MoreBikes Motorcycle Monthly Newspaper July 2024 issue **FREE**

Bringing YOU the BEST of biking for FREE KEEP IT CASUAL

Why middleweights make the most sense if you’re into adventure HONDA TRANSALP XL750

BENELLI TRK702X

SUZUKI V-STROM 800DE

Top biker jackets that look good down the pub

RAPID RIDES

Expert advice on mastering corners

QUICK SPINS

Moto Guzzi V85 / Kawasaki Eliminator 500 / Aprilia RS457

NEWS 3

THIS MONTH INSIDE 2024 JULY

43

BIG MILES

Suzuki GSX-S1000GT / KTM 890 SMT

BECOME A MEMBER

You can have MoreBikes delivered straight to your door – and get your hands on the latest and greatest reviews, road tests and product reviews from some of the best in the game.

We’re not asking much, just cover the cost of delivery, and it’s yours.

Want to know more? Scan the QR code (or visit www. morebikes.co.uk and look out for the subscriptions section on the drop-down menu). Easy.

14 MAKING PROGRESS

Expert advice on the safe use of speed

ISLAND LIFE

Top roads on the Isle of Wight

26

25 STROKER SPECIALIST

The story of bespoke bike builder Langen

A nod from the Editor

I

’ve turned into one of those blokes that talks about the weather. I don’t know how it’s happened, but increasingly I’ve been finding myself gazing out of the window looking at dark clouds in the distance, and refreshing the weather app on my phone to try and work out what’s coming my way.

Maybe it’s an age thing. Or maybe it’s because things have been so bloody unpredictable lately.

It’s not like it even really matters.

The nature of the job, riding

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 August issue July 4, 2024 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

and reviewing bikes, all-yearround, means that I’m more likely than many to encounter some changeable conditions. And I’m kind of used to it by now. In fact, I actually quite like riding in the rain. Don’t get me wrong, I’d take some dry roads and sunshine every day of the week, but I think there’s something sort of mediative about cutting your way through the world on two wheels as its hammers it down around you. A few weeks ago, while dodging torrents of water and

rmowbray@mortons.co.uk nipping past slow-moving traffic on the excellent road that runs from Hawes to Leyburn up in the Dales (on the wettest day of the year), and with my textiles warm (but still sodden), after an hour ‘drying out’ beside the roaring fire of the Green Dragon in Hardraw, I actually found myself smiling. Bikes, eh? They’re bloody brilliant.

Editor

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

Subscribe to MB and just pay the postage!

MoreBikes

MB recommends bikesafe.co.uk

EvenMoreBikes

OfficialMoreBikes

4 NEWS

FUTURE BIKING

There’s been a lot of talk of late about what fate will befall petrol-powered motorcycles. The Motorcycle Industry Association is better placed than most to make some educated predictions about the future. Here’s what you need to know.

The future is always uncertain, but as governments around the world push towards a cleaner, greener future, it’s becoming increasingly difficult to ascertain what’s going to happen to motorcycles and scooters with a good old-fashioned combustion engine.

Details about the cut-off date for new non-zero emission bikes are few and far between. There was a government consultation back in 2022 which proposed phasing out smaller-capacity machines by 2030, with bigger stuff meeting the same fate in 2035.

Thankfully, it looks like nothing’s going to be happening immediately – and with Prime Minister Rishi Sunak recently announcing that the new cut-off-date for sales of new combustion-engine cars and vans will be extended from 2030 to 2035, there’s a glimmer of hope that we’ll still be able to bag ourselves a brandnew bike for a few more years yet.

However, a recent news story in the Telegraph suggests otherwise. It reported that ‘industry sources’ have informed the paper of plans to end the sale of new petrol-powered bikes by 2040, with mopeds set for the chop as soon as 2030. The Telegraph also claimed that the news would be announced soon.

But Tony Campbell, the CEO of the Motorcycle Industry Association, reckons nothing is set in stone just yet. “As the representative body for the industry, we are in constant dialogue with the Ministerial Team and Department for Transport (DfT) senior officials on all policy changes that will affect our sector.”

He added: “As an industry, we are confident Government is listening to our concerns and therefore when an announcement finally arrives, it will have taken into account the sector’s challenges and provide the timeline needed to develop the technologies that will be required to meet any future regulation.”

The Motorcycle Action Group (MAG) is taking a slightly different stance, and in its latest ‘Move on Motorcycling’ manifesto, calls for ‘a government that will move the national attitude toward motorcycling, embracing its sustainability benefits and positively encouraging its adoption’.

The document continues: ‘In short, we seek a government that will firmly break with the past, scrap the proposed ban on internal combustion enginepowered vehicles (ICEVs) along with the staged EV

sales targets for manufacturers, and let motorcycling flourish.’

While sales of electric bikes are on the rise, they still account for a tiny number of all sales of twowheelers. Electric mopeds do comparatively well, and last year accounted for around half of UK registrations. But when it comes to big bikes, things are still some way off – with just two per cent of sales in 2023 ‘emission-free’.

There’s still a chance that battery-power might not be the answer. The limitations with range, size and materials mean that some of the biggest names in the game are exploring other avenues.

MotoGP’s making the move to synthetic fuels and Suzuki’s entering the Suzuka 8 Hours with a GSXR1000R that runs on 40% bio-sourced material.

The Japanese firm is also working with Kawasaki, Yamaha and Honda to investigate the viability of hydrogen power.

While we might not have all the answers just yet, it’s certain that things will be different in the future.

But as long as we can keep riding bikes, it’s not going to be all bad.

NEWS 5

READY TO RACE KTM’s living up to its mantra once again: revealing a prototype 990RC R th that’s t’ tipped ti d for f production d ti ffor 2025

Austrian firm KTM has been out of the road-going sportsbike sector for nearly a decade, having dropped its quirky, yet acclaimed, RC 8R 1195 V-twin in 2016. And although it’s played its part in MotoGP during those years, while building some very nutty naked roadbikes like the Super Duke 1290 and Duke 890, the Mattighofen outfit seemed to set its face against the very notion of superbikes on the road.

There was no place for 200bhp-plus faired sports weapons outside pure competition, so seemed the company line, much to the sadness of all. A crack is appearing in that high Alpine dam, though – in the form of a new supersport bike, the KTM 990 RC R. It’s been hinted at over the past couple of years with the release of track-only versions, sold in super-

limited editions at hefty prices. For 2025, however, we are getting a proper working-class, road-going version. It’s being trailed as a supersport machine, and if you think of Ducati’s V2 Panigale, that’s sort of the ballpark. We kind of expected it to arrive, too.

Alongside the news about this year’s limited-run RC 8C, KTM hinted that it’d be unveiling something super-special at an exclusive owners event at Portimao.

Now we’ve got a much idea about what they were on about. Sadly, we’re only seeing a prototype at the moment, with pretty limited specs available. We do know it’s going to get a 127bhp/76lb-ft version of the LC8c parallel twin engine (which currently powers the 990 Duke), in a steel tube trellis frame with WP

suspension, Brembo calipers and Galfer discs, Michelin tyres and a full fairing. There’ll probably be some orange colour options. And black. And white.

You get the picture.

There’s also talk that we’re going to get both a standard and track version of the bike, with a prototype racer being lined up to make some wildcard entries in supersport championships across Europe. Pretty cool. It’ll be a great chance to see what the bike’s made of against some stiff competition.

In the meantime, we’re going to have to sit tight while the factory drips details out right up to the autumn shows. Expect more on pricing, weight, availability and equipment through summer.

6 NEWS

BIMOTA BLASTER Italian firm Bimota is set to make a return to racing in 2025 – and the various rules and regulations mean that we’re also going to see a limited-edition production version of its new sportbike that’s built for the road

The world’s an increasingly surprising place.

Sometimes good, sometimes bad. The bad was Kawasaki announcing that its factory KRT team would be bailing out of World Superbikes at the end of the season. The good was that it’d still be involved in some capacity, because Bimota’s on with creating a race bike that’s built around one of Kawasaki’s motors.

It might sound like a strange turns of events, but the two firms go way back. In fact, it’s a little bit more than that. Kawasaki actually own a substantial 49.9% stake in the Italian factory.

That’s why Bimota uses Kawasaki engines in all of itsr current road and off-road bikes.

Speaking about the news, President and Chief Executive Officer of Kawasaki Motors Ltd, Hiroshi Ito, said: “Bimota has an enviable reputation for excellence in motorcycle design and manufacture.

As part of our vision for the evolution of this worldfamous brand we see racing as a logical next step in terms of both product development as well as brand exposure on the global stage.”

He added: “Our commitment to WorldSBK is as strong as ever and we hope that this new racing project will energise fans of both Bimota and Kawasaki. The passion for race success remains and we look forward to the presence of the Bimota

by Kawasaki Racing Team on the 2025 WorldSBK grid.”

While details are pretty much non-existent about the bike at this stage, we do know that we’re going to get a matching road bike to go alongside it. Not necessarily because Bimota want to build it, but because the FIM demand that bikes built for superbike racing must have valid homologation status in the USA, EU, or Asia. There’s more. It’s going to have to build 125 of them by the time the company gets it homologated, 250 by the end of the first race season, and then 500 by the end of the second year of racing. No pressure, eh?

Whatever the score, it’s not going to be cheap.

Kawasaki’s current ZX-10RR homologation special currently costs a healthy £25,799. It’s a lot of cash – but we reckon the Bimota’s going to be even more expensive. There’s a bit of wiggle room, with a price cap of €44,000 set by the FIM. Whatever it costs, it’s great to see some fresh blood coming to the WSB championship. Good luck to them.

STOPPING POWER

One of the biggest names in the game has created a new braking system for the current range of supersport rides Brembo is a big deal. For years it’s been synonymous with the best braking performance; and has had its kit fitted to the finest bikes from the biggest brands.

The company knows what it’s doing – so when it goes to the trouble of creating a brand-new set up, we all sit up, listen and take note.

The Italian firm’s ‘Hypure’ calipers were first shown at EICMA in Milan last year, but now they’re actually getting closer to making an appearance on a soon-to-be-released supersport bike later this year. The big news is that Brembo reckons they’re 10% lighter and more efficient than market leaders.

And the company’s managed to not compromise their stiffness, either. Not to be sniffed at, right?

Interestingly, the closest competitor is actually another Brembo stopping

system; with the Hypure 10% lighter than its 900g Stylema, although designs from other big-name firms have been looked at, too.

Arguably, the best bit of news is that Brembo says the new system reduces the amount of pad wear – which is great news for customers who’ll not need to change them as frequently. It’s created a unique spring system which helps optimise the way the pad slides at both the start and end of braking.

It’s all about reducing friction losses between the pad and disc – and the spring helps the pad get back into its original position quicker once the lever is released.

We’ll be keeping our eyes peeled for further news – and look forward to seeing what they’re made of when they come fitted to a potent package later in the year.

8 NEW GEAR

OUR TOP

FIVE PRODUCTS

3

Alpinestars GP Plus V4 jacket

£499.99 / www.alpinestars.com

This is the 2024 version of the Italian/American brand’s flagship, race-derived, sporty leather jacket. It’s compatible with the latest Tech-Air airbag systems and boasts a slew of new features including MotoGP-derived A-CS Plus composite stretch material, GP-R Lite extended elbow armour, and modernised graphics.

There are external shoulder sliders with Nucleon Flex Plus CE Level 1 armour underneath, detachable

thermal vest, and airflow vents on the abdomen for ventilation and climate management.

THIS MONTH

1

Dainese Misano 3 D-AIR race suit

£2249.95 / www.dainese.com

If the £4k Dainese Mugello suit featured last month is a bit rich for you, here’s the next best option from the Vicenza firm: the Misano 3 D-Air. Like the Mugello, it features the latest D-air RACING SHIELD 3X airbag that gives up to three consecutive activations and integrates with the Riding Mode by Dainese app for the ideal airbag set up. The suit is packed with comfort stretch panels, soft inserts and extensive air vents for hot trackdays, and is made from cowhide rather than the kangaroo used in the Mugello suit. The metal slider plates on the shoulders, knees and elbows are aluminium rather than titanium, but the rest of the suit spec is very similar to the Mugello, including the new knee and elbow slider set up, full CE armour/airbag protection, in/out boot fittings, and hydration pack facility. The Misano is also available in women’s sizes for the same price.

2

Weise Wave 2.0 waterproof gloves

£99.99 / www.weiseclothing.com A 2024 update for the popular Weise Wave waterproof short summer glove, which adds new 1-KP knuckle armour to the spec. You also get an McTex waterproof breathable membrane, suede/Spandex outer shell construction, Tri-fleece inner lining, and touchscreencompatible fingertips.

Available in black or grey, in sizes S-XXL.

4

Ducati Urban Backpack £119 / www.ducati.com

Ducati has teamed up with top US bagmen OGIO to produce a new collection of slick luggage. There’s a wide range available, from ‘Urban’ laptop cases and duffel bags to full-sized ‘Redline’ trolley bags. This subtle Urban rucksack looks like just the job for some classy commuting though, and will match up with your Scrambler 1100 or Monster SP a treat. Just watch for the bike-jackers in Vauxhall grabbing it, along with your bike.

5

Squire Defiant disc lock £199.99 / www.feridax.com

British lock legend Squire has a new supply deal with top distribution veteran Feridax, so expect to see its bike kit available much more widely from now on. We love the brutal design of this Defiant disc lock.

It’s a massive rectangular chunk of inch-thick grinder-resistant steel with anti-pick dimple-key lock and a 12mm boron steel shackle. It’s Sold Secure Diamond approved and generally optimised to thwart thieves. Not cheap, but then neither is your insurance excess.

EVENTS 9

THE MALLE MILE FESTIVAL July 18-21 / Lincolnshire / www.mallelondon.com

We’ve always heard great things about this super-cool biker bash that takes place every summer.

Everyone we know that’s been has nothing but nice things to say. With that kind of reputation, it should come as no surprise they’re gearing up for their 10th time at it.

If you’re not familiar, the hipster-friendly festival is run by the folks from trendy luggage and gear brand Malle London. Set in the 6000-acre grounds of Grimsthorpe Castle

in Lincolnshire, it’s a cool spot that’s the perfect place to host a celebration of motorcycle culture.

There’s bags of stuff going on throughout the weekend, with a non-stop programme of ‘inappropriate’ race action (which you can get involved in), loads of exhibitions, traders, custom bike displays, and a packed line-up of music late into the night.

Everything’s centred around the racing. There's the ‘Mile Sprint’, which is an eighth-mile sprint up a grass track; the ‘Hill

Climb’, which is a head-to-head scramble up a winding course; the ‘Malle100’, which sees 100 riders battle it out (10 at a time) on a one-mile off-road track with a Le Mans-style start; and there’s the ‘Dash’, an eighth-mile time trial along a narrow strip of road.

There’re loads of classes for each, with classics, antiques, customs, road-legal scramblers, scooters and more all going head-to-head.

Sounds like fun, right?

In addition to all that, there’s wild swimming and yoga going on to kick off your day – and there’s the usual array of top food and drink vendors keeping you fuelled up throughout.

It’s not all that long before the action kicks off. But the good news is that tickets are still available.

You can bag yourself a full four-day festival pass for £150.

If you want to get stuck into some racing, too, you’re looking at £198. Or you can head down for a single day for £78 – which goes up to £94.80 if you want to race. Seems like a pretty good deal to us when you consider everything that’s going on. Nip over to the website and get yourself sorted. See you there.

10 RIDER SKILLS Mastering the perfect arc takes some practice. To help make it easier, we’ve asked the experts to share some of their hard-won wisdom.

CORNERS

Sort your lines

The classic racing line turns in early, apexes around the midpoint of the bend, and uses the full width of the road (or track) on exit. In theory, it’s the quickest way around a corner because it carves the biggest possible arc. But in practice it’s usually a very bad idea.

For a start, most real roads are lined with hedges, trees and walls, so if you take a racing line you’ll have to turn in before you can see the exit – you can’t just look across the corner like racers do at Silverstone. This means you’re gambling on a) the exit not tightening up and b) there isn’t a broken-down combine harvester plonked on it.

Far better is the late apex line. The idea is that you go into the corner slightly slower, and stick to the outside until you see the exit.

If it’s clear, you then turn the bike quickly (which is easier to do because of your lower speed) until the bike is pointing at the exit, then lift the bike up and deploy all that horsepower you paid for.

Because of the lower entry speed, you might imagine the late apex line is slower than the classic racing line, but it definitely isn’t. A classic racing line will gain a couple of bike lengths on corner entry, a late apex will easily pull 10 bike lengths on the exit.

Steer faster

How you steer has a big impact on the amount of speed you can carry into, through, and out of a corner. If you steer slowly, the bike takes a long time to go from being

upright to banked over, so you can easily run wide. This forces you to either slow down or lean even further to compensate. Crisp, precise steering is the remedy.

Most people have heard of counter steering (i.e., push left to go left, push right to go right), but Rapid found that their BSB racers and elite coaches used a more sophisticated version of the technique. Firstly, they give the inside bar a firm, crisp push, not a long, gentle one. Secondly, they only use one input per corner rather than multiple adjustments.

And finally, after the single push, they relax their grip and let the bike carve round the corner. Rapid call the technique Precision Steering because that’s the effect it has.

The most common counter-steering error is the push direction. If you push down on the bar nothing will happen – no matter how hard you try. But if you apply a tiny amount of forward pressure on the bar, the bike will turn sharply.

Use your throttle

The throttle can have a huge effect on how fast and safely you can ride through corners.

At Rapid we like to split its influence into three phases: A) Corner entry. In an easy, rolling bend it’s often best to keep the throttle rolled on here to balance traction between the tyres, limit weight transfer, settle the suspension in its sweet spot, and maintain maximum ground clearance. But in a more challenging corner, it’s usually better to enter the corner with

the throttle off. This increases traction on the front tyre at the point when a steering input is made, and improves the steering geometry so the bike is easier to steer.

B) Mid corner. This is almost always best handled on a positive throttle. This means you open the throttle just enough to maintain speed. Be careful not to be aggressive though.

C) Corner exit. As soon as you can see the corner opening up, you can begin a steady throttle roll-on, and at the point you can see some distance down the road, you can optimise performance by timing your roll-on with standing the bike up.

Look in the right place

Great riders can see and interpret far more detail much earlier than novices, and at far higher speeds. This allows them much more time and space to react and effortlessly handle whatever comes their way. It might look like a freakish talent when you’re trying to keep up with a faster rider, but it’s most definitely not – these visual skills can be learned.

The first thing to improve is your observation – keep your eyes up and try looking further ahead than you usually do.

Try and see more detail – by consciously noting exactly what you see, you can force yourself to be more attentive. So instead of just seeing a corner, you see a right-hander under some trees with a van approaching from the other direction.

Once your observation is on point, you need to interpret it. The easiest way to

WITH improve this is to apply the ‘so what?’ test.

Say you see an adverse camber. So what? It could affect your traction and throw you off line. You see an empty side road before the corner. So what? A car might arrive as you approach and are past the point of no return.

Once you’ve done all that, you can then move on to the next phase.

Make plans

Planning means deciding where to position the bike, what speed to go, and what gear to be in. Also you might need to consider what signal to give other road users, and when.

In real-world corners, we’re often juggling position, speed and gear relative to multiple, simultaneous hazards, and making decisions based on our view of the best balance between them. This is where complexity creeps in and why we can’t ride by a simple formula.

So we might need to compromise our view in a right-hand corner and move to a more central position to stay clear of a pothole, for example. The truth is, no two bends are the same, and even if they were, no two rides through them would be the same. Planning decisions are dynamic and complex involving trade-offs and prioritisation. And the faster we ride, the faster they have to be made, and the more important it becomes to get them right. The key is to make small steps and keep practising. By the end of the summer you’ll be amazed how much faster, safer and more confident you are.

Who are Rapid Training?

Back in 1997, a group of ex-racers who had become police motorcyclists decided that rider development needed a fresh approach. Their heritage gave them a unique perspective on how to help riders unleash their full potential. They evolved their own, relaxed, no-nonsense approach to coaching – no formality, no student bibs, just passionate riders being coached by the most highly qualified professionals in the business.

And so Rapid Training was born.

That ethos is still the same today. Now with over 25 years of experience – plus their own British Superbike Racing team and the most highly qualified coaches in the business – Rapid offer the most comprehensive rider development programmes available.

If you want the most effective rider coaching available, just scan the QR code here, or go to rapidtraining.co.uk.

12 WHITE DALTON

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

Q

I am both a car driver and a biker. Two weeks ago I was overtaken by a car with a trailer on the motorway. It was one of those tiny trailers that some people use to take to the tip (in my opinion, pretty useless, as it’s about the size of a shoebox, but to each their own). The driver was a bit of a plonker as he was in the outside lane, doing about 75mph, overtaking.

In other words, he was driving illegally.

However, as long as he wasn’t causing me any hassle, I wasn’t too fussed, as I was cruising in the middle lane, passing an HGV. Anyway, the next thing I saw was the tyre on the trailer burst, and the trailer furiously shaking the car (imagine a tail wagging the dog, so to speak).

Whilst my attention was focused on trying to avoid the car, my daughter in the back (she’s an adult and was sitting with her baby boy) shouted a biker had been taken out by the trailer tyre that had come off. After we all screeched to a halt, I ran back to the biker, and an HGV pulled across to protect the car and trailer. Fast-forward half-an-hour and poor old Derek, the biker, had been taken off in an ambulance with a broken pelvis and ankle. I gave my details to the Police and Derek, and hadn’t heard anything until yesterday when Derek contacted me. He told me the Police hadn’t decided whether to prosecute the car driver yet as it may be ‘just one of those things’.

He also asked if I’d be a witness as the car driver’s insurer had denied liability and said the trailer tyre bursting wasn’t anyone’s fault. At this point, Derek got a bit of a shock when I told

SOLICITORS

www.whitedalton.co.uk

him the car driver told me his tyre had a slow puncture and he’d had to pump it up every 50 miles or so. He was even more shocked when I told him I cleared the tyre off the motorway along with some of his broken bike bits to stop anyone else hitting them and they are still in the back of my car (I was going to do a tip run that weekend). The trailer tyre is pretty bald. Derek asked if I could help, which as a fellow biker, I’m more than happy to do so. However, neither of us know what to do next.

A

The Good Samaritan! Derek is lucky you stopped. First things first, Derek needs to get himself his own specialist solicitor as he’s going to need some legal help. As you want to help Derek, you and your daughter need to contact the Police and give witness statements. You can give evidence the car driver was speeding with a trailer and overtaking in the fast lane when he shouldn’t have been. You can also give evidence of what the driver told you about the puncture and picking the bald tyre off the road. Your daughter can give evidence of seeing Derek getting taken out by the burst tyre. If the Police are any good, they should come and collect the tyre for forensic testing. We had a case a few years ago where a car driver repeatedly kept re-inflating a tyre with a slow puncture. The result of that was as the tyre repeatedly ran flat/ under-inflated, then re-inflated, it weakened, until one day it burst and wiped out our poor biker client. If the Police can prove that in Derek’s case and/or it burst due to being bald,

etc., they may well prosecute the car driver and that will help Derek. If the Police do not do that, Derek’s solicitor will likely need to get the tyre looked at by a forensic expert, as well as getting a statement from you and your daughter.

Whatever you do, please do not throw away the tyre. It is key evidence.

Q

Me and my husband met through the love of biking 10 years ago at the world-famous Super Sausage café on the A5! Believe it or not, we were set up by mates and it was pretty much love at first sight over a full English and a proper mug of tea! Since then we’ve ridden all over on various holidays, having a blast. Last year, for a change, I decided to hop on the back of my bike as a pillion, with my husband riding. Unfortunately, as we were filtering through town, a car pulled out from our left and we had a classic T-bone smash. My insurer said we both had to use their panel solicitor (and now after months of representing us both, they’ve written to me, saying there’s a conflict between me and my husband (we don’t know what they’re talking about) and I need to get a new solicitor. In addition, my insurer got involved initially but now says my husband’s insurer (he was riding third party on his own motorbike policy) needs to sort it all out and we should have used their panel solicitor.

Thankfully, our injuries all healed up in a year after physiotherapy, etc., but we seem to be nowhere near settling this. Can you please give us some guidance.

The MB legal column is compiled by managing partner Andrew ‘Chef’ Prendergast and his bike-riding barristers and solicitors at White Dalton Motorcycle Solicitors.

The firm deals with personal injury claims and its sister company, Motor Defence Solicitors, deals with all the motoring offences. White Dalton lawyers have a vast knowledge of bike law, and they have full bike licences, too. They don’t act for insurance companies or the prosecution.

White Dalton is Britain’s premier specialist motorcycle law practice, and if its professionals don’t know the answer

A

First things first, your insurer gave you wrong information. You got injured, it is your case, and you can choose whatever solicitor YOU want from the start. You DO NOT have to use the insurer’s panel solicitor. Next, whoever the solicitor is, s/he is about as much use as a chocolate teapot. It would have been obvious to any competent solicitor that you and your husband needed to be represented by two different law firms because a ‘conflict of interests’ may arise in them representing you both. For example, if the car driver and your husband’s insurer made an offer to pay 50% each for your claim, your solicitor may advise you should accept that. That would be in your best interests. However, if you are represented by the same solicitor they may end up with a ‘conflict of interests’ because they may have to advise a 50/50 split should not be agreed in your husband’s case and he should battle liability at trial. One, or possibly both of you now need a new solicitor depending on what has happened and potentially you both need to lodge a formal complaint with the insurance-appointed law firm. Next, insurers. As your husband was riding by way of third party on his own insurance, your claim needed to be directed to both his and the car driver’s insurer from the start. If the car driver had a claim for damages, they needed to have directed their claim to your husband’s insurer, not yours, from the start. All in all, your insurer and their panel solicitor are a bunch of clowns and caused you a lot of grief. However, it can be unpicked.

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.

COMPETITION 13

THE S E K I B E R O M QUIZ

WIN!

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

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

We’ll be asking you questions about all

1

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

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

In which year was Moto Guzzi founded on the banks of Lake Como?

6

There’s only one way to get the best out of your bike (and your kit). Look after it properly.

That means cleaning, treating and maintaining it on a regular basis. You’ll need some lotions and potions to do it right though, which is why we’ve joined forces with the good folks at S100 to offer the chance to win a mega motorcycle care bundle worth £100.

The German firm knows what it’s doing when it comes to motorcycle care. It’s been around since 1980, and in the intervening years has won 100 awards for its quality products. We’ve put together a bundle of the best of them, with a boxful of its most popular cleaning products for your bike, helmet and riding kit. For more information visit: www.thekeycollection.co.uk

Worth £100

Which UK firm does Royal Enfield work closely with?

7 2 Which iconic Suzuki motor powers the Which factory did Chris Radcliffe of 8 firm’s GSX-S1000GX sport tourer?

3 Langen work for previously?

When did Yamaha’s tuning supremo Kel Kawasaki’s Eliminator uses the same 9 Carruthers stop racing?

4 engine as which bike?

Which Indian automotive giant builds Which Indian firm provides the tyres 10 Triumph’s Speed 400?

5 for Aprilia’s RS 457?

What was the name of the ill-fated road races on the Isle of Wight?

When was Honda’s first-generation Transalp launched?

2014, KTM 390 Duke, Panigale 1299, 1934, B500, Information, Position, Speed, LAST MONTH: Gear and Acceleration, Deltabox, MV Agusta, 120bhp, Navarra

Here’s the legal bit that you need to know

Fill in your details on the form or enter online and return to: MoreBikes, July 2024 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: July 12, 2024 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 motorcycle care bundle 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

14 LONG-TERMERS

Suzuki GSX-S1000X Stu Baker / 928 miles / One month I was sad to say goodbye to Suzuki’s fabulous GSX-8S, but I’ve been more than compensated for with the arrival of the GSX-S1000GX. I was intrigued when I first saw pictures of it last year, because I have a long history with the K5 GSX-R1000 engine that lies at its heart; I’ve had a GSX-S1000, a GSX-S1000F, and a GSX-S1000GT in the past, and I was confident the same superb 150bhp engine would make for an ideal sports adventure bike.

I’ve got to a stage in life now where I know what I want from a bike, and that’s performance married to practicality; I still love a sporty ride, but I also need some luggage space for longer trips and a more comfortable riding position. The GX, on paper at least, seems to tick all the boxes (well, it will once I get the luggage fitted).

When I threw a leg over the bike for the first time at Suzuki GB’s HQ in Milton Keynes, my first impressions were how big and heavy it felt after riding the small and nimble 8S for a year. But that’s just relative – of course it’s going to feel heavier and bigger, because it is, but no more so than any other bike of its kind.

It felt plush, too. At almost twice the price of the 8S (£14,799), the GX has much plusher Showa (electronic) suspension and is more

KTM 890 SMT Dave Manning / 1466 miles / One month Given the KTM tagline of ‘Ready to race’ that scrolls across the dashboard of all of its models when the ignition is turned on, one might wonder why, and how, the Austrian firm have created what is, to all intents and purposes, a touring bike.

The SMT acronym refers to the fact that the bike is a ‘supermoto touring’, essentially giving the owner the ability to cover miles in comfort on top of what amounts to the sheer lunacy of a big-bore supermoto.

While KTM’s parallel twin powerplant has now grown in capacity from the 890cc that the SMT is endowed with to a larger 957cc that equips the 990 Duke, the larger version is actually very different to its marginally smaller sibling. It seems something of a shame that the bigger engine has taken some of the shine off the 890 lump as, viewed on its own, it’s an absolute peach of an engine. It’s really punchy at the bottom end (I’ve had the front wheel lift a little, somewhat unexpectedly, from very low revs), and will pull top gear from 40mph, but only just. It’s far more pleasant, and presumably kinder on the crank/gearbox, if you run a lower gear at lower speeds. The torque curve feels really flat, with a consistent power delivery right through the rev range – no dips, troughs or peaks – revs only starting to drop off a little as you approach the redline. There’s most definitely some racey supermoto heritage in this engine!

Jumping off my previous Yamaha longtermer and straight on to the KTM, the steering is quick compared to the Ténéré – that’s the difference a 17-inch front wheel

makes compared to a 21-inch. And quicker than most other ‘touring’ bikes, but without the headshaking and nervous front end that a traditional supermoto might get when hard on the gas and/or over ripples/white lines/ cat’s eyes, etc. It’ll be an absolute hoot on a track day…

The fuel gauge has a ‘miles remaining’ display, as well as a bar graph, but it seems to be a little erratic, in that I had 120 miles left, but 20 miles later (on the odometer) it was down to 80. I fuelled up, and it showed 150 miles, but 15 miles later showed 170 miles, and another 15 miles it was back to 150… and it jumps in increments of 10 miles, but often reduces by 20. So I’ve started paying more attention to the bar.

All of that said, the fuel economy does seem reasonable, currently stating 60mpg as the average since its first service just before I got it, and getting better with each trip out (hmmm, am I riding it somewhat more gently than whoever did the running-in miles?).

While it’s clearly aimed at touring (hence the T in the name, and the hard luggage I’ve had fitted), I was nonetheless pleasantly surprised at how comfortable it was. One-hundredand-fifty miles to Heathrow (on mostly dull and straight roads) and not a single bumniggle.

Those panniers aren’t the only factory accessory that’s fitted to this SMT – there’s also the low-level front mudguard; the belly pan (and the Akrapovic exhaust can); as well as the Tech Pack which gives all manner of electronic doodads that I’ll be looking into more next month.

sophisticated in the way of rider aids, with three power modes and six TC settings. Also the GX has cruise control and the now ubiquitous USB charger, and the 6.5-inch colour TFT screen is super-clear and easy to read.

Another thing I noticed when I first got on the GX was how noisy it was. Even a naked bike is quieter than a bike with a screen, if the screen’s at the wrong height and deflects the wind blast straight into your face. I hadn’t read the bike’s full specs, so spent the ride home praying the screen was adjustable.

Thankfully it is, though it requires an Allen key to adjust it. There are three positions and, with it now set at the highest option (I’m six foot), I can enjoy a much more peaceful ride, and can appreciate the impressively aggressive exhaust note, too.

One curiosity is that the GX comes with a base plate for (presumably) fitting a top box, but when I looked through the official accessories for the bike, Suzuki didn’t offer one.

Odd. I suppose it’ll still come in useful for a roll-pack though.

I’ve not had much time on the bike yet, but first impressions are good and, with the GX being supercomfortable as well, I’m looking forward to racking up the miles this year.

16 QUICK SPIN

This is just a small taste of the full review of Moto Guzzi’s characterful middlweight adventure bike. If you want the full scoop, scan the code and snag yourself a copy of the current issue of MSL. There’s plenty more good stuff in there, too. You won’t be disappointed.

QUICK SPIN 17

RHY RHYTHM RIDE R

BUYING USED

BMW F650GS

2008-2013 / £2000-£5500 BMW’s plucky ‘little’ F650GS is a cracking bit of kit for the cash. Despite the name, this second-generation model’s actually powered by a 798cc parallel twin motor which kicks out an easygoing 71bhp. With its 19inch front wheel, it’s a road bike at heart, but with a few choice accessories you can turn it into a pretty capable adventure-ready ride.

vel Moto Guzzi V85 Strada, V85 TT, V85 Tra

Here’s what you need to know about the latest version of Moto Guzzi’s much-loved V85 TT and TT Travel, and its new, more road-focused Strada.

The V85 was first introduced in concept form in 2017 before going on sale in 2019. More variants were added to the range in 2020, and then in 2021 Guzzi rolled out a Euro 5 update. Now, in 2024, we’ve got three new V85s to play with: the cast-wheeled, road-focused Strada, the much-loved TT, and the more equipped Travel. The Strada will set you back £11,200, the TT £12,000, and the top-spec TT Travel £13,300.

There are some key differences between the three bikes. The Strada has three riding modes; new cast wheels; a new screen; a new TFT dash; and a new low mudguard. It’s essentially had all the non-essential off-road bits stripped off.

The TT has four riding modes (including Off-Road); spoked with tubeless tyres; Cornering ABS and traction control; a new rear rack; a new adjustable rear shock unit; new handguards; and a bash plate. I reckon it’s probably the best looking of the bunch; bold and brash in all the right ways.

The TT Travel has all the same stuff as the TT, but gets five riding modes (including a new custom mode); a touring screen and deflectors; panniers as standard; a heated seat and heated grips; and it also comes with Moto Guzzi’s MIA tech system. Other differences? The Strada and the TT Travel get Dunlop Meridian Trailmax tyres, while the TT gets Michelin Anakee Adventures.

The big news is the addition of Variable Valve Timing to the air-cooled transverse V-twin motor. Guzzi say they’ve done

it to increase performance and torque responsiveness, though it’s more likely a necessary addition to comply with evertightening emissions regulations. But the important thing is that they’ve managed to retain the same peak power as the old Euro 4 model, and even managed to increase torque a smidge – and you don’t notice it kicking in either.

It’s still got plenty of character, too.

That’s one of the great things about this bike; it might not be the best on the market, but it’s got a certain charm that is very easy to fall in love with. It retains that all-important shaft drive, too, which is a big plus for plenty of bigmile adventurers. It’s actually the only middleweight adventurer to have one.

It stops plenty well enough. The Brembo monoblock calipers are an improvement on the previous generation, and they’re lighter than before, too.

There’s also new Cornering ABS as standard on the Travel and TT (it’s an extra on the stripped-back Strada).

The suspension’s good, too. It’s a little softly sprung, but it works well and only adds to the bike’s charm. It helps on the comfort front, too; it’s a lovely place to be – although it’s compact ergonomics might make proper long-distance travel a bit tough for taller riders.

I was a big fan of the first generation V85 and, thankfully, the new ones are just as good. I’m already thinking about getting my hands on one back in the UK to rack up some big miles. The TT’s the one for me, though. I suspect I’d quite quickly fall in love with it.

Triumph Tiger 955i

2001-2006 / £1000-£3000 Replacing the outgoing Tiger 900, the second-generation adventure bike from the resurgent British firm was a big success. It remains popular among those in the know, with its retuned Daytona 955i’s triple the highlight. It’s not the fastest thing in the world and is happy covering big miles in a relaxed way, but if you work it hard there’s still some fun to be had.

Honda XRV750 Africa Twin

1989-2003 / £3000-£7000 The original Africa Twin has always had a bit of a cult following, finding favour with adventurers who value practicality, reliability and comfort over performance (it only kicks out 60bhp).

The bike’s fast on its way to becoming a classic. If you can find one for the right price that’s been well looked after, snap it up.

18 QUICK SPIN

KEEP ON KEEPING ON

These days it’s quite a major thing when one of the big four Japanese manufacturers releases a new bike into the UK cruiser market. These days only Honda and Kawasaki get involved. That’s why there was a fair amount of excitement when it was announced last year that Kawasaki was going to be bringing out a new one: the Eliminator 500.

It’s rare for BSH to put a new bike through its paces; instead they’ve got their fingers on the pulse of the custom scene. Every month they feature the coolest creations, reports on biker events big and small, technical articles on building and maintenance, and all the latest custom news and products, too. It’s a great mag which offers a real alternative to the mainstream.

QUICK SPIN 19 Kawasaki Eliminator 500 WORDS: Nik Samson PHOTOS: Kawasaki EU The A2 licence-compliant Eliminator takes its cues from the Eliminators of the 1980s, the ZL900s and 1000s and, later, the 600s, too, and there’re very definite styling cues in the rear mudguard, back light, and fuel tank to their drag-strip inspired predecessors. However, the new 500 is an all-new bike with a purposedesigned steel trellis-type frame based on that of the exquisitely handling Ninja 400, and a 451cc parallel twin engine developed from the Ninja/the Z500 retuned, of course, for low and mid-range grunt ‘cos cruisers don’t need power at high revs, do they?

It puts out 45PS (44.8 horsepower), which makes it suitable for those who’ve just passed their test and’re on an A2 licence and, thanks to a class-leading low weight of just 176 kilos, feels faster through the gears than perhaps a bike with just 44-and-a-bit hp would do normally (Honda’s Rebel 500, its main rival, tips the scales at 191kg – some 15 kilos heavier). There’s a six-speed gearbox with a ‘slipper’ so that, if you accidentally change down a gear too far, the rear wheel won’t lock, and an assisted clutch that’s just so, so light – you could pull it on with one finger if you so desire.

As the bike’s aimed at new riders (and those of the female persuasion), and because it’s a cruiser-styled bike and they traditionally have lower seats, the Eliminator comes with a nicely sculpted botty-rest that has a basic height off t’ground of 735mm. The ’bars are

reassuringly narrow, so slipping through traffic shouldn’t present any problem even in our increasingly grid-locked cities, and there’re single disc brakes front and rear, with ABS naturally, for effective stopping. Forks are 41mm right-way-uppies, and the twin rear shocks have adjustable preload. Finally, the digital speedo/tacho is basic, without any bells, whistles or TFT nonsense here – speedo, rev-counter, fuel gauge, odometer, two trip meters, gear display, and clock’re all that’s needed.

There’re two models, the Eliminator and the Eliminator SE. The SE is the higher spec’ variant with different graphics (and colour obviously); a stylish headlight cowl that adds to the drag-strip look; a handlebar-mounted USB-C outlet; feature stitching in the seat; and fork gaiters to keep the krap off your khrome, and it was the SE that we rode on the launch – as it’s the one that Kawasaki’ll be pushing to sell in the UK. So, what’s it like to ride? Well, considering it’s a fairly low-powered mo’cycle, it’s actually pretty damn good. Swinging a leg over, it feels small, definitely, but still of a confidenceinspiring size. The seat, the standard one, is low, but the gap between it and the ’pegs is enough to suit most riders (those over six foot might struggle a little… Pull in the uber-light clutch, smoothly shift into first, and… you’re away surprisingly smartly, it has to said. Yes, the motor may only be of four-hundred-and fifty-one ceecees capacity but, as I said, it’s been

set up for real-world riding, not racetrack shenanigans, and the whole bike doesn’t weigh very much in the first place so it goes well.

Suspension-wise, the ride, given the basicness, is pretty good, too (mind you, Spanish roads are a LOT better than our Third World pot-holed embarrassments).

The IRC tyres do a perfectly adequate job of gripping to the black stuff and, thanks to similar geometry to its Ninja 400 sportsbike sibling, it’s well behaved through the bends, too. It’s a bike you have to use the gears to get the best from.

On twisting mountain roads, second and third gears were best, allowing you to just wind open, and close, the throttle to keep the plot moving swiftly, and the whole bike felt planted and sure-footed – no mean feat for something so small and light. On larger roads and dualcarriageways I never really got the chance to push it much more than 120-130kmh (75-80mph), but I could feel there was a bit left, and the motor still felt smooth enough at those speeds without much in the way of vibration or buzziness.

Any bad points? No, not really… it’s a great bike, and one that’s perfectly suited to the market it’s aimed at. It’s low, light, easy to ride, and’d be a great town bike – exactly what Kawasaki set out to design in the first place.

Available now from Kawasaki dealers, you can get your hands on the standard for £5999 or £6399 for the SE – and there’s a four-year warranty, too.

BUYING USED

Honda CMX500 Rebel

2017-2019 / £3000-£5000 The little Rebel’s a cracking little bike for the money, that’s won hearts and minds far and wide for its valuefor-money thrills. Featuring Honda’s renowned build quality, easy-going handling and a punchy enough, bulletproof 500cc twin motor, there’s an awful lot to like about it.

Royal Enfield Super Meteor 650 2023-on / £5000-£7299 While this isn’t exactly a used bike, having only been introduced into the market last year, you can snag yourself one of Royal Enfield’s retro-cruisers for around five grand. With the same much-loved engine as the Interceptor roadster and Continental GT café racer, expect bags of charm and enough performance and poise to make backroad scratching a joy.

Yamaha Virago 535

1988-2004 / £1500-£3500 Yamaha’s Virago 535 is a proper budget option if you’re after an A2 licence legal cruiser. First introduced way back in 1988, the entry-level sibling to Yamaha’s XV750 had plenty of success over its 20-and-a-bit years in production. A super low seat, decent handling and a lovely motor have helped it stand the test of time – and best of all, you can pick them up super-cheap. A great choice.

20 QUICK SPIN

ASSASSIN

Good things do come in small packages, as Aprilia’s A2 eligible RS 457 goes to prove.

WORDS: Bruce Wilson PHOTOS: Aprilia Italy

QUICK SPIN 21

BUYING USED

The lads at Fast Bikes know their sportbikes.

It’s what they do.

They’ve ridden pretty much every trackweapon for the last 30 years, which makes their praise of Aprilia’s A2-friendly pocket rocket even more compelling. For their full, detailed, lowdown, scan the code and bag yourself an issue.

Aprilia RS 457 Fixated on goals and the chance to lift the bar in the hotly-contested A2 sportsbike market, there were two sets of numbers that mattered above all else for the firm from Noale: 175 and 47. To elaborate, the lightest an A2 machine can weigh is 175 kilos, which is exactly what the Aprilia hits the scales at. And the 47… well, that refers to the peak amount of bhp a bike of this class can produce at the aforementioned weight.

In other words, the RS 457 could not be any lighter, or any more powerful, but there’s much more to this motorcycle than those two factors alone.

Slotting in tidily between the learner legal RS 125 and the middleweight maestro RS 660, this A2 assassin is Aprilia’s sure-footed way of keeping the custom in the family, delivering to the masses a model that’s dripping in tech, GP-styling and a level of performance that’s possibly best described as classleading. It has the only aluminium frame amongst its field of rivals, plus double skin bodywork to aid cooling and aerodynamics in a bid to make the RS as slippery as possible.

The bike’s fully ride-by-wire, which means the factory’s been able to kit the RS out with a comprehensive suite of tech, including switchable ABS, three levels of riding mode and multiple levels of traction control that can be cranked up or down by paddles on the left switchgear. At the heart of the bike is an easy-on-the-eye, 5-inch TFT dash, that nestles nicely amongst the sizeable bodywork that looks and feels more substantial than what you’d expect on a machine of this size.

It’s the real deal, with a sizeable feel about it, despite its relatively low seat

Yamaha YZF-R3

2015-2018 / £2500-£4000 Yamaha knows how to build a quality supersport bike.

Its YZF-R6 won hearts and minds far and wide, and the R3 keeps the good times rolling for those on a restricted licence. Despite its limited power, there’s enough punch, poise and potency to entertain the most experienced of riders.

Honda CBR500R height that ensured me and my 5’ 9” frame had no issues planting both feet on the sun-blessed pitlane in readiness for some track action. On the one hand, Aprilia were super-keen to press the sporting potential of this machine, but they were equally eager to iterate that it was a bike for the masses, being as capable on the street as it would be on the track, and to ensure it packed the necessary versatility, raised clipons and relaxed pegs completed the accommodating ergonomic triangle.

As with most twins that feature a 270° crank, it sounded relatively meaty even on tick-over, reverberating from the neatly-underslung silencer. Add a few revs into the equation and the noise only got better, booming like an angry dog in sight of a postman. I’d expected the motor to feel more painful than the pulling of my own teeth, but the torquey bottom end soon got us up to a decent pace and after a lap in the saddle, I got my head around the nature of the twin, that demanded you throw gears at it to capitalise on its strong mid-range rather than rev it to the limiter for the sake of it. The engine felt effortlessly accessible and regardless of what lean angle I was at, I didn’t need to be holding back with big handfuls of throttle. The rear tyre just stuck nicely to the Tarmac, nullifying the kind of concern you’d get from something of a bigger, more potent disposition.

One thing that I did pick up quite early on was how restrictive the traction control could be, even in its least intrusive of settings, so after that initial session was in the bag, I pied the tech off completely. Personally, I think it’s great that bikes like this,

aimed at riders stepping up in capacity, have tools like that to hand – but from pure performance perspective, it was inhibiting, so it had to go. Likewise, I’d made sure for my second outing that the ABS was weaned off to its least intrusive of settings.

We’re so used to seeing twin discs on bikes these days that the vision of a single rotor got me questioning the Aprilia’s stopping abilities on first sight, but it was a wasted wonder as not only was the initial bite impressively strong, but also the purchase from the ByBre caliper was consistent. The bike’s rear wheel would lock a little and unsettle the bike if you were too keen to hammer through the necessary three downshifts, locking the rear slightly despite a solid amount of support from the clutch.

Smoother was definitely better on this pocket rocket.

The thing that shocked me most was how supportive the suspension was, at all angles. If you were kind to it, it was kind to you, which was especially important because it was only adjustable for preload at either end. On that note, I did ask the technicians to increase the preload at the rear as far as it would go, pointing the bike more on its nose, and that turned out to be a solid investment.

The £6500 Aprilia turned out to be so much more impressive than I imagined it could or should have been, but what else would you expect from a manufacturer that blends passion and performance at its heart? It might be some 200bhp down on the RS-GP24s we see on television, but make no mistake that the focus and desire to win lie just as engrained in this little ripper as it does in its prototype brethren.

2014-2016 / £2500-£4000 The CBR500R was designed specifically to fit in with the new-at-the-time licensing laws. The 47bhp, 112mph, slick-handling and seriously well-puttogether sportbike isn’t quite as focused as some of the other options. It’s surprisingly easy to ride around town, but still has enough about it to keep its head held high out on track.

KTM RC390 2014-2020 / £2000-£4000 The RC’s possibly the most aggressive of all the A2 licence legal rides on the market. That should come as no surprise; it’s a KTM. Its free-revving single cylinder motor’s probably the highlight, but the chassis is impeccable, too, offering nimble, but assured, handling that helps make it perfect for fledgling riders learning their craft. It’s got pedigree, too, having had its own BSB support race series.

KNOWLEDGE 23

EUROPGRIP TYRES You’re absolutely spoilt for choice when it comes to selecting a new set of hoops for your pride and joy. There’re plenty of tried-and-tested options from the old guard of established tyre firms, but there’s also a growing range of more affordable rubber up for grabs. Here’s one firm you need to know about.

Unless you’re particularly clued up on the goings on of the tyre industry, there’s a pretty good chance you won’t have heard of EuroGrip before. Despite not being a household name just yet, they are a big deal. They’ve been doing their thing for over three decades, are owned by Indian automotive

giant TVS, and have recently opened a European design facility in Italy. They’re also providing the OE rubber for Aprilia’s feisty new RS 457.

It’s a cool bike. The lightweight sportbike market is booming. After a few years of quiet, the biggest firms in the game are beginning

The EuroGrip Protorq Extremes are highperformance radial tyres for middleweight sportbikes, that focus on outright cornering grip.

The set fitted to the RS 457 have actually been developed in collaboration with Aprilia.

Unlike a cross ply tyre, which features crisscrossing plies to form the carcass of the tyre, a radial runs plies from bead-to-bead of the tyre, parallel to the axis. There’s also an additional layer of plies under the tread, which run parallel to the rotational direction of the tyre. Radial tyres run cooler, are softer, and have more flex in the sidewalls. Basically, they offer better grip.

They’re constructed from an advanced tri-polymer tread compound with high-structure carbon and silica and feature a 0° steel belt. The steel helps the tyres to offer better traction; improved ride comfort; better high-speed stability; more consistent braking performance; a wider and more constant contact patch; and a longer life, too. EuroGrip reckon

to roll out a range of funky, costeffective supersport rides which are whetting the appetites of leather-clad riders on their way to snagging a full licence and a fullon superbike. Aprilia’s RS 457’s one of the latest to emerge; and with the prestige of the iconic RS name, classy looks and plenty of

performance for an A2-licencelegal bike, it’s pipped to do very well. But if you’re considering splashing the cash, you’ll likely want to know about the tyres that come fitted as standard that’ll be responsible for keeping you the right way up on the road and racetrack.

they’ve achieved the optimal balance between grip, warm-up time and durability. Sounds good, right?

The tread’s pretty minimal – but there’s enough going on to help disperse water efficiently. And ultimately, these are supersport tyres and not sport touring ones, which means that cornering ability is the priority. The RS 457 takes a 110/70 ZR17 tyre up front and a 150/60 ZR17 at the rear, but there’s a big range of sizes to suit other bikes.

While some may doubt the outright performance of a ‘budget-friendly’ tyre, initial reports have been positive. That shouldn’t come as much of a surprise as Aprilia’ve spent a good chunk of time putting them through their paces on Italian tracks and roads, before being happy to fit them to their sorted RS 457.

We’re already lining one up for a supersport bike head-to-head later this year, so if you want to hear how the bike and tyres perform on British roads, be sure to keep your eyes on MoreBikes.

WANT TO KNOW MORE? www.tvseurogrip.com www.micheldever.co .uk

ROUTE FINDER 25

The little island off the south coast of England might not seem like the most obvious place for a motorcycle adventure, but it actually has a pretty long history of motorcycling goodness, and there are some cracking coastal roads to explore, too.

While the Isle of Man gets the headlines, for obvious reasons, the Isle of Wight is a surprisingly well-appointed destination for bikers. For a little more than £60, you can snag yourself a return ferry ticket from Portsmouth or Lymington and treat yourself to an island adventure. And you’ll be there in under an hour.

It’s only small, with just 150 square miles to explore, but with 57 miles of coastline, around 500 miles of road, some phenomenal scenery, cracking beaches, bags of quaint towns and villages (with some top pubs to nestle in at the end of the day), and a good chance of blue skies, there’s plenty to keep you going for days on end.

Island Explorer

For this route, we’re taking inspiration from the hotly-anticipated Diamond Races which fell foul of Covid in 2021. The organisers had earmarked a 12.4-mile-long stretch of public roads in the south of the Isle of Wight, which cuts through the picturesque villages of Chale, Kingston, Shorwell and Brighstone, before heading out into the open for a fivemile coastal blast along the military road, too.

This is probably the best bit; big views and sweeping roads.

We’re making a few changes, though. We recommend heading all the way down to Afton and then swinging a right on to The Middle Road, which becomes Newport Road and then Calbourne Road. It’s a lovely run, changing from leafy and tree-lined to wide-open, verdant countryside and back again. It’s not fast, and you’ll be frequently slowing down to amble through villages, but if you get into the groove of island life and take things at a more leisurely pace, you’ll have a ball.

That’s true right across the Isle of Wight, to be fair. Slow down and enjoy the views and you’ll not go far wrong. It’s probably be the perfect place to potter around on an old classic.

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.

26 ADVANCED RIDING SKILLS

ADVANCED RIDING SKILLS

ERS PART THR EE:

Motorcyclists can often rely on a natural speed advantage, whether it’s Making p about accelerating off the traffic lights, or carving lines on country roads. rog But with great speeds comes great responsibility, and to make sure that your and use oress f progress is not only speedy, but also safe for you and others, there’s more to s p e e d it than just twisting the throttle and hoping for the best. We spoke to Enhanced Rider Scheme (ERS) trainer Ian Burchell from Phoenix Motorcycle Training, to find out what we need to do to make progress safely…

Most of us would agree that a decent level of skill in walking is a prerequisite for making a good job of running. The same principle applies to motorcycling. You need to have the basics covered before you move on to the advanced techniques…

If you remember the first ride you had on two wheels, you may well remember how fast even crawling speeds seemed. When all your concentration is focussed on just staying upright, there’s no room to pay attention to anything around you, and the scenery seems to rush at you and take you by surprise.

Luckily, as more seasoned riders can tell you, this feeling passes pretty quickly as you become more competent at controlling the bike, and you have a better chance to observe your surroundings. After a while the mechanical control of the bike becomes almost second nature, and you can start to concentrate on what’s around you – what to avoid, what to keep an eye on, and what not to obsess with.

As you are gaining in confidence as a rider, you should always remember the golden rule of managing speed on a motorcycle: always ride within your limits, and at a speed appropriate to what is happening around you.

What’s appropriate in any given time and place can vary hugely, and constant planning and managing your speed are necessary so you can vary your speed accordingly. The same bit of road may require different speeds depending on traffic, weather, roadworks, rush hour, etc. It’s an ever-evolving picture.

Regardless of what’s around you, one of the most important things is to always ride safely and within your limits. It can be tempting to keep up with your mates, or to imagine that

you’re the next Rossi, but there’s nothing worse than getting it wrong and embarrassing yourself in front of your mates, or even worse, hurting yourself or others.

The key to getting from A to B in less time is not to go speeding everywhere, but rather to learn how to make progress when it is safe to do so. There’s no point in taking risks that might end your journey, or to go for overtakes that offer minimum benefit. For instance, if you are following large, slow vehicles and you can see a set of traffic lights ahead, it may well be wiser to hang back until the lights, and then filter past them when it is safer to do so. No point in overtaking them just to sit at the lights…

As you get more experienced, your confidence will grow, too, but even so, it pays to enhance your planning skills at junctions and roundabouts to avoid being hesitant. This is easier when you know the road layout in advance, but you can approach any situation with more confidence if you have a good and flexible plan of how to deal with the junction. Quite often it’s a case of combining anticipation and observation with skilled and well-timed actions to help you make progress while keeping you away from danger.

In addition to making sure to ride at speeds appropriate for the situation, it’s also important to pay attention to speed limits, whether they are fixed, temporary or restricted ones. The limits are there for a reason, and may indicate something that you haven’t yet spotted. Not to mention that they are legal restrictions.

This applies to most situations when you are on a bike, but it’s particularly pertinent when we talk about speed: the road and weather conditions

as well as traffic levels and other road users’ behaviour are a massive factor when you decide how fast it is appropriate to ride. Sometimes these instances are indicated with road signs, such as school crossings, but in many cases it’s up to you to read the situation and find the information you need to adjust your riding.

The final thing to consider is that regardless of your speed, at some point you will need to stop. Being aware of stopping distances at different speeds is important, as well as being able to brake effectively if the situation demands that you anchor up. The golden rule about braking is that we should always be able to stop safely on our side of the road within the distance we can see to be clear. It sounds simple, but next time when you’re out on your bike, ask yourself every now and again if you could safely stop in the distance required. It might be trickier than you think in some situations.

After all the warnings about not going too fast, let’s end with a positive notion that sometimes, going a bit faster than you may have been used to is just what may be needed.

Ian Burchell, an Enhanced Rider Scheme (ERS) trainer from Phoenix Motorcycle Training, has seen plenty of riders slow and fast in his time as a trainer. Here’s what he said: “Riders often make slow progress away from hazards such as roundabouts and junctions, holding up traffic from behind. This is often linked to being in too high a gear. Travelling at less than posted speed limits when it is safe to go faster is not ideal. Quite often this is linked to a lack of knowledge of speed limits or missing the signs.”

So, there you have it. Sometimes you need to go slower, sometimes faster. Just remember to keep it safe!

ADVANCED RIDING SKILLS 27

Where to get the skills?

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

How to get better quick?

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

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

28 SPOTLIGHT

MENTAL HEALTH MOTORBIKE

I

t’s 25 years ago, but still so vivid. At an exhibition, I was struck by a panic attack. The walls felt like they were closing in, I just wanted to get out. Somehow I held it together, but on the way home, waves of depression hit me. I was sent to a psychiatrist, who referred me to a hypnotherapist. She identified I’d been the victim of work bullying for over three years, my self-esteem eroded.

Hypnotherapy was incredible. She set up a series of scenarios for me to draw strength as needed. The effect was a revelation. Riding home from the first session, I took a wrong turn. Before I would have been in pieces. Now? I shrugged my shoulders, found the way out.

A combination of therapy and appropriate medication (I was weaned off in a controlled way) got me back on my feet. At work I moved into a totally different area, one that made much better use of my strengths.

Twenty-five years on, I get low moments but have techniques I draw from. I also know not to bottle it up. Let it out, you’re much better for it.

The most difficult thing for me to do? Ask for help. There are lots of people and organisations out there that WILL help. Reaching out and saying, “I’m having a hard time, I need help,” isn’t weak. You are far, far stronger than you will ever realise in taking that first step.

SPOTLIGHT 29

WORDS: Bob Pickett Last year I took part in the Distinguished Gentleman’s Ride. One of their core aims is to help with mental health. Researching that piece, I was stunned to discover that on average a man in the UK is lost to suicide every four minutes. I have since heard one in five of us will have suicidal thoughts during our lives.

That’s not all, as one in four adults in the UK have been diagnosed with a mental health illness. 75% of people with diagnosed mental health illnesses receive no treatment. Suicide is the most common cause of death of men aged 20-49, and 75% of suicides are males.The biking community is a high risk group receiving very little or no formal support.

It is clear help is needed. This is where Mental Health Motorbike comes in. They’re a registered charity that exists to create meaningful opportunities so that together they grow the greater mental health wellbeing of the motorbike community. Their ultimate aim is to reduce suicide amongst bikers in the UK and are building a free, dedicated network of trained Mental Health First Aiders to support other bikers across the UK. I spoke to Charity Trustee and Mental Health First Aider Mark JJ Johnson to find out how Mental Health Motorbike came into being; how they help; what we can do for both our own mental wellbeing; and how we can help others.

What brought you to form the charity Mental Health Motorbike?

In early 2020 I was sat thinking quietly on a Saturday afternoon about how I could help others and bring my life and work experiences, skills and knowledge together. My work over the past 25 years has been in further education and teaching young people with difficulties and or disabilities. Part of my role was working in the community to provide vocational education to people with mental health problems and to support their recovery from the difficult places they had been. The connections I made had a profound impact on me, in that I was able to communicate, listen and support quite naturally. So I thought, what voluntary work could I do that involved my passion for motorbikes and supporting others?

I literally typed in ‘motorbikes & mental health’ into Facebook! Up popped this local page called Mental Health Motorbike Support Group with about 30 to 40 followers (today over 2500).

I checked out the webpage, found a number and rang. To cut a long story short, I spoke to this incredibly enthusiastic and charismatic chap, who outlined this vision to support bikers from across the whole spectrum of biking with their wellbeing and mental health, and to create a national charity to do this.

Also, this chap talked about the moment that inspired him to make something good happen.

He had recently lost a dear friend, Dale Caffery, who had taken his own life. A man who was greatly loved; a man who didn’t know how to ask for help; a man who lit up a room; and a man who was so caring. A man lost too soon.

I was hooked, inspired, my life reinvigorated with purpose and meaning. We chatted for ages and have since built a great friendship and been on a fantastic journey ever since with this chap called Mr Paul ‘Oxo’ Oxborough.

The people who have come to be our supporters, trustees and team (all bikers and volunteers) have been drawn into this amazing journey for many reasons: to help support themselves in their own wellbeing and or recovery; the resonance of being able to support others from experiences that may have

had a personal impact on their lives. But it’s the bikes that bring us and glue us together. These bikers bring so many skills and experiences and an energy which has saved lives and made lives better for so many bikers in such a short space of time, its just amazing to play a small part and be involved to achieve what we have done so far!

What are your values?

To preserve and protect good mental health for the motorbike community by providing services and events which relieve those suffering from poor mental health and reduce the risk of suicide and support and enhance good mental health.

■ Honesty & Integrity – Bikers for Bikers. We are transparent; we willingly share knowledge and information to support others within our communities ■ Being Human – We are all as individual as the bikes we ride. We are non-judgemental and we are inclusive, valuing the benefits diversity brings ■ Hope – We look forward to the journey and the road ahead. When the road ahead seems blocked we find solutions and another way around ■ Connection – Bikes are the glue that holds and brings us together. We build, we encourage and empower to create innovative partnerships and connections that bring us together to support each other ■ Maintenance & Recovery – Looking after our bikes and ourselves to ensure we keep running smoothly. Support and recovery is an ongoing journey, not just a destination. One day at a time, one step at a time.

What’s a Mental Health First Aider?

Within my everyday work role I am a trained Mental Health First Aider (MHFA) and safeguarding designate. The training is run by the external organisation MHFA England and it is an accredited 15-hour course which can be done face-to-face over two full days or online over four sessions. As well as the main trainer, Mental Health Motorbike also provide a welfare person who looks after the group whilst they undertake the training. At times the content can be hard so this welfare person can meet in a

different room with the person who is struggling.

The course looks at different types of mental health illness and gives you a great toolkit to use if a person is in crisis. The main role of a mental health first aider is to listen, to support, and then guide the person to professional medical help. The final bit of the course looks at your own selfcare and how to look after yourself whilst you look after others. It is a fabulous course that has saved many, many lives.

What other resources can Mental Health Motorbike make available?

The Mental Health Motorbike website has a comprehensive array of various support resources which are free to anybody needing help.

Additionally and importantly, we are attending many events throughout the year to be seen, to be able to talk to people one-to-one, and give support if needed.

We also have a very successful membersonly peer support group which runs through Facebook and is a private, safe space to get support morning, afternoons and evenings.

What would you say to anyone who is struggling?

The first thing we would say is reach out to someone you trust and ask them to help you.

This is the hardest step. We try to have a safe space at events so if you see the gazebo that is a safe space. Look for the green mental health first aider sticker on bikes, in cafés and shops as these are people trained to support you. We also have a big team supporting bikers through the online Facebook peer support group so join this space for some great support.

What can bikers do to help?

We need your support to help fundraise for the charity, so if your club can do an event or help us in other ways email us at fundraising@ mhmotorbike.com ■ For more information on Mental Health Motorbike, their aims, useful resources and how you can become involved or reach out if you need help, visit: www.mhmotorbike.com

BUYER’S GUIDE: CASUAL JACKETS 31

LOOKIN’ GOOD While they might not match the outright protective qualities of a set of race leathers, or the all-weather ability of a good textile suit, there’s something special about a good-looking motorcycle jacket that you’re happy wearing both on and off the bike.

Do casual jackets have e-Numbers?

You bet. Just because a jacket is casual/lightweight, it doesn’t mean it skimps on protection.

Our old friend EN17092 shows up again. There are four ratings: ■ B – Fine for Urban use, but no armour ■ A – Urban use with armour (which has it’s own rating; back to that in a moment) ■ AA – Think of it as fit for touring or major A road ■ AAA –Rated for use at the highest road speeds, so motorway.

Casual suggests you’re doing more local riding, so A is most likely what you’ll be looking at.

As we said, armour has it’s own

rating: EN1621 has two ratings, split Level 1 and 2, 2 giving the best impact protection.

Is there a ‘type’ of casual jacket?

Not really. Casual again suggests lightweight. Within this are specialist mesh jackets that are all about maximum airflow, jackets more like shirts, even protective hoodies are being made now.

So what should I be looking for?

Apart from the ratings we talked about, have a look at the materials used. I’ve got a shirt made from Cordura with Kevlar lining and Level 2 armour. I’m

happy that’s going to take care of me.

If you’re riding over a wider spread of seasons, a mesh jacket probably isn’t a great idea; they’re amazing when it gets properly hot, but the dip in temperature from summer to autumn? In a mesh you’re going to feel it. And they’re going to let in rain. Some jackets may have a waterproof layer (made from something like Sinaqua) and even a removable thermal lining.

Textile jackets work across a broader range of conditions. The shirt I mentioned is a good urban choice but as the mercury drops it’s best supported by a really good base layer like Zerofit, EDZ, etc.

Anything else?

Zips need to be high quality and long enough (on a hoodie? You might get a short one that lets you slip it on easier; on a jacket/ shirt style they should be full length), a storm flap either over or under the zip is preferable.

Pockets? Keys, wallets, mobile phones, they’re all going in these. So you really want them to be secure and safe. Poppers are oky, but if what goes in there is to be really secure, zips are best, though Velcro is decent on things like a purpose-built mobile pocket. A zippable Napoleon pocket for your wallet wins big points (inside the protective layer, so harder for thieving scum to reach).

32 BUYER’S GUIDE: CASUAL JACKETS

RICHA UNIVERSAL JACKET

BLACKBIRD LADIES DAKOTA NUBUCK JACKET

If my name was John Wick and I wanted a fully armoured jacket to wear on my bike, but my thoughts were that it should look like an incognito, smart, softshell, trendy piece of fashion, then the Richa ‘Universal’ jacket would fit the bill. It’s available in three colours: Olive, Navy and Anthracite (dark grey).

As standard it comes with D3O® Ghost L1 protection on the shoulders and elbows. Pockets for both a back and chest protector are built in and, as you should, I slotted in D3O® L2 into both. The chest protector is a slip unit going either side of the front zip. The tailoring construction of this lightweight laminated jacket, with its removable thermal lining and waterproof ‘Aquashell

I’m not bothered about all-weather textiles or full-on race leathers. I want a jacket that looks good on and off the bike, but still offers plenty of protection.

That’s what this Blackbird number does.

It’s made from top-grain cowhide leather which has been buffed/sanded to make it look like suede – and it features CE PU rubber armour in the shoulders and elbows and CE foam armour in the back. Not only are these cleverly disguised without causing any obvious lumps or bumps, but they are also easily removable using the Velcro pockets. That means you could easily switch them out for some more serious armour with no trouble, if you wanted to. The armour sits comfortably in the right places, too, and still allows for a full range of movement.

Over the years I have grown wary of ordering clothes online, frequently discovering that sizes are inconsistent and commonly on the smaller size.

However, I was pleased to find the Blackbird jacket true to size, if not a little on the larger side. For ladies with a larger bust like myself, there is still plenty of breathing room (if you know what I mean).

I am highly impressed by the Dakota Nubuck jacket. Blackbird have evidently paid meticulous attention to detail when designing the item and it offers everything you could want from a mid-priced, style-focussed jacket. Its

Jonothan Schofield / £279.99 / www.nevis.uk.com

Kate Chorley / £180 / www.saltflatsclothing.co.uk

2L Pro membrane’, makes it not only a two-season piece of protective clothing, but also one that could be worn in all but the most severe of weathers. The three pockets on the front of the jacket have great weather protection and the main zip has a full-length storm strip on the inside for extra protection and comfort. Four internal pockets (when the thermal lining is in place) mean that storage space for those essentials is not in short supply. With the ability to adjust the sleeve cuff width, a tight seal can be made, stopping wind and all but the heaviest of rain from making its way in.

Even movement with all the D3O® in place (other biking body armour is available), it’s not restrictive or cumbersome in any way. The stealthy way that the jacket has been constructed and tailored means that if you were in some slim-fit riding jeans and paddock boots but not carrying a helmet, it’s unlikely you’d be recognised as a motorcyclist in a crowd. There are no flashy logos or reflective panels.

I’m 5’ 10’’ tall and weigh in at a comfortable twelve-and-a-half stone and the ‘large’ fits like a glove, so the sizing is a little on the small size; I would recommend trying on for definite before you buy. I have loved wearing this jacket on many different types of machine (covered just over 1200 miles in it) and never felt unprotected or underdressed for what I have been riding.

RST LUMBERJACK TEXTILE SHIRT

SEGURA MAMBA JACKET

Dave Manning / £280 / www.bikerheadz.co.uk

Bob Pickett / £139.99 / www.rst-moto.com

This sharply-styled shirt is made from Cordura with a full Kevlar lining (extra layer on major impact areas) with CE shoulder and elbow armour and a pocket for a back protector. To me, it feels more like a lightweight jacket, with the button-down flap covering a MAX zip; a nice touch guaranteeing the front will remain closed if the worst happens.

The shirt is CE rated Level A with the shoulder and elbow armour rating Level 1. It features bonded Nylon triple stitched thread. It is generously cut, allowing room to layer up (I’ve worn base and mid-layers beneath and still been able to move unhindered). I was also pleasantly surprised to find a pair of my winter gloves could be worn over the shirt cuffs, while both my summer gloves slotted inside (the sleeves feature zips and the cuffs have poppers for ease of fitment).

There are just two external pockets, fastening via poppers and a Velcro inner pocket. Given I usually carry a minimum of bike and house keys keys, mobile phone, wallet and earplugs, this is lackiing. It could easily fe eature another couple e of larger external pockets (som mewhere to keep p the mobile wou uld be good and d I’d like to se ee a zip added to o the inner ffor additional security). But ultimately this is a shirt, not a jacket. Add a backpack or waistpack, problem solved.

high-quality finish and design makes it feel more like a jacket you would find in a fashion store rather than a practical piece of motorcycle clothing and I propose that it is excellent value for money. And now I’ve applied the recommended waterproof treatment, I’m confident I will be wearing it for years to come.

ROADSKIN MUNRO ARMOURED SHIRT

Simon Meyer / £159 / www.roadskin.co.uk

Roadskin are probably best known for their armoured jeans, but they’ve also been knocking out a range of other bike gear for years. Paying tribute to legendary salt-flat record-breaking biker Burt Munro, this stripped-back, rugged armoured shirt oozes 60s cool. But thankfully, it’s packed with modern features to ensure you’re well protected should the worst happen – including CE approved Level 2 back, shoulder and elbow armour.

There are internal pockets for your wallet and phone. The cuffs have zips and poppers, so you can easily accommodate your favourite gloves (no matter whether they’re slim or chunky). It even gets two zipped vents up front and one at the rear, along with a light mesh internal lining to help keep things cool when the weather warms up. It’ll do a decent job in the cold, too. With the vents shut, I’ve stayed plenty warm on my daily commute, even in single figures.

I’ve covered some serious miles in the jacket, and It’s holding up well. With the warmer weather (hopefully) hanging around, it’s going to be my go-to jacket for the foreseeable future. So, if you are looking for something a bit lighter this coming summer, I’d recommend giving the Roadskin a nosy.

What do you reckon to this styling? Love L it, I do. Dunno why, there’s just bout something ab ms it that scream classic cool and everydayy comfort.

Segura’s a French brand that’s been operating since 1967.

Drawing on half-acentury of er master leathe craftsmanship, eamss o of the design tea today are constantly pushing technical boundaries to innovate and offer a unique style. And so sits the Mamba, which comes with Alpha protectors in key areas, and boasts multiple pockets, a vent system, zipped cuff fastening, waist adjustment and collar extension.

It’s properly well equipped, and has adjustable CE elbow protectors; CE shoulder protectors; and a pocket for a CE back protector. The outer’s also abrasion and tear resistant, while the 100 per cent mesh fixed lining is made from recycled fibres. There are four outside and two inside pockets; a forearm pocket; wallet pocket; ventilation system; zipped cuff fastening; waist adjustments; zip and tab with snapon cuffs; and collar extension.

It’s pretty versatile, too, and you can whip out the Shelltech Super thermal lining if it’s warm outside or leave it in to stay snug in colder conditions. Oh, and the complete jacket is CE Approved, not just the armour! Pretty cool, right? It’s no surprise it’s fast become one of my favourite jackets.

34 GROUP TEST

MIDDLE ROAD? With an ever-expanding variety of mid-capacity adventure bikes to choose from, has the day of the range-topping behemoths been and gone?

GROUP TEST 35

X/Suzuki VStrom 800DE Honda XL750 Transalp/Benelli TRK702 WORDS: Dave Manning, Ross Mowbray, James Robinson PHOTOS: Gary Chapman

P

rogressively, over the last couple of decades, adventure bikes have been getting bigger and bigger – with the side comment that the new version of BMW’s best-selling GS model is actually a little less dimensionally excessive, aside from the engine capacity.

Consequently, the expanding variety of mid-range adventure bikes can be said to be a little more

manageable and affordable, while still being powerful and roomy enough to cross continents without the requirement for an onboard chiropractor.

And while bikes such as the new R1300GS are, without doubt, pushing the boundaries of technology and ability, the question will always remain: how much is too much? A lower dependence on fiscal input for the initial purchase

will certainly open up the wallet to adventures once the bike is in your ownership. And, with a spec that equals or exceeds that of much larger adventure bikes of a couple of decades ago, the trio you see here are more than capable of clocking up the miles and taking you to places new, to vistas unseen, and to meet strange folk with peculiar ways and indecipherable dialects. Which is why we went to Thetford Forest…

36 GROUP TEST

Honda XL750 Transalp WORDS: Ross Mowbray Dropped from the Honda range in 2013 following over a quarter-of-a-century of good times and solid sales, the new Transalp’s got quite the reputation to uphold. Finding favour with round-theworld explorers and daily commuters, who valued its easy-going nature and nearbulletproof build, sales only started to falter with the introduction of the first generation of bigger, badder and more powerful adventure bikes.

But the game’s changing – and with the recent revival of the middleweight market, the Transalp is back with a vengeance; and with Honda’s eye for detail, the same motor as the new Hornet, and a super-competitive price point, it has all the right stuff to take it to the increasingly stiff competition.

I was lucky enough to snag an invite to the launch of the new Transalp in sunny Portugal last year and found myself properly impressed: comfy, characterful and great handling, despite that towering 21-inch front wheel. But belting along the sun-soaked smooth Tarmac in the hills above Faro isn’t quite the same as dodging potholes on the B roads and back lanes of Lincolnshire and Norfolk when the rain’s lashing down. Would it stack up?

It’s certainly a nice place to be. Honda knows how to build a bike that works for riders of all shapes and sizes, and the Transalp has a near-perfect combination of seat, pegs and bars which makes it a pleasure to spend all day on the road. The seat’s a tall but still easy to manage 850mm high – and at 6’ 1” I could get my feet planted firmly

with no trouble. Honda’s also worked hard to keep the weight down. It tips the scales at a respectable 208kg, which helps make it a doddle to manage at low speeds and when shunting it about by hand in the wet-leaflined car park. One of the highlights is the newly-designed 755cc parallel twin motor which has been ripped pretty much straight from the nearly-new Hornet. It might ‘only’ make 91bhp at 9500rpm and kick out 55.3lbft of torque at 7250rpm but that’s more than the other two bikes on test, and it proved plenty potent for making swift progress and dispatching efficient overtakes on my run down to Thetford.

Its 10,000rpm redline (and its ties to the Hornet) might lead you to believe it’s going to be happiest chasing the revs up in the top end, and although that’s partly true, there’s a good whack of mid-range torque and smooth, progressive power down the bottom, too. That could be partly because Honda’s remapped throttle and fuel injection settings soften its response to better suit the Transalp’s less aggressive ride. There are five engine maps to play with, including one-tap-of-a-button-away Sport, Standard, Rain and Gravel modes which are each preset with different levels of traction control, engine braking, throttle response and ABS intervention. You can also take things a step further, adjusting each individually to create your own User mode.

Once you get used to the innumerable menus, it’s easy to get the Transalp set up just so.

The six-speed gearbox is slick, too, though we were treated to a brilliant aftermarket up/down quickshifter from the parts

catalogue. It’s a shame it doesn’t come as standard (same goes for the bash plate, engine bars and handguards), but Honda’s had to make some very tough decisions to keep costs down. You will have to spend a bit of cash to kit it out to the same spec as the Suzuki.

But any questions about Honda’s scrimping and saving are soon forgotten when you get going. You’d probably expect a bit of vagueness from the 21-inch front wheel and a load of dive from the long travel suspension under heavy braking, but there was none of that – just beautifully composed handling that makes you forget you’re riding an adventure bike.

Stopping is looked after by a set of Nissin two-pot calipers up front and a single at the rear. While they might not be the best in terms of performance, at no point did I feel

the need for more bite, particularly on the soaking roads of our route.

Suspension is set up extremely well, with the Transalp not unduly upset by hard braking or aggressive acceleration. It really is excellent on the road. It’s not quite so good off-road, though. But then you can’t have it all. If the dirt’s your bag, there are other more appropriate adventure bikes for you out there.

There’s a lot to like about the newest iteration of the Transalp. It’s not as well equipped as the new V-Strom 850 DE, or as cheap as the Benelli TRK 702X, but does that really matter? For plenty of riders, the newest adventure bike from Honda is going to be just right, thanks to its sub-£10,000 price tag, impeccable road manners, fantastic motor, lovely looks, and top-notch build quality.

TECH SPEC Honda XL750 Transalp

Price: £9699, plus Rally Pack £1100, Adventure Pack £755 Engine: 755cc parallel twin 4 valve per cylinder, Unicam, ride-by-wire, 270-degree crankshaft Power: 90.5bhp (67.5kW) @ 9500rpm Torque: 55.3lb-ft (75Nm) @ 7250rpm Transmission: 6 speed, chain final drive, assist/slipper clutch, optional quickshifter Frame: Steel ‘diamond’ type Suspension: (F) Showa 43mm USD SFF-CA forks with preload adjustment (R) Showa monoshock with preload adjustment Brakes: (F) Dual 310mm x 4.5mm ‘wave’ discs with axial mounted with 2 piston Nissin calipers (R) Single 256mm x 6.0mm ‘wave’ disc, singlepiston caliper Wheels/Tyres: (F) 21in (stainless steel) spoked wheel, 90/90-R21 M/C 54H (R) 18in (stainless steel) spoked wheel, 150/70-R18 M/C 70H Seat height: 850mm Weight: 208kg (kerb) Fuel tank: 16.9 litres Fuel consumption: 64.9mpg (claimed) Warranty: 2 years, unlimited mileage Contact: www.honda.co.uk

GROUP TEST 37 TECH SPEC Suzuki V-Strom 800 DE

Price: £10,699 (plus panniers and top box, £1452.98) Engine: 776cc, 270° crank parallel twin, water-cooling, DOHC 8 valves Power: 83bhp (62kW) @ 8,500rpm Torque: 57.5lb-ft (78Nm) @ 6800rpm Frame: Steel tube frame, removeable subframe Wheelbase: 1570mm Brakes: (F) 310mm discs, twin four piston Nissin calipers, (R) 260mm disc, single piston sliding caliper Transmission: 6 gears, chain final drive Suspension: (F) Adjustable Showa upside-down forks, 220mm travel, (R) Preload adjustable monoshock, 220mm travel Wheels/Tyres: (F) 21” spoked wheel, 90/90x21” Dunlop Trailmax Mixtour tyre, (R) Spoked wheel, 150/70x17” Dunlop Trailmax Mixtour tyre Seat height: 855mm Fuel capacity: 20 litres MPG: 64mpg (claimed) Weight: 230kg (wet) Warranty: 3 years Service intervals: 7500 miles Contact: www.bikes.suzuki.co.uk

Suzuki V-Strom 800 DE WORDS: James Robinson “Come and have a day riding with us,” they said. “In fact, we’ll come to yours. It’ll be a lovely day out, we’ll buy you lunch,” they promised. “It’ll be fun,” they assured. I thought of this as I huddled under the trees, out of the worst of the torrential rain but still stood, slowly sinking, in a muddy puddle, as pictures were taken of the three trailies I’d been seconded in to ride. But, still, one can’t complain – and as an old mate of mine used to say regarding doing this job for a living: “It’s always better than digging a ditch.” Albeit I’d realised I was actually standing in such a ditch, and it’d be raining just as hard if I was digging it, as riding in the rain, so nothing to complain about really. Plus, I knew where the good café was for my promised lunch. And they’d have homemade soup.

So there was certainly nothing to complain about really, which was especially true regarding ‘our’ motorcycles either. I’d been allocated – indeed, it’d even been delivered to my home, on the edge of Thetford Forest, hence the others were keen to head over this way – the Suzuki V-Strom, which I was more than happy about, having both a little history with the model and the firm’s off-roaders, too. My first-ever road-going motorcycle was a 1973 Suzuki TS125, registration CGV 102L, which I bought what’s fast approaching 30 years ago, from its owner from new, who lived across the road from my Dad. The orange TS was mint and cost £300.

Though I sold my Suzuki years ago, I’ve always had a soft spot for Suzi off-roaders, which also lead to the purchase of one that had been used in the 1965 ISDT. I sold it

on, whereupon it was restored and has subsequently starred at many classic shows.

Whether this had a bearing, I’m not sure, but the original V-Strom appealed to me from the off and I had one of the firstgeneration models, as launched in 2004, which was a fantastically capable all-round machine. It toured, it cruised, it handled as well as I needed and was quick enough for me, too. Later, I was to do quite a lot of miles on a second generation (launched 2012) which was simply a more refined version of what had gone before, although I must admit, I was a bit sad to learn that this newest generation had done away with the V-twin engine in favour of a parallel twin, just like everyone else – by which I mean all the other manufacturers in this market. One can’t but inadvertently think of the famous Life of Brian scene; the masses all chanting, in unison: “We’re all individuals.”

What makes it a bit weirder still, is that the V-Strom still has the ‘V’ bit in its name, which, so far as I’d assumed, meant it was still a V-twin. Nope, not the case, and while we’re on the subject of its name, ‘strom’ is German for ‘stream’ while I’d always for some reason assumed it was ‘storm’ and almost liked to think somebody just got the ‘r’ and ‘o’ the wrong way round on the first announcement and thought, ‘Well, we may as well go with it now.’ But, no again, it’s named after unthreatening running water, rather than aggressive weather patterns, which, for this model, is probably quite apt.

Or at least it was.

It’s grown, too. The old V-Stroms were so nice because they were of a manageable size. Like fording a small stream. Sure, the old Suzuki was a bit tubby and perhaps underpowered, but they were comfy and

possessed of the very best of manners. Soft, one might say, particularly in the early days – there were no sharp edges in either the styling nor performance.

This new incarnation, though, is all hard edges and sticky-out bits. It does look the part, absolutely, while the attention to detail and quality of finish are evident, too. It’s got a bit more storm than stream.

Meanwhile, the riding experience has been sharpened considerably, too, meaning that this incarnation of the V-Strom feels considerable steps on from its predecessors and is, in fact, a fine riding device. Actually, it’s really good fun, being possessed of agile handling, low-feeling weight and a fine, comfortable saddle. Once I’ve clambered on – and it really was a fairly undignified mounting procedure, owing to a combination of being swaddled

in wet weather gear, the big boxes and the not-inconsiderable seat height, at 33.7in/855mm – I was immediately settled, no longer feeling like it was a bigger boy’s toy than I was equipped for. On the move, it’s just good all round – smooth takeup (indeed, it’s an impressively smooth engine), comfortable control positioning and a pleasing burst of liveliness once it’s given a few revs. Dropping down a cog and accelerating hard, and a far livelier beast than any mid-sized V-Strom than I’ve ridden before is unleashed. One suspects it’d run out of ‘puff’ high up, but it feels good in the all-important mid-range.

The saddle is impressively comfy, and the screen offers a good bit of protection.

Indeed, there’s nothing to stop one heading off on an adventure on this latest incarnation from a maker of pedigree off-roaders.

38 GROUP TEST

Benelli TRK702X WORDS: Dave Manning With a distinctive look that is rather refreshing when sat alongside its competitors, the Benelli is clearly the leftfield choice when it comes to mid-range adventure bikes. Once astride the 836mm high seat – which, while having the lowest measurement, doesn’t actually feel the lowest thanks to its breadth – it appears to have a rather odd riding position that, after about half-an-hour in the seat, had me wondering if I’d be crying out for mercy within another 30 minutes, yet two hours later all was still fine. The reach to the bars is a little long, and the footpegs are surprisingly close to the seat, giving an almost race rep leg tuck, albeit with the pegs a little further forward than race bike rearsets. Naturally, this will suit some people more than others, but for my 5’ 10.5” and 32” inside leg frame, it seemed a little at odds.

The somewhat strange ergonomics are especially noticeable when swapping over to the Suzuki or Honda when, instantly, the riding position feels more comfortable.

A quick check showed that the Benelli footpegs are a good two inches higher off the ground than the other two, and if you had short enough legs to make the peg/ seat distance comfortable, then you’d not be able to reach the floor. However, after a day of about six hours’ riding (plus an hour sitting eating soup, and a couple of hours standing around during the static photographs), it was still comfortable, so

it’s only really worth mentioning because it’s different, and not because it actually brings any discomfort. You’ll know if it suits your own dimensions better by actually trying one out for size.

On our test bike, the engine and gearbox both had the feeling of still being a little tight, with barely more than 100 miles under its belt when we took delivery, and it did feel a little freer during the test. Although it’s easy to say that the 693cc power plant is ‘just the old Kawasaki ER6 lump’, it’s actually a little more developed than that, and is rather smoother and more flexible than could perhaps be expected. It’ll pull fourth gear from just over 20mph with no problem; will sit comfortably at more than legal motorway speeds (handy to know for continental sojourns that could include autobahns); and it really sounds rather nice when spun up through the gears in an enthusiastic fashion.

Talking of changing gears, the gear lever is an odd shape and you tend to push on the bend in the lever rather than the tip. But the gear lever, and the rear brake lever, are made of steel so will bend in an off-road whoopsie, rather than snap like cast aluminium components would (as an aside, all three of these bikes have steel foot controls).

The comprehensive three-piece luggage is permanently locked, which means that you’ll not accidentally leave it unlocked, but also that you can’t purposely leave it unlocked, so you have to take the keys out of the ignition each and every time you want to gain access (like having a camera for a quick snapshot, or your wallet to pay for fuel, or

spare gloves for a quick swap, etc.).

It’s irritating, and would be even more so if you wanted to leave the bike ticking over and the grips staying heated, if, of course, it actually had heated grips. This is a minor gripe of mine that affects all three – adventure bikes, sold in the UK, without heated grips? Bah… On the positive side, the screen is really good, despite the rather small size, and is certainly the best of the three here, and I’d go as far as to suggest that the Benelli offers the best weather protection overall and, furthering the TRK’s practicality, it also has a centrestand (the Japanese offerings don’t).

The digital TFT dash display is a tabletsized 5-inch in size, with the ability to not only display the usual engine functions, rider modes, etc., but also can be used to

connect to your phone via Bluetooth and convert it to a phone-directed navigation system. The TRK’s technological spec is actually a little lower than the factory had first suggested when it announced the model a couple of years ago, and there was talk of it being fitted with a forward-facing camera – apparently, this has become commonplace in Chinese home-market vehicles for use after traffic collisions and subsequent insurance claims!

But perhaps the best thing about the 702 is the price, and I’ve left that to last for a reason. It’s just a smidge over seven grand and, impressively, that also includes the three-piece ‘Benelli by Givi’ aluminium luggage that would normally cost in the region of £1200. That, ladies and gentlemen, is a bargain.

TECH SPEC Benelli TRK702X

Price: £7099 Engine: 698cc, parallel twin, water-cooling, DOHC, 8 valves.

Power: 75bhp (56kW) @ 8750rpm Torque: 50.3lb-ft (68.2Nm) @ 6250rpm Frame: Steel trellis, bolt-on steel subframe Wheelbase: 1492mm Brakes: (F) Twin 320mm discs, four piston calipers, (R) 260mm disc Transmission: 6 gears, chain final drive Suspension: (F) 50mm Marzocchi upsidedown forks, 140mm wheel travel (R) Fully adjustable monoshock, 150mm wheel travel Wheels/Tyres: (F) Steel spokes, aluminium rim wheel, 110/80x19” Pirelli Scorpion Rally STR tyre, (R) Steel spokes, aluminium rim wheel,150/70x17” Pirelli Scorpion Rally STR tyre Seat height: 836mm Fuel capacity: 20 litres MPG: n/a Weight: 235kg Warranty: 2 years Service intervals: 6000km Contact: www.unitedkingdom.benelli.com

GROUP TEST 39

There’s little doubt that, over the coming months and years, it is the two Japanese bikes that you’ll see more of on the British roads, and yet it was our experience that it was always the Benelli that caused comments amongst motorcyclists whenever it was seen, even when in the company of the Transalp and V-Strom.

While some of those comments were directed at the perceived issues around where the bike was built (and, amazingly and frustratingly, those same folk seemed to think that any bike that wasn’t built in Japan, Europe or North America was built in China… there was no concept of the colossal scale of the industry in India, for example), there was also some praise given to the TRK’s styling, and how it stood apart from what many considered to be the rather ‘vanilla’ lines of the Honda and Suzuki. Now, that’s not a derogatory comment – after all, it’s my favourite flavour of ice cream – as a motorcycle doesn’t have to be pushing the boundaries of design or technology to be a brilliant bike, it just needs to be balanced in terms of ability and price.

The spec and equipment that the TRK702X exhibits for its price is undoubtedly attractive, especially if you manage to get the deal that includes the hard luggage (which, admittedly, may have finished by the time you read this), although I feel that most potential buyers in the market will opt for a Japanese machine. Both the

Transalp and the V-Strom do feel a little more durable, a little tougher and a little more polished in operation, and while the 180° 698cc parallel twin powering the Italo-Chinese machine feels great in isolation, when ridden alongside the 270° twins in the Honda and Suzuki then it suddenly feels a little old-fashioned and out of breath. But you also need to remember that the Benelli’s powerplant has been developed by Qianjiang (the Chinese parent company) from the bare bones of Kawasaki’s own 649cc parallel twin that appeared with the ER-6 nigh on two decades ago, and that is still being used in models such as the Versys 650 and Z650, so the Benelli’s 698cc motor is most certainly not ‘old hat’.

Thanks in part to the 270° cranks in both engines, the Japanese powerplants feel more modern, and the Suzuki has more pep, cheekily popping the front wheel off the deck in first gear if you’re that way inclined, but the choice between the two will probably be decided by brand loyalty, availability, or the local dealer’s preferred stock – after all, just about every large town in the UK has either a Honda or a Suzuki dealer, or both, and how far do you have to travel to find a Benelli dealer?

But when the difference between the Benelli and the Honda and Suzuki is more than £3000, there is some serious thought needed before the final decision is made.

This sort of thing is what Motorcycle Sport and Leisure does best. Proper ‘real-world’ tests on British roads, with the aim of arming readers with all the key stuff to make an educated decision when they’re considering splashing the cash on a new ride.

Scan the code and get a copy to your door.

HEAD-TO-HEAD 41

There’s bags of choice if you’re after a stripped-back retro ride that won’t break the bank. Here’s a look at two of our favourites.

WORDS: Bob Pickett

ROYAL ENFIELD HUNTER 350

TRIUMPH SPEED 400

KEY FACTS ENGINE: 349CC SINGLE / 20.2BHP / 27NM FUEL TANK: 13 LITRES SEAT HEIGHT: 790MM WEIGHT: 181KG PRICE: £3899

KEY FACTS ENGINE: 398CC SINGLE / 39.5BHP / 37.5NM FUEL TANK: 13 LITRES SEAT HEIGHT: 790MM WEIGHT: 170KG PRICE: £4995

The Hunter is the latest bike from Enfield’s J-platform using their 350cc single. Created as a commuter/urban tool, it was designed by Harris Performance in the UK but built in India.

The Hunter is light, balanced and easy to flick around. Its 17-inch wheels, stiff frame and suspension combine for effortless direction changes. It handled most lumps, bumps and (small) holes – although a couple of times the puff was knocked out of me. Torque comes in early, launching the little Enfield from the lights. It’s brisk and perky,

The Speed 400 is Triumph’s first foray into the light-middleweight class, featuring a 398cc single cylinder engine. Designed in Hinckley, it is built in partnership with Indian manufacturer Bajaj.

The jewel in the Speed 400’s crown is it’s handling. It’s a joy.

Swooping bends are the happiest place, but even the tightest corners are dispatched with ease.

Suspension is clearly designed with Indian roads in mind; it soaked up everything I threw at it. The riding position is nicely neutral. The engine is lumpy at low speeds and

though you’ll want to work through the box to reduce vibration. Brakes won’t win prizes but they’re fine in town; on faster roads they feel a bit weak.

It’s not a motorway bike; it (just) has the speed to sit in the inside lane but it’s so light and lacking in wind protection it’s hard work. It’s not a distance bike either; after a couple of hours in the saddle I needed a break. But that is not its purpose…

In town traffic and out on the twistier stuff are where the Hunter’s handling shines. As a commuter/urban tool it has a lot to offer.

Big thanks to East London Kawasaki/Bacons Motorcycles for the loan of the Hunter and Triumph East London for the loan of the Speed 400.

the throttle is an on/off switch in the first couple of gears, but work through the slick box quickly and it all smooths out; once pushing on (up to 6000rpm) the engine is perky and overtakes are brisk.

Motorways, the engine can handle the pace but being even lighter than the Hunter, it’s very hard work.

Comfort? I could feel it after an hour, but I spent another hour in the seat without too much grumbling.

Brakes are good, progressive with proper stopping power. A roads and backroads are the Speed 400’s favoured hunting ground.

www.eastlondonkawasaki.co.uk / www.baconsmotorcycles.co.uk / www.lind.co.uk/triumph/east-london

SPOTLIGHT 43 w

BEST OF BRITISH A two stroke for the 21st century WORDS: Steve Cooper PHOTOS: Langen

There have been several attempts to recreate the magic of those hedonistic strokes from latter part of the 20th century – but most, if not all, sadly have withered on the vine. Attempting to re-engineer an older motor with modern tech and chassis hasn’t proven to be the way to go. Enter Christopher Ratcliffe of Langen with a totally different view on the task.

44 SPOTLIGHT

SPOTLIGHT 45

“The beating heart of the Langen is an intoxicating 250cc two-stroke born as a side project in the Ferrari factory,” says Chris Ratcliffe. “The first version of the V-Twin was realised in 2014 by Vincenzo Mattia as a brutal GP race engine delivering 95bhp. The patented fuel injection and ECU-controlled lubrication system have enabled Langen and Vins (the manufacturer) to develop the purebred V-Twin into a durable, controllable, engine which meets modern emissions regulations. The wellmannered power delivery allows a predictable ride with endless, addictive torque on tap.

Take the needle upwards of 9000rpm for an experience like nothing else on the road.”

Those are some serious credentials… but it gets better. The motor is definitely a V-twin but not in any of the traditional formats; the cylinders are mounted in line with the frame and face forwards. That singularly unique 250cc engine delivers around 76bhp which equates to 306bhp/litre; by comparison Ducati Panigales divvy up between 211-231. Oh, and the Langen only weighs 114 kilos against the Duke’s 193.

Key to the quarter-litre’s lightness is the use of aircraft-quality 7020T6 aluminium tubing that’s been crafted into that distinctive trellis frame allied to the used of carbon fibre for the tank and many other key components.

Yes, it has the potential to be a missile when it comes on pipe and, quite possibly, you’d expect the bike to come with uncompromising ergonomics, but no. Within the constraints of the basic blueprint, each bike is built with and around the owner. Chris again: ”We appreciate that each owner differs in size, weight and riding styles, all impacting the dynamic performance and comfort of the ride. During the build process, each bike is tailor fit to the owner with fully adjustable handlebars, custom suspension settings, spring rates and ride height. Each owner has the chance to spend time with the Langen design team and create their own version of the Two Stroke. Either choosing from a range of aftermarket options or specifying a complete new set of paint and metal finishes, each of the 100 builds are completely individual”. Under build when we visited were bikes with conventional forks; USD forks; different chassis finishes; a variety of paint schemes – one of which was a cheeky homage to a Yamaha GP bike; a choice of wheels, etc.

You want a Langen in green? No problem.

Having ridden one recently I can certainly state it is much more real-world relevant than you might expect. There’s no need to bend your knees at silly angles; no ridiculously low bars pinned near the bottom yoke; and no need to hunch up over an unpleasantly angled tank.

Fast yet easily accessible sums it up nicely.

Handling is rider-friendly, not overtly trackfocussed, but if that’s what you want the guys at Wigan are happy to oblige.

Getting an opportunity to crawl all over bikes in the factory as they were being built was akin to being a kid in a sweet shop. The level of detail is simply stunning and up close you get to see the high-end machining marks on the crank cases that differentiate the Langen from anything cast and/or mass produced. Even the carrier for the electrics package has received some serious detailing – it carries the word SHOCKING cut out on its front. The quality of the parts and materials used are high-end, the levels of finish superb. The workshops are spotless, the tools top class, and the skill levels way beyond what the modest business unit on a Wigan industrial estate might at first suggest.

Key to the Langen is all of the highly complex design work that went on behind the scenes and still does. With the aid of some stunningly complex computing software most of us would struggle to even comprehend, everything is digitally drawn, checked, measured and assessed. This is fundamental to ensuring every component delivered to the factory is fit for its intended role. With a limited production run of just one hundred machines, everything needs to be perfect in terms of material, finish and fit.

A Right First Time approach here negates any need to fettle, adjust or modify bought-in components.

Getting the legwork done ‘up front’ ensures there are no delays at the production and build stages.

It would be a brave man that ‘went it alone’ on a project like this – many who have tried that approach have unfortunately failed. The team that have worked on the 250 include people who have honed their skills

at Triumph, McLaren, BAC, Honda, etc., along with ex-Spondon people who put their expertise into that chassis. On that note, some might be surprised to see the bike doesn’t run a monoshock rear end. A pair of old-school shocks might initially come over as dated but they work well on the road and get buy-in from many would-be customers. Chris is from a biking family background and has worked at TVR cars, CCM motorcycles, as well as working in the oil and gas industry. Add together all those skills levels and knowledge bases gets you to one of the most impressive motorcycles out there.

Making a two-stroke engine that passes European emissions regulations is a huge achievement in itself. Constructing such a visually different machine in a world of apparent sameness is another. Then developing the package to be real-world relevant and, crucially, rider-friendly, takes it to another level entirely.

And that it’s designed and built in Britain today makes the entire Langen experience just that little bit more special. Only that motor and the Ohlins forks are sourced from outside the UK! Perhaps that’s why there’s an illuminated sign in the entrance lobby that reads, ‘We do things differently here.’

46 LEARNER LEGAL

Keeway RKF 125

JACK OF ALL TRADES? A funky naked that won’t break the bank.

Sounds good, right?

LEARNER LEGAL 47

TECH SPEC Keeway RKF 125

Price: £2799 Engine: 125cc 1-cylinder/4-stroke/4-valve Power: 13bhp Transmission: Manual, 6 gears Suspension: (F) Telescopic forks (R) Swingarm Brakes: (F) 260mm disc, CBS (R) Disc Wheels/Tyres: (F) 100/80-17 (R) 130/70-17 Seat height: 770mm Weight (empty): 137kg Fuel tank: 10 litres Contact: www.motogb.co.uk

WORDS: Chris Bailey I’ve recently moved down to Kent. It’s a beautiful area with a ton of diverse roads; you can be filtering past traffic down a charming high street one minute, cruising along open roads the next, and before you know it you’re whipping the bike from side to side along a string of national speed-limit twisties, with atmospheric woodland forming canopies on both sides of the road.

With such a variety of Tarmac on offer, I was on the lookout for a ride which could excel in a bunch of scenarios. The obvious solution was a naked. Versatile, agile and with enough focus to have a bit of fun, there’s no reason why you see so many out on the roads. So, when the good folks at MotoGB offered me the opportunity to test out the Keeway RKF 125cc, I jumped at the chance, and couldn’t wait to hit the roads in my new neck of the woods to see how the RKF would handle.

Keeway have had their doors open for around 25 years now, and specialise in mainly 125cc learner legal machines, of both the geared motorcycle and scooter persuasion. They say their goal is to create machines which ‘enable each rider to unlock their full potential and discover new horizons as they push themselves to new limits’. Sounds good to me. From their HQ in Hungary, Keeway have been busy creating a huge stable of machines that don’t break the bank – and they’ve actually partnered up with Benelli recently, which has allowed them to incorporate some of the Chinese-cum-Italian firm’s technology into their own machines.

The Keeway RKF 125 is a striking machine. The modern-looking and angular LED headlights immediately catch your eye, with indicator stalks popping out the side just under the handlebars and dash. Said dash is a fairly basic looking bit of kit by modern standards, but contains everything you could possibly need: gear indicator, time, speed, engine

temp, mileage, fuel... the works.

There’s a sharply-angled fuel tank which looks like it would be just as home on a sportsike, underlining the aggressive look Keeway were clearly going for. The slimline tail-light is clearly visible just under the lip of the raised pillion perch. It’s a nice combination.

The riding position deserves a standout mention as Keeway have managed to reach a golden compromise.

When you look at the RKF, it doesn’t appear small – and yet it’s compact and low enough that more vertically challenged riders can still reach the floor comfortably (my 5’2” girlfriend was thrilled with this discovery). Thankfully, when you’re on the machine itself riding, you don’t feel like it’s too small at all.

The bike makes a deep and pleasing rumble when you start it up. The engine’s part of a new generation for Keeway, the result of the aforementioned collaboration with Benelli. It’s a simple, but satisfyingly refined, single-cylinder 4 valve

multi-spark four-stroke liquid-cooled number, which kicks out a respectable 12bhp – and also features three spark plugs, which Keeway claim help to offer increased efficiency and performance.

The spec certainly reads well. And the good news is that it delivers. The bottom-end acceleration is rapid – and whilst it does slow down as you head towards the high 60s, there’s plenty of poke to make good progress, unless you’re trying to tackle a big hill.

As the bulk of my riding to this point has been in Lincolnshire, where the terrain is flat, flat and some more flat, I wasn’t quite prepared for how much a 125 would struggle with consistent uphill riding. I’d approach the bottom going 60mph, and then the speedo started quickly dropping until it stabilised at about 34mph.

That’s no fault of the bike though, as any 125 would likely struggle to hold its own.

The brakes are made up of powerful 260mm discs, which are gripped simultaneously via the CBS

(Combined Braking System) set up that’s increasinly common on more affordable learner rides. I can’t fault them at all; the rear could feel a little spongey, but the front brake (where the vast majority of our braking is done anyway) felt super-responsive, without being too snappy or sudden.

The Keeway RKF’s suspension is brought together by USD front forks and a rear monoshock. Again, I have absolutely no complaints about the suspension; it felt firm enough to give the performance that its sport design is clearly alluding to, but at the same time I found that I was travelling over rougher terrain with no problems at all.

The rider position, the engine, the brakes and the suspension… they all comes together in the handling. And boy do they come together. Everything about riding the RKF feels responsive.

It feels perfectly happy to tootle along at barely more than walking pace when you’re slowly picking your way through a busy part of the town and yet, as soon as the road clears up and you have some room to gallop, you can open up the throttle and feel completely at home. The cornering was a dream, too, as the RKF feels heavy and grounded at pace, while still feeling light and agile enough that leaning it from side to side comes naturally.

Learner bikes can often be let down by a poor headlight, but when it comes to night riding, the full beam does a really admirable job. It lights up a big patch of the road ahead and your wider surroundings, too. The dipped beam didn’t quite perform so well, though. The gound right in front of the bike was very bright, but anything further away was dimmer than I’ve experienced on other machines.

All in all, I absolutely loved my time on the Keeway RKF, to the point where I had to plead with the people at MotoGB to let me hold on to the bike for a few more weeks. That says a lot, I reckon. If you’re looking for a machine which both looks great and also performs admirably in a ton of different situations, then this could very well be the naked for you.

The price has also recently been reduced to just £2799, making it a very competitive price for such a capable and confidence-inspiring machine.

48 FROM THE ARCHIVE

AN UNUSUAL VIEW The Ramsey Hairpin on the Isle of Man’s infamous Mountain Course looked a little different in 1932

With the Isle of Man TT wrapped up for another year, we’ve been digging around in our vault for some images of the Mountain Course in years gone by. Here’s one of the famous Ramsey Hairpin from a different perspective. Off in the distance is the town of Ramsey and its harbour, giving an idea of the spectacular location that the Manx isle afforded – and still affords – for the motorcycle racing.

This snap’s from early on in the 1932 Junior race, depicting number 29 Jimmie Guthrie, Norton, leading 27 Stanley ‘Ginger’ Wood, on the number 27 Norton, with third,

Frank Longman’s Excelsior. The race didn’t perhaps turn out quite as expected as, unusually, the Nortons started to fail, one after another. The whole success of the Bracebridge Street concern was really that its models rarely faltered – though the 1932 Junior proved a bit of an exception to the rule, as only one finished. Crucially though, the one which endured was that ridden

by Stanley Woods, who, after taking the lead from the get-go, simply stayed there, heading every lap to win at 77.16mph, in 3hrs 25mins 25secs, over the distance of 264 miles, 300 yards. Woods’ winning speed was 2mph faster than the fastest lap in the 1931 Junior race. Impressive stuff. It was Woods’ first win at the TT since the 1926 Senior race.

And what of the men in our picture? Well, none of them recorded a finish, with Guthrie retiring in the pits at the end of the fourth lap, after he had crashed at Creg-ny-Baa when in third place, it being reported ‘…[he] had his machine slide away beneath him when rounding the Craig at rather too an ambitious an angle.’ He remounted, but retired. Ginger Wood bailed out after hitting the bank at Hillberry on the fourth lap and then, finally, veteran Longman (winner of the 1928 250cc Lightweight TT, on an OK Supreme) stopping at the pits on lap six, out of time after a race of troubles. Tragically, Longman was to be killed during the 1933 TT races, crashing at Glentramman Corner on the works 250cc Excelsior Mechanical Marvel, dying in hospital as a result of his injuries, aged just 39 years.

THE INSIDE LINE 49

E FROM THE ARCHIV

OZZIE RULES The story of top racer and technical supremo Kel Carruthers

Words: Steve Cooper Photo: Mortons Media Archive As our series cataloguing Yamaha’s struggles for the premier title rolls over into the 1990s it would remiss in the extreme not to mention one the most influential people involved. Australian Kel Carruthers had come from a background of motorcycles; his father was a sidecar racer who also ran a bike shop. Starting riding at 10 with his first race at 12, the man who would become Yamaha’s technical wizard had begun early.

At aged 28 he was Australia’s top racer and in the early 60s he’d won 125cc, 250cc, 350cc and 500cc national championships, riding everything from a Manx Norton to a Honda R161. The last one was a

replica of the firm’s four-cylinder GP bike and entrusted to Carruthers by Honda!

Moving to Europe, Kel had ridden a variety of bikes on innumerable tracks before becoming 250cc World Champion in 1969 on a factory Benelli four-cylinder machine. With the Isle of Man then a World Championship round, the man from Down Under also managed to win Lightweight TT aboard the Italian machine in the process.

Moving to the USA, Carruthers formed a working relationship with Don Vesco using his dynamometer to learn about two-stroke power development. He applied this hard-earned knowledge to the TD/TR 250s and 350s of the period before winning the U.S. AMA 250cc title, then giving Yamaha its first-ever big class win by beating all the 750cc four-strokes

at Road Atlanta on the light 350cc twin!

It was too great an opportunity for the Japanese firm and they signed Kel up to race for them and mentor a young Kenny Roberts.

Swiftly promoted to manager of the USA Yamaha team, the Ozzie genius soon found himself immersed in the TZ500s and TZ750, not only making them go faster, but also improving their handling.

The latter he did in Japan with the race R&D team looking on in apparent wonderment.

Being a gifted and intuitive engineer, Kel Carruthers would go on to totally redesign the exhaust system for Giacomo Agostini’s Yamaha that had previously launched its own expansion chambers. The revised system became the factory race team’s norm from that point on.

And it wasn’t just on Tarmac that the hugely popular engineer/rider excelled.

Unable to make a serious impact on the tremendously important and influential flat track, Yamaha commissioned a chassis to be built around the infamous TZ750 race bike motor. Roberts famously won the AMA’s Indy Mile in 1975 with Carruthers as the builder and tuner. Forward thinking, amiable and, crucially, hugely successful, Yamaha’s top man Kel would remain key to Yamaha’s ongoing success.

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)

WANT YOUR FIX OF JAPANESE CLASSICS? THEN YOU NEED...

6 issues for £25*

*Followed by £25 every six months

Visit www.classicmagazines.co.uk/cmm296 Call: 01507 529529 and quote: CMM296

Expiry: 31/12/24 *UK only offer

50 ROUTES

THE SADDLESORE

1000

I

ron Butt Rallies in the USA are the thing of legend. The most determined riders clock up a remarkable 1000 miles a day for 11 days straight. Sounds like one hell of an achievement, right?

But what if you want to test yourself without the expense of jetting across the Atlantic? How about the UK’s own Saddle Sore 1000?

It’s not quite as extreme as the Iron Butt, but it’s still a big old day on the bike that’ll see you covering 1000 miles in the space of 24 hours. Chris Cox has been in touch to tell us what’s what after tackling it back in January this year.

WORDS: Chris Cox Planning is key. I’d checked for road closures, fuel station opening hours, facilities at service stations. I’d also sorted out my heated jacket and socks; packed the top box with water and snacks. And I’d put aside my Noco Boost Jump Pack, having noticed that my battery was getting a little tired and was struggling to start the bike.

Roll on the morning and the bike started, no questions asked. I decided I’d leave the jump pack at home. What’s the worst that could happen?

First stop: fuel. I filled up, got a photo of the receipt next to the odometer, and was ready to hit the road by 8.30am. So I’m all set – ready to hit the road with excitement and anticipation coursing through my veins. I press the start button… and nothing. Not enough in the battery to turn it over.

After some cursing, I rang home to my pit crew.

“Mrs. C., can you go in the garage and grab the Noco Boost please?”

After a little searching and me badly explaining what it looked like and where I was sure I’d left it, she found it somewhere else. I did say it was in the garage…

While waiting, I decided to ring the local dealership to see if they had a new battery in stock. Good news. One left. I asked them to put my name on it and not to let it out of their sight.

Mrs. C. arrived and with the jump pack connected the bike fired into life. The day was not lost. I left the bike running as I put the battery cover back on, stowed the jump pack in the top box, got dressed, and away I went to get the new battery. Don’t stall it, don’t stall it.

Over to the dealers, quick battery change on the forecourt, and over an hour later than planned I’m back at my starting point going through the same routine of photographing the receipt before hitting the road.

My first stop was Morrisons fuel station, Berwick-upon-Tweed. Top up the tank and get back on the road north before swinging into a lay-by just before the Scottish border for a breather.

Next stop, Bellshill service station. A quick stop

to get a coffee and the important receipt. The M8 seemed busy for the time of day and the sun was getting low which made riding and filtering tricky. I wanted to hit the M74 at East Kilbride heading south while there was still daylight. I’d ridden that stretch of motorway many times and the views could be amazing.

Onwards to Todhills on the M6. Fill up the tank again and then on to Knutsford where I had a ‘proper’ stop; a coffee, some food and a chat with a chap who was into his bikes and knew about the Iron Butt Association.

My original plan was to head down the M5 and join the M4 at Bristol, but I knew the interchange was shut so instead I headed down the M50 to Newport. Another stop there before crossing over the River Severn with my sight set on Claket Lane and then Leigh Delamere services.

Back on to the M4 I go. Up ahead I notice the traffic’s come to a halt. I filtered as far forward as I could, stopping about 40 cars back from where the authorities had stopped the traffic. All I could see was the many blue flashing lights.

Something major had happened and after an hour I’m starting to doubt my chances of completing my first Saddle Sore 1000.

By this time I’m getting cold. The heated jacket and socks get power from the bike battery and I’d turned the engine off – and in fear of another flat battery had turned the clothing off, too. I sat chatting to a lorry driver putting the world to rights and finally the traffic began to move. I started the bike up, reconnected the jacket and everyone started their own engines, only to see a handful of cars get through before the road was shut again. Thankfully, it was only another 10 minutes before the road was properly opened up.

It turned out to be a collision between a van and a car, with the car on its side. Hopefully everyone was okay. All this in a 40mph contraflow.

I’d like to think I have reasonable knowledge of our country’s roads, but getting to the M25 from the M4 via the A329(M) and Bracknell, I was glad to have the sat-nav. I arrived at Claket Lane services and became really cold. It was showing minus two on the bike’s screen and I needed to get going as soon as possible so the heated clothing was back on and keeping me warm.

ROUTES 51

IT’S GOOD TO SHARE If you’ve been on an adventure and fancy stringing a few sentences together and sharing your experience with the readers of MoreBikes, we’d love to hear from you. No matter whether your trip was big or small, at home or far away, we’ll be interested. If you want to know more about what’s involved, fire over an email to rmowbray@mortons.co.uk

It soon warmed up though, and by the time I was at the Dartford Crossing the dash was showing a toasty seven degrees. From here I headed up the A12 and picked up the A14 and the A11 to Norwich. Back in familiar territory now. I stopped at the services on the Norwich bypass and the kind attendant opened up the shop so I could use the facilities, get a coffee and some food. It’s now around 6am and although I feel wide awake, I’ve been on the go for 24 hours.

Heading for King’s Lynn along the A47, suddenly I start to feel really tired. I pull into a lay-by and sit there astride the bike. I get off the bike, have a drink of water and walk along the lay-by and I’m right as rain. Off I go again.

Within two miles I managed to dodge two deer

running across the road in front of me as my headlight reflected back from their eyes. My eyes are like saucers now and the adrenalin is pumping!

I made it to King’s Lynn services and bought my good lady wife a bar of chocolate to say thank you for coming to my aid the day before.

It was a good excuse to grab another receipt. I’d made it back to where I’d started and collected the all-important last receipt. 1070 miles in 21 hours 30 minutes. Not bad, right?

Back home and recovered, I collated all the evidence and sent it off for verification.

Within a few days I’d had an email saying Congratulations. I’d done it. Now I’m on with planning the next jaunt. Maybe the four corners, who knows…

CLASSIFIEDS ACCESSORIES

TYRES

BIKER FRIENDLY

WEB WATCH

MOT AND SERVICING

SUSPENSION

Selling your bike is

Classified FREE for private readers

For Sale

BMW R850R, 2001, excellent condition, low mileage, owned 22 years, swapping for a new BMW, MoT mid June, 2 keys, panniers, heated grips, handguards, luggage rack, windshield, cylinder head protectors all BMW, all receipts and original handbooks, all works, £2000 Tel. 07825 611263. Tiverton. Email. es0mda1@gmail.com BMW F650 Funduro, will be sold with 12 months MoT, £1400.

Cornwall Email. sean.c.gill@ gmail.com BMW K750S, 750cc, 1988, V5C, on Sorn, red, low miles, very nice, collector motorcycle, call for more information, £2500.

Tel. 01691 831139.

BMW C400GT, 2019, genuine 6999 miles, gloss black, superb condition, excellent tyres, fsh, garaged, SE model excellent maxi scooter, new BMW scooter forces sale, new MoT, £4599.

Tel. 07784 499299. Yorks.

BSA C15, 1967, owned bike 25 years ex-police built as normal bike, black, complete rebuild, engine rebuilt, wheels chromed new tyres, new seat, new exhaust, V5, £3500 Tel. 07748 726102. Email. Brian_ churches2@hotmail.co.uk

DUCATI Multistrada 950, 2017, red, first reg 26/06/17, really looked after, in immaculate condition, bought last September with 4118 miles on clock, full service history, MoT until August 2024, £7990. Bradford. Tel. 07836 298501. Email. rach. hodgkinson.rh@gmail.com

HARLEY-DAVIDSON Sportster 883, 2002 XLH, vgc, genuine Harley chrome pack, perfect runner, dry use only, MoT, comes with original Dual seat and Harley backrest, £3150 Tel. 07724 019905. Hull. Email. johnturner8mlsn@yahoo.co.uk

HONDA 400/4 RC162 tribute, 1978, built as faithful replica using only quality components, Motoforza race fairing, Swarbrick race pipes, Avon road riders, Borrani rim etc, many extras available Tel. Mark 07739 753973.

HONDA Silverwing, 600 twin, twist & go, 20,000 miles, one owner, many extras, £1900. Also Honda 400-4 rebuilt, lots of work done, must be seen, £4000 lots of spares including engine Tel. 07905 796557. Northants.

HONDA CX500C, 1980, unfinished, 27,286 miles, V5C, Sorn, workshop manual, new front Avon rear brakes, front mudguard, air filter, half fairing, rebuild magazine article, needs pipes, calipers, wiring, etc Tel. 01298 687250. Staffs.

HONDA CRF300L, red, 2021, 21 plate, 4800 miles, new MoT, handguards, expensive bashplate, tailback, otherwise standard bike, only road use, vgc, owned by me from new, all keys books tool kit, £3950. Tel. 07873 145009. Gloucestershire.

Email. jaffs1@hotmail.co.uk HONDA SH300 scooter, 2007, metallic red, matching top box and touring screen, vgc, no rust or broken bodywork, MoT, 29k miles, £995. Tel. 01246 200842; 07935 175649. Derbyshire.

Email. neale.oldfield@gmail.com

HONDA CB500S, 2001, 26,000 miles, good condition, garage, new tyres, battery, brake pads, chain heated/grips, on Sorn, bike too heavy for me exchange for a lighter bike, 175cc or 200cc or a good 125cc, sell £1700 ono Tel. 01843 295518. Kent.

HONDA CMX Rebel 500, excellent condition, two owners, low mileage 5000, kept in a garage and only ridden on sunny days, extras on bike: dark screen and front wheel cover extender, full service history, any questions please ask, £4400. Herts Email. litsa.m@hotmail.co.uk

KAWASAKI Z1000SX, 2018, 1043cc sport tourer, 7445 miles, tested to September 2024, garaged and dry weather ridden, good condition, £6450.

Lincs. Email. philhomeport2@ gmail.com

KAWASAKI Versys X 300, ABS, 2018, 9200 miles, supplied to me new in 1028, FSH, last service March 2024, MoT March 2025, includes top box, panniers, centre stand and heated grips, worth £800, A2 licence compliant, vgc, always garaged, 9200 miles, £3200 Tel. 014896 02679. Southampton.

Email. p.ramswell@ntlworld.com

NORTON Dominator 99, 1960, Slimline, 600cc twin, silver/ black, matching numbers, original registration, Buff logbook, V5C, new silencers, 12V electrics, re-wound competition magneto, Avons, photos available of this superb classic bike, free delivery, £5750 Tel. 01723 372219. Yorkshire.

NORTON Atlas, 1965, red/black, matching numbers, chrome mudguards, primary and rear chaincase, electronic ignition, new battery, twin clocks, t/l/s brake, workshop manual, V5C, photos available, ready to ride, free delivery, £5950 Tel. 01723 372219. Yorkshire.

ROYAL ENFIELD Classic 350, Halcyon green, reg’d Aug 2023, warranty till Aug 2026, only done genuine 60 miles since purchase barely used, big saving on dealer prices, buyer to collect, £2800 no offers, cash only Tel. 01513 345927. Email. slaveman2009@ hotmail.co.uk

ROYAL ENFIELD Continental GT535, 2015, red, 11 months MoT, low mileage at only 3682 miles from new, one previous owner, vgc, just a couple of marks, book pack and two keys, Oxford heated grips and adjustable levers fitted, £2795 Tel. 07773 170710. Scarborough.

Email. danf76@msn.com

KAWASAKI Zepher, 1992, good condition, private plate, painted Z1900 colours, MoT, new exhaust, £1650 poss p/x Tel. 07395 910839. Norfolk.

MATCHLESS G3LS, 1955, red/ black paintwork, excellently presented, this 350cc single cylinder must be one of the best available, photos, previous long term ownership, offered from private collection, free delivery arranged, £3950 Tel. 01723 372219. Yorkshire.

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

OXFORD P50 panniers, 50 litre capacity with removable inner waterproof liners, will fit most bikes, only used three times, will post for £10, £60 Tel. 07816 268885. Cardiff Email. njellings@gmail.com TRIUMPH Tiger 800, 2011, Tiger XA with XC panels, custom paintwork inspired by Meriden Tiger Trail, vgc, crash bars, sump bash plate, hugger, center stand, Givi Monokey adaptor plate, dry use only, service history, 7150 miles, 2 owners, MoT Sept 2024, £4750 Tel. 07947 566494.

Email. graemebyard@gmail.com

YAMAHA XVS1300, 2008, Midnight Star dark red, powered by a potent 1300cc engine this bike delivers smooth and responsive performance, comes equipped with genuine Star leather saddlebags and a tall screen, sissy bar back rest, £4750 Tel. 07818 060957. Brierley Hill. Email. grahambonehill@aol.co.uk

Parts For Sale

ROYAL ENFIELD Himalayan, great bike, part service, V5, full MoT, top box, two keys, owners manual, full MoT, please feel free to ask any questions, £2150 Tel. 07772 797112. Email.

Squida225@hotmail.com ROYAL ENFIELD Himalayan Scram, 2022, spares, engine guard, horn, front mudguard, rear grab rail, front pads, new engine sprocket, £60 the lot, buyer collects Tel. 01242 581322. Cheltenham.

TRIUMPH Trident 900, 1993, totally original bike, only 14,000 miles and lovely condition, new MoT and battery, lots of history, must be seen, it’s too big for me now, owned 8 years, £1950 Tel. 07895 412584. Beds Email. david.beard2@btinternet.com YAMAHA YBR125, 2013, only 4200 miles, beautiful black paint, vgc, MoT, Sorn, L/plates, phone pouch, £2200. Tel. 07415 655100. County Durham. Email. gmewton@gmail.com

CHROME headlight bucket Triumph Thunderbird 900, 7” diameter, mint, £80 + £5 postage.

Also black rear brake cover, £35 + £5 postage, mint, new boxed chrome sprocket cover, Thunderbird 900, £400 + £7 postage Tel. 07434 513161. Lancs.

HONDA CG125ES, 2005, engine, wheels, forks, etc, £200. Tel. 07790 808058. Huddersfield.

HONDA CBF1000, 2006, front and rear seat OE, excellent, £120 + £7 postage. Also rear section silencers, small dent to narrow pipe, underneath otherwise excellent condition, £750 + £15 postage Tel. 07434 513161.

Lancs

Wanted

WANTED late 343cc BSA B40G complete engine for an off roader project Tel. David 07536 002647.

Email. thehubbards1954@ hotmail.com

Miscellaneous GIVI Maxia Top Box plus Kappa panniers, complete with rack and all fixings, suit Suzuki GSF 1250/650 2007/2016, £45. Tel. 07977 991624. Cumbria.

LEATHER suede jacket with tassels, medium, hardly used £30. WTD jackets Belstaff Trailmaster, D Lewis Lightning, 1960-70s 38-40”. T-shirts here, Assen TT, MP-ASU, AGV helmets, etc, 1960-70 logos Tel. 01277 200530.

MV hat ‘98 Rally Italy, rare £20. 750S Minicamp, new boxed, £175. Large collection mag articles swap for aircraft magazines badges bikes, TT, GP’s, £5 each. Google hub, new boxed, £105. Astro A1 cordless tyre pump new boxed £35, sell/ swap for AF/engineers tools Tel. 01277 200530.

SUZUKI SU650, 99 to 08 Haynes manual, 3912, excellent condition, £10. Biker Tours & Bikers Britain by Simon Weir, both excellent condition, £10 each will post at cost Tel. 07874 840347. Tameside.

VINCENT books, MPH mags, badges, DVD’s, large collection mag and club articles, classic and race books, mags, articles, badges, sell/swap for anything Curtiss and Aircraft mags, Sheene T-shirt, poster, book all new, £30. MBA125 owner/ spares manuals 2 x £20. Bill Lomas signed ‘85 + ‘81 Tel. 01277 200530.