders – it’s part of the exhilaration and the reason many people are buying electric motorcycles! The smoothness and acceleration are unreal and the lack of an engine sound (although there is a futuristic ‘whoosh’) gives you a connection to the road that’s different to anything else.

I’m a motorcyclist: I’ve got two-strokes, V-fours, Harleys… all sorts in my garage. I’ve owned and ridden and raced pretty much everything out there and I love all my bikes for the character they bring. Zeros are like nothing else and that’s why we’ve been very active with our Experience Electric tour, where we take the bikes to riders and give them a chance to go for a no obligation ride. They come back with a smile, they always come back with a smile, even when they want to hate it, because it’s an amazing experience that compares to nothing else. They come along thinking it’s like a petrol bike with no volume, but they soon realise they’re full of torque and character, and you don’t miss all the things you think you will because everything’s so different when your senses aren’t being assaulted. Come along and try one, it’s the only way to understand!

How do you see Zero’s position in the marketplace evolving as ‘bigger’ manufacturers begin to release their own electric bikes?

As above, we’re the market leader and the sector innovator.

We make electric motorcycles because we believe in them.

We’re not here to bash petrol or preech to the masses, we think our premium electric motorcycles give an elevated riding experience that’s superior in many ways to ICE-powered machines. That’s our USP and right now people buy our machines because they want to, and not because they have to. We’re proud to be the torch bearers for this new sector

and we wouldn’t be here if we didn’t believe we would continue to be at the forefront of the sector and the brand everyone is looking to as the market leaders.

How about hydrogen?

Zero makes electric motorcycles, that’s what we do. There’s a lot of talk about hydrogen and I hear arguments for and against. We make 100% electric motorcycles and we do that because we believe in it.

Some argue that riding electric just moves the pollution elsewhere. What would you say to that?

All our research points to the lifetime emissions being less than that of an equivalent petrol

motorcycle and, obviously, the tailpipe emissions are zero which keeps our cities’ air cleaner. How ‘clean’ the Zero is will depend on how the electricity is generated, but independent studies back up our own numbers.

But, at the end of the day, we know that the majority of our customers are not buying a Zero to be green, but because they love the experience. We’re seeing that in the car world, too, where drivers appreciate how easy EVs are to use and because they fit their lifestyle. We’re not telling people to buy our bikes for ecological reasons (even though there are some) but asking them to judge us on the elevated riding experience our product brings.

44 KNOWLEDGE

THE ZERO SR/F Two weeks with the flagship street bike from the proven American firm

For riders of petrol bikes, the first time pulling away on an electric bike is so strange. No clutch, no gears, just twist and go. I used ECO mode to get used to the power delivery.

Don’t let anyone tell you ECO is gutless. It dials down the power delivery, but overtakes are effortless even at motorway pace. Standard made everything brisker; I gave the throttle a snap, the acceleration was eyeopening! Sport? All restrictions are off; having moved to this mode I concentrated on being smooth, learning how to dial in the power, watching the numbers on the dial fly past in a blur.

It’s a lovely handling machine, with miles of ground clearance.

TECH SPEC Zero SR/F Tech Specs

Engine: Z-Force 75-10 enhanced thermal efficiency, passively air-cooled, interior permanent magnet AC motor Power: 110 hp (82 kW) @ 5,600rpm Torque: 140lb-ft (190 Nm) Frame: Steel Trellis Suspension: (F) Showa 43 mm Big Piston Separate Function forks, with adjustable spring preload, compression and rebound damping (R)Showa 40 mm piston, piggy-back reservoir shock with adjustable spring preload, compression and rebound damping Brakes: (F) Bosch Advanced MSC, dual J-Juan radial 4-piston calipers with radial master cylinder, 320 x 5mm discs (R) Bosch Advanced MSC, J-Juan single piston floating caliper, 240 x 4.5mm disc Tyres: (F) 120/70-17 (R) 180/55-17 Seat Height: 31in (787mm) Weight: 500lb (227kg) Range: City EU Regulation 134/2014, Annex VII :114 miles (183 km), Combined City/Highway (55mph) 142 miles (229 km) Price: £23,350 RRP but there are showroom deals available bringing this down to £19,850

I found the best way to corner was by using the width of the road and let that big rear boot roll through the bend. I think owners of large-capacity sportsbikes will find the suspension soft, but for me (spending a lot of time on middleweight and smallercapacity bikes) it was fine. The front forks soaked up everything, feeling composed, and the rear handled everything but transmitted every bump and ripple.

The J. Juan front brakes took getting used to. Initially, I found them grabby, but with practice they gave good feel with bags of stopping power. Sticking with practical stuff, the mirrors were fantastic. The TFT screen is excellent, with all the information you need at a glance.

■ Standard: 62% remaining, estimated range 90 miles ■ Sport: 43% remaining, estimated range 61 miles ■ 81 miles covered, with 61 ‘in the tank’ suggests that 140 miles is possible; though the bike dropping into ‘limp home’ mode towards the end of the charge has to be considered. What surprised me was the consistency from one mode to the next. The reduced ReGen in Standard mode showed a slightly higher use of charge, while Sport recorded the same as ECO. ‘But what about motorways, don’t they eat the charge?’ I had to visit a client; 73 miles from them to home, 70 via motorway. I left with 90% charge, and I arrived home with 27 miles’ range and 22% charge remaining, which indicates that over 100 miles is possible.

The long way round

Don’t worry, be happy

Talk to anyone about an electric bike, and the conversation will quickly turn to range. To work out what’s possible (without getting stranded too far from home) I worked out a 27-mile route, taking in town, A roads, Red Routes, motorway and country roads.

I’d ride the circuit, note distance covered, charge left and range remaining, then switch mode and do the same thing all over again.

Zero recommends a smooth riding style; how I ride normally.

I would be respectful of speed limits (overtakes hard/fast enough to get me past then drop back).

Here’s what I found.

■ Eco: 81% remaining, estimated range 124 miles

With 43% (61 miles) left in the Zero, I decided not to charge overnight. Instead, I’d ride over to Shell’s flagship EV Charging Hub in Fulham, a bit over 20 miles away. The route would be A roads then town, playing to the Zero’s strengths. Liking Sport mode’s performance but missing the ReGen, I decided to test Canyon mode.

I’d forgotten how much of Central London is subject to a 20mph limit; people of Wales you have my sympathies. I rode into Shell’s flagship EV Hub with 10 ultra-rapid chargers… none of which has a Type 2 cable. Really, Shell? Rookie mistake by me taking it for granted, but not one?

Checking Zap Map, there was a BP Pulse four miles away that definitely had a Type 2. Find the Type 2, plug in… won’t accept my credit card. An EV owner pulled up and helped. She suggested downloading the BP Pulse app as “these can be erratic, used as guest’. Download the app, enter credit card details (after more faff), try to add credit. At that point it buffers, but doesn’t complete. Try again: Same result. Switch mobile off and on, getting somewhere… an error code appears on the charge point!

She sent me to the Eventim Apollo where a bank of chargers accept credit cards. Won’t accept the card (the card locked in case of fraudulent activity!). Nothing for it but to go home, conserving energy, switching to ECO mode and taking every opportunity to put a little in the battery via ReGen. Oddly, I never worried, probably because I knew how far it was to home and I should be able to make it (arrived with 9% battery, 22 miles range). If I’d been somewhere I didn’t know, it might have been another story.

The cost of ‘filling-up’

It’s worth comparing costs.

My Kawasaki Vulcan has a comparable range to the SR/F. It takes 14.5 litres of fuel. At 151.9p a litre that’s £22.03 to fill up.

Charging the SR/F’s 17.3 kWh battery at home (my supplier charges 34.9p per kWh) is £5.90, at a public point charging 59p per kWh is £10.20; or if you have a rapid charger it’s 79p or £13.67.

Could I live with the SR/F?

Definitely. The range available is more than enough for my regular needs. If your commute (one way) is more than 60 miles or you regularly ride serious distances then perhaps it’s not for you.

My old commute was 25 miles each way, so I could easily go a couple of days without charging.

I’d definitely charge it at home – and if I was going further afield, I’d check the right charger is available, amd download (in advance) the payment apps for the suppliers l’d be using most.

As a ride? It’s great. Smooth, great handling, amazing power delivery. It’s a real surprise how much fresher you feel without engine vibrations or noise. But it’s a lot of money up front (even recouping no road tax, cheaper price of ‘filling up’, lower servicing costs, etc.).

46 AT A GLANCE

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2

3

5

THE BEST ONE YET?

VMOTO STASH

Super Soco’s had a rebrand and created its most polished learner legal ride to date

You might have heard of Vmoto before. They’ve been knocking out well-put-together, value-for-money electric bikes and scooters and flogging them in the UK for a few years. But until recently, they were operating under the Super Soco banner.

But that’s changed for 2024; and alongside their cost-effective offering, they’re releasing the Stash, which promises more technology, improved performance, a more premium price tag and a funky new look, thanks to famed British motorcycle designer Adrian Morton (who spent 20 years helping to create some of the most stylish machines known to man for MV Agusta).

There looks to be plenty to like

about the A1 licence legal machine, with a 74.6mph top speed (when taking advantage of the new boost button); a claimed 93.2 mile range from a single charge; a swanky TFT display; storage space for a full-face helmet; and Pirelli Diablo Rosso tyres (free for the first 40 sold in the UK – and available as an option thereafter). Sounds like a winner.

Priced at £6299 plus OTR fees initially (before being bumped up to £6599 plus OTR after the initial promotion), it’s not got an easy job on its hands, with plenty more affordable options available for cash-strapped commuters looking to dodge ever-tightening emissions regulations and eco-conscious youngsters on the hunt for their first taste of freedom.

1

1. BRAKES

For stopping there’s a scooter-style combined braking system that’s perfect for less-experienced riders, which works to nip both the single front and rear discs simultaneously (aided by a radial-mounted caliper up front).

2. STORAGE

A nice touch is the dummy fuel tank, which sits just in front of the 830mm seat and disguises a deceptively spacious storage compartment that Vmoto reckons is capable of accommodating most full-face helmets.

3. POWER

The A1 licence friendly ride can be ridden on a CBT – and as such it kicks out just 8kW of continuous

power (which is equivalent to 10.7bhp). It’s a little less than the 11kW/15bhp limit, but it’s still enough to see over 65mph on the dash.

4. BOOST

There’s also a pretty nifty 'boost' mode, which increases peak power to a pretty potent 15kW (20.1bhp). It’s been added with overtaking in mind, and for brief blasts will allow the Stash to reach speeds of 74.6mph.

Nice.

5. BATTERY

Tucked underneath the storage space is a 100Ah, 72V battery which kicks out 7.2kWh. Vmoto claims it’ll return an impressive 93.2 miles from a single charge (in its least potent riding mode), and once drained it can be charged up in 5.5 hours using a conventional three-pin plug.

ROAD TEST 49 AND HORWIN EK3 ROAD TEST: BMW CE 02, SEGWAY 300SE

CITY SLICKERS WORDS: Adam Child, Chris Bailey and Ross Mowbray PHOTOS: BMW Motorrad, Segway, Horwin and Mortons Media

While there’s still scepticism from ‘traditional’ bikers of a certain vintage about the viability of electric motorcycles, there is one arena where battery-power makes a lot of sense. Urban commuting.

If you’re in the market for a learner legal electric, there are a whole host of rides to choose from, with 50cc and 125cc

equivalents from a healthy mix of firms both new and old working on creating, fine-tuning and flogging their wares.

We’ve handpicked three of our favourites, from right across the pricing spectrum, to see what they’re made of and if they’re really capable of replacing their combustion-engined counterparts.

50 ROAD TEST

BMW CE 02

The super-cool one for deep-pocketed millenials Enter the BMW CE 02, an 11kW (15hp) e-scooter that looks more like a design project dreamt up by a skateboarding intern than a production motorcycle, but in terms of youth appeal and, yes, that X factor, it is taking no prisoners.

It will come to the market this spring in two variants. A base model (which makes 4hp and is effectively a 50cc equivalent) will be priced at £7450, while a full power 15hp version will start at £8450. Opt for the Highline package, which adds gold forks and graphics and a raft of goodies including an extra riding

mode, hot grips, a smartphone holder and a quick-charger that reduces the charging time from 5.2 hours to 3.5 hours, and that price leaps to £9330.

So it’s expensive, especially for kids.

The 15hp CE 02’s motor has a continuous power rating of 6kW/8hp and makes a handsome 55Nm (40.5lb-ft) of torque right from the initial opening of the throttle. The bike has two batteries, each 48 volts and rated at 1.96kWh, and a claimed top speed of 59mph and 0-30mph acceleration of three seconds. Under World Test Motorcycle Conditions, battery range is a claimed 56 miles.

There are two riding modes, Flow and Surf. Flow is an urban setting with a soft throttle response and medium energy recuperation, and Surf is a sharper mode with no energy recuperation to allow coasting on a closed throttle. A sporty Flash mode is available only with the Highline package.

As you roll away in near silence, the torque of the air-cooled, synchronous current motor gives the BMW serious energy compared to equivalent petrol scooters. It’s a tiny machine but makes an immediate statement that it won’t be pushed around, and while electric bikes can feel a bit jagged and digital on the initial pick up, the CE 02’s response is smooth and easy, especially in Flow mode.

Once used to Flow mode, you can start to use its recuperative function to slow the bike down, much like a soft rear brake, and there is enough instant drive to jump easily ahead of the hordes at the stoplights. However, I preferred Surf mode, which is more responsive and, like a two-stroke, has minimal engine braking on a closed throttle. You adapt quickly by closing the throttle earlier for turns and rolling smoothly and satisfyingly to a stop, which also increases the displayed battery range.

It’s fun to hustle. I managed to hold the throttle to the stop long enough to see an indicated 100kph, and with instant torque and no clutch or gears to worry about, the drag race from the lights is where the CE 02 truly turns heads. It’s a good feeling to sit waiting at the lights – silent, confident, a little bit self-conscious, too – knowing you’re going to leave the rush hour behind as soon as the light turns green.

The CE 02’s super-compact chassis comprises a steel double-loop frame with upside-down 37mm forks and a single-sided swingarm and directly mounted, preload adjustable shock.

Wheelbase is just 1353mm, the head angle is steep at 24.5 degrees, and the wheels are just 14 inches in diameter, suggesting agility was a high priority for BMW. Braking is via a 239mm disc up front and a 220mm disc rear, with ABS on the front wheel only.

The CE 02’s steering is responsive to the touch and predictably quick; so fast it has made a turn or jumped into a gap seemingly before you’ve thought it. Stability is superb, even at 100kph, but you need to be aware that the slightest input by the rider will affect the steering.

Ride quality is excellent, and the

CE 02 soaked up all the cobbles and potholes Lisbon could throw at it. The suspension is soft but supportive, though the rear can feel a little harsh when jumping over speed ramps and hitting imperfections at speed.

The TFT micro-dash is clear and functional and gives a mileage range and percentage of battery used.

Riding briskly around hilly Lisbon, I covered 52.3km and had 25km or 27% battery remaining, which suggests a range of 77km, though in reality you could expect more as your riding style adapts to the range remaining, much as you would with the fuel warning light on.

Overall, there is no denying that the build quality and level of finish of the CE 02 are above any petrol or electric scooter in this segment, or that it is a brilliant, charismatic and enjoyable way to deal with the daily commute, and the best electric bike in this segment by far. But it’s hard to ignore the price: a hefty £8450 for the 11kW, 125cc-equivalent version and, with the Highline package, £880 more. Add some luggage and a comfort seat and you’re up at around £10k. That’s a big ask, more than likely too much for many compared to the petrol equivalent.

ROAD TEST 51

Segway E300SE

The one from the electric innovators The Segway brand has been around since 1999, creating all sorts, from gokarts to robotic mowers. And in the last few years it’s entered the scooter market ,too, developing a range of electric scooters including this, the E300SE. It’s a great-looking thing; sleek and sharp and super-futuristic, with a multi-coloured dash that’s a work of art. It’s comfortable, too, with a plush seat which pops open to reveal a compartment big enough to house the charger (but not a helmet). There’s also the option to integrate a third battery, in addition to the two which come as standard.

They sit underneath the footboard, and slot in and out easily if you need to bring them in to charge. There is a plug point on the body of the scooter itself, if you’ve got somewhere safe to keep it topped up. Segway reckons the batteries will get you a total of 80 miles with economic riding, and that seems about right in my experience.

They’re not too bad to charge either, taking just four hours from flat.

Turning it on, I gave the throttle a bit of a twist, and almost performed my first-ever wheelie. Electrics often have swifter acceleration than petrol machines and the Segway is capable of reaching 40mph in about three seconds. I grew to love it very quickly, for obvious reasons.

It comes with four riding modes, as opposed to the three you see normally on electric bikes. It has Eco mode, Regular mode and Sport mode, but it also has an Assist mode, which is limited to 3mph and makes it easy to push it around.

The brakes are made up of a front and rear disc, with both ABS and a Traction Control System (TCS) to help prevent the wheels from slipping, reduce stopping distances

and also improve performance under harsh acceleration. I found that both worked perfectly; not too soft and not too sharp, and that’s even more impressive when you consider the sodden roads I was testing this on.

The suspension is simple but effective, with the front shock and adjustable rear springs combing well.

It’s smooth and firm when you’re pushing on along the nationals, but also light and forgiving when you’re travelling over the less-wellmaintained road surfaces.

Engine, braking and suspension work together to give you an amazing level of handling. I did find that I had to take a lot of sharper corners a tad slower than I might normally to avoid a light, vague feeling from the tyres.

The Segway also comes with a phone app, which does everything from enabling you to remotely start it from your phone to changing settings like max speed and sharpness of acceleration/braking – and you can even send an alert to make the E300SE honk its horn and flash its lights to help you find it in a busy location. It also has a really cool feature where it tracks in real time your journeys, giving a breakdown of the speed you were going at each section and the option to save the route for future use.

I do have one criticism. The dipped beams. It wasn’t so bad in towns and cities with street lights to help (which is where the bulk of its riders will be using it), but my journey home from MoreBikes HQ was along country roads, and quickly I found that with the dipped beams on I could barely see anything more than a few metres in front of me.

I began to rely on the full beams a lot more than I would normally – and even they seemed much less powerful than others I’ve used (and after

accidentally leaving them on and not receiving the usual passive-aggressive flash from oncoming traffic, I used them all the time).

The Segway E300SE comes in at £4499, which, for a well-put-together ride from one of the biggest names in electric transport, seems pretty decent value to me. If you’re looking to get an electric, I wouldn’t hesitate to recommend the Segway E300SE – and if you’re a petrolhead who still isn’t convinced that electric makes sense, I’d implore you to give this one a go.

LEARN ON A SEGWAY If you’re based in Essex and you’re looking to learn how to ride, the good folks at Pass Bike Motorcycle Training in Rochford have introduced the first Segway Rider Training Program in the UK. Speaking about the little battery-powered scoot, Pass Bikes Managing Director and Chief Instructor Ian Burrell MBE said: “The Segway E110 moped is a great platform to teach both new and experienced riders. It’s superbly balanced, has a very smooth power delivery, excellent build quality and three power modes which complement the manoeuvres required during a CBT. “I don’t believe that bikes could have been tested more thoroughly! The pair of Segway E110 and the E300 we use for training have been faultless. Hundreds of students have ridden the bikes this year and the response has been overwhelmingly positive.”

For more information, visit: www.passbike.co.uk

52 ROAD TEST

Horwin EK3 The brilliant budget-conscious one I’ve ridden more than my fair share of compact battery-powered commuters over the past five or so years, from cargo-carrying scoots loaded with luggage to retro-inspired rides that wouldn’t look out of place on the streets of Paris or Rome.

The Horwin EK3 sits firmly in the second camp. It’s a sleek, strippedback and stylish learner legal 125cc equivalent, which actually bagged itself a prestigious Red Dot Design Award back in 2021. It’s easy to see why, with its round edges and smooth lines giving it a premium feel, despite its budget-friendly £3399 price tag.

There’s some nice stuff fitted to it as standard, including a suite of funky

LED lights; a slick display (which offers all the usual information in a nice, easy-to-read layout); cruise control; a reverse gear; an anti-theft alarm system; a USB charging port; and a keyless ignition system. It’s not loaded with technology – but what is there works well.

It’s a fairly comfortable place to spend time, too, with its diminutive dimensions offering enough space for my long limbs as I nipped around town in near silence. Tucked under the plush-enough seat you’ll find the single battery set up, with enough space remaining to stash an open face helmet (or the all-important waterproofs that are worth keeping on

hand for riding in the UK).

Talking batteries, Horwin reckons the EK3’s capable of racking up 55 miles if you keep the speed down to 28mph – and, surprise, surprise, it’ll do double that if you opt to splash out the extra grand on the second battery. Those figures seem about right, though if you’re a little heavyhanded with the throttle and you spend any time on faster roads, you’ll quite quickly find the battery zapped.

I took the chance for a cross-country nine-mile run on A-roads to a meeting in a nearby town, and with the throttle pinned the whole way, I used over 50% of the charge.

Thankfully, charging is a straightforward affair though; either plug the scooter directly into a threepin domestic plug or unhook the battery and bring it in the house. It’s nice to have the option if you’re not blessed with an electric hook-up in your shed. It’ll take about four hours from flat. However, on one occasion when I was caught out and needed to nip into a café and borrow their socket, I found that the battery topped up to near 40% within an hour. For security, it’s also great to be able to stick the steering lock on while there’s no power connected using the small key which fits neatly under a

little slot in the middle of the pushand-twist ignition.

As you’d expect, the urban environment is where this bike makes the most sense; its nippy motor, light and agile handling and slimline dimensions make it easy to whizz past and through long queues of traffic.

Torque’s available immediately so you’ll easily get the jump at the lights, and the three rider modes make it easy to get your speed just right and ensure you don’t get the dreaded flash from a speed camera.

Mode 1’s good for 30mph zones, Mode 2’s good for 40s, and Mode 3’s better suited to the open road. That said, I struggled to get more than 56mph out of it so it’s probably best to avoid any properly fast-moving routes, though it is useful to know it’s capable of trouncing up a dual carriageway or two if your commute into town demanded it.

The suspension’s probably one of

the weakest links. It’s not bad, just basic, and any serious lumps or bumps in the road will rattle your bones and the scooter. It doesn’t upset the handling though, so that’s pretty good.

I wasn’t a huge fan of the tyres either. They’re a set of quite clever tubeless, liquidfilled vacuum ones that Horwin claims are ‘wear resistant’ and ‘breakdownproof’. Great idea, but I didn’t have quite the same confidence in them as I would a set of conventional equivalents.

It stops well though, with its Combined Braking System evenly distributing the braking force between the front and rear brake discs to make it incredibly easy to haul up quickly when you grab a big handful of both.

There’s a lot to like about the Horwin. It’s fun to ride, cheap to run, easy to maintain and more affordable to buy outright than an annual Tube pass in the capital.

Sound like a win to us.

KNOWLEDGE 53

Charging time is one of the major stumbling blocks when trying to convince non-EV owners to switch. But what if you had a bike with small, easily removable batteries that take moments to swap in and out?

Starting out in Taiwan in 2011, Gogoro developed an urban transport system based around this concept. They have established the largest battery swapping network in the world with over 2000 charging stations in Taiwan alone, allowing more than 250,000 battery swaps a day, enough power to ride 15,000,000km.

A range of scooters (Gogoro's own models plus other vehicle partners like Yamaha) are available with batteries that can be swapped on the network. After registering with the network, choose a riding plan based on bike and distance.

This can be as little as TWD 299 (around £7.80) a month.

Swapping the batteries is simplicity itself. Pull up at a charging station, open the seat and remove the batteries. Insert the discharged battery into a vacant slot and a charged replacement is released. Slot the charged batteries into the scooter and you're ready to go.

You can swap and be back on the road in just SIX seconds.

The network of charging stations is spread across Taiwan. Gogoro works with local businesses to get charging stations sited at

useful locations such as supermarket car parks, convenience stores and parking lots. In Taiwan’s cities there are stations every 500 metres or so.

Gogoro are also involved in constant development work on their battery tech. Their third generation battery allows the rider up to 170km (around 100 miles) between swaps. It is important to note that the consumer doesn’t own the battery, it is included in their monthly subscription. This enables Gogoro to swap out old batteries with new ones, ensuring the latest tech is always available Moving beyond its home market, Gogoro have been aggressively expanding internationally over the last few years to reach countries across Asia including China, India, Indonesia, the Philippines, Korea, Japan, Singapore, and Israel.

Admittedly, Gogoro operates in countries where small-capacity scooters have long been an established part of the urban transport network and with centralised population clusters, but their massive growth in such a short timeline shows what can be achieved.

For more information about the Gogoro network and their range of vehicles, visit: www.gogoro.com

IN THE SPOTLIGHT 55

The Midlands has a rich history of motorcycle production. Now there’s another name to add to the list WORDS: Bob Pickett and Mikko Nieminen PHOTOS: Maeving

The British motorcycle industry is in the kind of rude health not seen in decades. But how many firms are actually building bikes in the UK? Not bespoke, big price tag stuff, but proper production runs? Not as many as you might think. We don’t want to go all patriotic on you, but there’s nothing wrong with celebrating some of the cool firms keeping things going on home soil.

The only electric motorcycle manufacturer in our list is Maeving.

Founded in 2018 and based in Coventry, a whopping 100% of Maeving’s workforce is employed in the UK, 65% of the RM1’s components are sourced from over here, and every RM1 bike is designed and built in Coventry. Nice.

56 IN THE SPOTLIGHT To properly get under the skin of the fledgling British bike builder, we fired off some questions and went for a spin on its base-model RM1.

Much of the RM1 is British, so why look to overseas partners for your fuel cells and powertrain (the motor is built by Bosch in partnership with Maeving, the battery a custom design in partnership with Samsung and LG)?

For the drivetrain, if we were to use anyone other than Bosch, we’d be compromising on quality. For the battery cells, if we were to use anyone other than Samsung or LG, we’d be compromising on range. We do, however, look forward to a point in time in which we have the expertise and manufacturing capability to source both motors and batteries in the UK. Maeving has an interesting and different approach. You want to move away from the traditional dealership concept, with bikes sold online and delivered to the customer’s door. Doesn’t this present challenges? As a small company, isn’t this a stretch of resources (as the customer base will be all over the country)? As you grow, is this servicing model sustainable?

It absolutely does present challenges!

It’s no small feat to resource and coordinate a direct-to-consumer operation like ours, but it’s so valuable. First of all, it’s convenient for consumers; it removes the need for them to travel to dealerships – inherently masculine environments, often in obscure locations – and to wait whilst their motorcycle is readied. Instead, delivery and servicing are carried out at a location of their choice at convenient times.

Quite simply, it’s the level of service that customers now expect, and it allows us to really get to know our customers and respond quickly to their needs, whatever they may be.

We believe the model is absolutely sustainable as we expand and, with regard to emissions, the advantage of DTC is that we are in complete control of the whole operation’s sustainability

credentials. For example, the introduction of an electric fleet and wholly green energy plans for charging. We exercise the levers, and as a company we are working towards carbon positivity.

Talk to anyone that doesn’t drive/ ride an electric vehicle, and you can guarantee the subject of ‘range anxiety’ will crop up, as well as the problem of charging a bike on the road. Maeving’s answer is two-fold.

Firstly, the RM1 charges using a conventional 13A plug socket (to charge a single battery is a little over four hours 0-100% and just shy of three for 0-80%). Secondly, the battery is removable (at around 12kg you’ll perhaps not be looking to do so too often), meaning you can take it out of the RM1 and, for example, charge where you are visiting… and no one can ride off with it as there is no power source! Talking about the battery, slot it into place and it connects automatically... no leads or plugs.

My first close-up exposure to the RM1 was at the NEC Bike Show. I was struck by how the RM1 looked futuristic yet… familiar. A certain Henry Cole compared the look to his vintage BSA, while friends have said it reminds them more of an old flat-tracker. How important was it to include these classic lines in the RM1’s look, while giving it a modern feel?

There is no denying that us cofounders love our classic motorcycles!

For us, it’s important that consumers looking to make the leap to electric are faced with desirable machines that ride well, and when we think of desirability, we think of metalwork, exposed and visible components that are pleasing to touch, quality materials – in short we think of naked motorcycles. This also makes sense when optimising for weight and range: no extraneous parts and plastic fairings. With simplicity on the mind, we looked to the board tracker era in the 1920s when the first elegant motorcycles were being fashioned from what were essentially bicycle frames. At the same time, our motorcycle has all the benefits

of modern engineering; from the removable battery technology itself, to electronically-actuated compartments and a GPS tracker.

Crucially though, we’ve made sure that the technology is not invasive and that the riding experience is pure.

A motorcyclist will feel at home on the RM1, familiar with everything from the switch gear to the analogue speedo.

Riders of conventional bikes will point at the RM1’s range. We should make it clear that the RM1 is designed as an ‘urban solution’ where top speed and range are not the primary concerns. In an urban/city environment ease of ride, manoeuvrability and frugality are the major issues. The RM1 is equivalent to a conventional 125cc bike, with greatly reduced running costs. Crafted to be light, manoeuvrable, clean and quiet, It’s small, light and easy to ride (as Maeving say, if you can ride a bike, you can ride a Maeving). Maeving estimates the cost of charging at around £60 annually (a fraction of the cost of filling even a 125).

A nice touch is the ability to add a second battery in what looks like a conventional fuel tank. Without a battery inserted, this gives you 10 litres’ cargo space, making the RM1 both flexible in use and practical.

And talking about practicality, the RM1 is designed primarily to be an urban bike. Is this where Maeving will continue to position itself in the market? Or as time (and battery technology) move on, do you see yourself transitioning to other types of bikes?

Ultimately we will make motorcycles

for all occasions, but for now our focus is solely on urban environments. Why? First of all the vast majority of people in this country live in or around cities (and the 0-125cc segment is 34% of the market) but, more importantly, this is where electric motorcycles are truly in a class of their own – this is their sweetspot. This is because, given the range and performance needed in urban environments, you are able to utilise removable battery technology.

We understand that the last thing that any motorcyclist wants is to have to use a fast charger at a petrol station every 60-80 miles (as is the case on larger, full-powered electric motorcycles, in reality), but the ability to simply take the battery out once a week and charge it at a standard plug socket overnight, as you would do a phone or a laptop… that’s a game

changer. You are then able to benefit from all the advantages that electric brings – namely zero emissions and extremely low running costs – with none of the drawbacks. I won’t focus too heavily on the tremendous benefits of going electric for our planet, but I can truly say electric excels in urban environments.

The future of motorcycling is electric. The Government has set a target of 2035 (five years after the car market) to cease production of petrol-driven bikes. So it’s good to see there is a UK manufacturer with the vision to both look to the future and embrace our rich heritage.

IN THE SPOTLIGHT 57

TECH SPEC Maeving RM1

Price: £4995 (single battery; add £995 for an additional battery) Powertrain: Bosch Hub Motor Power: Continuous Rated Power 3.0 kW (4hp), Maximum power 4.4kW (5.9hp) Max. torque: 160Nm Maximum Range: Single battery 40 miles, dual battery 80 miles Top Speed: 45mph (can be restricted to 28mph, the equivalent of a moped) Front and Rear Tyres: Dunlop K70 3.25 x 19 54P Brakes: Linked system (40% front 60% rear).

Front: Single 240mm disc, 3 piston floating caliper. Rear: Single 180mm disc, 1 piston floating caliper Weight: 111kg (unladen, single battery) Seat Height: 785mm Contact: www.maeving.com

MAEVING RM1

Every now and again you ride a bike that takes you by surprise. For me, the Maeving RM1 was one of them. I thought I had it figured out: another 125cc electric bike that will turn out to be a bit of a toy without much consideration for what a motorcycle should be like, only what constitutes urban mobility.

I was wrong. The Maeving is a thoroughly pleasant bike to ride with quality components and lots of thought put into making it ride well.

It is designed purely for city riding with classic styling and modern power delivery. It’s ideal for carving through busy streets (like London where we tested), but take it out of the city and you will find its limitations.

The RM1 is limited to 45mph with three ride modes which give you 45mph, 28mph or 20mph. All of them put different demands on the battery and offer a different riding experience, but in every mode the power comes on and goes off very smoothly. There is no ‘on/off’ feel to the throttle and it’s easy to adjust the amount of drive required. Acceleration is nice and crisp in the top power mode; there is ever so little delay in the power demand going to the rear wheel but it’s so marginal as to not be an issue.

Power is delivered to the back

wheel by a Bosch hub motor which is completely silent even by electric bike standards. Peak power is 6hp, which doesn’t sound like a lot, but to compensate there’s 160Nm of torque.

Riding the RM1 was super-easy.

It is nicely balanced; feels stable but nimble; corners quickly but accurately; and does pretty much everything you want from a city bike.

It weighs only 111kg so it’s easy to move around, and the seat is fairly low at 785mm.

There’s no regenerative braking, which means it just rolls on when you close the throttle, but the brakes are pretty good, especially the rear that also activates one piston in the threepiston front. Sounds odd but works great in practice. Suspension is fairly soft and simple but it does the job.

The inevitable range issue. The difference riding style makes was evident. Back at base I had 55% left, while someone else riding more ‘reservedly’ had 75% left.

I have ridden some bikes in this category and come away feeling like they’re toys. The RM1 is different; developed by bikers with all the consideration needed to make it nice to ride, it handles so intuitively. I can’t think of a better way to carve through a big city.

58 QUICK SPIN

COOL COMMUTER There are plenty of fun and funky options if you’re after a little runaround with a whiff of off-road prowess. This is one of our favourites: UBCO’s farm-ready utility vehicle that’s got two-wheel drive WORDS: Ross Mowbray

UBCO 2x2 This is a super-cool little AWD moped called the UBCO 2x2 that’s been designed, developed and tested to its limits in the wilds of New Zealand.

Starting life just 10 years ago, UBCO’s original idea was to create a rugged electric ride to tackle the tough terrains of its homeland; something that’d be capable of slogging it out on the farm and with carrying capacity to make it practical, too. And that’s exactly what founders Daryl Neal and Anthony Clyde did.

But it turns out that the UBCO had a bit of a broader appeal than they originally thought, and the bike slowly but surely found favour with adventurous types who wanted a tool to explore. I’m no farmer either, but I’ve had my eye on one for a while – and was eagerly awaiting their arrival on to British shores – but it took me a few years to finally wangle an opportunity to ride one.

The £4499 UBCO 2x2 Adventure is a charming thing in the flesh, with its bicycle-like design and easy-to-manage seat height. It’s light, too, weighing in at 52.7kg without the battery (and then 65.7kg or 79.7kg depending on whether you opt for the 2.1kWh or 3.1kWh battery). The controls are sparse, and away from the LCD display and simple switchgear, there’s very little to write home about. It’s stripped back and simple in all the right ways.

But despite appearances, there’s some pretty clever stuff going on when you take a closer look.

There’s adjustable suspension front and rear; an IP66-rated water-resistant battery; a keyless ignition; remote updates using Bluetooth; a neat little Field Kit (with tools and user manual) under the seat; 19 different points to make it easy to carry whatever you need to take with you for the ride; and a 150kg carrying capacity – and that’s without getting into the two weather-sealed hub-mounted motors at the front and rear.

It is a lovely thing to ride. With a top speed of just 30mph, you’re not going to be rushing anywhere – and it’s obviously no good on bigger faster roads – but if you’re

happy cutting through busy town traffic or gently ambling around the countryside and taking in the views, it’s just the ticket.

On the road it feels light and nimble, while the softly-sprung as standard (though adjustable for both preload and rebound) suspension does a fine job of keeping things poised and perfectly comfortable. The brakes work well, too, with the radially mounted two-piston calipers and discs offering more than enough bite to haul up the lightweight ride quickly and efficiently.

The 2x2 really comes into its own off-road. While I didn’t get the chance to get stuck into anything too extreme (the badlands of rural Lincolnshire aren’t exactly known for their steep hills and abundant trails), I did take the opportunity to head out on the local lanes and whip around a mate’s farm.

The plucky little electric lapped it up – slowly but surely picking its way through, over and across everything I could throw at it.

The front and rear mounted 1kW motors help the cause, allowing the UBCO to find traction where other bikes could only dream of, and the only slightly disconcerting thing is the front wheel’s tendency to spin up when you give it a handful of throttle on anything a bit slippery.

Best of all, it’s an absolute doddle to ride – its twist-and-go motor, small size, low centre of gravity and light weight mean that it’s so unintimidating that even a complete beginner to bikes would be very happy to have a bimble about. Those compact dimensions won’t suit all though, and I suspect that riders on the taller end of the spectrum with less youthful joints than mine might struggle.

There’s a lot to like about the UBCO 2x2 Adventure. It’s a charming off-road capable runaround that’s carved out its own place in an increasingly competitive market. It’d make a great city commuter; a cracking first bike for a 16-year-old iving out in the sticks; and would be absolutely perfect on the back of a camper to nip down to the shops.

I’d have one. I think that says a lot.

QUICK SPIN 59

ANOTHER OPTION

RGNT No. 1 Scrambler

£13,990 / www. englishelectricmotorco.com This is a seriously cool, properly put together, retroish Scrambler from Swedish firm RGNT. The handbuilt bike is packed with quality components and is capable of topping 70mph (using the Boost button). The only problem’s the price. We don’t think many people will fancy splashing out close to 14 grand for an A2 licence legal electric that’ll struggle to do more than 60 miles from a single charge.

Sur-Ron Light Bee L1e

£4299 / www.sur-ron.co.uk We’re big fans of Sur-Ron’s range of funky off-roaders.

While they might have been adopted by slightly more unsavoury segments of society, there’s no denying they’re cracking bits of kit for blasting about either around town or on the trails. They’re super-lightweight, nippy off the line, and simple enough to improve (using big-name mountain bike parts).

Cake Osa

£6010 / www.ridecake.com We’re big fans of Cake’s incredibly versatile cargo bike. Also built in Sweden, the learner legal ride is really aimed at businesses who need to get them and their gear around the city easily.

There’s actually over a thousand different accessory combinations to choose from – and there’re even outlets in the battery so you can plug in appliances.

AT A GLANCE 61

OFF-ROAD BRILLIANCE

How about combining a motor with a bit of pedal power?

WORDS: Charlie Oakman PHOTOS: Yamaha Europe It’s becoming increasingly common to see traditional biker brands getting involved in cycling – and why wouldn’t they? There are plenty of similarities. Gear’s an easy win – MTB kit is relatively easily adapted or repurposed from the dirt bike market, with body armour, gloves, luggage and even helmets shared across the two disciplines.

That’s just the start. Plenty of big-name motorcycle manufacturers are now building bikes. too. Husqvarna and GasGas have an impressive line-up of eMTBs; Ducati are playing in the dirt and on road with their e-offering; and then there's Yamaha, which launched three eBikes a year ago, that are now available to test ride across the UK. Yamaha’s history in the production of eBikes has already been well documented in MoreBikes. In a nutshell, they have been in it from the start with the launch of the PAS some 30 years ago. Since that time the Yamaha electric motor has fed numerous well-known cycling brands as well as those closer to home (ahem... GasGas). However, in a move that ‘reclaims their tech’, Yamaha launched three new bikes as Yamaha in 2023: a style-laden commuter (Crosscore), a spirited gravel bike (Wabash), and this e-MTB, the Moro 07.

The launch in the Begur region of Spain, in constant sunshine, was the perfect test of

the new ride. Give me the one a year later at Ashton Court, Bristol; a mud-bath after substantial rainfall, freezing temperatures and not a canape or glass of fizz in sight. Would the Moro 07 still do the job in the real world? Well, that depends on what...

The motor is without doubt the jewel in the crown. Yamaha’s PW X3 Drive Unit has been extremely well received by all in the know – and there’s been plenty of praise for the quality of many of the components that are hard to find on a bike that costs ‘just’ £4100. It’s got a lot going for it; though it’s worth mentioning that the overall geometry did receive criticism for inspiring a lack of confidence, especially on downhill sections.

I didn’t find that; and I had as good an experience thrashing around the ‘Court’ as I did in the sun-baked hills of Spain. Nimble and exciting, the Moro 07 did everything I needed it to do, from tackling slippery trails at speed to helping me clamber up steep climbs. The extra weight helped the tyres dig in on tight corners, and the power assist allowed me to tackle the trails faster for longer, amplifying my enjoyment of trails that I have ridden many times before.

The Moro 07 wouldn’t stop me riding my regular MTB, nor would it replace a dirt bike – it’s a completely different kind of ride which I would urge anyone to try.

1. MOTOR

The PW-X3 Drive unit is Yamaha’s most powerful electric motor to date. 85Nm of torque with a maximum power output of 500W is a lot of punch for a bike weighing in at 23.9kg – and it’s all powered by a removable 500Wh battery that sits within the frame.

2. INTERFACE

The interface divides opinion. It may have been designed with simplicity in mind, but the need to memorise what different LED combinations mean could easily be avoided with a simple LCD screen.

With experience though, you will find Eco, Standard, High, MRB and Extra-Power modes. Apparently.

3. WHEELS

Given my more regular ride is on 29” wheels, the 650b came as a pleasant surprise.

Extremely agile, capable and stable on the trails, the bike felt nimble at pace though well-grounded with lots of feedback through the bars via the suspension and Maxxis tyres fore and aft.

4. BRAKES

The brakes are provided

by Magura. They’re MT5s with 203mm Storm CL rotors and 4-piston calipers.

Confidence-inspiring stopping power, certainly necessary when considering the weight of the bike and inertia it will collect at pace.

5. SUSPENSION

Another instantly recognisable brand, the Moro-07 boasts RockShox Lyrik Select Charger Forks with 160mm of travel in the front and the Super Deluxe set at the rear giving 150mm travel. Plenty of damping for the trails, though they may struggle with more aggressive drops.

62 QUICK SPIN Kawasaki Ninja 7

HYBRID THEORY Whether you’re a fan of the future, the green movement, or simply want to save a few quid on your monthly fuel costs, Kawasaki’s new hybrid Ninja 7 could be right up your street

Hybrid technology has been around in the car world for decades now. Indeed, you’ve probably poured into a hybrid Toyota taxi after a night in the pub at some point in the past... cab drivers love a Prius for their fuel consumption round town, and they’ve been compulsory for some city taxi firms for years.

Basically, you add an electric motor and a generator to the transmission of a petrol engine. When the car is coasting, braking, or slowing down, the generator takes that wasted energy and charges the battery with it. When you speed up again, the battery powers the electric motor, which accelerates the car, saving fuel. The powertrain mixes the petrol and electric power to create a hybrid output, giving the best of both worlds and saving fuel.

QUICK SPIN 63

WORDS: Alan Dowds PHOTOS: Kawasaki Up to now, a hybrid engine has been too big and heavy to make sense in a bike, but Kawasaki has managed it with some very smart technology. The engineers take us through the design of the new Ninja 7 hybrid before we head out for a ride, and it’s cunning stuff indeed. First up is the petrol engine, a compact 451cc parallel twin, with its foundations in the Ninja 400 motor, and is a pretty conventional affair. The madness starts at the clutch – this is a computer-controlled affair, as is the gearbox, meaning there’s no manual levers to operate. Instead, there’s a bank of buttons on the left-hand bar, alongside a pair of up and down gearshift paddles.

The computer looks after all the transmission gubbins, allowing a battery-powered electric traction motor to either drive the bike completely itself in EV mode, or help out the petrol engine in the eco and sport hybrid modes.

This unique, intriguing powertrain lives in a chassis which is pretty much the polar opposite of that description. It’s a plain-vanilla sporty road bike chassis, sharing much of its design and ethos with a Ninja 650 or 400. So, you have conventional 41mm unadjustable forks and a preload-adjust rear monoshock, plain box-section swingarm and steel tube trellis frame. Add in some twin-piston sliding Nissin brake calipers and you can see that almost all the effort has gone into the powerplant with its riding modes.

And it’s those three riding modes at the centre of the Ninja 7 experience that I’m about to sample. The plan is to trundle out of the city centre in clean, cool, silent battery mode, then fire up the burners when we hit the motorway.

I’m pleasantly surprised: EV mode is a pure twist-and-go experience, the bike automatically clicking up through the gears to a maximum of fourth gear and 60kph/38mph. It gets there pretty sharpish thanks to the torquey motor – and while Kawasaki says the range is ‘limited’, we easily do a good few miles with the battery gauge still showing plenty of charge.

It’s petrol time though, and before we hit the ring road highway I click into eco hybrid mode; made for easy, longdistance commuting or touring with automatic or manual gearshift available, and the EV motor assisting the petrol side in an economy mode, saving gas where it can. That promises good results in terms of range; Kawasaki claims 77mpg in this mode, which gives about 240 miles from the 14-litre petrol tank.

Eco mode also switches off the petrol engine when you stop the bike, further saving fuel, noise, and heat in town. When you pull away, the electric motor gets you moving and the petrol engine kicks in when it’s needed.

I spend the next 10 miles or so cruising in Eco mode, and the Ninja 7 is very civilised indeed.

The automatic gearbox is nice and easy, though a bit clunky from first to second gear. At speed in the higher gears, it’s just like a big maxi-scooter. You can override the gearbox with the paddles at any time, which kicks it into manual mode – and when you stop, it will automatically select first gear (you can switch this off).

You can’t really feel the electric motor so much, unless you come to a halt, when the petrol engine stops. Weird at first, but you soon get used to it.

We’ve stuck to the main roads

so far, but the lead rider turns off and heads for the hills. Now, with some much more twisty Tarmac, we can see how the Ninja 7 works in sport mode. The first change is that there’s no more lazy auto box: sport is manual-only, which the engineers say they did on purpose to give a more involved experience. It takes me a little while to properly work it all out, though. The gear shift paddles only change up when you’re on the gas, and down when the throttle is closed. Now, that sounds logical, but it seems that I quite often want to change gear in the ‘wrong’ conditions. Going for an overtake, I’ll sometimes change down quickly with clutch and gear lever without necessarily closing the throttle completely, or change up on a closed throttle.

You can’t do that here; you need a more deliberate action, a bit of muscle memory relearning, which takes time, but by the afternoon I’ve pretty much nailed it.

I need to be on my toes allround, actually. The lead rider is quick, but there’s traffic, so lots of overtaking, which needs a spot of planning as I learn my way round.

One great thing is the E-boost button, though: it’s a really neat extra bit of grunt, like a mini nitrous shot, that works in any

gear or revs.

Away from the engine, the chassis is pretty much like a Ninja 650. The suspension is on the soft side but perfectly fine, and the brakes do a squidgy old job but always stop you. The Dunlop Sportmax tyres are an unusual Q5A fitment and aren’t being stressed too much (it’s dry and 26 degrees), but work well anyway.

This is a bit out of the ordinary for Fast Bikes; but if it’s capable of going quick, then they’re going to be interested. If you want the full lowdown on the hybrid Ninja, scan the code and snag yourself a copy, and you’ll get some seriously special road tests and technical features thrown in, too.

Sounds good, right?

There’s decent ground clearance, and the extra mass of the battery and motor doesn’t really get in the way.

The new Ninja 7 works as claimed, and is very usable compared with pure electric power thanks to great range and decent performance. It’s a bit fat and a bit expensive, but neither are outrageous.

64 KNOWLEDGE

NEW DIRECTION

What does it take to revamp a clothing brand and come up with a whole new range of kit? We sat down with James Kent from Spada to find out

British biker kit specialist Spada has undergone a radical revamp of its brand, with over three-quarters of the range remodelled in just 18 months.

Heading up this transformation is James Kent, Product Development and Design Manager.

In a career spanning 20 years, James has worked for major brands

What you have done at Spada isn’t a simple rebadging exercise. This is a mammoth revamp, introducing three major areas, further broken down by price point. Where did this concept come from and how long has it taken from first steps to launch?

Thank you. I think it would be fair to say that when I joined Spada 18 months ago we did not expect the collection and rebrand to develop so quickly – which is a real testament to everyone involved.

It was clear to me from day one that Spada was already doing a lot of things right, it just needed a more refined development direction, which is something the team had already identified when I joined. It was understanding what relevance our current range had to the riding community and how best to categorise it.

This is why we now split the range into three clear riding preferences (Urban, Street and Explore), each with its own three tier pricing system (Raw, Forge and Edge); this allowed us to categorise our existing products within the range and help identify gaps. All with the purpose of providing riders an easy-to-filter shopping experience.

Riders can now simply pick their

such as Fat Face and Superdry, highend clothier Holland Cooper, as well as sports brands and even a ballistic clothing manufacturer.

We spoke to James about the remodelling of the Spada brand, his approach to design and his vision for Spada in the future.

profile and requirement based on features, or price, and be presented with a suitable range of gear.

What are the challenges to offering three price ranges within an area? You have to cover the basics (protection, fit, value for money), but how does each band take that step up, while ensuring every product reflects Spada’s brand and style?

I’d say more exciting than challenging. Ultimately our fundamental principles need to be catered for in every product I design: protection, fit, and value for money. We know what we are as a brand, and this is what our customers expect of us.

Ultimately it’s about understanding the rider’s requirements and designing products to accommodate them.

Someone who commutes 10 miles every day won’t necessarily need, or want, the same features as a rider that covers thousands of miles touring, but if they do, they’re free to make that choice, which is something we’ve not necessarily done well in the past.

Essentially our product hierarchy works by providing riders with a clear breakdown within each profile while maintaining the

Spada brand identity and style.

While all our products comply with the required safety standards, higher priced options will feature more premium materials, often enhancing durability, comfort, and performance.

Design innovation also plays a huge part in the development process, and something I’m always challenging our manufacturers on. All our products undergo a meticulous design refinement process to ensure that even the most budget-friendly options reflect the Spada style and attention to detail. This means finding creative solutions to design elements while keeping costs in line with our new structure, the new Blade hoodie being a perfect example of this.

Initially intended as a single A rated product, we were able to achieve a double AA rating at the same price point.

You have worked in high-end fashion, sportswear and even ballistic clothing design. What do you feel this variety of roles has brought to your design approach, and what does this bring to Spada to make them stand out?

Yes, and I hope I’m a better designer for it. I’ve had the privilege of working for some

fantastic brands as both a garment technologist and designer, both of which mean I came to Spada with a much better understanding of what is applicable and achievable.

But I still approach the design process in the same way I always have: first and foremost work to the brief, and start with the function over the fashion.

Once the performance of the product is assured, I can focus on the style. This is where I can again lean on experience to reinforce the Spada ‘Ride and Wear’ philosophy – essentially that your riding kit should complement your lifestyle and not just provide protection.

The latest collection takes style cues from streetwear, snow sports, and conventional and historical biker jackets, all of which I’ve had experience with. It’s been an opportunity to develop a real diverse range, crafted for all types of riders.

This is what sets Spada apart from everyone else.

KNOWLEDGE 65 What other projects have you worked on that you’re particularly proud of, and what were the challenges in bringing them to fruition?

What we’ve achieved with Spada in the past 18 months certainly ranks high, but there are other projects that I’ll always be particularly proud of.

At Superdry I was privileged to be involved in creating the launch of their SUPERDRY SNOW collection, which was the introduction of a technical product into a high street fashion brand – a range that not only needed to retain the brand’s iconic aesthetic, but also had to perform exceptionally well in extreme weather conditions, both of which we successfully achieved and continues to this day.

Another notable, and more relevant, achievement is the design and development of Engine Hawk motorcycle clothing.

This was my first role as a fullyfledged designer, and I was tasked with developing the range from concept to conception.

The collection was a resounding success, exceeding customer expectations and achieving over a million pounds in sales during the first day.

This was my introduction to the motorcycle community, and an industry I felt an immediate connection with.

How much of a challenge is it to bring your own vision and concepts to a company like Spada? How do you bring innovative ideas to the range while respecting what has gone before?

When a brand carries so much history (30 years), the challenge

will always be striking the right balance between innovation and tradition. In Spada’s case it provided a solid foundation to build on, an opportunity to focus on evolution, not revolution – updating and re-engineering items that worked well and introducing new lines where they fell short – all aligned with the brands DNA. It also helped that the Spada philosophy very much aligned with the way I wanted to design riding gear, although I can’t take credit for everything. As a relatively small team there was a lot of collaboration, and it was this process that allowed us to bring the new collection to market much sooner than expected.

What I hope we’ve achieved is the perfect balance between retaining our current riders, whilst providing new alternative options for the riding community.

Can you take us through the steps you take to design a project from start to finish?

The process of designing a product from start to finish is quite an in-depth process.

To summarise: Identify design direction ■ This is the start of the process and is essentially establishing a development plan, outlining the design objectives and end goal.

Market research ■ A great way to benchmark and identify opportunity for improvement.

Material sourcing ■ Working with the right manufacturers and sourcing materials that align with design direction and expected quality standards.

Identifying options/styles ■ Develop different concepts, including styles, colours, and end uses.

Creating design packs ■ Translate concepts into comprehensive technical packs to provide manufacturer with clear production instructions.

Briefing factories ■ Supply technical packs along with clear communication on quality standards and timelines.

Receiving prototype samples ■ Compare samples to design specification and quality standards.

Wearer Testing/Refining fit ■ I take a real hands-on approach to fit, using this as an opportunity to make any necessary adjustments.

Confirming quality standards ■ Evaluate final samples to ensure they meet with expected design specification and quality standards. These samples will be used as the quality control metric when the order arrives.

Alongside all the above steps, we will be continuously testing fabrics and construction before the final garment is submitted for CE certification.

What does a typical day look like for you?

Thats certainly the beauty of this job; I can confidently say that no two days are ever the same.

Let’s take today for example.

We’re just about to release our new collection so I’ve spent the first part of my day on video calls talking to suppliers and reviewing final samples before they ship.

Then I spent time with purchasing reviewing our current stock inventory. I’m now enjoying talking with you guys at MoreBikes before I finish my day analysing rider feedback and reading comments on our social platforms – this is a great way to identify development opportunities and for inspiration.

That’s three-quarters of the brand revamped. What’s next?

Well, at the moment I’m focused on the new collection arriving in April. Public reaction to the way the range looks has been extremely positive, but I’m excited to see what the riding community think when they get a chance to actually wear it – and this feedback will determine our design direction for the next collection.

In the meantime, I’ve already started to look at our legacy

products and how they can be updated with the latest branding and colour options, and I’ll continue to work closely with our manufacturers to identify areas for improvement or refinement in both our new and existing lines.

■ James and Spada have taken their range in a new and exciting direction, and if feedback from their range reveal is anything to by, a successful season lies ahead for the British brand.

We can't wait to see what they come up with next.

THE INSIDE LINE 67

E

FROM THE ARCHIV

YAMAHA DOMINATES 1988 was a good year for Yamaha. Four riders in the top five and a world championship title to boot. Here’s the story

Words: Steve Cooper Photo: Mortons Media Archive With 10 riders across eight teams and a seriously improved bike there was a hope and expectation back in Iwata that everyone would have something to celebrate. One of the numerous changes included opening up the angle between the two banks of cylinders, to allow for more space for the reed valve induction system. With some 150 bhp on tap the bike certainly had the power but the question remained – would its handling be up the task in hand.

Marlboro Yamaha Team Agostini had Eddie Lawson as lead rider with Belgian Didier de Radiguès as wingman. Sonauto Gauloise-Yamaha with Christian Sarron

and Patrick Igoa also appeared to be fielding a strong team. But there was also a new boy on one of the teams who had just come up from the 250s – Wayne Rainey.

Running for the Lucky Strike Yamaha Roberts Team, the young Californian was under King Kenny’s wing. With some four years of GP experience on 250s himself, he’d spotted some serious potential in Rainey, even if some pundits didn’t think he was that good. The detractors would soon be eating humble pie!

All the riders were theoretically on similar if not identical machines but Marlboro and Gauloise had Michelin tyres which were said to offer better compounds. Doubtless this didn’t go down to well with the Lucky Strike boys who were already starting to feel like the poor relatives given that the Yamaha

factory appeared to be giving them less direct support. Despite this Kevin Magee took a cheeky first place at Jarama – no doubt upsetting the more favoured Yamaha teams and riders.

Despite having ‘sorted’ YZR500s the bikes remained WIP (aka Work In Progress) throughout the season as considered upgrades were rolled out.

Shortened swing arms appeared part way through the year, then it was extra radiators to bring down the operating temperatures of the hard working engines.

Next up were carbon fibre disc brakes – but these came with caveat, they had to be kept hot or they simply didn’t function properly; and numerous riders were initially caught out by the ‘upgraded’ technology.

Over the fifteen races of the season

it was Eddie Lawson that took the title from Honda mounted Wayne Gardner on the Honda NSR500 by 252 points to 229.

Rainey Sarron and Magee rode to third fourth and fifth places to give Yamaha its fifth 500cc Constructor’s Championship…

It had all finally come together and Yamaha were riding high. Honda wasn’t happy to play second fiddle though, and were already plotting revenge which would ultimately come from an unexpected quarter.

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BMW R1200GS, 2008, 32,000 miles, MoT June, wire wheels, good condition, Tom Tom Rider GPS, BMW luggage and inner bags, Touratech t/bag, touring spares and tools, manual etc, £4900 Tel. John 01323 895572; 07752 128527. East Sussex.

BMW R1250GS TE Rallye, 2022, just under 4000 miles, few wear and tear marks but still in very good condition, serviced in July 2023 by KH Motorcycles, 2nd owner, all keys, data tagged, sold as seen, £12,950 collection from Nottingham Tel. 07832 485175. Nottingham. Email. marksmithzzr14@gmail.com

BMW R80GS was built in December 1987, reg 1989, 8900 miles, DVLA MoT certification from 2006 to present is matching engine & frame numbers, box file full of receipts for parts & work done, bike is on standard bores & standard crank as one would expect for such a low mileage bike, £14,000 Tel. 07870 847213.

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

HONDA CB125R ABS, 2018, great condition, 12,025 miles, new MoT 13/03/25 no advisories, new Dunlop front tyre, new drive chain, full service history, top box, padlock & heavy duty chain, bike cover, view in Winchester, can arrange delivery if required, cash or bank transfer, £2995 Tel. 07884 180883.

Email. cameronjohn@mac.com

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

HARLEY-DAVIDSON 1200 lowrider with screen leather panniers & crashbars, only 3000 miles so it’s like new, a good honest bike, reluctant sale, £6650 ono Tel. 07988 149448. Lancs.

HONDA CBF rear section silencers OE, excellent condition, off 2000 miles bike, small indent to left narrow pipe underneath, manufacturing fault, not visible when fitted, £600, £25 postage Tel. 07434 513161. Lancashire.

HONDA XL250S, 1981, 23,000 miles, 23” front wheel, £2000.

Also MZ301 Saxon Fun, 1993, 30,000 miles, £2000 plus spares, both bikes are red Tel. 07751 628528. West Midlands.

HONDA VFR1200FD, metallic red, 29,500 miles, serviced (recall) rack/box optional, £4990.

Honda CB750 Four, 1979, black, 9000 miles, new pipes, tyres, serviced, £5490 Tel. 07759 607498.

KAWASAKI W650, 2002, red and cream, excellent condition, 16,000 miles, £3900 Tel. 01291 423392.

KAWASAKI W650, 2005, one owner, MoT August, 27,000 miles, very reliable some tarnishing on engine, some extras, not fitted some spares factory workshop manual, £2500. Tel. 07853 929691.

LEXMOTO Vendetta 250 V twin, 20 plate, turns heads with stainless steel straight through exhaust, only 3200 miles, excellent condition, knobbly tyres, Scottoiler, recently serviced, currently Sorn, in garage, £2500 ono Tel. 07505 003737. North Yorkshire.

NSU Quickly, 1965, V5 in use, new tyres, re-painted three years ago, blue/cream, two speed N23 model £950 ono Tel. Les 01625 576295. Macclesfield. Email. ames_lesmondo46@yahoo. co.uk

TRIUMPH Bonneville T120R, 1970, 650cc, matching frame and engine numbers, not rattles or smoke, excellent condition, runs very well, ring for more details, £6750 ono Tel. 07887 674467. Hampshire.

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

SUZUKI DRZ400SM, 2006, the 2nd owner, has full service history, two sets of keys, it is ULEZ Compliant, V5 in my name, any questions do not hesitate to message, £3850 South Croydon.

Email. charles.ballards@ googlemail.com

ROYAL ENFIELD Meteor 350, 22/10/22, Stellar red, as new, only 2000 miles, many extras factory fitted, Sorned in winter months, full service history and warranties for more information, also clothing and helmet, bargain £3200. Tel. 07836 700313. Kent.

SYM Cruisym, 2023, 125cc, learner legal maxi scooter, 4900 miles, blue and silver, large under seat storage, new Sym forces sale, excellent condition garaged, 100 mpg, comfy big scooter, £2699. Tel. 07784 499299. Yorkshire.

TRIUMPH Daytona 675R, 2016, R specification with carbon fibre, Ohlins suspension, quickshifter, switchable ABS, clear LED tail light, good tyres & chain, always serviced to schedule, new MoT, service booklet and manual, 2 keys, 19,500 miles, rides superbly, looks stunning, £6999 Bristol. Email. haynessean@ outlook.com

heated grips, fender extender and a radiator guard, the bike is data tagged and has a fullservice history and has always been treated with ACF 50, £5199 Tel. 07552 832382. South Croydon Email. jonjoe.ballards@ gmail.com

YAMAHA VMax 1200, Full Power, 1991, immaculate, totally standard UK bike, 12,300 dry miles, perfect runner, new Avons, one previous owner, readvertised due to time waster, £6450. East Yorkshire. Email. johnturner8mlsn@yahoo.co.uk

YAMAHA YS125, serviced in December 2023 and fitted with new chain and rear tyre, MoT in April but is booked in for March renewal, bodywork/headlight has minor scratches, comes with Oxford heated grips, phone holder, dash cam, Oxford bike chain, Oxford disk lock, £1800 Tel. 07753 105108. Stevenage. Email. danny_crooks@hotmail.co.uk

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

YAMAHA MT07, 2018, bought from Woodford Motorcycles in 2018, the bike is an unmolested example and the only extras fitted are genuine Yamaha

KAWASAKI ZZR600, 1990-93, full body kit, mudguard and tank, all in good condition, £120 ono.

FZ1 2008 Yamaha standard silencer linkpipe, exhaust valve and cable clutch, springs, gaskets, £60 ono Tel. 07758 515696. Lincolnshire.

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

TRIUMPH Bonneville, black leather, Cafe Racer, humped seat with Triumph on the back, as new condition, fits 2017 onwards hardly used cost £200, bargain £100 ono Tel. 07505 003737. North Yorkshire.

TRIUMPH Thunderbird 900, chrome headlight bucket, 7” diameter, excellent condition, £70, £5 postage. Also rear brake cylinder cover, 2 bolt fitting, black, excellent condition, fits 1995 onwards, £35, £5 postage Tel. 07434 513161. Lancashire.

YAMAHA XSR700 complete original exhaust system, as new, £75. Yamaha YFZ450 barrel and piston 95mm (five valve), £45.

Disc pads new, Suzuki DR650 Bombardier, Kawasaki ZR750 Triumph Daytona/Spring (R), £8 set Tel. 01772 783774. Lancs.

Email. derek.leach@icloud.com

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

JACKETS Belstaff ‘Trailmaster’, D. Lewis ‘Lightning’ 1960’s-70’s, 38”-40”, 806 ‘zipper’ race gloves, T-shirts, Heuer, Assen TT, AGV, Castrol, KNMV, etc, also cloth/pin badges Tel. 01277 200530.

TRIUMPH T140V, 1978, green and silver, UK model Tel. 07816 123450. Devon.

WANTED for a BSA B40 green lane, rolling chassis, a suitable engine, B40, B25 or similar contact with details Tel. David 07436 002647. Email. thehubbards1954@hotmail.com

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

ERDE 310 motorbike trailer for sale, lights, new tyres, in vg order, £325. Tel. 07872 969902.

HAYNES MANUALS new, Suzuki GSXR600, 01 to 03, GSX-R750 00 to 03, GSX-R1000 01 to 02, £10. Suzuki GSX-R600 & 750 06 to 09, £10. Suzuki GSX-R600 97 to 00, GSX R750 96 to 00, £10.

Used Yamaha IT175/J genuine manual, £10 all plus post Tel. 01926 770198. Warwickshire.

LEATHER JACKET with tassels used one week, small, £30.

Assen TT ‘70s rare b/cap, £20.

Sheene book, T-shirt, poster, new. £30. Bill Lomas signed Classic Bike Show Guide ‘85 & ‘81, £20. MBA125 owners/ spares manuals 2x new boxed, £105. 12v bulbs H4, 3, 21W etc, MV ‘98 Rally Italy b/cap rare, £20. 750S Minichamp, new boxed, £175. Large collection magazine articles, badges, TT/ GP bikes etc £5 each. Classic & Race books/magazines, sell swap engineers & AF tools Tel. 01277 200530.

LEATHER JACKET pristine condition, I have an as new used BMW leather ‘heritage’ style leather jacket, size (Euro) 44, back, elbow and shoulder armour, plain black with discrete BMW tag, email me for picture etc, £125. Suffolk. Email. peter@ foxyman.co.uk LEATHER JACKET good condition, size 44/46”, £45.

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

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

OXFORD Bone Dry gents m/c jacket, XL, thermal lining, elbow shoulder back protection, £25.

M/C helmet open face, visor, grey, L, £15. M/C gloves, black, knuckle protection, XL, £10, all as new condition Tel. 01299 266565. Worcs.