November 2023 issue of MoreBikes

Bringing YOU the BEST of biking for FREE APPRAISING AN ICON Is BMW’s R-75 the most important motorcycle ever built?

Why the sub-£4000 Voge 300 Rally might be the best bang-for-your-buck bike of the year

WIN! Fancy some FREE tickets to the UK’s biggest bike show? We can help

SKILLS SCHOOL Expert advice on how to master emergency stops

DENIM HEAVEN

Our favourite biker jeans tested

NEWS 3

INSIDE THIS MONTH MBER NOVE

THE BEST BLASTS

04

CRUISING FOR A BRUISING

Our pick of the finest riding Somerset has to offer

10

A rewarding ride with the Indian Sport Chief

16 44 TASTE OF ITALY

KEEP IT LEGAL

A quick spin on a pair of retro-inspired Moto Morinis

A guide to registering a p foreign import

20

THE BIG REVEAL

BEC BECOME A MEMBER

The inside line on the first wave of new bikes you’ll be able to get your hands on in 2024

A nod from the Editor

I

’ve ridden a raft of small-capacity ‘adventure’ bikes over the past few weeks; putting KTM’s 390 Adventure to the test over on the Isle of Man and riding Honda’s CRF300L Rally, Royal Enfield’s Himalayan, Fantic’s XEF250 and Voge’s 300 Rally through their paces up in the North East.

They’re each brilliant in their own way; but in essence, they all open up the world of adventure motorcycling in an affordable and unintimidating way. It’s seen me pondering our predilection for big bikes. Sure, we like going fast and it’s great to have enough presence and power to cover big miles, but there’s something to be said about the simple pleasure that comes from belting about on a sub-500cc machine, exploring some of the best roads and trails the UK has to offer, and taking the time to Editor soak up the views, too.

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 December issue November 2, 2023 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

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4 NEWS

NEW BIKES

BMW reveals the R 1300 GS. New engine. New suspension.

Less weight.

BMW’s gone to town with the newest versions of its much-loved GS adventure bike – upping the capacity, overhauling the motor, updating the suspension and reducing the weight. Here’s what you need to know about what’s likely to be one of the biggest bikes of 2024.

The GS is an icon. That word’s thrown around a lot, but since its release over four decades ago, the GS has earned an enviable reputation as the smart choice for adventurous riders with deep pockets. And with every generation, the German factory manages to make an already great bike even better – and that’s exactly what it reckons it’s done this time with the new R 1300 GS. The beating heart of the GS is its two-cylinder boxer engine. It’s a motor that’s done the business for BMW for years, but as ever the company’s tweaked it to ensure it’s even better.

It’s more compact (by shifting the gearbox below the engine and adopting a new camshaft drive arrangement), and it’s more powerful than ever, too, with the 1300cc motor kicking out a healthy 145hp at 7750rpm and 149Nm of torque at 6500rpm. In fact, the factory says it’s the most powerful BMW boxer engine ever to go into series production. That’s pretty cool.

The good stuff goes on. There’s a stiffer main frame and a die-cast aluminium rear subframe, plus a new EVO Telelever system up front and revised EVO Paralever at the rear to help improve the ride. The brakes have been upgraded to some newly-developed radial four-piston calipers, too.

Dynamic Suspension Adjustment (DSA) continues to be available as an optional extra.

It’s a cool bit of kit which works to adjust damping, spring rate, and load compensation electronically – but it goes a bit further than previous generations because now the front and rear damping and spring rate will adjust on the fly, depending on the selected riding mode, the riding conditions, and how the bike’s being ridden. There’s also an adaptive vehicle height control as an extra (similar to the one that’s on the Harley-Davidson Pan America and the

kit that’s been rolled out on all new flagship Triumph Tigers). With 20mm more travel at both the front and rear, plus an optional sports suspension, riders with a penchant for the rough stuff should find plenty to like about the new machine.

There are now four riding modes as standard, including an Enduro mode for those who like to hit the rough stuff. It’s a nice touch, as quite often BMW reserved its off-road rider modes for its more dedicated off-road models.

There’s also Rain, Road and Eco to play with.

As is becoming increasingly common, there’s a big focus on technology with the new GS – and a lot of it is centred around making riders safer. There are new state-ofthe-art LED light units all round, and some funky indicators which are cleverly integrated into the handguards. There’s also ‘Headlight Pro’ available as an extra. It’s a cool, but not unique, bit of tech which allows the LED headlight to turn into the bend with the bike.

The other safety-focused technology includes Riding Assistant with Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW).

There should be no doubt that the new GS is going to be a cracking bit of kit. BMW don’t mess around making changes for no reason – and so we can’t wait to see its more powerful engine and overhauled suspension perform out on the road and trails. One thing that’s a little disappointing is that the factory still wants punters to lay down more cash for extras, including the Dynamic Suspension Adjustment.

That said, the new GS does come kitted out with more stuff than ever before, and now gets heated grips, cruise control, ABS Pro (and some more stuff) as standard.

Speaking about the bike, Thilo Fuchs, Head of Water-cooled Boxer Models, said: “With the new BMW R 1300 GS we will once again take the competition by surprise. It is defined by an even broader spread of product substance, while the reduction in complexity and vehicle weight, combined with focused equipment, enable the essence of the boxer GS to be showcased even more strikingly. With a new engine, outstanding handling and impressive ride qualities, it will set the pace both on and off the road.”

The standard model comes in at a respectable £15,990 and climbs up to to £18,465 for the TE version. No news just yet on availability, but with launch rides expected to take place in the coming weeks, I suspect we won’t have to wait too much longer to get the full lowdown on when we can get our hands on the newest version of the BMW GS.

NEWS 5

THE GRAND TOUR Ducati’s just added a new version of its flagship adventure bike to the growing Multistrada V4 range – but this one’s built with mile-munching in mind.

The Italian firm’s Multistrada has been a hit since it was first released 20 years ago. But its newest V4 iteration has seen the model go from strength to strength; to the point that there’s now five big ’uns to choose from (plus a couple of V2s).

Joining the standard V4, V4 S, V4 Rally and V4 Pikes Peak is the new V4 S Grand Tour. As you’d expect, it’s all about covering big distances in proper comfort – building on the solid base of the V4 S and adding a load of extra goodies to make it comfier, safer and easier to live with.

The beating heart of the Grand Tour is a 1,158cc V4 Granturismo engine, which kicks out a healthy 170hp at 10,500rpm and 125Nm at 8,750rpm. Road tests of other models in the range suggest it’s a glorious motor, offering smooth and progressive power wherever you are in the revs. Flexible, capable but still fun; it’s perfect for a proper two-up tourer.

It goes big on technology. In addition to all the good stuff fitted to the other ‘stradas (including Cornering ABS, Traction Control, Wheelie Control, Hill Control and more), it comes equipped with a radar system with Adaptive Cruise Control (ACC) and Blind Spot Detection (BSD). There’s a built-in navigation system which allows you to transform the TFT dash into a colour map; a TPMS to keep an eye on your pressures; additional LED fog lights; and even a new Minimum Preload function, which works to compress the

suspension and drop the seat height when stopping or moving at low speed. There’s also a clever Easy Lift function which increases the suspension hydraulics to make it less difficult to haul off its side-stand. For increased comfort, Ducati’s even fitted heated grips and rider and passenger seat heaters as standard. Nice.

There’s luggage included. A pair of integrated boxes which offer 60 litres of storage should provide plenty of room to pack up for your next adventure. There’s a centre stand, too, which is a nice touch – particularly for big-mile riders who like to be able to do their own maintenance.

Not that it’ll need much attention… because Ducati’s worked hard to make the Multistrada have some pretty massive service intervals (for example, the valve clearance check is set at 60,000km). There’s also the 4EVER Ducati and Roadside Assistance programs, which offer four years with unlimited mileage and roadside assistance; transport for rider and passenger; a replacement vehicle; and overnight stay in a four-star hotel in the event of problems that should occur during the standard warranty coverage period. That’s some confidence in your bike, right there…

Costing a healthy £23,595, the new Multistrada V4 S Grand Tour was is in dealerships now. If you want to get your hands on one, It’d be wise to get in touch with your local closest one ASAP.

6 NEWS

NEW BIKES: V-Strom 800RE joins Suzuki’s adventure bike line-up Following the launch of its all-new V-Strom 800DE earlier this year, Suzuki has revealed a new road-going variant.

At its heart, the new V-Strom 800RE uses the same new 776cc parallel twin engine as its stablemate, with its double overhead cam and 270° crankshaft design delivering a broad spread of torque throughout the rev range – peaking at 78Nm at 6800rpm – and a rumble and character more akin to Suzuki’s famed V-twins. Peak power is 84bhp at 8500rpm.

Also it uses the same steel main frame, engineered for a balance of straight-line stability and agile handling.

The narrow steel tubes also help maximise fuel tank capacity, which comes in at 20 litres. However, the new V-Strom 800RE differs from its more rugged counterpart, most notably by swapping 21” and 17” spoked wheels and tubed tyres for 19” and 17” cast aluminium wheels, wearing Dunlop tubeless tyres.

Like the V-Strom 800DE, high-quality suspension is still provided by Showa, but it focuses on delivering superior on-road performance. 150mm of travel at the front and rear comes courtesy of preload-adjustable inverted front forks and a link-type monoshock adjustable for preload and rebound damping.

Stopping power comes from radiallymounted four-piston Nissin calipers.

Further underlying the V-Strom 800RE’s prowess as the tool to explore all roads, its rubber-covered footpegs are set 14mm further back and 7mm higher than the DE, and aluminium tapered handlebars are 13mm lower

and 23mm further forward. They’re also 15mm narrower. A taller and wider screen offers more weather and wind protection.

A 5” colour TFT screen is nestled underneath the screen with dual display modes for day and nighttime riding. All the navigation of menus and features is done via a simple, easyto-use rocker switch on the left-hand handlebar. There’s also a handy USB port located on the left-hand side.

The TFT displays all the information you’d need, including details of its three-mode traction control system and the current power mode selected from Active (the more sportier and direct throttle map), Basic (ideal for cruising or city riding), and Comfort (perfect for wet or cold conditions). There are also two ABS settings, providing differing levels of intervention. There’s also a ride-by-wire throttle, a standard-fit bi-directional quickshifter (allied to a slipper clutch), in addition to Suzuki’s low rpm assist and easy start function.

Sharing a similar DR Big-inspired look as the 800DE, complete with an iconic beak and full LED lighting front and rear, the V-Strom 800RE will come in Pearl Vigor Blue, Metallic Matt Steel Green, and Glass Sparkle Black. A full suite of genuine accessories will also be available, including three-piece aluminium or plastic luggage, heated grips, and a centre stand. Arriving in late October, the new V-Strom 800RE will come with an OTR price of £9699.

THE KOVE 450 RALLY IS COMING YAMAHA’S ALL-NEW WR450F Yamaha's flagship enduro bikes have always been considered a top-quality bit of kit; but the new 2024 WR450F looks to take things even further.

It’s actually the lightest, slimmest and fastest 450cc enduro bike Yamaha has ever built – which is quite a big deal.

It’s makes use of a lot of the good stuff from the newest YZ450F motocross machine, which has shown its prowess with some top results in MXGP and AMA Supercross.

The styling’s been updated, with compact bodywork courtesy of the latest YZ450F, plus there’s a load more good stuff, including a revised ECU with refined mapping; revised chassis rigidity; and specific WR suspension settings with a lower ride height. There’s also a larger fuel tank to help riders get even further. Pretty cool, right?

There’s about to be an exciting new option for off-road riders who dream of Dakar Rallys... the Kove 450 Rally.

The Chinese firm’s only been around since 2017, but after showing its bike at EICMA last year and competing in the 2023 Dakar Rally, it’s starting to become pretty clear the company has big plans to snap up the sales in Europe (as well as at home).

We’ve been told it's focusing a lot of its attention on Italy and Switzerland; but the good news is that you will be able to buy one of two versions on our shores. The folks over at GPX MOTO UK will be looking after distribution over here. If you’re interested, you’ll need £8500 for the standard version, or £13,500 if you want the Pro.

NEWS 7

NEW BIKES: Aprilia’s RS 457 The Italian firm’s looking to snap up sales in the learner legal market, revealing a proper A2-compliant sportsbike in the form of its new RS 457.

Here’s what you need to know.

Riders of a sporty disposition have got plenty to get excited about next year. There’s some exciting stuff going on at the lower end of the sportsbike market. Alongside Kawasaki’s hotly-anticipated ZX-4RR, we’ve just got the full lowdown on a super-cool pocket rocket from Aprilia.

Unlike the Kawasaki, the Aprilia isn’t an all-out supersport race bike. Instead, it’s a cracking option for A2 licence holders who are limited to machines that kick out a maximum of 47bhp.

And that’s exactly what it does, with its liquid-cooled DOHC parallel twin motor making exactly 47bhp.

With styling inspired by the RS660 and Aprilia’s MotoGP racers, it certainly looks the part, and as you’d expect, there’s plenty of good stuff fitted to it to help it stand out from the crowd (namely Honda’s CBR500R, Kawasaki’s Ninja 400 and the

upcoming Yamaha R3). That said, the choice has been made to carefully balance its ergonomics, with slightly lower footpegs and gently dropping bars helping to make it more usable on a day-to-day basis.

Stopping’s looked after up front by a 320mm single-disc front brake, which is grabbed by a four-piston ByBre radial caliper – which gives a pretty clear indication of the bike’s intended use. It’s not a race bike… well, not out the box anyway.

The 175kg machine also comes kitted out with a two-into-one exhaust; a rideby-wire throttle; switchable traction control; and three rider modes. There are also back-lit switches, a five-inch TFT display and LED lights.

Sounds like it’s going to be a winner, right? No news just yet on pricing, though we expect we’ll not have to wait long for all the information.

8 NEWS

SCHEME TO IMPROVE BIKER SAFETY You never stop learning – which is why a new police-backed plan is encouraging bikers to improve their road safety with some additional training. Here’s the lowdown.

The scheme is part of a new ‘Vulnerable Road Users Operation’ instigated by the National Police Chiefs’ Council – following the release of a batch of figures which show a disproportionate number of bikers are killed or seriously injured on the road.

To help keep bikers safer, the plan outlines a range of measures, including raising awareness, promoting extra training and providing tips for safer riding.

It details the importance of extra ‘THINK BIKE’ signs on roads popular with riders, highlights the availability of free online BikeSafe training, BikeSafe courses where riders are observed by police riders, and the three-hour Biker Down courses aims to equip riders with the knowledge to act if they were first on the scene of an accident. There’s also a mention of post-test motorcycle training from IAM, RoSPA and the DVSA Enhanced Rider Scheme.

It also suggests raising awareness of the Government-backed Ridefree online training course, engaging with young riders at student events, and offers a range of tips for improving rider safety.

Speaking about the news, Sergeant Shaun Bridle, Regional BikeSafe Coordinator for the Warwickshire Road Safety Partnership, said: “Whilst motorcycles make up approximately 3% of all traffic, in

Warwickshire from 2018-2021, almost a quarter (22.88%) of people killed or seriously injured on our roads were bikers. This is really disproportionate to the number of motorcycles on the roads, and we are looking at everything we can do to help bring these numbers down.”

It’s an admirable endeavour – and we have to applaud any organisation which makes effort to support bikers and make them safer. Top work.

NEW BIKES: Triumph p reveals Scrambler 1200 XE and X Triumph has just revealed its Scrambler line-up for 2024 – adding a new Scrambler 1200 X and updating its top-of-the-line 1200 XE. We’ve a lot of time for the big retro-styled trailie’s from the British factory; powered by a 1200cc Bonneville engine and kitted out with off-road ready 21-inch front wheels, they’re proper bits of kit which hark back to the glory days of motorcycling.

The big news is the addition of the new Scrambler 1200 X to the range. It’s been built to be a more accessible option, with a seat height of 820mm (which can be dropped further to 795mm with a low seat), 10,000 mile service intervals, and a lower price.

There’s also a much improved Scrambler 1200 XE, which gets the latest-generation Brembo Stylema calipers, new suspension and improved touring capability.

Speaking about the news, Steve Sargent, Chief Product Officer said: “Built for both on-road and off-road adventures, the new Scrambler 1200 XE sets an even higher bar for performance, capability, and modern classic style. The Scrambler 1200 X is a new choice for our customers, optimised to deliver the specification riders have asked for, with a lower seat height, even more competitive pricing, and an even better road ride than the previous Scrambler 1200 XC.”

 Scrambler 1200 X

Marzocchi suspension, 45mm USD forks and RSU with piggyback reservoirs and preload adjustability delivering 170mm travel Advanced rider technology (not fitted to the previous Scrambler XC) including new optimised cornering ABS and switchable cornering traction control Multifunction instruments with an integrated TFT display Five riding modes, including Off-road

 Scrambler 1200 XE

Brembo Stylema radial monoblock calipers with twin floating 320mm discs, and single piston Nissin caliper on the rear Marzocchi 45mm USD forks and ‘twin-spring’ RSUs with piggyback reservoirs Marzocchi rear suspension with long 250mm wheel travel front and rear (and full adjustability) Revised intake and exhaust headers to help deliver a broader spread of torque through the upper revs Prices come in at £11,895 for the Scrambler X and £13,295 for the XE. We can’t wait to get our hands on them for a road test in the not-too-distant future – and with bikes expected to arrive in dealers from January, we shouldn’t have to wait too long for the privilege.

10 ROUTE FINDER

SOMERSET

After some inspiration of where to go for a blast? We’ve got you covered.

Each month we’re going to be taking a look at some of the finest roads the UK has to offer. The plan is to work our way right across the length and breadth of our little island, county by county, showing that there’s a load of top riding to be had no matter where you are. This time, we’re down in Somerset.

CHEDDAR GORGE

Passing through the limestone cliffs of Cheddar Gorge (the UK’s deepest natural canyon), the B3135 is a properly special bit of Tarmac. In fact, it’s

actually been named the best road in the UK on more than one occasion.

The 14-mile stretch twists, turns and weaves between the villages of Cheddar and Ashwick, first cutting its way through the dramatic gorge, before meeting the rolling Mendip Hills.

It’s a busy bit of road, so you’ll need to time it right to make the most out of it on a bike. You’d be wise to beat the tourists and get there first thing, though you’ll still have to watch out for the feral goats that might be hiding round the next blind bend.

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.

THE ATLANTIC HIGHWAY

The A39 is one of our favourite roads. Linking Bath in Somerset with Falmouth in Cornwall, it cuts through the centre of Somerset through Glastonbury and Wells, before skirting its way around the South West coast through Minehead, Lynmouth, Barnstable and beyond – all while offering breathtaking views and some excellent riding.

It’s worth doing the lot if you’ve got time – but to keep things (mostly) in the right county, we’ll focus on the stretch from Minehead. It starts off fine, with sweeping bends and plenty of chance to make good progress – but get to Porlock and the fun really begins. Nip up the notoriously steep Porlock Hill and you’ll be rewarded with a utterly brilliant ride across the top of Exmoor.

EXMOOR FLYER

Starting in Dulverton, the B3223 is a brilliant road which cuts right through the heart of Exmoor National Park and carries you to the coast. It comes out at Lynton, so it’s a nice one to tie in with the A39 if you fancy doing a loop. While it might not be the most engaging of rides if you’re all about fastflowing corners and banking your bike over, there’re a few tight turns at either end. That said, the bulk of it is a relatively straight blast across the high moorland, but the views are what this one’s all about.

THE FOSSE

This one’s a bit different. While it’s technically a road (an old Roman one, in fact), it’s going to be a bit rougher than you’re used to in places. It’s a 29-mile route, with 13 miles of trail. It starts near Kemble and ends just south of Bath near Peasdown, though you’ll likely need an OS map to make sure you’re on the right track as it’s not all in one hit. The going’s not especially tough, with plenty of hardpacked gravel for most of it, though expect a bit of mud along the way (and be prepared to ford a river, too).

WHITE DALTON 11

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

Q

I do not know which way to turn.

Eighteen months ago I went and bought my lad a secondhand Yamaha MT-125 for his birthday. Since then he has pretty much ridden it to the moon and back, completing the NC500, weekend trips to France and even down into Spain with me and my wife on our bikes. He has put a lot of ‘big bike’ riders to shame with the miles he has covered. After passing his full test and saving some more pennies, the day came for him to chop in the mighty MT and get his first ‘big bike’ which he planned would be a Ducati Scrambler. Whilst it was fair to say it was quite a jump up in power, he is a sensible rider and by that point he had covered about 30,000 miles, so I wasn’t particularly worried. However, when it came to chopping in the MT, the dealer did an HPI check on the bike and discovered it had outstanding finance from a previous owner. I couldn’t believe it.

So, with that, the Ducati deal was off as he needed the trade-in money to make the numbers work. Thankfully, I had not purchased the MT off some random person, but from a dealer in the next town so I had someone to go back to. However, whilst they have been friendly enough, they reckon they acted in good faith, and I need

SOLICITORS

to speak to the finance company and track down the owner they bought the MT from to sort it out. I have duly spoken to the finance company, but they will not give me the old owner’s details and reckon they own the bike due to the outstanding finance and want it back. They are now threatening to take my son to court if he does not comply. Help!

A

I am gutted to hear of your troubles. This sounds like a right royal cock-up. Firstly, I am afraid the finance company is right from what you have said. If a previous person purchased the bike and did not pay off the finance, the bike still belongs to the finance company.

Therefore, I am afraid your son will ultimately have to give the bike back to them unless someone pays off the finance (and I do not suggest you do this). However, there is a silver lining to this particular cloud. Firstly, you purchased the bike off a dealer, rather than some ‘random person’ as you say. Therefore, you at least have someone to ‘aim your sights’ at and without doubt it should be the dealer.

Whilst they say they may have been acting in ‘good faith’, the fact is they did not have ‘good title’ of the MT-125 in the first place, i.e. because it still

www.whitedalton.co.uk

belonged to the finance company.

Therefore, legally, they cannot pass the ownership or ‘good title’ on to you, even though you paid them money. As such, the way to deal with this is ask the dealer to give you your money back. Don’t get fobbed off and don’t get involved in tracking down the previous owner, etc. That is not your problem. The buck stops with the dealer as far as you are concerned and if they will not give you the money back, you will have to take them to the Small Claims Court.

As long as you get your paperwork in order proving you purchased the bike from the dealer, etc., you will win. If the dealer in turn want to chase down the previous owner for their money, that is a matter for them.

Q

I had just finished working a night shift (I work in a bread factory) and was heading home. It was around 6am, the sun was shining, and I was just plodding home for some kip. I always take the country lanes home as its quieter and prettier. I came round a left-hand bend doing about 40-50mph when my wheels just went from under me and as quick as a flash, I was off. I slid across the road (thankfully nothing was coming the other way) and into a ditch. I lay there for a minute or

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

two winded and then started wiggling bits of my body to work out what was and wasn’t broken. Thankfully, the main pain was only in my wrist and finger so after relocating my dislocated finger (that bit always makes people gag) I crawled out to survey the carnage. And carnage it was. My Bandit 650 was in bits and the road was like a sheet of glass with a slippery substance. At first I couldn’t work out what it was, or where it had come from. However, fortunately, a farmer stopped in his tractor to see if I was alright and as he got out, he nearly slipped over as well. Anyway, long story short, we tracked the substance back to a fence where the substance was emanating from (I have it all on video and in photos on my phone).

We looked over the fence to see a load of industrial cans of vegetable oil stacked up. It turned out a couple of cans were on their side and had leaked through the fence and on to the road.

The farmer reckoned it was just one of those things and I have no claim, and my insurer reckoned I should bring a claim against the Motor Insurer’s Bureau under the Untraced Driver’s Agreement. What do you think? I have a smashed-up bike, a broken wrist (that needed an operation) and a blooming sore finger.

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.

A

The farmer is wrong. This isn’t ‘just one of those things’. Your insurer is also wrong because the vegetable oil on the road did not come from a vehicle. It leaked out of cans stored on land next to a road.

Therefore, you cannot claim against the MIB. As such, it appears your only path of recourse is to bring a claim against the person/company who stored the oil and let it leak on to the road. Practically, make sure you have your photos and video saved somewhere other than just on your phone. They are key evidence.

The next issue is tracking down who owns the land where the oil was stored. Again, practically, you can’t beat knocking on a few doors to find out. However, if you cannot work out who owns the land, you may need to do a land registry search (it costs a few pounds). Once you track down the owner, then you can crack on with advancing your claim.

Fingers crossed they have house/ business insurance, etc. If not, they may have to compensate you out of their own pocket. Lastly, I suspect you have a few practical and legal hurdles to overcome with this one so I suspect you will need to get a solicitor involved to help you.

12 COMPETITION

THE S E K I B E R O M QUIZ

WIN! IN!

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

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

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

1

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

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

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

Which omnipresent adventure bike has just had a major update?

2 Which Chinese firm has joined forces 3 with KTM? Name the iconic Moto Morini which 4 inspired the new 6½ How big’s the motor on the Indian 5 Sport Chief?

Name the Italian event where we get our first peek at new bikes

This jacket from Weise might look like a bog-standard waterproof, but beneath its simple exterior there’s a raft of features that’ll keep you well protected on all fronts.

It’s waterproof, windproof and breathable with a laminated outer shell, tape-lined seams, a waterproof central zip and a handful of waterproof pockets. There’s also a removable thermal lining. To keep you safe should the worst happen, the jacket’s kitted out with CE-approved back, shoulder and elbow armour. And Weise also offers a two-year no quibble warranty should anything go awry. Not bad at all.

Want to know more?

Visit: www.weiseclothing.com

Worth £199.99

6 Who supplied Yamaha with tyres during 7 the 81 race season?

Which firm’s just revealed a Grand Tour 8 version of its flagship adventurer?

Name the bike that’s being touted as the 9 Chinese version of the Honda CRF300L What document do you need when 10 registering a bike for the first time?

Which model did Suzuki overhaul to create the much-loved X7?

you get ’em right? BMW, Energica, Ackerman, Yamaha Tracer 9 GT+, LAST MONTH: Did 1962, Kel Carruthers, Duke, 2002, Kenny Dreer, Gelände/Straße

Here’s the legal bit that you need to know

Fill in your details on the form or enter online and return to: MoreBikes, Weise Drift jacket, 2023 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: November 10, 2023 ANSWERS: 1.......................................................................... 2. .................................................................................. 3. .............................................................................

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

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

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

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

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

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

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

✂

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

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

NEW PRODUCTS 13

NEW IN

The latest kit that’s caught our eye, which’ll keep you safe, comfortable and looking cool.

TCX BLEND 2 WP £219.99 / www.tcx.com

We’ve covered some miles in TCX’s super-stylish Blend boot. They’re comfortable on and off the bike, while offering enough rigidity to inspire confidence that you’re feet’ll be looked after should the worst happen.

These are made of full-grain leather, come with a T-DRY waterproof membrane, and feature protective inserts on the ankle, and reinforcements on the toe, heel and gear change area. The soles use Groundtrax to offer plenty of grip and abrasion resistance, while the OrthoLite insole offers a nice bit of cushioning. Good stuff.

TOURATECH COMPAÑERO JACKET £1747 / www.touratech-uk.co.uk

Touratech has made its name selling top-quality adventurefocused accessories. But now it’s decided to branch out and come up with its own line of rider gear.

There’re a few to choose from, but the top-of-theline Companero is the one we’re most excited about.

They claim it’s the only textile suit manufactured in Europe to attain an AAA CE rating, thanks to an extensive arsenal of Armacor overlays, a Cordura outer shell, and Level 2 armour in the shoulders, elbows, back and chest.

To keep the weather at bay, there’s a Gore-Tex Pro triplelayer laminate – and when it warms up, you can take full advantage of the mass of waterproof vents.

There’s also a removable inner jacket made of Polartec Wind Pro fleece.

It's definitely pricey, but looking at the specs and considering Touratech’s famous attention to detail, we reckon it’s likely to be worth every penny.

KRIEGA ROLLPACKS From £129 / www.kriega.com

We love Kriega luggage here at MoreBikes. It’s our go-to brand for hardwearing, value-for-money kit that stands the test of time. So it’s only ever good news when they launch some new kit.

This time it’s a 20-litre and 40-litre rollpack, made from 420D Cordura Lite. They’ve got taped seam inner liners to make them waterproof; feature double-ended roll top closures for easy access; have integrated buckle straps; and a sub frame loop for easy fitting. What’s not to like?

BYCITY ZAMBIA JACKET

£252 / www.dot4distribution.com We’ve our eye on this Zambia jacket from ByCity. It’s a unisex numberr which is made e from lightweigh ht washed cotton n, gets Aramid abrasion protection inside, features s Flexishock CE level 2 armour at the shoulders and elbows (with space for a back protector) and, most importantly, it looks pretty damn cool.

BELL MOTO-3 HELMET

£299.99 / www.bellhelmets.co.uk nic lid.

This is an icon Stripped back, simple and super-stylish – it’s the perfect bit of kit for retro ers scrambler ride bit of who’ve got a b h. cash to splash It’s constructed from a lightweight fibreglass ell, composite she equipped with an nbar, EPS-lined chin nd a removable and washable liner, and comes available in three separate shell sizes to help you get the perfect fit. And that’s about all there is to it. Pair it with a pair of funky goggles and you’re ready to fit in with the hippest of biker crowds.

BEST BUDGET OPTIONS Trying to keep costs down? Don’t worry, there’s plenty of quality kit out there that won’t break the bank.

TREAL OXFORD MONT RY 4.0 MS DRY2DR JACKET Made from highdensity polyester with a breathable Dry2Dry membrane, the Montreal 4.0 jacket features reinforced shoulders and elbows (with £179.99 Level 1 protectors), six waterproof vents, a storm placket, and more. Not bad for less than a couple of hundred quid. www.oxfordproducts.com

LS2 DRIFTER We love the look of this s lid from LS2. It’s a pretty funky concept; offering g both adventure-style and open-face all in one package, thanks to o the removable peak and nd detachable chin guard. www.ls2helmets.com

OXFORD KICKBACK BOOTS – LADIES

From £99.99

£119.9 99

These are a great option if you’re after a a cool pair of bike boots. We’ve had a men’s pair for years, and they’ve never let us down, so it stands to reason that these ladies’ ones will prove just as hardwearing, comfortable and capable. www.oxfordproducts.com

OUT WEISE SCO JACKET ht The Scout migh not offer the same sharp styling as the ByCity, but it’s just the ticket if you’re after a jacket to keep you as cool as £139.9 99 possible, without compromising on protection. www.weiseclothing.com

MOTO-DETAIL TREKKING ROLLBAG This 30-litre rollbag from Moto Detail looks like an absolute bargain. While we can’t vouch for its ability in the wet, it certainly looks the part, with a transverse roll closure with push-in buckles, reflective detailing, and £26.00 a removable shoulder strap.

Worth a shot, we reckon. m www.louismoto.com

14 ROUTE

WIN! FREE TICKETS TO MOTORCYCLE LIVE Fancy a trip to the biggest bike show in the UK next month? We’ve got you covered.

We’ve joined forces with the good folks over at Motorcycle Live – and have managed to get our hands on TWENTY pairs of tickets to give away to you lovely lot.

Motorcycle Live is the big one on the UK bike calendar.

It’s the perfect tonic to those cold, wintery days, with everything you need to start getting excited about all the great riding you’re going to do in 2024.

Kicking off at the NEC in Birmingham on November 18 and running for nine days all the way until November 26, it’s the best chance to check out next year’s bikes, stock up on riding kit, snag some freebies and check out a whole load of top-notch biker businesses you might never have heard of. And there’s a whole load more biking-based goodness to keep you entertained, with chances to ride, meet top-flight racers and ogle some seriously special machinery. If you’re into bikes, there’s truly no better place to be this November.

HOW TO ENTER

To be in with a chance of winning, all you’ve got to do is visit the MoreBikes website, click on the Competitions tab up top and whack in your details. We’ll then draw the names from the upturned helmet and get in touch with a digital code so you can claim your ticket. It’s really that simple. Best of luck.

Offer expires 10/11/23. There are no cash alternatives available.

The winners will be the first names drawn at random. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of MoreBikes) please visit www.mortons.co.uk/privacy

16 QUICK SPIN: INDIAN SPORT CHIEF

KING Forgetting that Indian’s first bikes were famous for their sporting achievements prior to the First World War, Mossy gets surprised by a cruiser that has lots to offer.

WORDS: Chris Moss PHOTOS: Indian Motorcycle

T

ROAD

he new Sport model is the fourth alternative in the Chief line-up, and as its name indicates, it’s the sportiest of the lot and labelled as a performance cruiser. Some might think that description is a contradiction in terms, but as I was to learn, the Sport Chief can be ridden quickly.

Featuring new USD forks, twin front brake discs, higher bars and longer twin FOX shocks, the improved components in the words of Indian, make the new bike ‘beg for more aggressive riding’.

That’s not what I felt when I first swung my leg over it, and the idea of fast riding couldn’t have been much further from my mind. The combination of a super-low seat, very high bars, and such forwardlymounted footrests made me think I’d struggle to manage the cruiser with any level of proficiency, never mind ride it hard and enjoy it. Its weight didn’t boost my confidence much either, which I’m sure you can imagine at 311 kilos fully fuelled and ready to ride, didn’t inspire in the slightest.

Luckily, I soon discovered a key virtue that counters any negative thoughts – the performance of the Indian’s big, and very beefy engine. From the very moment I opened the throttle more seriously for the very first time, the huge thrust of the massive 1890cc, air-cooled, 49° V-twin motor began to seduce me and make life feel far rosier. This day, it seemed, wasn’t going to be such a bad one after all.

But it’s not just the unstoppable feel of the acceleration the engine delivers that wins you over, it’s also the sheer ease with which it generates more speed. The normally significant issues like revs and gear choice matter not. If you want to go faster, all you need to do is whack open the throttle. The resultant truck-like drive is so strong, it gives the impression it’s probably doing damage to the road.

It certainly made me feel sympathetic to the Indian’s undoubtedly strained drive train and rear tyre. But that pity didn’t last long as I became too absorbed by the thrill of the momentous acceleration to care.

Just as remarkable as the engine’s big dimensions and performance though, are its excellent manners.

Even though whopping great pistons rise and fall within its cavernous cylinder bores, there’s virtually none of the snatch or quirkiness at very low rpm you’d normally expect of a motor of this configuration and capacity. In town you can let the revs run down to just over tickover and then just get back on the gas to raise your pace without having to reach for the clutch lever to maintain fluid, glitch-free running.

It’s not something I anticipated at all, and instead of the harsher nature I anticipated the Indian to have at super-slow pace, it’s surprisingly refined.

When it comes to rounding corners keenly, the Sport Chief is restricted by a lack of ground clearance (like many other cruisers on the market). Those forwardmounted footrests begin to scrape along the road all too soon if you want to make spirited progress along tighter, twistier roads. Changing my lines very much helped with the ground clearance limitations.

I learnt to spend less time in corners by effectively squaring them off more by braking deeper into them, not leaning over as far, and then lifting the Sport Chief upright quicker on the exit. This let me take greater advantage of the bike’s biggest asset, its mighty engine, allowing more flowing and unhindered progress – not to mention making life a hell of a lot more fun.

Do things that way, and the big V-twin’s torque and flexibility can’t fail to win you over. Though the gearbox can’t really be described as slick, as you only need to use it rarely, its slower and more agricultural action matters far less. Along the idyllic mountain roads, for the majority of the time I only used fifth and sixth gears, thanks to the motor’s staggering pulling power.

Now unfettered by the initial constraints of the day, I began to appreciate the Sport Chief’s excellent chassis. The hi-spec front brakes stand out, and though the speed and weight of the bike ask a lot of them, the combination of the twin Brembo monoblocs and 320mm discs always deliver, hauling the Indian up quickly and securely in drama-free fashion without having to pull the lever too hard. Just as noteworthy is the performance of the forks which assist the braking control even more thanks to the support they provide. The new inverted units aren’t adjustable, but the springing and damping rates are set so well that’s not important. Cruisers aren’t generally noted for having good suspension, but the set up on this one can’t draw any significant criticism. Each end of the bike rides road imperfections well enough to allow its Pirelli Night Dragon tyres to stay mated to surface quite well. In the end I was quite taken aback by how hard and confidently the Indian could be pushed into and around corners. In time, I even thought the Sport Chief felt quite agile. There’s absolutely no denying it’s a very heavy bike, but its balance is such that much of that feels left behind when you’re on the move.

Of course, the Indian isn’t just about riding, and if fans of the cruiser are being honest, just being seen on it is as important. In that respect the Sport Chief is also a winner and boasts a very striking style. Solidly built and handsomely crafted, the Chief turns many heads including those of plenty of non-bikers. It has a real presence anywhere it goes and its sleek, lowrider silhouette instantly grabs attention.

As with a lot of good times, they all end too soon, and just when it seemed I’d learned how to get the very best from the Indian, it was time to get off and give it back. This particular test had brought very contrasting views from me, the biggest surprise being just how much I’d ended up changing my mind during the course of the ride. At the finish, I might have been just as disappointed as I was at the start, but the sadness came from having to get off the Indian, not on it! More than anything, it underlined the necessity of being patient. The fact is, the new Indian Sport Scout is an endearing machine, but it’s essential to give it enough time to fully realise that.

QUICK SPIN: INDIAN SPORT CHIEF 17

If you’re keen to keep abreast of the latest bikes to make it to market, and want your fill of expert opinions from some of the biggest names in biking delivered straight to your door, it’d be well worth getting yourself signed up to Motorcycle Sport and Leisure magazine. Scan the code and get it sorted.

18 BIG CRUISERS

USED BIKE GUIDE ANOTHER OPTION Big cruisers are big money. The Indian Sport Chief on the previous page will set you back just shy of £20,000 – and while there’re plenty of people out there who wouldn’t blink at laying down that kind of dosh to have the latest bike, it’s important to show that there’s a way of saving a few quid while getting your hands on something a bit special. Here’s our pick of the best used bikes that are well worth a look if the Indian’s pricing is a bit steep.

▲

Harley-Davidson Dyna Low Rider S (2016-2018) £13,000 £16,000

If you’re looking at cruisers, it’s the law that you’ve got have a gander at what you can get from Harley-Davidson.

The Dyna Low Rider S was a short-lived model that was launched in 2016 and dropped in 2018. It’s become a bit of a cult classic (even though an updated version was released in 2020) – which is why it’s fairly hard to get your hands on one.

It’s essentially a performance version of the Low Rider, coming with the biggest engine fitted to a production Harley-Davidson (at the time) in the form of a 1801cc, Screamin’ Eagle powered Twin Cam beast. It pulls like a freight train – but it also handles well for a big lump and can be ridden surprisingly hard before you find the limits of its suspension and lean angle.

It’s a great-looking bit of kit, that’s focused on power and performance rather that comfort and practicality. And it’s all the better for it. The fact it was only built for a couple of years means that prices remain high, so if you spot one for sale it’d certainly be a safe bet.

▲

Triumph Rocket III (2005-2008) £5000-£10,000

The original Rocket’s not the most obvious choice if you’re looking at more conventional cruisers… but the bad-ass 2.3-litre monster from Triumph has bags of attitude, masses of torque and a whopping rear tyre (which was the biggest on a production bike at the time of its release). That’s all the same core ingredients as the Sport Chief – it’s just delivered in a slightly different package.

It’s not all headline-grabbing figures, though; the Rocket’s proved itself over the years. Sure, you’ll have to put up with slightly harsh suspension and a marginally uncomfortable riding position, but it holds the road well, it stops surprisingly swiftly despite its size thanks to superbike brakes, and it’s pretty happy being hustled, too.

These bikes also hold their value pretty well, with used bikes depreciating at a similar speed to the notoriously resilient Harley-Davidson range. That means it’d be a good investment as well as being a lovely thing to own and ride.

▲

BMW K1600B (2016-on) £10,000 -£18,000

BMW’s big-mile cruiser is also well worth a look if you’ve not got your heart set on something with more ‘old-school’ styling.

The K1600, and K1600B which we’re focusing on here, are excellent motorcycles. The German firm knows how to build refined, reliable and capable motorcycles that’ll run forever, and this is no different.

It’s also surprisingly fun to ride fast. You’d expect it to be a bit cumbersome, but get it moving and all the weight disappears and you’ll have a blast trying to make full use of the remarkable 1649cc six-cylinder motor which offers masses of tractable torque.

The brand-new model’s a little bit more expensive than the Indian, but if you have a bit of a dig around you shouldn’t have too much trouble finding a relatively lowmileage model that’s been well looked after for around half the price.

20 QUICK SPIN: MOTO MORINI SEIEMMEZZO

TWIN PEAKS

Moto Morini’s properly back in business, with a pair of new machines which hark back to one of the most iconic bikes in its history.

WORDS: Dave Manning PHOTOS: Potski Media

T

he new Moto Morini Seiemmezzo (which is Italian for ‘six-and-a-half’) is a swift glance in the rearview mirror for Morini; named with reference to the iconic 350cc air-cooled vee twin that was called the 3 ½. And this new parallel twin is of 650cc capacity. So 6 ½. Simple.

There are two versions to choose from: the STR (Street) and SCR (Scrambler), with the latter having wire wheels; a higher front mudguard; a longer rear muddie; different tyres; and a fly-screen above the headlight, as well as a number of different colour schemes. Aside from that, they’re identical.

Naturally, with the few differences that the two models have – including tweaks to the ergonomics in the form of different handlebars – they do feel slightly different to ride, but before we look at how that comes across on the road, let’s look at the bits that are the same, especially that 650cc engine.

With the way that the motorcycling world is in 2023, it’ll come as no surprise to hear that the engine is a parallel twin. Although, to be frank, the Morini’s powerplant is a little older than most, what with it being a CF Moto version of the venerable Kawasaki ER6 motor, as launched back in 2006. Much like the Moto Morini X-Cape, with which it shares its engine, the 6 ½ doesn’t quite have the same instant urge or free-spinning revability that more recent parallel twins have developed – in part thanks to the current trend of 270° crankshaft layouts, while the Morini retains a more traditional 180° arrangement – but that doesn’t make it dull or outdated.

In isolation it’s a fine engine, being smooth, efficient and capable of out-accelerating pretty much anything

with more than two wheels that you’re likely to meet on the roads on an everyday basis. Making 61bhp and 49lbft of torque, it’s admittedly no fire-breathing monster but it is a pleasing, efficient and competent powerplant.

The tubular steel frame is identical for both models, as is the swinging arm, rear shock and forks. However, the wheels are different – spoked for the SCR, cast aluminium for the STR – and although the wheels are the same size, as are the tyres, the rubber is different with semi-knobbly Pirelli MT60s for the SCR and road-biased Pirelli Angle GTs for the STR. All rather logical really.

While the engine could be seen as being a lower-spec alternative to equivalent powerplants on the market, Morini clearly has had no qualms in ensuring that other components aren’t quite so lowly. While not radiallymounted, the four-piston Brembo calipers and 298mm discs at the front (and 255mm disc, twin pot at the rear) are top grade, and matched to fullyadjustable Kayaba suspension front and rear, with a matching 120mm travel at both ends for both models.

With an initial ride on the street-focused STR, and an overriding impression of just how welcoming the riding position and ease of use are,

I then slipped over on to the taller-looking (and feeling) SCR with its knobbly tyres and scrambler vibe. “Ooh, this feels more like my kind of bike!” I said out loud inside my full-facer, with those taller (by 35mm) and wider (70mm) bars instilling a sense of quicker steering and greater manoeuvrability, probably at the expense of lane-splitting slimness. And while those feet/hands/arse dimensions are undoubtedly different, the handling felt identical (as you’d expect) and equally as confidence-inspiring, so much so that I’d kissed peg to Tarmac within a couple of passes for the cameras, on a cold road and without trying especially hard to do so. And while this does reflect on how assuring the Morini’s handling is, one does wonder if ground clearance may become an issue on hot, grippy roads through the summer.

Jumping back on to the STR, I was actually really surprised to be thinking, “Ah, actually I like this one better!”, thanks to the slightly more compact riding

QUICK SPIN: MOTO MORINI SEIEMMEZZO 21

position and less of a feeling of being open to the elements. Although, reading this back to myself and considering it once more, I’m now thinking that both styles of the 6 ½ have ergonomics that are to my liking, and that the only way I could choose one over the other would be dependant on the sort of riding I might be doing. The SCR and it’s more open riding position would be ideal for exploring and pottering along back roads and lanes (and blasting through mountain passes and gorges), but would be problematic in tight city traffic and might prove a little tiring on faster riding on motorways and the like, thanks to the wide bars and more upright stance turning the rider into more of a wind sail than an aerodynamic bullet…

It’s all too easy to assume that the folk who’ll choose a bike like the Seiemmezzo are those who choose form over function – that they focus on design and style rather than actual riding practicalities. And that’s unfair, as just about every motorcyclist wants their bike to look as good as it performs, and the Morini isn’t just a styling exercise.

It’s a bike that is really easy to get on with – not something that can be said of other bikes that have style as their prime factor, and a large number spring to mind – for both experienced and new riders, and the riding position and seating arrangement will make for long days in the saddle without

requirement for an osteopath appointment the following day.

The Morini is very much in the ball park for current mid-range naked bikes, being priced slightly below it’s main competitors; although the fact that it’s running a less powerful and slightly more dated engine, alongside a higher weight, means that it’s perhaps not as competitive as might be thought. While the SCR is a quid short of seven grand, at £300 less the STR is more competitively priced against other manufacturers’ products, which include such impressive bikes as the new Honda Hornet 750, the Yamaha MT-07 and the brand-new Suzuki GSX-S8, all of which have the aforementioned 270° crank layout, higher capacity and, unsurprisingly, more power. But have they got the style of the Morini? And what if you want something a little different to call your own?

Morini salesmen may have a hard time selling their wares in 2023, but I have a sneaky suspicion that there are a fair few potential byers out there who’ll have their heads turned by the Seiemmezzo’s styling – and the lack of technological ‘gimmickry’ will definitely appeal to a certain segment of the market.

And, while some may point out that the CF Moto engine is ‘out of date’, bear in mind that it does have 8000-mile service intervals (as an example, the MT07 has 6000 service intervals).

There’s plenty more good stuff just like this in every single issue of Motorcycle Sport and Leisure magazine. News, reviews, road tests, routes, interviews and more; they cover the who spectrum of motorcycling. Sound too good to be true?

Scan the code and bag yourself a copy to find out for yourself.

22 USED BIKE GUIDE

USED BIKE GUIDE ANOTHER OPTION

It’s easy to get excited about the latest and greatest new bikes… but plenty of bikers don’t quite fancy throwing big money around to keep up with the Joneses. PCP can make it pretty affordable to ‘own’ a brand-new machine, but you won’t get to keep it at the end of your term unless you lay down another big old chunk of cash. That’s probably why the used bike market is so buoyant.

There’s some cracking stuff out there, including nearly-new machines that’ve come to the end of their finance term after being ridden only a handful of times. To help you see exactly what you can get for your money, we’ve picked a small selection of funky roadsters and scramblers that’ll hopefully make you really think about whether the pair of new Moto Morinis are the best choice for your budget.

▲ SUZUKI SV650 (19992015) £2000-£3500 This is a slightly left-field option. Firstly, it’s less modern retro and more actual retro, having been first released before the turn of the millennium. But over the intervening 20-odd years it’s won the hearts and minds of an eclectic mix of riders who approve of its usability, affordability and versatility.

It is truly the consummate all-rounder. And that’s kind of why it’s included in this list. It doesn’t really stack up to the two Moto Morinis as standard, but alongside innumerable conversions to race bikes, the SV’s been turned into café racers and scramblers and flat trackers, and just about everything in between.

It’s cheap, capable, absolutely great fun to ride and in plentiful supply; though you’ll increasingly have a bit of a battle on your hands to still find a tidy example that’s not been messed around with too much.

The XSR is a cracking bike. That should come as no surprise, because it’s essentially a reworked version of Yamaha’s massivelypopular MT-07. It features the same 689cc parallel-twin engine and lightweight chassis – but gets some stylish extras to help it stand apart from its slightly more aggressive middleweight naked sibling.

It’s light, easy to handle and an absolute hoot to ride, though the suspension (particularly at the rear) can be a limiting factor if you’re looking to push on. Some owners have uprated to an Yamahaprovided Ohlins unit, so if you can find a model with one of them, that’d be the best choice.

Other than that, it’s really hard to find fault with the first generation of Yamaha’s retro roadster. It looks good, goes well and has a proven track record for being reliable, sturdy and easy to look after. As modern retros go, the XSR 700 is right up there.

TRIUMPH SCRAMBLER (2006-2016) £4000£6500

▲

▲ YAMAHA XSR700 (2015-2021) £4500-£7000

The Bonneville-based Scrambler from the British firm is a great choice.

We’ve spent a good chunk of time on them over the years, and although it’s now been replaced by the Street Scrambler there’s still a lot to be said for the ‘original’.

It was ahead of the curve when it was released back in 2006, and it essentially kickstarted the current trend for retro-style scramblers.

Inspired by Steve McQueen’s ISDT endeavours, it definitely looks the part – and it goes well, too, with plenty of character from its 865cc air-cooled parallel twin.

It’s no speed freak, and is better suited to those who like cruising rather than hooning, with high bars, a chunky seat and a lovely, relaxed feel. It’s also only a scrambler in name; don’t even bother taking to the trails. It’s just not up to the job.

Other than that, it’s a solid buy.

Faults are few and far between – and you shouldn’t have too much trouble finding one that’s been well-lookedafter by a fastidious owner.

24 FIRST RIDE: VOGE 300 RALLY

FIRST RIDE: VOGE 300 RALLY 25

VOGE 300 RALLY A lightweight trail bike for less than £4000? Voge’s undercut the closest competition, aiming to prove you can have plenty of off-road thrills without breaking the bank. But does it feel like a budget machine? We’ve spent some time with it to find out.

WORDS: Ross Mowbray PHOTOS: Gary Chapman

B

ack in the day, motorcycles were a true utilitarian form of transport. Broadly speaking, they were affordable to buy, cheap to run and simple enough to repair.

That’s not quite the case anymore, with seriously sophisticated 200bhp sportsbikes and 250kg adventure bikes often dominating the headlines.

Thankfully, there seems to be a resurgence of sorts – with a rich array of plucky little motorcycles that won’t break the bank even when bought brand-new.

The small-capacity adventure bike market is particularly rich with these kinds of bikes; ones that can carry you across continents, providing you’re prepared to take it easy and plod rather than power past the traffic. Honda’s particularly good at that sort of thing, with its pair of much-loved CRF300L soft roaders and its near-bulletproof CB500X proving plenty popular with discerning punters of a certain disposition. There’s also Royal Enfield’s characterful

Himalayan, BMW’s quietly capable G310GS and KTM’s surprisingly punchy 390 Adventure, to name a few more. But now there’s a new name in the game, in the form of Chinese firm Voge. Its recentlyreleased 300 Rally offers all of that good stuff, but for a good chunk less cash.

Never heard of Voge before? That’s not necessarily a surprise. They’ve not been around all that long. A subsidiary of automotive giant Loncin - who produce a ludicrous amount of bikes each year as well as building engines for a certain Bavarian manufacturer – it’s looking increasingly apparent that it knows what it’s doing. We actually rode its 500DS (which is essentially a budget version of the aforementioned Honda CB500X) a couple of years ago and were mightily impressed. The 300 Rally continues in the same vein; mirroring all the good stuff that makes the Honda CRF so popular – but for around £2500 less. That’s not to be sniffed at.

26 FIRST RIDE: VOGE 300 RALLY

It’s a good-looking thing, all gangly and rugged just as a rally bike should be, with a bash plate; engine bars; hand guards; big screen; luggage rack; and upswept exhaust helping to let you know exactly what the bike’s about.

The finish is pretty decent, and the build quality looks alright, too, though the true test will be how it holds up after a year or two of hard use in the hands of less fastidious fettlers.

There’s little in the way of technology, with just a simple LCD dash and switchable ABS the only nods to modernity. As an aside, the ABS switch and dashboard light isn’t the best. It’s not always evident if it’s on or off… though it’s easy enough to confirm if you’re inclined to pull on the anchors and put it to the test.

It’s plenty comfortable – and I’ve spent long, full days in the saddle without any aches or pain – and the riding position is plenty roomy for my 6ft 1 inch frame.

Its 920mm seat height might sound a little intimidating for the more vertically challenged rider, but the soft suspension set up means that once you’re on it, you’ll likely have little trouble getting

a foot or two on terra firma. It doesn’t weigh a great deal either, tipping the scales at a perfectly manageable 160kg.

That means that if you do take a tumble in the dirt, you’ll not have to exert too much energy getting it upright.

The engine’s a fairly simple single cylinder affair, which kicks out a seemingly respectable 28.2bhp and 18.4lb-ft of torque. It’s enough, though it’s notably less willing than the Japanese competition when it comes to rocky inclines, needing a more aggressive throttle hand and a lower gear to continue making progress. That said, it performs well in all other areas, and is capable of surpassing 70mph and nipping past slower moving traffic with a bit of planning. Things can get a bit vibey when you’re sat at higher speeds, with a very noticeable buzz coming through the bars and pegs. It’s not the end of the world, but it has the potential to make longer journeys with a bit of motorway work a bit of a slog.

The brakes aren’t that powerful either.

The front’s particularly lacklustre, which was a little unsettling initially, though I quickly got used to its smooth

progressive bite which I reckon is pretty perfect for less experienced trail riders who might be tempted to grab a handful.

You have got to be really aggressive to stop in any kind of a hurry though, which is probably not the best thing if someone pulls out on you on the road.

The suspension’s super-soft. That means you can expect a pretty comfortable ride on the road, but barrelling over lumps, bumps, rocks and ruts at speed could find you bottoming out up front and potentially pogoing off your line.

Despite that, it handles surprisingly well in an old school trail bike kind of way. The 21-inch front doesn’t offer a huge amount of feeling, but I never had any issues in the wet or dry, even with the more budget Timsun tyres providing the grip. I did get the chance to fit some Bridgestone AX41s to it and they made a big impact. If I were to buy one, swapping the tyres out for something more premium would be one of the first things I’d do.

The Voge’s priced so competitively that it’s really difficult to criticise. The front brake’s a bit underpowered – but it’s

four grand. The suspension’s a little too soft – but it’s four grand. The engine’s a little underwhelming. Yep. It’s four grand. In the new bike world, that really is remarkable value for money. Sure, you could start looking at what you could get for that kind of cash when buying used, but that’s not really the game we’re playing here.

I’m a huge fan of Honda’s CRF300L, and the previous generation CRF250L. I’ve ridden a bunch of them over my years road-testing bikes, and I reckon that they are exceptional bikes with more than enough power and poise for the average trail rider looking to explore their local lanes. The Voge comes pretty damn close to them – and in many ways out CRFs the CRF by offering a decent amount of off-road prowess and more than adequate road manners, but for even less dosh.

The only question that remains is how well it’ll stand the test of time?

The Honda’s a proven round-the-world adventurer, with riders clocking up thousands of miles with minimal fuss.

I suspect the Voge won’t be as resilient, but I really hope to be proven wrong.

FIRST RIDE: VOGE 300 RALLY 27

“The Voge’s priced so competitively that it’s really difficult to criticise. The front brake’s a bit underpowered – but it’s four grand. The suspension’s a little too soft – but it’s four grand.

The engine’s a little underwhelming. Yep. It’s four grand. In the new bike world, that really is remarkable value for money.”

TECH SPEC VOGE 300 RALLY

Price: £3999 Engine: 292cc 4v single cylinder Power: 28bhp Torque: 18.4lb-ft Frame: Tubular steel Suspension: (F) 41mm USD forks (R) Monoshock Brakes: (F) 265mm disc with two-piston caliper and ABS (R) 220mm rear disc with single-piston caliper and ABS Tyres: (F) 80/100 x 21 (R) 120/80 x 18 Seat height: 920mm Weight: 158kg Fuel capacity: 11 litres Fuel consumption: 88mpg Contact: www.motogb.co.uk

BUYER’S GUIDE 29

THE JEAN GENIE

There’s more choice than ever for riders who want to stay safe in style, with a whole host of biker-friendly denim coming pretty damn close to offering the protective qualities of trusty old leather. But where do you start when you’re after a new pair?  E-Numbers

 So what’s different about motorcycle jeans?

Sesame Street is brought to us by the letters E and A. If a pair of jeans doesn’t have an EN17092 rating, don’t use them! After this, it gets a little more confusing, with A, AA and AA ratings. What does this mean?

The jeans are tested for abrasion and tear resistance, as well as seam strength; this is done on a thing called a Darmstadt Machine. It spins samples to a predetermined rpm for the rating then drops them on concrete. If there is no hole bigger than 5mm it passes. Basically the more As in the rating, the higher the rpm tested.

Broadly speaking they fall into two camps: single-layer and lined. Single layer features high-tech textiles such as Aramid, Dyneema and Cordura, which are woven into a textile/denim mix. Lined jeans usually feature a heavy-duty denim, lined with something like a woven Aramid.

There are different schools of thought as to which is best. Woven tend to be lighter and more flexible.

Lined are warmer and often stiffer, but there is a debate that says a weave is only as good as it’s weakest material and like most things with biking, layering is advantageous.

Oh, lined jeans come in part- and fully-lined varieties.

If an area isn’t lined, then all that protects your precious skin from the road is standard denim.

 What’s this mean in real terms?

Good question. Not many manufacturers quote these, but if you consider A to be good up to 30mph, AA to 50 and AAA to 70 it gives a decent feel. Oh, the higher the rating, more of the jeans are tested. A has knees, AA and AAA hips as well and AAA bum area also.

 Can’t I wear a pair of ‘normal’ jeans?

Legally you can. But you might as well be wearing next-to-nothing. Standard stitching can burst easily and without the addition of fibres such as Kevlar, ordinary denim simply isn’t built to handle abrasion levels you’ll experience if you hit the deck.

 Anything else?

Yes. Armour. It increases not only impact protection but also adds to abrasion resistance. Inevitably armour has it’s own E-rating (EN 1621-1:2012), with two levels; level 2 is the highest. And as ever, fit! They need to be comfortable, plus the armour has to sit in the right place so it’ll protect you when you need it.

BULL-IT ONYX

£149.99 / www.bull-it.com

Reviewer: Andy Catton These Bull-It Black Onyx jeans both look and feel great to wear. They are extremely comfy, fit well and allow ample leg movement for getting on and off all types of motorcycles including big trailies; this alone trumps many of the motorcycle jeans that I have worn in the past, which I’ve often found restrictively tight on the legs (despite fitting perfectly around the waist).

They come with good CE 1621, Level 2 quality knee and hip armour, and when on, the armour is not intrusive on either the hips or the knees and it doesn’t dislodge from its pockets (which close with Velcro) either. They’re constructed from single-layer denim, using Covec denim material which is developed to the CE EN17092, AA safety level.

This single-layer construction makes them lightweight and breathable and it is true they have been comfy despite the recent pretty extreme hot weather in the UK. The stretch in the denim material is a good comfy fit time after time – great for before and after a butty!

There is also a cool little Bull-It branded bag for the armour which is ideal for keeping the information and spare button in, as well as storing the armour if you are on a biking holiday or trip and going out for the evening off the bike and do not need the armour fitted. After all, these Bull-It Onyx jeans are certainly smart enough to wear out!

Overall, these Bull-It jeans are the first new pair of motorcycle jeans I have owned for a couple of years and they feel like progress. Along with being comfy, safe, smart, well-fitting and easy to move about in on and off and getting on to the motorcycle, I think they are a bit of a win; they have become my go-to rider wear and I am looking forward to many more miles in them.

ROADSKIN TARANIS ELITE (LADIES) £179.99 / www.roadskin.co.uk

Reviewer: Kate Chorley I don’t always get on well with bike jeans. I’ve often found them a little too thick, occasionally uncomfortable, and frequently ill-fitting – but this pair from Roadskin are just right.

They’re a good-looking, true-to-size, figureflattering option which look good both on and off the bike – and most importantly, they’re AAA rated (having been rigorously tested by SATRA Technology Centre in the UK).

That high safety rating’s been achieved by weaving Kevlar fibres with high-quality denim, triple stitching the main seams, and the addition of some easy-to-insert Level 2 knee and hip armour. It’s a comprehensive package which offers confidence that they’ll do their job if called upon in the worst-case scenario.

I’m a big fan of the bootcut fit, which offers just enough flare to get a pair of mid-calf boots underneath. I love the slight stetch in the denim, which helps the jeans fit tightly without ever being uncomfortable, and I think it’s great that there’re three separate leg lengths to choose from to help get the perfect fit. The armour fits just so, and the high waist is a nice touch, too, meaning there’s no risk of exposing your back when leaning forward over the bike.

All in all, I’ve been very impressed with these jeans from Roadskin. While it’s easy to get drawn in by the biggest names in the game when looking at new gear, there’s no doubt that the UK firm offers plenty of bang for your buck and is well worth a look. I’ve already got my eye on a few more bits from them…

30 BUYER’S GUIDE

HOOD SK11

JTS ULTIMATE WARRIOR

Reviewer: Chris Bailey

Reviewer: Mark Lancaster-Eastwood

I wear my Hood jeans… a lot. They’re my go-to trousers for when I’m out riding, and unlike other bike gear I’ve worn, getting changed out of them after a ride is never a high priority.

Comfort-wise, they feel great whether you’re on a bike for extended periods of time, or ambling around town. Because of the large amounts of K-tech ‘infinity’ para-aramid lining (which does a fantastic job of keeping your lower half warm on those colder morning rides) I was worried that I would absolutely melt wearing them indoors for any length of time – but luckily, the full airflow mesh does a great job of regulating your heat. To this day I’ve worn them to wedding receptions; full days in the office; whilst putting together flatpack furniture and beds; and for evenings out with friends, all in the height of summer, and not once did I feel like I was roasting my bottom half.

I love the slim-fit style of these, but even better is the fact that despite how snug they are against your leg, they have more than enough stretch in them to comfortably fit over bulkier boots with ease. The pair I got came with D30 Ghost L1 hip and knee armour (although it is possible to buy the jeans, at a lower cost, without any included if you already have your own), and they fit perfectly and comfortably. The hip armour fits into little pockets on the inside of the trousers whilst the knee protection has a Velcro back, meaning you can easily reach down and adjust where they are to give you the best fit. A nice touch from Hood Jeans themselves is that they’ll offer a free alteration to the length of their jeans.

I couldn’t recommend these enough to anyone looking for some casual, durable and comfortable riding jeans, which feel sturdy enough to provide real peace of mind.

I’ve had these motorcycle jeans from JTS Biker Clothing for well over a year now and have been extremely impressed by them, especially for the price.

Right out the box they were super-comfy – stretch, soft denim and by no means ‘cardboardy’, a lovely fit. In fact, I like them so much I’ve been out (off the bike) in them on numerous occasions.

They come with removable level 2 knee (adjustable) and hip armour and inside there’s DuPont Kevlar reinforcement on the sides, bottom and knees. For you zip aficionados they are YKK (great zips).

And that’s not all – they also have a water-resistant coating (we’ve tested this, and the water beads off). So, if you’re caught in a shower in them, you’ll be okay. The coating lasts up to 30 washes and can be re-applied using something like Nikwax Tech Wash.

The ‘Ultimate Warrior’ motorcycle jeans are great on or off the bike, and will keep you protected and dry in light rain. For the price, what’s not to like! Available in blue, black, jet black and dark blue, £109.99, free delivery, five leg lengths and waist 28-60.

PMJ JACKSON

TUCANO URBANO PORTO

Reviewer: Ross Mowbray

Reviewer: Jonathan Schofield

I’ve worn no end of riding jeans over my life on bikes (and crashed in my share of them, too). Blending comfort and style with practicality and performance, they’re my go-to choice if I’m spending time on two wheels (unless the weather calls for something a little more waterproof).

The latest pair in my arsenal come from the good folks at Bikerheadz, who look after UK distribution for Italian firm PMJ. I’ve had some PMJs before and got on with them well, but the newlyreleased Jackson’s feel like a step up.

Essentially, they’re a stylish slim-fit pair of jeans that wouldn’t look out of place down the pub – but thanks to the Twaron ballistic material they’re made from and some CE-approved knee and hip protectors, they meet the AA-rating for safety. That’s pretty good.

They offer all-day comfort; plenty of stretch for getting on and off the bike; and appear to be incredibly well put together, with not even a loose thread making an appearance after a couple of thousands miles together. The heightadjustable knee protectors (which are actually removable using an external, hidden zip) are a nice touch, making it easy to get them in just the right position for my gangly frame.

Criticism? They’re maybe a bit slimmer than I’d really like, with my personal preference for something a little looser fitting – though with a single layer construction, the tightness is necessary to keep the armour in just the right place should the worst happen. No arguing with that, right?

The Porto jeans are a regular fit urban-styled pair of riding jeans with plenty of Italian flair.

I’ve had riding jeans in the past, but never a named brand, and always felt a little underwhelmed and under-protected. These on the other hand are well fitting and so very comfortable. Not too loose to make you feel like you have a parachute flapping about your legs, and not so ballsquashingly tight that you look like someone has tipped a quart of blue paint on your lower half.

They’re made from a combination of high tenacity stretch denim and anti-abration and tear-resistant Aramid fibre, with reinforced sections on the knees and back, and are lined with breathable microfibre. There’s lightweight CE approved level 1 knee protection as standard, but you can upgrade that to D30 which I have done. And while some jeans can make you look like you’ve stuffed a pillow into a very small pocket, the D30 neatly slots into the knee and hip pockets and are barely noticeable.

On the bike they are comfortable and allow for a full range of motion, from swinging the leg over a tall tourer to stepping through a superscooter. They have the addition of a reflective panel sewn into the detail of the rear pockets, which I think is a great touch.

I hope that I won’t have to report on how they hold up in a bummeets-Tarmac incident, but when it comes to everyday comfort, they do not disappoint.

£189.99 / www.hoodjeans.co.uk

£199.99 / www.bikerheadz.co.uk

£109.99 / www.jtsbikerclothing.com

£116.66 / www.tucanourbano.com/en

32 RIDER SKILLS

Going fast is easy, just roll the twist grip. But what goes fast must eventually slow down, and braking effectively can be a bit of a challenge.

Here’s how to get it right…

Experienced riders sometimes talk about ‘roadcraft’, a set of skills that enables them to read the road and traffic around them, and use that information to avoid getting into situations where emergency manoeuvres are needed. But no matter how experienced you are, a situation where you need to react quickly can happen to the best of us, usually when you least expect it, and very, very suddenly.

In a situation like that you need to be equipped with skills to deal with it quickly and effectively.

One key skill in such situations is emergency braking.

The bad news is that there is a high chance that you will have to perform an emergency stop at some point in your riding life (that’s why it’s included in the licence test, after all). The good news is that like most motorcycling manoeuvres, with a bit of practice you can learn to do it effectively.

RIDER SKILLS 33 Common mistakes

One size does not fit all, and although the same laws of physics apply to all bikes, different geometry, equipment and load mean that you may need to adjust the approach slightly depending on what you ride. For instance, a sportsbike with top-spec brakes, a solo rider and no luggage will stop pretty quickly on the front brake alone (possibly so well that the rear wheel is barely in contact with the ground, making the rear brake pretty useless), whereas a fully-loaded cruiser with a passenger can benefit from using the front and rear brake together.

If you are used to driving a car but new to bikes, it may be difficult to get out of the habit of stomping on the brake pedal when you spot a hazard. In a car this is fine as the four wheels will keep you upright in most situations, but bikes are much less stable, and your braking actions need to be more gradual and progressive rather than an instant grab of the front brake lever or stomp on the rear brake.

Many riders underestimate how quickly their bikes can stop safely. If you apply the pressure to the brakes correctly, you might be surprised to see how quickly modern bikes can stop. The important

thing here is that you need to do the braking right, in a controlled manner.

At the same time, you should never over-estimate the bike’s or your own ability as this can lead to obvious problems.

How to get it right

One sure way to improve your braking is practice. The more you repeat the process, the shorter the braking distance becomes. Also you will feel much more confident in your own abilities and bike’s capabilities, which helps you keep your cool when the skills are called into action.

When it comes to braking, it’s not all about the bike, it’s also about you. Your riding position has a significant impact on how well you can slow the bike down. It’s a natural instinct to sit up, straighten your arms and grab hard on the handlebars when you are braking.

Unfortunately, this makes the whole thing more difficult and unstabilises the bike. What you should do instead is anchor yourself to the bike by gripping the fuel tank with your knees. This makes the weight transfer lower, and lets you hold the handlebars with relaxed arms, giving you much more control

without pushing the front wheel in a direction it doesn’t want to go.

Same as when riding at speed, when you are reducing speed it matters where you are looking. Looking further ahead and lifting your vision from the front wheel will give you a better idea of your surroundings and help balance the bike.

Applying the brakes needs to happen quickly, progressively and smoothly. With most bikes, this is mainly done with the front brake, but it’s best to experiment with your bike when you practice, so you know exactly what works.

When you apply the front brake, do it smoothly, so the front suspension compresses in a controlled way to add pressure and stability to the front wheel.

A really good technique is: ■ Throttle Off ■ Little bit of front brake ■ Little bit of back brake ■ Then load more, more, more on the front ■ Clutch in With the suspension compressed you can then brake harder. You might be surprised how hard you can brake on a modern motorcycle, and don’t be surprised if the rear wheel feels light or even lifts a little.

In most cases the rear brake will have much less impact than the front, and it may be better to leave it alone, but if you have a lot of weight at the rear of the bike (pillion, luggage) or if the front brake is not very effective, then it will be helpful.

Many new bikes have ABS systems which will help not to lock the wheels when you are braking. If your bike has different levels of ABS to choose from it is important to set these correctly, remembering to allow for the conditions and the load carried. The only way to get this right is, you guessed it, is practice.

In addition to the brake, you will also need to remember to shift down the gears so that you are ready to ride off after you have come to a standstill, and pull the clutch lever in to stop the bike from stalling as the speed reduces.

And don’t forget…

Braking hard in a straight line is one thing, but when you are riding round a bend, with the bike leant over, you are dealing with a different situation altogether. Braking in a corner is another useful skill, and we will be looking at how to do that in a future article.

But first, let’s get that straight-line braking sorted.

OUR EXPERT

Chris White, Phoenix Motorcycle Training, Gillingham

Chris White became a part-time instructor in 1997 and a fulltime DAS instructor in 2003. He has run his own motorcycle training school for nine years and worked for Phoenix for over two years. Chris is an advanced rider, having attained a RoSPA gold pass three times, achieved an IAM test pass, and completed four Bike Safe courses.

PHOENIX MOTORCYCLE TRAINING

Phoenix Motorcycle Training is the UK’s largest motorcycle training provider, with 22 local training centres. The company provides high-quality courses delivered by fully-accredited instructors, and is designed to meet a range of customer needs, from complete beginners to experienced riders.

0330 223 4000 / www.phoenixmotorcycletraining.co.uk

34 LONG-TERM TEST: KTM 790 DUKE

NUDE AND

RUDE KTM’s 790 Duke is back after a couple of years out. Can it still take it to the tough competition and vie for the middleweight naked crown?

WORDS: Ross Mowbray PHOTOS: Gary Chapman

LONG-TERM TEST: KTM 790 DUKE 35

I love a middleweight naked. Spend any time on one and it’s immediately clear why they’re so popular with the bike-buying masses. Quick and capable enough to make rapid progress, but without the silly licence-losing amounts of power and compromised comfort you’d get from a ‘proper’ sport bike, I reckon they’re probably the perfect option for road riders who like pressing on.

I’ve ridden a whole host of the current crop, but with KTM’s 790 Duke having just made a comeback after being dropped from the range a couple of years ago, we thought we’d get our hands on one and see how it holds up to a few months of use and abuse.

BUILD QUALITY

Chinese firm CFMOTO is now building and badging the bike on KTM’s behalf. I know that’ll turn a lot of you off for various reasons as there’s still a lot of animosity towards bikes built in China, but there’s no denying that CFMOTO is going from strength to strength. It’s really upped its game in the last three or four years, with a range of bikes which hold their own against the more established European and Japanese competition (with prices to match). The build quality of the new 790 Duke looks just as good as the previous generation.

In fact, the bike looks pretty much identical to the ‘old’ 790 across the board. But that’s not entirely the case.

KTM and CFMOTO have made some subtle changes, including revising the engine (with 20 per cent more rotating mass to help improve handling and stability).

MOTOR

It’s a brilliant motor. Fun, flexible and free-revving with enough bite and bark to put a smile on my face every time I ride it. It loves to be worked hard, and part of the beauty of these middleweight nakeds is that you can actually push them right to their limit on the road, in a way I wouldn’t feel comfortable on a big superbike.

CHASSIS

The chassis is great, too. It’s unchanged for 2023, which means there’s non-adjustable 43mm WP Apex forks up front and a springpreload-adjustable WP Apex shock at the rear, plus a pair of radialmount four-piston calipers on hand to help haul it up. It’s sharp, agile and surprisingly easy to ride, even if it does take a bit of restraint to not ride it like a hooligan at every opportunity.

TYRES

I’ve been very, very impressed with the OE Maxxis Supermaxx ST rubber.

They’re not what I’d usually go for… particularly when there’s so much choice from the bigger names in the game. But they’ve actually been on the market since 2016 and have more than proved themselves in that time, offering masses of grip (particularly at the front) under serious pressure, for a fraction of the price of some of the ‘more established’ competition.

They’ve been brilliant in the wet, too.

I’ve had some properly soggy journeys and they’ve proved predictable, reliable and quite capable of cutting through the deluge.

COMFORT

There’s plenty of room to stretch out… it might look compact from a distance, but as soon as you settle in the seat you’d be surprised by how comfortable the riding position is. And it is plenty quick enough, too, with

more than enough power and presence to hold its own on the fastest stretches of road. The only problem is its wind protection.

For normal riding there’s no issue, but a few motorway stints have proved pretty painful.

Now, it should come as no great

surprise that you get battered by the elements when belting along at speed… it’s a naked bike with no screen. A small screen might help to mitigate some of it, but I suspect the real lesson is that it’s best to keep the KTM off the motorway.

ICONIC BIKES: BMW R75/5 37

BOXER The good folks at The Classic MotorCycle magazine have been for a spin on a oneowner-from-new R75/5 – and they reckon it’s probably the most important machine in the Bavarian firm’s long, illustrious history. They tell us why, and talk to the man who’s had one for half a century.

WORDS: James Robinson PHOTOS: Gary Chapman The most important BMW motorcycle of all time? It’s a bold claim – but we can back it up. If we perhaps put aside racing – where the firm’s Rennsport engine powered every sidecar champion save one from 1954 until 1974, and the Kompressor which scored

its famous 1939 Senior TT win among other successes – then, really, it has to be the 1970-introduced /5 series, which, although developed along the way, was basically the same machine on which all BMW boxers were based until 1996.

Granted, it grew in size, power and

sophistication, but, ostensibly, it remained throughout, going on to spawn such legendary models as the R90S, R100RS and the R80RT, beloved of police forces. It wasn’t BMW’s first ‘Boxer’ by any means, but it was the most important.

38 ICONIC BIKES: BMW R75/5

The /5 Series (Type 246 in BMW official speak) was announced in late 1969, but it wasn’t any ‘rush to production’ job, rather the result of years, literally, of exhaustive testing and development. By the early 1960s, BMW’s motorcycle department was already in a bad state, though while its products were revered and had a price tag to match, they were also becoming increasingly outdated in the changing market, while, conversely, BMW’s car department was going from strength to strength.

There was sound reasoning for dropping motorcycle production – indeed, that seemed the most sensible thing to do and was what most BMW directors thought was wisest – but BMW technical director HelmutWerner Bonsch thought otherwise, and despite management opposition, Bonsch enabled a programme to develop a new motorcycle to be started in 1963.

By 1964, BMW was testing a machine which looked unmistakably like the /5 series which was to launch five years later. The first prototypes were powered by an R69S engine, with the new frame clearly borrowing heavily from the Featherbed Manx Norton; several people involved in the ‘246’ project had experience of British machine handling, while Hans-Gunther von der Marwitz was reckoned – as recorded in Andy Schwietzer’s in-depth book BMW Motorcycle from 1969 to 1985 – to have exclaimed: “The new BMW must handle like a Manx Norton.”

But BMW wasn’t going to sacrifice its principles (effortless high speed, primarily) on the altar of sportiness, so the BMW would retain key factors: the twin-cylinder engine, of course,

plus the shaft-drive. A Manx Norton, then, with a BMW R69S engine and transmission in it, topped off with a comfy seat, suitable handlebars and good brakes. What motorcyclist couldn’t love that? Interestingly, it led me to thinking of a picture I saw years ago of a Sunbeam S7/S8 engine/ gearbox which had been put into a Manx Norton rolling chassis in the early 1950s, though I can’t remember where, how or why. But it’s that the BMW design team was clearly

thinking along similar lines which is interesting.

The BMW people, then, had a clear idea of what they wanted and set out to create it. Although to many the R69S engine would have been perfectly serviceable, in fact better than pretty much everything else on offer when the project started, BMW was set on a new motor – which, of course, turned out to be an important development, too, and shrewd reasoning, bearing in mind its

production longevity. BMW looked inhouse to its car work and introduced certain elements to the motorcycle unit – plain bearings were used throughout the engine, while there was a one-piece forged crankshaft introduced, too. Con rods and bearing shells were similar to those in the new, six-cylinder 2.5-litre car engine.

Cylinder barrels were now alloy, too (they’d been cast iron before), with cast iron liners in them, and while it was still an overhead valve configuration, with the pushrods underneath the engine, valve angle on the new engine was much more ‘modern’. Incidentally, the allconquering sidecar racing Rennsport engines were overhead camshaft, but there was still a bit of resistance/ scepticism in some quarters to that format for ‘production’ engines and so BMW had played it safe.

ICONIC BIKES: BMW R75/5 39 While such stringent development work was going on, BMW was still making the ‘old’ (R60/69S) models, though sales, particularly at home, were negligible. However, the USA market was starting to look a bit interesting and while the British ‘big three’ – Triumph, BSA, Norton – had their (many) admirers, it was obvious that Japanese new boys Honda were keeping a close eye on it and intended to swoop any time soon, while other European players (Moto Guzzi, Benelli, MV Agusta and Laverda among them, as well as BMW’s compatriot, the bonkers Munch Mammoth) were fancying a piece of the pie, too.

All the while, in an unhurried and methodical manner, BMW had been steadily testing, developing and readying its new model for launch, the intention being the motorcycle would appear as a fully-fledged, road-ready design; many times motorcyclists had been fobbed off with so-called ‘world beaters’ which came to

market half-baked at best – see the aforementioned Sunbeam S7, for example. BMW was not entertaining such an idea.

Finally, in September 1969, the first of the Boxer newcomers was introduced with the R60/5; one imagines BMW plumped for the 600cc model first as the machines it replaced were of 600cc, too. It wasn’t long, though, and there was a 750 and 500cc version as well.

All were,basically the same, the main difference being the bore, though, on launch, the 500cc model lacked the electric start the other two possessed. While Honda had launched its CB750 four a year before (the Honda incidentally having a disc front brake, lacking on the new BMWs, which relied on the admittedly good front drum inherited from the R69) BMW’s same capacity offering, the BMW, with 50bhp, was clearly aiming at a subtly different market to the 67bhp Japanese road burner; the BMW was that bit more sophisticated and

grown-up, somehow, clearly the product of years of development and refinement.

American magazine Cycle Guide said of the new Honda CB750: ‘Although produced in Japan, the 750 is an American motorcycle. It’s big, it’s fast and it’s flashy.’

The BMW /5 series was definitely a European, nay German, motorcycle, being fast, smooth and understated.

A touch of class, indeed. So good was the /5 series that for its second year there were no significant changes – that development work had paid off.

Although a few bits and bobs were changed and improved, including a slightly longer swinging arm in 1973 – plus there was a smaller, chromesided petrol tank soon nicknamed ‘The Toaster’ – the model was never really altered significantly; that came with the disc brake and five-speed /6 series, the flag bearer of those being the R90S, which was to herald a whole new era of BMW motorcycles and motorcycling.

“In an unhurried and methodical manner, BMW had been steadily testing, developing and readying its new model for launch...”

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40 ICONIC BIKES: BMW R75/5

We’ve discovered in an earlier issue retired plumber Barry Tomlin’s love of BMWs, how after disappointments with British machines he turned to them and he hasn’t been without one for over 55 years, while this R75/5 has been with him for one year shy of a half-century. He takes up the story: “This R75/5 has been one of the joys of my life. It was the first new bike I ever owned, collecting it on November 7, 1974.

“I got to know about the R75/5 when I first met dealer Chas Combes of Slough. He was nearer to me at the time than London and also he repaired BMW bikes for the Police and the film studio nearby. While visiting his shop one day with a friend of mine, in his shop window he had a blue R75/5, which we knew had been there a fair time. My friend and I used to stop and talk to Chas, who’d often be repairing film studio BMWs, often with sidecars, plus Italian machines on occasions. When we called, I used to ask why the R75/5 was not sold and was told that as new models were appearing [the /6 series] it was hanging about. Then as time went on, it ended up with me.”

Barry paid £1170.12 for his new machine, with the original sales documentation existing. It details how it was on sale for £1174.19, though there was a £100 discount, but VAT had to be added to the discounted £1074.19 figure. Then, VAT was at 8%, which was £85.93, plus there was another £10 for road tax. Barry had already previously paid a £100 deposit prior to the November 7 collection date.

“The Saturday morning I picked it up, brand-new, was one of the highlights of my life. When I got home to Wendover, I had to cut the newel post of the stairs off to get it into the dining room because I had no shed.

“Riding my bikes was a joy but I had to repair the house, while at the same time my wife and young son had to come first. On Christmas Day, together with the Christmas tree, it was a bit crowded in the dining room.

“A few months later my wife and son went to visit her mother and father in London. I thought a good plan was to visit a mate of mine in Brighton.

“So out of the dining room came the 75/5. I filled it up with petrol at a garage in Wendover and with loads of lovely miles ahead of me, I set off on my lovely new bike, in nice weather, on a Saturday morning, with the bike running wonderful… It felt great.

“Just outside Missenden, about two miles, are parking places on the side of the road, where I could see a red car was stopped.

Plain to see coming towards me on the other side of the road, a white van driver was minding his business on his side of the road, no problem, while behind me was a Transit van, again no problem, but then the car in the siding pulls out in front of me. I put my brakes on, which locked the wheels and the bike broke away. I went down the road on my back, hands in the air, legs up, bike heading towards the oncoming van, with the Transit close behind. My beautiful new bike smashed into the van coming the other way.

I ended up saying sweet words sitting on the side of the road, taking off my crash hat and throwing it over my head into a hedge.

“I sat on the side of the road looking at the mess, with people in cars staring at me and the smashed-up bike. Next thing, to my amazement, a policeman appeared and was talking to the van drivers, asking: ‘What’s happened here then?’

before coming over to me and asking something along the lines of: ‘Did you get the numberplate of the car while you were sliding down the road?’

“I replied in no uncertain terms with ‘Sorry officer, couldn’t get my pen out my pocket in time’ or words to that effect. He made a comment of ‘There’s no need for that, sir’ while at the same time, the van driver was behind me saying: ‘He was trying to keep out of my way, the car was red.’

“Anyway, the policeman leaves me and walks over to where the bike – or what was left of it – was and then comes back to me, still sat on the side of the road, and says: ‘I’m going to have to book you as your road tax is out of date, sir.’ My reply was ‘Thanks very much’ and with that he was gone.

“I made my way to my friend Bert Jeffrey’s house and went in – Bert was watching the wrestling on the television, yelling at it.

Anyway, he turned off the telly and drove us in his van to pick up the bits of the bike, take them back and put them in his shed in a big heap and I went home. I went back to Bert’s about a week later, to be

told a man was coming to assess the bike and would send a letter to the shop [Bert had a motorcycle shop in Great Missenden].

I received a phone call from Bert after the letter had come: ‘I don’t believe the low price’ so he tries again and it comes back lower. As a consequence, Bert changed insurance company after years being with that company, too.

“Gradually, I rebuilt the bike back to the condition it is today. It’s done very little mileage, though I can’t remember what it was on the old speedo as the front end was wiped out in the crash.”

For the record, the recorded mileage is still well under 2000, so even with the limited miles Barry did before the crash, it’s still quite possibly the lowest mileage R75/5 in existence.

The same day as I rode Barry’s R75/5, I was also afforded the opportunity to ride his R60 and R69S, though the order I rode them in was the R75 first. In some ways this negated the impact of the R75/5 until I was on my way home and thinking basically, the blue Beemer, to me, felt like a modern motorcycle and while the earlier machines were a pleasure, they were clearly of a different generation. If I’d have ridden the other two before the R75/5, I think the differences would’ve felt more pronounced and given me more of an insight into what the impact of the new BMW had. It brought BMW from making slightly idiosyncratic, quality-but-quirky machines, right into the mainstream – where they’ve remained ever since. An important model indeed.

COST-EFFECTIVE CLASSICS 41

Cost-effective

Classics SUZUKI X7

Air-cooled 250 stroker twins never got any better than this!

WORDS: Steve Cooper PHOTOS: Mortons Archive

42 COST-EFFECTIVE CLASSICS

8 2 Iconic and game-changing are hugely overworked terms but this month we’re on pretty safe ground using them. The Suzuki X7 is both of those and a whole lot more lot. This is the bike that helped sway Her Majesty’s Government to introduce the 125cc learner laws. Unfair you say? Perhaps, but when you grasp that the X7 was capable of just touching the magic ton, you can see why learners needed protecting.

4 7 6

Background

Suzukis had once been ‘the learner’ 250 to have with its original T20 Super Six and the later T250 Hustler. Speed and style had been synonymous with the Gothic S quarter-litre machines. And then Yamaha rocked up with its hugely potent RD250 in 1973 complete with oodles of racing heritage. And, of course, for bragging rights, Kawasaki’s S1/KH250 had three cylinders and three exhausts.

And although Suzuki’s later GT250 was a huge seller and rightly so, its creators realised the basic design was showing its age. Annual revisions and fresh paint schemes were only ever going to take you so far in the hugely competitive 250 learner market – action was needed.

The bike

There’s a biking maxim in the world of performance that suggests the loss of a single kilogram of weight is worth a whole horsepower. Which may, just possibly, explain why Suzuki’s X7 proved to be an instant success.

By totally, utterly and completely redesigning the old GT250 Suzuki managed to take 18 kilos out of their 1977 stroker twin. The adoption of a single downtube chassis was the most obvious change but the more you looked the more you saw… or didn’t if we’re being literal here. The use of plastics in place of metal was much in evidence and even then they were lighter in weight than many of the pliable panels seen on earlier Japanese bikes. Some might

3

1

5

Faults and Foibles 1. ENGINE

4. FUEL TANK

2. WIRING/LOOMS

5. EXHAUSTS

Simple and robust, little goes wrong other than seals which can harden in the presence of fuel on long-term standing.

Never made to the highest of standards, switchgear can be a bit flaky. Looms are often bodged or tampered with.

3. FRONT GUARD

Happy to rot away if not treated, replacements are notoriously hard to source. argue that Suzuki took its weight loss programme a little too far in some areas as the tanks were notoriously thin from day one.

Suzuki was able to take a lot of mass out of the engine as well – some seven kilos were lost in the redesign. Key to the motor’s punch was the adoption of reed valves, something that Yamaha had been using since the early 1970s.

Made of recycled, low rent, bean tins. They can and will rot at both the seams and lower extremities.

Original exhausts are hard to find. Allspeeds, Microns or the more modern Higgspeeds are almost the de facto default position if OEM units are missing.

6. CARBURATION

Missing air boxes and/or cheapo pod filters

Gas flow out was just as important as gas flow in, which led the factory to fit exhausts that were suspiciously styled like proper expansion chambers.

Finally, Suzuki moved the kick start over to the right-hand side, much to the relief of potential buyers.

Out on the road the all-new 250 proved to be a breath of fresh air and a dramatic improvement on the outgoing GT250. Between 30006000rpm the motor was tractable and compliant but when the throttle was opened further it lit up. Riders who had never pulled a wheelie before soon found themselves with the X7 skipping its front wheel off the Tarmac.

The new cylinders, their internal

will almost inevitably and eventually lead to holed piston crowns. Jetting should take into account exhausts used.

7. SIDE PANELS

Well known for crack at the thinner front edge, repair and/or reinforcement is the usual route.

8. IGNITION

Suzuki’s PEI electronic kit was cutting-edge in the day but can be a little tired now.

Modern upgrades are readily available.

COST-EFFECTIVE CLASSICS 43

porting and those all-important reed valves had transformed the power delivery. Still holding on to the old school concept of using top gear as an overdrive fifth gear had been configured to allow a tap down and an instant increase in acceleration.

The loss of mass also had a profound effect on the 250’s handling. Although the GT250 had never been exactly ponderous, the X7 was in a different league, making it a machine you could almost think around corners.

Even when Yamaha launched its RD250LC a year or so after the X7 it was still the Suzuki that had the edge in terms of flickablity.

Four decades on, the Suzuki X7 still

has a huge, passionate fan base and rightly so. Yes, it was instrumental in ushering in the 125cc learner laws but it also kickstarted the riding careers of so many teenagers. As fast and peppy as anyone needed, inherently reliable if properly treated, it remains a landmark motorcycle.

Lineage and Legacy

What legacy, you ask? Well, quite possibly not the best on the face of it! The X7 together with Yamaha’s RD250LC were the machines that triggered the introduction of the 125cc learner laws.

However, two-wheeler fans are more than happy to turn a blind eye

to such a fact simply because the pair were so potent. The X7 is the absolute apogee of air-cooled stroker twins and was never supplanted.

Post 125 laws, Suzuki did introduce the RG250 Gamma. In essence it was a development of the X7 with liquid-cooling with more power and less weight… but that’s an entirely different thread we’ll have to pick up at some point.

Why you might want one now Little on two wheels comes close to ragging a lightweight, air-cooled, two-stroke twin and, arguably, Suzuki’s X7 is probably the pinnacle of the genre. It’s fast, it’s ever so

slightly flighty and it will, without exception, put a huge smile on your face. Decent build quality, looks like little else, lithe and purposed, it’s a time capsule of the late 70s and early 1980s. The bike is also reliable enough if looked after not to be a liability and, if fed some decent two-stroke oil, will take a lot of ‘enthusiastic’ use! For the foreseeable prices are only going one way – up – so now would be a good time to buy.

Typical Prices

We’d suggest swerving the dealers who offer mint X7s at hugely optimistic prices; the bikes are excellent machines but not eight grand excellent! Runners are still out there for a little over £2500 and road legal.

If you want to get a feel for the bike and the times it represents, this would be a cheap way of doing it. £4500-5000 will buy you a mint (or very close to) example. Prices are just starting to tip over the £5k self-set budget but a little bit of negotiation should see you get a peach and still be bang on target.

In the X7 world, bikes with Heron Suzuki cum Barry Sheene racing accessories command not dissimilar money.

However, make up your mind which look you want before committing as it’s not going to be cheap or easy back to standard.

Summary

Where many classic strokers are fetching obscene money, those who perceive motorcycles as investment material haven’t cottoned on to the Suzuki…yet! Well supported for a machine over 40 years there’re enough consumables out there to keep you on the road having fun. Not everyone wants or needs a large-capacity classic and the bike could fit the bill for many would-be owners. If you were thinking of getting an X7 we’d suggest …”Don’t delay, buy today!”

44 KNOWLEDGE

HOW TO REGISTER AN IMPORT WORDS: Oli Hulme

Picking up a bike from foreign climes can seem to be an attractive option. In some countries, bikes are stashed away in the backs of garages when the owner moves on to other things, rather than sold.

A lack of rain and sleet in some states means they have survived largely intact, though in fact, what you should actually be looking for is somewhere with a harsh winter – six months living in a heated shed in Manitoba does wonders for a bike’s longevity.

While North America is the source for much of this aged metalware, bikes are also being picked up in Europe, though countries with strong economies like Germany tend to be out of the running. Some specialist dealers pick up machines from Japan, though the number of grey import dealers bringing in hot Japanese middleweights has dropped dramatically since the late 1980s and early 1990s.

This being the case, how should one go about getting an old BSA back to running on the roads of the land of its birth? While handing over a big wedge of cash for an unknown quantity is challenge enough, getting a UK registration for it can be a road with many potholes to navigate.

KNOWLEDGE 45 1. Your papers, please

One thing you will have to deal with, no matter where you source your imported steed, is paperwork.

There’s much of it to do, and while it’s fairly straightforward, it will be time-consuming. Assuming you’ll do a lot of this online, the first thing you’ll need is a Government Gateway account, and setting up one of those is a fun activity.

Whether you have started from scratch and are importing something yourself or are buying from an importer, you are probably going to need documents from the country of origin. In the US this is known as a title. Until a few years ago it was possible to import a bike without that document, but since then the US customs service – a tricky organisation to deal with at the best of times – has started to insist that any bike being sent abroad has to have a title. That title will make it easier to register the machine in the UK, as there will be some history with it. You will have more work to do if the machine turns up without one or if it is mislaid by a dealer. If the machine is an off-road vehicle, then US Customs may have allowed it out of the country without a title, so watch out for Honda 750s with knobbly tyres and no lights.

2. The tax man cometh – the NOVA

The most important thing you will need is a Notification Of Vehicle Arrivals (NOVA) number from His Majesty’s Revenue and Customs.

If you haven’t got one of these, registering your bike is timeconsuming, but still not impossible.

If you are buying through a dealer, they will give you the NOVA. If buying privately and the bike is being shipped to you, then you must get the forms from your shipping company or their customs agent. If you are bringing the bike into the UK in the back of a van, you need to apply for the NOVA directly from the HMRC.

3. Talking to the taxman We asked HMRC what you have to do if importing a bike personally. They responded: “The process for importing vehicles into the UK changed from October 1, 2022, and is as follows. You will need to use a customs agent to deal with your declaration and pay the import duties on your behalf, even if the vehicle has arrived in the UK. “We’ve published a register to help you find out who is already using the Customs Declaration Service. To access the register, go to gov.uk and search ‘register of customs agents’.

“If you decide to make the declarations yourself, you can find a list of customs training providers who can help you prepare. Go to gov.uk and search ‘list of customs training providers’.

“You will also need a software developer for the Customs Declaration Service and we’ve published a list of those providing support. Please search ‘software developers providing the customs declaration software’ on gov.uk to access the list.

“If you have a question about the Customs Declaration

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4. Finding a customs agent

6. Getting your paperwork in order Make sure before you part with any money that the VIN or frame number coincides with numbers on the title and on the NOVA. If it doesn’t, you are entering a world of bothersome bureaucracy.

If the VIN recorded on the NOVA and VIN on the bike and/ or the title are not the same, then you are going to have to work at getting an age-related number. However, if the number on the NOVA is wrong, then if you speak very nicely to HMRC in Belfast, and are very patient, then there is a good chance it will issue you with a new NOVA number. This is what happened when I tried to register my BSA Starfire import which came without a title, on which the frame number and the NOVA number were different; it had been recorded incorrectly by the importer. It took a few days and a number of emails and phone calls to HMRC, but HMRC was happy in the end and changed the number on the NOVA to match the frame number.

Not having a NOVA that

Service, please call our Customs and International Trade helpline on 0300 322 9434 and choose option five.

The helpline is available from 8am to 10pm Monday to Friday, and 8am to 4pm at weekends.”

“When you or your agent have completed the declaration, then you should send HMRC the following paperwork: “C88/MRN import paperwork from your shipping agent.

“Bill of sale or purchase invoice if the vehicle was bought within the last three months or a current valuation of the vehicle from a UK garage/ dealership or motor club (we cannot accept valuations from online sources).

Certificate of title or registration document or export certificate or dating letter from vehicle manufacturers to confirm the year of manufacture, make, model and VIN/chassis number or a photograph of the VIN/chassis number printed on the vehicle.

“On receipt of the above, we will issue the NOVA reference allowing the vehicle to be registered in the UK.” Easy, obviously.

matches the title or the bike is a risky business if you are buying an import, which is another reason to make sure the bike you desire has an accurate NOVA if you buy it from a dealer, and that the numbers match.

The NOVA is just a number stored by HMRC, and this can be accessed by the DVLA, so you don’t actually need to send this with your application for an age-related number. But there is no harm in copying it and sending it with your application.

Indeed, this goes for everything. The more information you can send, the simpler it will be for a hard-pressed civil servant in Swansea to do their job. And making their lives simple will make them happy little civil servants. So, send everything.

Documents, hard copy photographs and so forth. But keep copies and send it by special delivery. A colour copy of the original title is not only a nice thing to have, it will also come in handy if the Royal Mail loses your application.

“HMRC will tell you what duty and VAT are due on the bike; you must then pay it and you get your NOVA.”

The list of customs agents is an incomprehensible document on the gov.uk website. A simpler method is to go to the search engine of your choice (probably Google), and type in ‘custom agents near me’ and then ring round until you find one that will do the job for you. The customs agent will, for a fee, issue you with a customs declaration and might even do the NOVA application. You will need the original registration document or title for the bike in question or a clear picture of the frame number or VIN. You will need a copy of the invoice declaring the bike has been paid for and what you paid for it at import. If you have not got a copy of the invoice, you will

need a valuation from a British garage or dealership, which you will almost certainly have to pay for.

5. Paying your dues

HMRC will tell you what duty and VAT are due on the bike; you must then pay it and you get your NOVA. Motorcycles more than 30 years old are exempt from import duty and the VAT on such a bike is 5%. This applies wherever the bike arrived from. You could leave this process until after you restore the bike, but remember that you will pay tax based on the value of the bike when you apply. If the bike is valued at £1000 when you bring it into the country but £3000 when you have restored it, then you’ll pay three times as much in VAT.

7. Final steps Once you have your NOVA issued, and the original registration document or title, then you can begin the registration process. If do you have one, you will need to get it dated in the same way as getting an age-related number.

Your bike will need to be in a complete state as it may need to be inspected. Not necessarily running, but complete with wheels, engine and frame, and so on.

If you don’t have a title, you need to get the machine dated in the same way as you would if trying to register a UK bike that has lost its registration number with an age-related plate. Contact the owners club on the DVLAapproved list on its website. Those clubs that offer dating services charge a fee, which is often discounted if you are a club member, so you might as well do this at the same time.

Popular bikes or brands are easier to do as the owners’ clubs which deal with dating services have more extensive records.

So, now you have your NOVA and your dating certificate and your MoT. To get a registration document, apply using

a V55/5 form in the same way you might get an age-related number, as detailed in CBG last month.

Once upon a time, every bike imported in this way had to go to the local licensing office for inspection. These days the service has been largely outsourced and bikes are selected by the DVLA for inspection by external experts, completely at random.

With patience and a lot of coffee, you should be able to get there.

Just remember:

■ Does it have a title?

■ Does it have a NOVA? ■ Does the number on the NOVA match the frame number on the title or dating certificate and on the frame?

■ Have you got an MoT? If those four conditions are met, you should be good to go.

Best of luck.

KNOWLEDGE 47

POWERED BY

LITHIUM BATTERIES Lighter and smaller than the equivalent lead acid battery, lithium batteries are an increasingly popular upgrade for many motorcyclists. If you’re thinking about taking the plunge, we’ve had a word with the experts to see what’s what and bring you advice on what’s going to be best.

Not only do lithium batteries offer a size and weight saving compared to traditional lead acid versions, they can also be fitted in any orientation.

In other words, there is no ‘right way up’. Space is often limited on motorcycles and the ability to squeeze lithium batteries into tight spaces, any way up you choose, makes them attractive.

However, since they are made using metals with limited availability (including nickel, manganese and cobalt), they are relatively expensive, so it’s important to choose the right one for your bike to avoid a costly mistake.

The team behind OptiMate battery chargers and maintainers have noticed more and more bike owners contacting them through social media, asking why their new lithium batteries have failed for no obvious reason.

The answer is quite simple. Most lithium batteries are specified according to the CCA (Cold Cranking Amps), which is the power needed to turn the starter motor. For example, the lead-acid battery for the Yamaha MT-09 has a CCA rating of 190 amps, so the lithium equivalent needs to match this power to start the bike.

Unfortunately, CCA is only half the story. A motorcycle battery needs reserve capacity, partly to power 12V

systems before the engine is running,, and also when it is put under extra strain. For example, during slow stop-start riding or when powering accessories like heated grips or fog lights, the alternator cannot recharge the battery fast enough to keep up with demand. Eventually the battery will be drained and, apart from the fact it won’t have sufficient ‘juice’ to start the bike, it could fail completelyy.

Once down to 10 volts, a lithium battery is effectively discharged and the Battery Management System (BMS) will prevent it from being recharged, unless you have a specialist charger.

In the case of the MT-09, the recommended lead acid battery has a 20-hour rating of 9.1Ah in reserve.

In order to match its performance, a lithium replacement would need at least half that (4.55Ah or higher) to cope. Otherwise there is a chance it will run out of energy and fail.

When switching from lead acid to a lithium battery, make sure you know your numbers. The CCA should be the same and the capacity (Ah) needs to be 50 per cent or more. And remember that lithium batteries discharge faster than lead-acid, even when the motorcycle is not being used, so it is important to connect it to a smart charger whenever it’s parked up between rides.

Fortunately, OptiMate’s Bronze range of Duo chargers are suitable for both lithium and lead-acid batteries, automatically detecting which type is fitted and maintaining it accordingly.

Simply plug them into the battery whenever the bike is parked up for more than 24 hours and they will keep the battery in peak condition.

OptiMate also produces specialist lithium chargers that can reactivate the BMS and bring the battery safely to full charge using a fully automatic multi-step programme.

For more information visit optimate1.com

48 LEARNER LEGAL: UM MOTORCYCLES RENEGADE 125

REBEL WITH A CAUSE Our Sons of Anarchy binge-watching learner legal road tester gets his first taste of cruiser cool with UM Motorcycle’s Renegade Vegas 125. Will the funky budget 125 with a low seat height, forward foot pegs and relaxed ride be everything he hoped – or is it a case of form over function? Here's what you need to know.

WORDS: Chris Bailey PHOTOS: Ross Mowbray UM Motorcycles has been on the scene since the early 2000s, specialising in small-capacity machines (all 125cc with the odd 300 variant). We’ve ridden a few of them; and they’ve always been alright – offering a great package for not a huge amount of cash.

The UK distribution's been a little less reliable, changing hands a few times over the years, but now UM Motorcycles is being looked after by Quadzilla, who you might know for its rich range of on- and off-road quadbikes, ATVs and UTVs (in addition to its other bike brand, WK). When I met up with the friendly folk at their HQ in Lincolnshire, I was led down to a lock-up where the UM Renegade Vegas was sitting waiting for me – and despite having admired

pictures of it multiple times I was instantly impressed with how great it looked.

Starting at the front, the LED and halogen headlights form a halo, with an R(enegade)-shaped lightbulb in the middle, which admittedly made me wonder if the headlights were going to end up being a gimmick more than a useful source of light. Moving upwards, a circular digital dash provides the usual suspects – speed, fuel, mileage and gears, and sits just below the handlebars, which could actually stop some people from being able to see the bottom of the dash (although I could still see it all). The wider handlebars sit at a great position for coaxing your arms into a more relaxed position, with mirrors

which provided a great view but took a fair bit of angling to get into the optimal position.

The sleek matte black tank with red accents slopes backwards and downwards towards a low, ribbed seat, which is by far the comfiest seat I’ve ever sat in, and was probably more comfortable than most chairs I’ve lazed about in in recent memory. As mentioned, the footpegs, rear brake and gear lever were all a lot further forward than I’m used to.

However ,once the novelty wore off, I quickly realised the positioning (whilst awkward until I was used to it) was relaxed and comfortable, with both the brake peg and gear lever being adjustable to help ease you into the cruiser positioning. An

TECH SPEC UM Motorcycles Renegade 125

Price: £3199 Engine: 125cc 4-stroke, single cylinder Power: 12hp Transmission: 5 manual gears Suspension: (F) Hydraulic telecopic forks (R) Double rear shock absorbers Brakes: CBS, (F) 280mm disc (R) 240mm disc Wheels/Tyres: (F) 100/90-18 (R) 140/90-15 Seat height: 770mm Weight (empty): 172kg Fuel tank: 21 litres Contact: www.um-motorcycles.co.uk

LEARNER LEGAL: UM MOTORCYCLES RENEGADE 125 49

impressive exhaust tails backwards while the rear light is just below the seat. All in all, the Renegade Vegas is definitely a looker, so much so that one discerning individual actually came and hunted me down in a shop as they’d seen the Vegas outside and wanted to find out more about it and reminisce about previous cruisers they’d owned themselves.

The moment I hit the ignition I was greeted by a pleasing and satisfying rumble from the engine, which is a four-stroke single cylinder which kicks out 12hp. It’s enough – with the Vegas chugging its way up to 50mph quickly enough, though it’s a real act of patience to get it up to 60mph and beyond. However, whilst on previous bikes being stuck at 55mph has frustrated me no end, whilst on the Vegas I was perfectly happy eating up the miles in real comfort.

The brakes work admirably, too.

They’re made up of a 280mm front disc brake and a 240mm rear, brought together with combined braking,

and they saw a lot of use during my first few rides whilst I got used to the completely different riding style required for cornering (more on this later); you just have to get used to the brake actually being higher up than the footpeg.

The suspension, as you’d probably expect, is completely set up for comfort, the hydraulic front telescopic forks and the double rear shock absorbers working to ensure that no matter what road surface I was cruising down, I was sitting pretty.

The handling is where riding a cruiser gets a bit more spicy, and I certainly wasn’t helped by the fact that I had just come off a stint of riding a sportsbike, a mini naked and an adventure scooter. I knew from common sense as well as shared knowledge from co-workers that I wouldn't be able to throw a cruiser round a corner like I was used to, but I didn’t realise quite how limited leaning would be. It is absolutely fine on the gentle corners and curves, however, for any

of the sharp twisties I’d normally like to haunt I quickly found that to be able to get it round some of the 120-odd degree curves, I would have to slow down to about 30mph, and I say 30 because when I felt ridiculous slowing down to 35mph to attempt a sharp bend I still managed to scrape a good layer off the bottom of one of the footpegs. However, once I got used to this very different riding style it became second nature and was a lot less of an issue.

When it came to night riding, I was delighted to discover that the headlights worked superbly, with the shape of the R light causing the full beam to light up a large block of dark road (in more of a T shape), and the dipped beams lit enough of the way that I could trundle through the countryside with great visibility on the road ahead.

Putting it all together, the UM Renegade Vegas is a cracking bit of kit, and at just £3199 is reasonably priced for a ride which will have you tackling mile after mile in comfort. It looks good, goes well and seems to be well put together with plenty of neat touches. Has a cruiser lived up to my hopes? I definitely enjoyed myself and still absolutely love the styling – and if I was planning on mainly taking long

journeys along main roads it would be a great pick – however, I wasn’t prepared for quite how limited I’d feel on the fun twisties, which are some of my favourite roads to explore. That said, I still had a great time riding it, which is what’s it’s all about, after all.

Looking at the competition, the UM seems to holds its own from a performance and pricing perspective.

There’s nothing out there from the ‘big-name’ manufacturers (unless you’re buying used) – though the Sinnis Hoodlum looks to be another good option for a few hundred quid less. As always, try before you buy.

50 SPECIALIST SPOTLIGHT

SPECIALIST SPOTLIGHT:

BIKERHEADZ It’s always been something of a conundrum: You’re looking for a new piece of kit, but how do you make the choice?

The bike press tries to help, recommendations from friends are also handy. But who stocks it? And where? This is the conundrum that TranAm looked to solve.

WORDS: Bob Pickett

WANT TO KNOW MORE?

TranAm has been around since 1976. Started in the back of a car, the chairman Rick Lloyd used his unique sales techniques to sell helmets to UK dealers. From there he progressed to varying sizes of distribution units as the business grew, finally settling at the impressive HQ TranAm now operates from. Today, some 40 staff work for TranAm, helping to keep the operation slick for the dealers and their customers. With sales executives, brand ambassadors, technical support, in-house design and marketing, TranAm is a one-stop shop for motorcycle dealers and clothing specialists wishing to work with this impressive forward-thinking company.

In that time, TranAm has built up a portfolio of some 20 world-class brands, distributing to a network of more than 400 specialist dealers with a turnover today of more than £10 million.

TranAm has become synonymous with quality brands and over the years grew to a point of stocking everything from a number plate bolt to chains and sprockets, batteries, tyres, and helmet, boot and clothing brands.

Working closely together with the brands, TranAm has the experience to help develop and mould the styles and performances of these major brand ranges.

A couple of TranAm’s top brands have also branched out into other markets. Rukka has been in the pet industry for a decade, using its expertise to make dog coats, fleeces,

leads and collars. So it only seems fit to do the same for the dog world as it does for the motorcycle world.

Should you also be an avid skier or snowboarder, TranAm also has a range of goggles and helmets.

This business platform has been so successful that in February 2023 the Finnish company Duell bought TranAm as a step into the UK and to learn the unique way it trades with its dealer network. This acquisition will help strengthen TranAm, but also add some important brands to TranAm’s already strong portfolio.

Impressive, but it’s fair to say others do similar.

But how to bring together brands, dealers and the public in a seemingly simple (in truth extremely sophisticated) way? And go further, truly informing the buyer what each item does, special offers that may exist and upcoming developments?

Say hello to Bikerheadz.

Bikerheadz launched in 2019. It is a unique hub, bringing buyer, brands and dealers together.

As a consumer, you can view the full range of the world’s premium and technical motorcycle clothing and accessories. From there it links to Bikerheadz’ 400-strong dealer network.

Images and technical specs are nice, but Bikerheadz takes things a step further. Every item on the Bikerheadz site has its own review on its YouTube channel, sharing further product details with a detailed review and 360-degree videos.

You can also connect with Bikerheadz social channels where they keep you informed on all the latest product news, releases, and best rides.

Bikerheadz also works on behalf of the retailer. The platform is designed to make their lives as easy as possible, arranging website management, brochure creation and online advertising, leaving them free to concentrate on the most important part of the process: looking after the customer!

www. bikerheadz. co.uk

HOW DOES IT WORK? Normally, this is the part where we would test a product. Over the coming months we will look in greater depth at a number of brands working under the Bikerheadz banner (and yes, test a piece of kit). But this part is all about testing the site.

Dreaming of warmer weather, I looked for a pair of summer gloves. I like the feel leather gloves give you, but I also wanted the extra flexibility that a leather/textile mix would provide. Oh, and my beloved Bering jacket is brown so I wanted a pair to match.

From the home page, you choose a starting point from a number of categories (Brands, Gender, Material, CE Approved and Waterproof). It was summer gloves I wanted so I selected ‘Summer’ from the ‘Waterproof’ area.

This generated a list of 50 pairs. I wanted CEapproved armour, so selected that from the new drop-down menu to the side.

I then selected ‘Gender’ (male); down to 37 pairs. Applying a few more filters (Gloves, nonwaterproof, CE-approved, male, leather-textile-

mix, brown), I came down to one pair: Rukka ‘Bingham’ gloves (£109.99). Another click and I had front and back images; a 360-degree tour; available sizes; plus a direct link to the product video on the Bikerheadz YouTube channel!

But then I had a thought. This is Britain. Summer often means rain. By tweaking the selections (gloves, waterproof, male, brown), I had five pairs to choose from: a couple of Segura ones best fit the bill (‘Cassidy’ and ‘Butch’, both £89.99). It was easy to flick from one to the other to check the specs and product videos.

I added one final filter (leather/textile mix as that was on my original shopping list) and again I had a winner, the ‘Butch’. I ran the ‘Dealer Locator’ facility and my nearest stockist was a little over eight miles from home.

A ‘compare products’ facility would be a nice addition, but as is, it proved easy to trim down an extensive list to just a few products and find my nearest dealer with minimal effort and time. Simple but effective. Top marks.

THE INSIDE LINE TO CLASSIC JAPANESE IRON 51

TAMING THE BEAST The unruly Yamaha OW61 needed some serious work to win championships. This is the story.

Words: Steve Cooper Photo: Mortons Media Archive That the OW54 of 1981 had a viscous power delivery was a given and Yamaha was well aware of the bike’s issues. And for that matter so were tyre suppliers Goodyear – such was the brutal nature of the square four, the American firm walked away from making GP tyres totally! The vicious step from midrange to full power was malicious at best and pitiless at worst. Something needed to be done and when Graeme Crosby moved from Suzuki and the RG500 to Yamaha and its OW54 he found the bike almost impossible to ride. Closed season work saw the engine reduced in physical size, its power delivery smoothed to something like the RG’s and a new chassis build that, not too remarkably, mimicked aspects of the Suzuki.

In revised form the second Yamaha

square four 500 was dubbed OW60 and released to the factory riders. At Daytona Roberts’ bike ate a crank bearing but he won the next round in Argentina with Barry Sheene second on another OW60 – things seemed to be improving.

In Austria Sheene, Crosby and Roberts got P2, P3 and P4 with Franco Unchini taking first for Suzuki. The French GP was boycotted by most of the big names due to safety concerns of the Nogaro circuit. In Spain it was P1, P2 and P4 for Yamaha. To varying degrees, depending on tracks, circumstances and the capricious nature of motorcycle racing, Sheene and Crosby had a fairly decent start to their season. However, it all went disastrously wrong in practice at Silverstone for Barry when he hit a fallen bike, breaking both legs and an arm.

For Kenny Roberts his year wasn’t going well at all. He’d morphed from the OW60 to the all-new OW61 that was, in theory at least, the bike to change

Yamaha’s fortunes. Echoing the firm’s successful 125 and 250 race bikes of the late 1960s, the OW61 was a V four running disc valves. However, rather than follow what had worked successfully before Yamaha tried to reinvent the wheel. Using jack shafts to run just two disc valves, the bike featured twin-choke carburettors which caused no end of logistical issues.

Another new chassis instigated design compromises and a radical rear suspension changed handling characteristics. A massive drive to reduce the OW61’s mass subsequently meant there was insufficient weight over the rear wheel which led to the Dunlop tyre spinning up. Yamaha technical guru Kel Carruthers went so far as to say the OW61 was the worst racing motorcycle Yamaha had ever built!

The V4 was almost unrideable and pushed Roberts beyond his limits, leading to a crash on an OW60 at

Silverstone which triggered his retirement for the rest of the season. Neither the OW60 or OW61 were good enough to consistently win and if KR couldn’t make the bike work, no one could!

Crosby finished second at the end of the year on 76 points to Suzuki, riding Uncini on 103 – it was an embarrassing drubbing for Yamaha. Roberts and Sheene, both hors de combat, only had 68 points apiece at fourth and fifth.

And if that wasn’t sufficiently humiliating, Honda-mounted Freddie Spencer had managed a creditable third place despite only crossing the line in six of the 12 races. Yamaha had seemingly lost the plot.

The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am-4pm (please leave a message)

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Selling your bike is

Classified FREE for private readers

SUZUKI SV650, 2001 (51), dry barn stored, needs battery and tlc, Sorn, no log book, quick sale, good bike, offers over £1500 Tel. 01298 687250. Staffordshire.

For Sale

ARIEL VH500 Red Hunter, 1955, matching numbers with current V5, recent engine and magdyno rebuild, plus new carburettor, exhaust and silencer, clutch plates, chains, wheel rims spokes and tyres and many new fasteners, ready to ride, £4995 Tel. 07990 639439.

BSA Bantam, 1969, D14/4, ready to ride, £2000 ono or possible part exchange for Japanese two stroke, TS, DT, YZ, RM, TY, RL or any twin Tel. 01215 598534. West Midlands.

BSA Rocket Gold Star replica, 1953, silver/black paintwork, chrome mudguards, Goldie tank and silencer, Siamese exhaust, twin clocks, single sided brakes, new rear tyre, V5C, photos available, free delivery arranged, £6950 Tel. 01723 372219. North Yorkshire.

HARLEY-DAVIDSON 1200 Superlow Sportster, 17 reg, only 3500 miles so not really run in yet, many extras, superb condition, £6995. Tel. 07988 149448. Lancs.

HARLEY-DAVIDSON Sportster 1200 XL Custom, good all round condition, Screaming Eagle pipes, rear wheel recoated black, 10 months MoT, only 10,704 miles, contact with questions, £4995 Tel. 07905 181761. Northants.

KAWASAKI Z750s, 2005, fab looking bike, only 25,414 miles, full MoT (no advisories), good tyres, handle bar risers, mirror extenders, new battery last year, just had new chain and sprocket, oil and filter change, brakes stripped and serviced, comes with the usual age related minor marks, but generally very nice condition, V5 present + 3 keys (inc red one), ready to ride, £2099 ono Tel. 07854 928974.

HONDA Benly CD200, 1981, good all round condition, new exhaust system, new wheel rims and tyres, £2250 ono Tel. 07905 181761. Northants.

HONDA CB500 KO, 1971, everything on bike is new, one of the best, stunning, just rebuilt, starts in an instant, VJMC certificate, £8000 Tel. 01443 226706. South Wales.

HONDA CB125, 2005, spares or repair, £200 ono. Yamaha Thundercat, 1998, spares or repair, spare engine, £500 Tel. 07920 141700.

HONDA CB1100, 2019, 3600 miles, one previous owners, candy red, fsh, spoke wheel retro model, owned 2 years, £6850 ono. Tel. 01914 870699.

MOTO GUZZI 959cc, 1981, shaft driven project can’t complete, classic ie no MoT, RFL required, lots of new parts, new battery etc, but hasn’t been started, offers Tel. 01743 860362.

Shropshire.

MOTO MORINI 250 V-twin, 1982, red/black paintwork, alloy wheels, Avons, f/disc, r/ drum brakes, stainless silencers, previous MoTs, V5C, photos available, stunning bike, ready to ride, very rare model, free delivery arranged, £4450 Tel. 01723 372219. North Yorkshire.

NORTON Dominator 99, 1961, silver/black paintwork, large history folder, restored and placed in private collection, 2016, V5C, now recommissioned, ready to ride, stunning bike, running well, free delivery arranged Tel. 01723 372219. North Yorkshire

ROYAL ENFIELD EFI Clubman 500cc, 2010 with 20,000 miles, very good condition, MoT, has electric and kickstart so best of both worlds, comes with rear luggage rack and rear seat cowl, £3200 ono Tel. 07445 914770.

SUZUKI 650cc Bandit, 2006, immaculate with genuine 7500 miles, two previous owners, MoT May 2024, totally standard in red, £2800 Tel. 01743 860362.

Shropshire.

SUZUKI GSF 650cc, 2006, two former owners, red, immaculate, 7500 miles, virtually looks brand new, everything all good no problems, £2800 consider p/x for smaller lightweight Tel. 01743 860362; 07790 512582.

Shropshire.

SUZUKI Burgman, great scooter, 400cc enough power to get you places, well looked after, with 12 months MoT, 24,600 miles, contact me for more details, £2450 Tel. 01905641936.

SUZUKI Freewind 650, custom made hand stitched seat, paint scheme etc, starts on the button, runs perfectly, sounds amazing, send me email and I will send full description, £3000 Email. p50grimshaw@gmail.com Suffolk.

SUZUKI Bandit 1200, Mk1 1998, 27,572 miles, bought as a second bike with new Delkevic exhaust system, wheels powder coated with new bearings and tyres, new rear shock and fork seals, test ride with money in my hand, will put on 12 months MoT at full asking price, £1900 Tel. 07931 471461.

TRIUMPH T120R, Bonneville, 1970, 650cc, matching frame engine numbers, excellent condition, no smoke or rattles, starts and runs very well, £6995 Tel. 07887 674467. Hants.

YAMAHA R3/RD350, 1969, two stroke twin, runs and rides superb, very good original condition, easy starter hot or cold, t&t exempt, £3995 Tel. 07594 662883. West Sussex.

YAMAHA Enduro 250, excellent condition, beautiful bike, runs well, low mileage, approx 11,000 miles, t&t exempt, fully restored, £4800 Tel. 07763 422437.

YAMAHA XJ900 Diversion, 1995, MoT, top box, heated grips, new tyres, good condition, black, £1100 ono. Yamaha FZR600, 1991, MoT, good condition, £1100 ono Tel. 07920 141700. Ayrshire.

Parts For Sale LAMBRETTA GP200 gearbox, SIL, brand new, offers Tel. 07817 005441.

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

BETA Zero, 1990, 260cc, spares, engine, new conrod, bearings, seals, good crank and compression, £400. Radiator, £40. Carb, £45. Frame, £50.

Air box, £40. Exhaust, £50 Tel. 01283 509381. Staffs.

TRIUMPH Thunderbird 900, chromed headlight bucket, £100, £5 postage. Black rear brake plate, excellent condition, £40, £4.50 postage. Honda GL1200 Goldwing, reg rec boxed Motomax, £50 Tel. 07434 513161. Lancs.

TRIUMPH Thunderbird 900, chrome headlight bucket, excellent condition, £100 + £5 postage, also fits Legend Sports Adventurer. Also new boxed chrome sprocket cover for same bikes, £400 + £7 postage Tel. 07434 513161. Lancashire.

Wanted HONDA CB550K, 1978, wanted neutral switch, centre stand, rear wheel, doesn’t have to be immaculate, just presentable Tel. 01423 340547.

HONDA XRV750, 1997, aluminium panniers, top box and racking required Email. eltontcm72@gmail.com OWNERS MANUAL wanted for a Suzuki DR350SE, 1997 Tel. 01856 874138.

SUZUKI GR650, 1983, Tempter starter motor and clutch lever wanted Tel. 07434 762911.

Manchester.

Miscellaneous BLACK REXINE for sale, new old stock, two way stretch, suitable for motorcycle seats and sidecars, £8 metre, 2 metres, £15 (54” wide) ring for sample and details all plus postage Tel. 01865 739112. Oxford.

CLARKE Strongarm Motorcycle Lift, Model NU CML2, max load 500kg, min height 105mm, max height 472mm, jack is operated by a foot pedal, as new, £70 ono.

Tel. 01926 770198. Leamington Spa. HONDA black leather 3.5kg 7.7lb, throw over panniers in as new condition, £50. Helmet Lazer with visor 59-60, 7 3/8 & 7 1/2 grey, black interior unmarked, perfect, £25. Gloves Akito & Buffalo, large size, £5 each, Caterpillar boots, black, size 7, £8 Tel. 07500 148900.

Cambs/Norfolk.

INSTRUCTION MANUALS Francis-Barnett Falcon, 81. BSA 350/500, BSA 250 Model C15, Ariel models from 1983, £10 each Tel. 07534 342021. North Yorkshire LEATHER JEANS black, 32” waist, worn in but good condition, £15. Also waterproof combat padded over trousers, good for autumn/winter riding, not worn much, good condition, £15 Tel. 07988 149448. Lancs.

SPIDI one piece lined leathers, black, white, red and gold, fitted armour Fieldsheer kneesliders, suit someone 5’7” tall, 40” chest, 30” waist, 30” inside leg, recently cleaned & oiled, £100 will post Tel. 07874 840347.

Oldham.

MOULTON BICYCLE 1960s, maroon, 16” wheels, 3-speed Sturmey Archer gears, all complete, dry stored, £70 Tel. 01299 266565. Worcs.

TWO BIKE cycle rack, locks on to towing ball, fully adjustable with light board, used twice, £30 plus postage Tel. 01865 739112.

Oxford.