August 2023 issue of MoreBikes

Bringing YOU the BEST of biking for FREE

RETRO ROADSTERS

VS Which one would you choose?

PEAKS BLINDER Top riding in the Peak District

LIFESAVER Why you should do Biker Down

SEVENTIES The COOL need to know about Honda’s CB550

NEWS 3

INSIDE THIS MONTH ST 2023 AUGU

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CRUISING FOR A BRUISING

BEAST FROM BOLOGNA

We take Ducati’s Multistrada V4 Rally for a quick blast

Why BMW’s new R18 Roctane is its best version yet

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18

SAVE SOME DOSH A look at LS2’s beginners kit bundle

BIKER BREKKIES

The Ace Cafe is still one of the coolest haunts around

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POCKET ROCKET Could the Sinnis GPX 125 be the coolest learner legal ride on the market?

A nod from the Editor

rmowbray@mortons.co.uk

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

There’re plenty of bikes to choose if that’s what floats your boat – and I’ve ridden a whole host of the current crop, including Ducati’s Monster, Yamaha’s

by working together with Chinese firm CFMOTO, who will be building and badging the bike on KTM’s behalf.

First impressions are good. The motor’s brilliant, the chassis great, and it’s pretty comfortable, too. In truth, it’s much better than I thought it would be, and I can’t wait to rack up some more miles through the summer months. If you’re interested to hear more of my thoughts on the new-but-old KTM, sit tight for some full reports in future issues. In the meantime, ride safe.

Editor

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

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Advertising Simon Meyer 01507 529310 Advertising deadline for September issue August 3, 2023 Sales and Distribution Manager Carl Smith Editorial design Fran Lovely/Tracey Markham Marketing Manager Charlotte Park Publishing Director Dan Savage Commercial Director Nigel Hole Email editorial@morebikes.co.uk Customer services number 01507 529529 Production Editor Mike Cowton Telephone lines are open Monday-Friday Group Advertising Manager Sue Keily 8.30am-5pm

MT-09, Triumph’s Street Triple and KTM’s 890 Duke. They’re all good in their own slightly unique way, with enough variety in price, performance and styling to suit a whole range of riders. There are also a couple of new bikes, in Suzuki’s GSX-8S and Honda’s Hornet, which have received favourable reviews, though I’ve not had the chance to put them to the test just yet.

There is another option, though. KTM’s 790 Duke has just made a comeback – and I’ve got my hands on one for a few months. It’s quite an interesting bike.

KTM’s managed to keep costs down Call 01507 529529 or visit classicmagazines.co.uk/MB10 or email subscriptions@mortons.co.uk MoreBikes is published monthly by Mortons Media Group Ltd and printed by Mortons Print.

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4 NEWS

Triumph’s NEW Speed 400 and Scrambler 400 X The British firm has revealed two all-new models which are set to join the range later this year.

That’s right. We’ve been talking about it for years, but Triumph has finally revealed its new A2-licence offering. And there’s not one, but two, to choose from.

There was speculation that the Hinkleybased firm wouldn’t sell them in the UK, instead focusing on making waves in markets where sub-500cc bikes make up the bulk of sales. But we’re chuffed to here that we’re going to have access to the two funky, retrostyled bikes on British shores.

They certainly look the part, with the Speed 400 aping Triumph’s massively successful range of Bonnevilles (with the most obvious comparison between its Speed Twin 900 and 1200), and the Scrambler 400 X does much the same (though with design cues from the Scrambler 900 and 1200). There’re a few colours to choose from, too, with the Speed 400 available in Carnival Red, Caspian Blue and Phantom Black, and the Scrambler 400 X coming in either Matt Khaki Green and Fusion White, Carnival Red and Phantom Black, or Phantom Black and Silver Ice. But the big news is that Triumph’s

developed an all-new fuel-injected, liquid-cooled 398cc single-cylinder engine to power them. It’s not the most groundbreaking thing in the world, but it should offer all that’s needed to help the two new bikes stand up to the competition. Talking numbers, it kicks out 39.4bhp and offers 27.6lb-ft of peak torque.

Both models also benefit from their own model-specific chassis set up, with a new frame, bolt-on rear subframe and cast-aluminium swingarm paired with suspension set ups tailored to each. More specifically, the Speed 400 features 43mm big-piston upside-down front forks, a monoshock rear suspension unit with external reservoir, lightweight 17-inch wheels and roadster-specific

geometry. In turn, the Scrambler 400 X offers a slightly longer wheelbase, longer travel suspension, a larger 19-inch front wheel and wider handlebars. There’s also a larger cast steel brake pedal and high-grip foot pegs, which are positioned lower and wider (to help make it more comfortable for riders who fancy getting up on the pegs and hitting the rough stuff ).

There’re also plenty of mod cons on both bikes, including ride-by-wire throttles, Traction Control, dual-channel ABS (which is switchable on Scrambler 400 X), and a

torque-assist clutch. Not bad for a pair of more budget-focused bikes.

Well, that’s what we’re assuming there are – because Triumph’s actually not announced the prices yet. All it has said is that they’ll be ‘competitively priced’. We shouldn’t have to wait too much longer to find out though, as both models will launch in India starting soon (before going on sale here at the end of the year).

NEWS 5

CFMOTO 800NK hits the UK next month First appearing late last year as the NK-C22 concept bike, the production model CFMOTO 800NK is finally on its way.

Sporting aggressive naked-bike styling and an impressive list of standard equipment, the CFMOTO 800NK looks poised to tempt people away from the established competition.

The middleweight naked bike market is booming at the moment – with the new Honda Hornet and Suzuki GSX8S joining Yamaha’s MT-07, KTM’s 790 Duke and Triumph’s Trident (to name just a few). But there’s another one that should be on your radar.

Based on the KTM 790 Duke (a bike which CFMOTO’s actually building for KTM already), the new CFMOTO 800NK is powered by a 95hp, 799cc paralleltwin DOHC engine which delivers a healthy 58lb-ft of torque at 8,000rpm.

That’s plenty to be going on with – and it’s much the same as the competition.

There’s plenty of other good stuff, too, including 43mm fully adjustable KYB upside-down forks; a rear shock absorber paired with a lightweight chromoly-steel-tube frame; aluminumalloy wheels; and MAXXIS rubber. Plus, there’s ABS-assisted J.Juan radialmounted four-piston front brake calipers with 320mm discs for stopping. There’s even a slipper clutch, cruise control, and three riding modes to flick between (Sport, Street and Rain).

There’s also a slightly higher-spec ADVANCED model, which offers a larger 8-inch TFT display with Apple CarPlay functionality, a quickshifter and a steering damper. Not bad at all.

Available in the UK this month starting from £6999, it’s surely welll worth a gander if you’re in the market for a new sporty roadster that’s a little bit different.

6 NEWS

ALPINESTARS SUPERTECH R10 REVEALED The iconic firm has created its first ever full face road helmet Alpinestars is mixing things up and putting its extensive expertise of creating top-quality protective kit to good use, creating a brand-new full face helmet for the road and racetrack.

It might have taken 60 years to get round to it, but the Italian firm has decided it’s a good a time as any to take it to some of the biggest names in the game, with a new high specification helmet.

The Supertech R10 is packed with top-notch features which should help it provide some of the best protection, aerodynamics, ventilation, vision and comfort on the market.

That should come as no great surprise, though, as Alpinestars has long been one of the safest pair of hands when it comes to kitting yourself out.

It’s homologated to the new ECE 22.06, DOT and FIM standards, and it’s built of carbon fibre. But how did it come

SCREAMING SINGLE KTM’s just revealed its latest race-ready 450 SMR – and it looks brilliant.

Time and time again the Austrian factory has proved it knows what it’s doing when it comes to creating seriously capable lightweight racers – and its new KTM 450 SMR Supermoto is no different.

Lukas Höllbacher took his KTM 450 SMR to the 2022 AMA Supermoto title (and came pretty damn close to claiming the FIM World Championship crown, too). And the latest model promises to be even better yet, thanks to feedback from the man himself.

One of the best things about it, is its 449.9cc single-cylinder four-stroke engine which kicks out a respectable 63hp (and for 2024, KTM has even managed to extend the amount of time you can go between services).

The chassis is pretty cool, too. The frame is hydro-formed, laser-cut and robot-welded, while the reinforced aluminum subframe was created by using computational dynamic studies.

Suspension comes in the form

of some 48mm WP XACT split front forks with quick access adjusters for compression and rebound, and there’s compression and rebound adjustable WP XACT shock at the rear.

Stopping is taken care of by some Brembo brakes. There’s a 4-piston radial caliper grabbing a 310mm disc at the front, and a single piston unit with a 220mm disc at the rear.

There’re loads of other nice touches, including two selectable engine maps, launch control, traction control and a quickshifter. Oh, and there’s some proper Metzeler Racetec SM K1 Supermoto rubber on lightweight ALPINA alloy rims.

Of course, all that kit comes at a price, and the 2024 KTM 450 SMR will set you back £11,249.

That’s a lot of cash for a 450, but when you consider you’re essentially buying a championship-winning machine, it all makes sense.

to fruition? Well, it’s actually been five years in the making. With help from MotoGP racer Andrea Dovizioso, the lads and lasses who look after research and development for Alpinestars started pretty much from scratch to create a brandnew lid (aside from a few stolen bits of technology from its much-loved, highlyrated, motocross lids).

Getting to the nitty gritty, the S-R10 has a rigid composite structure made up of four layers: a carbon outer layer, a carbon composite layer, an aramid fibre layer and a fibreglass layer. Inside there’s a clever eight-part EPS liner, which works to reduce rotational acceleration to a rider’s head should the worst happen and you end up having a smash. There are cheek pads with an emergency release system, and a double-D ring secured helmet strap.

The team has also taken the time to make sure it’s as aerodynamic as possible, with

its teardrop shape the result of many hours of simulations and wind tunnel sessions.

Taking things further still, there’s a choice of two interchangeable rear spoilers which suit different types of riding. The short one is for the road, and the longer one is for when you’re out on track (or more specifically when you're wearing one-piece leathers with a hump), which Alpinestars reckons reduces drag by as much as 4.45%. It might not sound like a lot, but when you’re racing at the highest level, it all counts – and a fraction of a second advantage could make all the difference.

If you're keen, there’re 200 limitededition models set for release next year before the full production version goes on sale. Sadly, there’s no news on pricing just yet, but considering the amount of time, effort and technology that’s gone into it, we’re expecting a fairly hefty price tag.

NEWS 7

AT A GLANCE: FANTIC CABALLERO 700 SCRAMBLER

Fantic is upping the stakes with its newest retro-inspired scrambler. Meet the Caballero 700.

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1. ELECTRONICS

The Caballero may take inspiration from the firm’s heyday in the mid-1970s, but it also embraces today’s technologies. With the fitment of an inertial measurement unit (IMU), it’s the first Fantic to offer cornering ABS and traction control. As well it offers three riding modes, where the bike’s performance is matched to the environment, these being Street, Offroad and Custom – the latter allowing the rider to create his own preference on ABS and traction control, including complete deactivation.

2

2. ENGINE

Yes, it’s Yamaha’s impressive CP2 unit that’s scored so much praise when powering a whole range of machines, from Yamaha’s ultra-successful Ténéré 700 adventure model through to roadster variants like the MT-07 and XSR 700.

Only it’s not just a matter of plug and play. For the Caballero 700, Fantic has spent over two-and-a-half years in developing this model and tailoring the engine unit to this new application.

3.WHEELS

5

5. CHASSIS

The frame is entirely of Fantic’s design. It uses the engine as a stressed member, creating a framework for the front suspension ahead of the engine and subframe to support the seat and exhaust to the rear, while the swingarm attaches via engine plates attached to the rear of the engine. Lightweight and minimalist, this clever frame does much to help the Caballero reach its kerb weight of just 175kg (13 kilos lighter than the XSR 700).

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4 3

Wheels are lightweight wire-spoke numbers with a 19” front and 17” rear wheel, and come shod with Pirelli Scorpion Rally STR tyres, which have an excellent reputation as road and trail tyres.

4. BRAKES

The brakes are from Brembo. Thanks to the 700’s light weight, a single 330mm disc with radial-mounted four-piston caliper provides power enough for the front brake while helping to contribute to the superb handling on account of reducing the unsprung weight and equally reducing steering inertia. The rear brake is a 240mm disc with twin-piston caliper.

6. SUSPENSION

Front and rear suspension is by Marzocchi, with a 45mm upside-down fork and preload-adjustable shock, both developed with settings to create a firm yet plush ride throughout the 150mm of suspension travel.

TECH SPEC CABALLERO 700 SCRAMBLER

Price: £9699 Engine: 689cc liquid-cooled eight valve, two-cylinder, four-stroke Power: 74hp at 9000rpm Torque: 70Nm at 6500rpm Frame: CrMo steel single-frame Suspension: (F) VRM-Marzocchi 45mm upsidedown with 150mm travel (R) VRM-Marzocchi monoshock with preload adjustment and 150mm travel Wheels/Tyres: Spoked with aluminium rims / Pirelli Scorpion Rally STR (F) 110/80 R19 (R) 150/70 R17 Brakes: (F) 330mm floating front disc, Brembo 32 four-piston radial caliper (R) 245mm rear disc, Brembo caliper Seat height: 830mm Weight: 175kg (without fuel) Fuel capacity: 14 litres

8 NEWS

TESTED: Schuberth E2 Adventure Helmet From £569.99 / www.bikerheadz.co.uk / Charlie Oakman

Schuberth announced the ‘all-new E2 Flip-Front Adventure Helmet’ at the end of last year, which coincided with my discipline change from a regular sport to adventure ride, and having worn the excellent Schuberth C3, C4 and C5, I was keen to get my hands on it.

Unsurprisingly, the E2 replaces the E1, a helmet that I understand had been welcomed and much celebrated by the adventure market, and although not qualified to give a back-toback review on these upgrades having never worn the E1, I know the Schuberth quality that reversed my thinking, having been a flip-front, drop-down visor and internal comms sceptic in the past.

Having had such a success with the E1 when it launched in 2018, it was time to see something new from Schuberth and what it has delivered is a dual homologated flip-front helmet that complies to the very latest 22.06 safety standard whether open or closed. The shell is constructed via glass fibre using an exclusive-to-Schuberth patented technique developed in its own R&D department in Germany called DFP (Direct Fibre Processing), and rigorously tested in its own wind tunnel.

Your first look at the E2 is testament to this development with very clear aerodynamics throughout the build of the helmet with two large vents in the chin bar, a large air scoop above the visor and twin vents at the rear.

The peak has had some significant work, with twin scoops on the front and side which direct the air either towards the vent or down the side of the helmet aiding stability in any of the three clicked positions that the peak can

be set to with ease while on the move.

The flip mechanism, like that of the C-range I am more familiar with, is operated with one hand that clicks an ample button at the bottom of the chin bar that can only be seen if you look for it. The majority of the designs available, which unapologetically carry the colourways of the most popular adventure bikes (the E2 Defender is very BMW), hide the fact that this is a flipfront helmet as the mechanism and opening are hidden as part of the design.

Open the lid, and the peak and visor move with it, stopping at the right point to allow it to lock in the open position. Bringing it down again, you hear a pronounced and reassuring ‘click’ and smartly the visor and peak return to their original position.

The clear visor boasts class one optics delivering an exceptional field of view, and comes complete with a pre-installed Pinlock 120 anti-fog lens. The drop-down visor is extremely effective and easy to operate via a sliding mechanism on the left-hand side (as you ride).

There is a very real pleasure to find riding with the front up, visor down, as long as you don’t mind your look – even Schuberth can’t improve that! The internals of the helmet are extremely luxurious (Oeko-Tex 100 Certified apparently), removable, washable and, for me, extremely comfortable from the off.

A custom fit is available with the additional option of modifying the head pad for summer/ winter riding via a tab that closes off the vent.

The pads are designed to allow for those who wear glasses while riding.

The E2 fits well and is held in place with a

quick-release helmet strap which is part of the ‘Anti-Roll-Off-System’ ensuring the helmet does not come off in the event of an accident.

It’s also very quiet, which is handy if you are looking to utilise the pre-installed HD speakers and antenna of the latest Sena 50s software, additional functionality that adds to the 1695g weight of my M/57 lid.

The Sena comms system includes Mesh intercom; bluetooth 5.0 with dual antennas; multi-way intercom; multi-language voice command; and digital assist via Siri or Google assistant. Though not a system I have used a great deal, it was excellent when I have, and is a very useful addition at £291 if purchased with the lid (saving £69). What I particularly like is the fact that the microphone plugs in, thus does not need to be in place all of the time… I am always tempted to start chewing it.

Another cracking feature of the E2 is how it works alongside other helmets in the stable. As stated, I ride in the C5 and the comms system from that helmet is compatible with the E2, as are the visors, though you need to remove the peak to use it. Doing so turns the adventure helmet into a sleek sports tourer, which may well make my C5 a touch redundant. Tinted visors are also available for the E2!

Prices on the E2 start at £569.99 as in my helmet shown which is the Gloss White. With different colourways and graphics the price creeps up a bit,maxing out at £649.99 (without comms). The entire set up is an investment but works seamlessly, and Schuberth does deliver the quality that you are paying for and there are certainly some deals around!

10 WHITE DALTON

Q&A Q

Despite living in a tiny village, we have a huge concentration of bikers. We started a club about 15 years ago and we’ve got around 15-20 ‘oldies’ and about 10 ‘young ‘uns’ and. Over Easter we decided to arrange a group ride out to the coast. About 10 or so lads and lasses rocked up and off we went. It was somewhat of a ‘spirited’ ride and unfortunately one of the newer members wandered wide on a corner whilst overtaking one of the others and had a head-on with a Mini (thankfully a ‘new’ shape/size Mini). Somehow, he ‘super-manned’ over the Mini and landed in a muddy field, only bruising his ego. However, the bike and Mini were a write-off and the Old Bill duly turned up.

Unbeknownst to me, a couple of the young guys had GoPro cameras on their bikes and voluntarily gave plod the SIM cards.

Idiots! And therein lies the problem. Whilst I wasn’t involved in the accident (I was about two minutes behind), the video shows me overtaking on double solid white lines earlier in the trip. (It wasn’t my fault; I had already committed to the overtake as I followed my two mates in front). The Old Bill have reviewed the whole video and I’ve now been summoned to Court for driving without due care and attention. My view is this is manifestly unfair as I wasn’t involved in the accident with the Mini. I’m thinking of defending it. According to some people on social media, the video is not even legal evidence.Do you reckon I have a defence?

A

Not being involved in the accident is irrelevant. Without wanting to preach, you didn’t have to overtake with your two mates, and you should have planned your riding better. Whoever on social media is saying the video is ‘not legal evidence’ is talking absolute cobblers. The Police obtained the evidence legally, i.e.

SOLICITORS

www.whitedalton.co.uk

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

someone gave it to them, and it is admissible in court. Turning to the offence itself, overtaking on double solid white lines is usually textbook dangerous driving and attracts a 12-month ban at the least. Driving without due care and attention is a lesser offence so if I were you, I would plead guilty and take the punishment before the Crown Prosecution Service get the opportunity to review and potentially apply to change the charge to dangerous driving. If you plead guilty or are found guilty of driving without due care and attention, you’re looking at a punishment of between three and nine points and a fine.

Q

My wife has always hankered after a motorbike after riding pillion on an old flame’s bike back in the day. At the age of 63 years young, she picked up her first bike being a Royal Enfield Interceptor 650. Basically she wanted it for pootling around town and a little blast out to the seaside on a sunny day. Now, whilst she is not one to hark on about it, she was born with only one full hand.

The other hand only has a small finger and part of a thumb (my kids used to call her Sebastian when they were younger! ‘Under the sea…’ ha-ha). Despite her disability, her life has been pretty normal, i.e., job, husband, kids,etc. ,and her Sebastian hand has never held her back... until now. Long story short, she was riding home when a car coming from the opposite direction turned right in front of her. The result was her smashing into the side of the car and she degloved her ‘full’ forefinger and shattered her elbow on her ‘full’ side. She has since had plastic surgery to the finger and there are further planned operations to the elbow. She is only six weeks postaccident and unsurprisingly she is heavily dependent on me to help me with everything. As a woman with only one full hand, that is now injured, not to mention the smashed elbow, the effects are

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

obviously worse for her as she only has the ‘Sebastian’ hand to use.

However, her solicitor doesn’t seem to appreciate that and told her to settle this claim for £10,000. My wife is not even back at work yet. Does having a partial hand make any difference to the amount of compensation she should get? Or do all people get treated the same so there is no ‘discrimination’? Her solicitor stated that to us in the first meeting. However, as a layman that just doesn’t ring true.

A

There is no way your wife should be settling this claim yet and any solicitor who suggests otherwise needs to give their head a wobble. The accident was only a few weeks ago and your wife only gets one chance to settle her claim. She cannot come back for further compensation at a later date, i.e. for treatment costs, etc. If her solicitor told her that all people are ‘treated the same’ they are just plain wrong. The old phrase is you ‘take your victim as you find them’. So, if your wife only has one full hand and has injured that and the elbow on her ‘full’ side, she will need compensation for her particular losses. To state the obvious, this will likely be very different to a woman with both ‘full’ hands to rely upon. For example, if she cannot hold a kettle, wash herself, cook, etc., with just her ‘Sebastian’ hand (that did make me chuckle) to rely upon, it’s clear she will need more care and assistance post-accident than someone who has a ‘full’ hand to rely upon whilst the other side is injured. As for the future, it is too soon to know how this injury will affect her life. My advice is your wife should not settle yet; do some research and get a solicitor who is used to dealing with complex orthopaedic injuries. She shouldn’t risk her current solicitor prejudicing her position. They sound about as much use as a chocolate teapot.

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

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

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

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

12 COMPETITION

THE S E K I B E R O M QUIZ

WIN! N!

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

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

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

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

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

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

We love a pair off proper biking jeans here at MoreBikes.

They look good on and off the bike, and they’re e better at protecting ing you than ever before.

These Weise Ridge ones we’ve got up for grabs are AA rated for protection. What that actually means is that there’s an abrasionresistant aramid lining and some armour at both the knees and hips.

Pretty good, right? And they’re available in both black and blue, in sizes that’ll suit both men and women.

Want to know more?

Visit: www.weiseclothing.. com

Worth £139.99

1 6 When was Royal Enfield’s pair of twins Which legendary kit manufacturer has 2 just released its first road legal helmet? 7 released in the UK? Which British firm has revealed a pair On which road does London’s legendary 3 of new 400cc machines?

8 Ace Cafe reside?

In which year was the first Triumph Which Italian scrambler gets the same 4 motor as Yamaha’s R7 and MT-07? 9 Boneville produced?

Which GS did Ewan and Charley ride When did Kenny Roberts Snr. win his 10 second GP world title?

5 for their ‘Long Way Round’?

How much power does Ducati’s Multistrada V4 Rally put out?

In what year was BMW’s R5 (the bike which inspired the R18) first built?

Did you get ’em right? 10 points, 200, ACU Gold, 205bhp, Herald Brute, Benelli,

LAST MONTH: Lake Como, Honda, 100 years

Here’s the legal bit that you need to know

Fill in your details on the form or enter online and return to: MoreBikes, Weise Ridge jeans, 2023 Competition, Mortons Media Group Ltd, Morton Way, Horncastle, Lincs LN9 6JR. Competition closes: August 11, 2023 ANSWERS: 1.......................................................................... 2. .................................................................................. 3. .............................................................................

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

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

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

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

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There are no cash alternatives available. The winner(s) of the Weise Ridge jeans 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

YOUR RIDE/YOUR ROUTES 13

In partnership with Forcefield Body Armour

We love to see what you lot are riding – and we know the rest of you like it, too.

It’s just like pottering around a bike night and checking out what’s been brought out for a blast. Now we’ve decided to bring the bike night to you, asking readers to send us photos of their pride and joy for the world to see. Here’re some of our top picks from the last month.

This Honda CBF1000 looks like a proper workhorse – but it’s actually powered by the same engine as a ’Blade. Dom Humby knows what he’s doing.

We love a Kawasaki Versys – and Eddie Ryan-Smith’s looks like a perfect examble.

John Brown’s custom Suzuki GT380 looks like a lot of fun. Particularly on roads like that.

And in perfect contrast… here’s Steve Doherty’s absolutely mint condition Suzuki GT380. Which one would you sooner have?

Left: Martin Beddows’ super-cool Yamaha XJR 1300. We love the Kenny Roberts-inspired flattrack look. Top work.

Dex Stewart’s a lucky man. We’d love his gleaming Suzuki GT750 in our shed.

Graham Seward loves his 2007 Ducati S2R Monster. And who can blame him?

Right: We bet Mark Feltham’s had some fun on his Honda VFR. That V4 motor is joyous.

Below: “I have my dream 2-stroke. Bought it in 1998, now done 41k miles and it still goes like stink.” Chris Webb’s Suzuki RGV-R is a thing to behold.

14 QUICK SPIN: DUCATI MULTISTRADA V4 RALLY

For the full lowdown on the new monster adventure machine from the Italian factory (plus a load more good stuff), scan the code and snag yourself the latest copy of Motorcycle Sport and Leisure.

QUICK SPIN: DUCATI MULTISTRADA V4 RALLY 15

HEAVYWEIGHT

CONTENDER

Many manufacturers claim they’ve produced a bike to take on the world, a bike that’ll take sales away from BMW’s R1250GS. But nothing’s ever been quite up to the task – at least, perhaps, not until now.

Words: Adam ‘Chad’ Child Photography: Alex Photo The fact is, Ducati’s all-new Multistrada V4 Rally is as equally capable off-road as it is on-road. And anyone who’s piloted a Multistrada V4 over a decent variety of roads will testify that this is quite a statement.

Quite a moment in the story of the adventure bike. Yes, the Rally will set you back £23,590 but owners will be buying a rather remarkable and clever motorcycle, one that would certainly make me smile every time I open the garage door.

Let’s get the easy bit done first.

Ducati has kept the power and torque output of the Rally’s Granturismo engine identical to the more roadfocused V4 and V4S Multistradas, with peaks of 170hp @ 10,700rpm and 89lb-ft of torque @ 8765rpm.

However, they have added the heatreducing rear cylinder deactivation system seen recently on the new Diavel V4 that cuts the rear pair of cylinders when the bike is stationary or running below 4000rpm (depending on torque request from the rider). The alloy front frame is the same as the standard bike’s, but that is really where the similarities end – and where the Rally begins to move the game forward.

To make the V4 Multi more capable off-road, Ducati has redesigned

its extremely clever semi-active Skyhook EVO DDS suspension and added 30mm of stroke to the front forks and 20mm to the rear shock, giving 200mm of travel at both ends and increasing ground clearance by 15mm to 235mm. Before anyone starts worrying about the effect on seat height, Ducati has a range of options for all sizes. There is also Ducati’s Minimum Preload system, which electronically removes spring pre-load, therefore reducing seat height, when you come to stop (and is controlled by the rider, as not all riders have a 5ft 7in height issue like me). Additionally, there’s an ‘easy lift’ system, which opens up the damping when the bike is switched on, making it easier to lift off the side stand because the suspension is soft. All of it is most welcome technology as far as I’m concerned as it means I can touch the ground with the standard seat.

Other new electronics include a new Enduro mode and a smoother quickshifter, but the big talking point is the Rally’s focus on comfort, which is based around a larger 30-litre fuel tank that replaces the standard 22-litre item. The manually adjustable screen increases in size (it’s 20mm higher and 20mm wider), and adaptive cruise control comes

as standard, as does blind spot detection.

As noted, throwing a leg over the new Rally wasn’t a problem; with the preload electronically removed my boots could touch the road on both sides. Despite weighing 20kg more than the Multistrada S, and despite the extra mass of our test bike’s hard luggage, crash protection and fog lights, the Rally immediately felt far from big or heavy. I could even flick up the side stand without the tortured leg stretch required on some adventure machines.

Underway, you are greeted by a widescreen 6.5-inch dash while an attractive brushed aluminium finish to the fuel tank oozes quality and class. And again, that sense of lightness prevails.

After a few miles of riding twisty coastal roads in Sardinia, I had to double-check the fuel gauge as I was convinced the tank must have been empty. But no, it was brimmed, so theoretically at least, hauling 30 litres of unleaded. Yet the Rally felt so nimble, steered so effortlessly for a bike in this class, that it felt more like a sporty middleweight than a global adventure bike.

The Rally defaults to a smooth and flowing ride, and settles you into a rhythmic and unhurried pace that slows the outside world even when

On both sides of the bike you’ll find closable air ducts, which look like aerodynamic wings. Open, they allow cool air to flow over the rider’s lower legs, closed and you get the opposite. Ducati has also fitted hot air protection covers at each side below the seat, against the traditional trellis subframe

Power and torque remain the same as the standard Multi V4s with a quoted 170hp @10,750rpm and 121Nm @ 8750rpm. Wide service intervals remain with oil changes at 15,000km/ 9000miles/ 2 years and valve clearance checks at 60,000km/ 36,000 miles. The only mods to the Rally power unit itself are to the exhaust before the silencer and the cam timing you are, technically speaking, going like the clappers. The Touring riding mode is optimised for covering ground efficiently, and is the one to have when distance counts.

Turn on to the dirt, switch into Enduro mode, and that apparent lightness once more comes to the fore. Okay, it’s not a middleweight KTM 890 R, and there are limitations, but with the optional Pirelli Scorpion Rally STR rubber fitted, I was amazed by its calm off-road manners.

As the going gets tougher the tall and slightly intimidating dimensions of the Rally seem to shrink. Peak power is capped at 114hp and the throttle delivers instant torque without ever feeling too sharp.

Meanwhile, the off-road rider aids, especially the off-road ABS, work seamlessly to help you find grip. You can flip over the rear brake lever to give more direct feel when standing up, remove the rubbers on the pegs and lower the screen. It all gels.

I’m a reasonably experienced offroader but no expert, and throughout the day found my confidence building as my connection with the Rally grew stronger. You do have to remain aware of the wide (fixed) panniers and potentially damaging bushes and stone walls, while the front wheel can sometimes understeer on gravelly surfaces, but mainly the Rally encouraged me to mess around as if I were on a far smaller machine, and even to try the odd jump. When I stopped I could electronically lower the rear ride height by removing the spring preload, so never had to worry about dropping the Rally on an uneven surface.

TECH SPEC Ducati Multistrada V4 Rally

Price: £23,590 Engine: Water-cooled, 4-valves per cylinder, Grandturismo V4 Power: 124kW/170hp @ 10,750rpm Torque: 121Nm / 89.3lb-ft @ 8500rpm Frame: Alloy front frame Wheelbase: 1572mm Brakes: 2 x 330mm radial 4-piston Brembo Stylema calipers (F), 265mm 2-piston Brembo caliper (R) Transmission: 6 speed/chain drive Suspension: 50mm USD, electronic semiactive with Ducati Skyhook, 200mm travel (F), Monoshock semi-active with Ducati Skyhook, 200mm travel (R) Wheels/tyres: 120/70x19” Pirelli Rally STR, Rally (F), 170/60x17” Pirelli Rally STR, Rally (R) Seat height: 870-890mm Tank: 30 litres Fuel consumption: 6.6 litres/100km, 43mpg Weight: 227kg (dry) (260kg kerb, claimed) Warranty: Two years Service intervals: 9000 miles/15,000km/ 24 months valve clearance checks at 60,000km/36,000 miles Contact: www.ducati.com

As first impressions go, I can’t praise the new Ducati Multistrada V4 Rally enough. It’s not often you run out of superlatives for a bike both on- and off-road. I should add that it’s a stunning machine up close, one peppered with lovely details and finished with the highest quality. I guess the big question is whether you would be happy to take £23,590 worth of machine off-road? In fact, the model we tested, complete with panniers, crash bars and auxiliary LED lights, is priced at £26,943. Add a few more extras and you can easily push £30k and more...

Bike of the year? Only a full test will decide for sure but, based on what we know so far, it’s a hot favourite.

16 QUICK SPIN: DUCATI MULTISTRADA V4 RALLY

USED BIKE GUIDE While there’s no doubt Ducati’s Multistrada V4 Rally is a proper bit of kit, it also comes with a pretty serious £23,590 price tag (and that’s just the standard bike). That sort of money’s not uncommon at the top end of the adventure bike category, with a kitted-out machine from one of the biggest names in the game going to set you back a similar wedge of cash. Thankfully, there’re loads of great options if you’re prepared to look at something a little older. They might not offer the same outright performance and level of technological trickery as the new off-road -capable ’Strada, but here’re a few excellent options that’ll get you out exploring for a fraction of the price.

YAMAHA XT1200Z SUPER TENERE (20102021) ▲ £4500-£11,500

KTM 990 ADVENTURE (2003-2012) ▲ £4500-£6,500

The Ténéré is a big name in the adventure bike world. From its Dakar race-winning pedigree from back in the day, through to its massively successful T7 which has kickstarted the middleweight adventure bike market in recent years, there’s no doubt you can put your faith in Yamaha to build a well-puttogether machine that’s up for handling the rough stuff.

But there’s one Ténéré that never really got the love it deserved. The XT1200Z. Okay,

If you’re serious about off-road riding, but you still want a big bike that’s capable of doing big miles, then the KTM 990 Adventure is an excellent option. It’s more big trailie than adventure bike – and although it might not get quite the same amount of love as the GS, it’s actually much more capable in the dirt (and a lot more fun to ride, to boot) than BMW’s behemoth.

You’d probably expect slightly dodgy handling on the road as a result of its 21-inch front wheel and long travel suspension, but the KTM has more than enough composure on the Tarmac and only gets unsettled when the pace really hots up.

It’s powered by the same raucous fuel-injected motor as the 990 Super Duke, and although it might struggle to settle at slower speeds, a crack of the throttle is enough to put a smile on your face.

The Africa Twin is another legendary name in the adventure bike world. There might be a new shiny version with a bigger engine and electronically adjustable suspension on the market, but the first of the new ATs is a cracking bike that’s well worth your consideration.

At the time of its release, it was criticised for being less powerful and less punchy than its rivals (and it’s certainly no Multistrada V4), but there’s more than enough grunt from its 95bhp motor to make swift progress. And it’s lighter, slimmer and more accessible than a lot of the competition, too, which surely counts for something…?

It’s a Honda. That means it just works. No grumbles or gremlins, plenty of comfort and suitable for nearly all shapes and sizes.

And you know it’s going to stand the test of time, too. It is a good motorcycle – both on and off the road. It’ll do the lot. It’s also the newest of the bunch here and, as such, you’ve got some nice mod cons as standard, including rider modes and adjustable traction control settings.

have just been a bit cheaper at the time. Thankfully, you won’t have to break the bank anymore to bag one, with early models sitting around the five grand mark.

At 120mph it’s rock steady and can cut an easy swathe through fast A-roads and nadgery stuff.

It’s easy to get carried away...

What is an absolute pain in the neck and upwards is the savage wind buffeting from the top of what is a very low-placed screen.

▲

HONDA CRF1000L AFRICA TWIN (2016-2019) £6500-£10,000

it was a bit heavy and a bit too expensive. The last model was priced at £13,500 new (which, rather unbelievably, was more than the R1200GS and KTM 990 Adventure at the time), but that doesn’t mean it wasn’t a cracking bike. Super-stable and capable of big, fast, smooth miles in perfect comfort with a pillion on the back, and surprisingly agile, too (even on the dirt in the hands of the right rider).

It’d have done a lot better and won a lot more praise if it’d

BMW R1200GS (2004-2012) ▲ £3500-£8000

The GS has carved out an enviable reputation as the go-to choice for adventurous bikers the world over, and this particular model is an extremely important part of that journey. While Ewan and Charley might have used its R1150GS predecessor for their famous Long Way Round trip, this is the machine that everyone went out and bought when it went on sale in 2004.

If you’ve ever ridden one, it’s easy to see why. The 1170cc Boxer engine is brilliant – flexible but still punchy, and the chassis is superb, with silky-smooth handling from the Telelever front end. It’s properly bulletproof, too, and even a relatively high mileage model (50,000) will likely still be up to the job, no matter whether you’re nipping to your local bike night or crossing continents. And that’s a big part of the reason why these bikes hold their value extremely well. Find one that’s been looked after with a full service history, and you’ll be on to a winner.

18 QUICK SPIN: BMW R 18 ROCTANE

ROCK

N’ ROLL We’ve been out to Germany to ride the new R 18 Roctane. With a cracking couple of days riding planned, taking in Lake Ammersee and the Auberg mountain on the way to the town of Pfronten – I couldn’t wait to see what the newest R18 was made of.

WORDS: Ross Mowbray PHOTO: BMW Motorrad The R18 hasn’t exactly been overhauled for 2023. But there are a few key changes to make it stand out from the other machines in the ever-growing R 18 range, including a bigger 21-inch front wheel (which we’ve been told makes it ‘the best handling R 18 yet’); some ‘Mini-Ape’ handlebars; a redesigned headlight and speedo; and some funky integrated panniers.

Steady start to the day, with a bit of motorway work to get out and away from Munich... It’s not exactly the best place to put a bike through its paces, but it did highlight how comfortable the R 18 is – and how it’s perfect for munching some serious miles. Smooth and stable with plenty of presence, and enough grunt to nip past fast moving traffic with no trouble.

Turning off and finding some twisties, we got a bit of a chance to see how the newest R 18 handles. It definitely feels better than before. It was always good once banked over, but last time I rode the R 18 Classic it sometimes felt a bit ungainly and unsettled while getting there. The new 21-inch front wheel seems to help and there’s no problem throwing it from side to side through the turns.

It is surprisingly agile.

It’s still a big old lump though, weighing in at a whopping 374kg.

As soon as you’re rolling it’s all

forgotten, but moving it about and dropping it right over on to its side stand and you appreciate what a hefty thing it is.

The 1802cc big boxer motor is a lovely thing. Massive, but lovely to use with plenty of character. Power is a surprisingly meagre (considering the size of the engine) 91hp at 4,750rpm, but with 158Nm of torque available at 3,000rpm you can just wind open the throttle and let it do its thing. It almost doesn’t matter what gear you’re in, it’ll just keep pulling.

The bike is very well set up, and the springs do an excellent job of keeping the bike poised on rough surfaces and composed under hard braking. I've been asking a lot of it, but I've not managed to unsettle it yet.

The brakes are good, too. They’ve got a hard job on their hands stopping this whopper quickly, and although they’re not exactly pin sharp, there’s plenty of bite to pull it up efficiently. And being honest, you can make full use of the ample engine braking on offer by crashing your way through the slightly agricultural (but reassuringly sturdy) 6-speed gearbox.

The finish is fantastic. BMW knows how to build bikes that’ll stand the test of time, and the R 18 Roctane is no different. You’ll pay for it though, although there's no doubt you get a lot of bike for your £21,750.

QUICK SPIN: BMW R 18 ROCTANE 19

20 QUICK SPIN: BMW R 18 ROCTANE

USED BIKE GUIDE

BMW’s R18 was always going to have a tough job on its hands when it was first released on the market a few years back. Whilst there’s not exactly a load of choice if you’re into your old-school cruisers, HarleyDavidson has had the market cornered for some time. Add Indian’s current output into the mix, and you start to question why the Bavarian firm went to all this effort to create something totally out of its comfort zone.

Credit to BMW, though. The big boxer motor suits this kind of bike perfectly, and the quality BMW finish shines through. And ultimately, it’s great to have another option in this category. However, you’re going to have to have some serious cash to get your hands on one, with the R18 Roctane coming in at just shy of £22,000.

That’s why we’ve had a dig around to see what you can pick up for a lot less cash. They might not be as refined, as well put together or as powerful, but they’re really good options if you want a super-cool cruiser without spending a small fortune.

Yamaha VMX1200 V-Max (1991-2004) ▲ £3000-£7000

Harley Davidson Softail (1998-2003) ▲ £5500-£14,000

If you’re after a cruiser, then the Harley-Davidson Softail has got to be in the mix. The 2023 version will set you back close to £16,000, so you’d be much better looking back a few generations to try and bag yourself a bargain. That said, they hold their money extremely well, although with a bit of hunting you’ll likely be able to find a tidy example that’s not been messed about with for around £8000.

It’s a lovely thing to look at, and with Harley’s old torque-rich 88B 1450cc engine, well-renowned build quality, a massive range of aftermarket accessories to choose from and strong residual values, you’ll be in safe hands with one of these.

Kawasaki VN900 Custom (2007-2016) ▲ £2500-£6500

It might have an engine that’s half the size of the BMW R18, but Kawasaki’s VN900 Custom is well worth a look if you want a laidback, chopper-style ride for a fraction of the price.

It looks the part, which is a good start, with its 21-inch front wheel, high-rise bars and feet-forward pegs. Handling’s good, performance is good, and it’s extremely well put together. What’s not to like? Okay, it might not have quite the same kerb appeal or kudos as the ‘genuine’ article but ultimately, Kawasaki’s VN900 Custom is a good bike that can be snapped up for surprisingly little cash and would likely have little trouble holding its own with some of the bigger and more powerful bikes in this list, particularly on the twisties.

This is a bit of a left-field choice; more muscle bike than out-andout cruiser, but an excellent option if you want something fun and feisty that’ll keep you on your toes.

The VMAX is never going to win any plaudits for its handling, with reviewers at the time finding fault with its flexible frame, squirming back end and unrefined brakes,

but when you wind open its throttle all is forgotten. If you can find a full power 140bhp model (rather than the UK-only 95bhp one) you’ll be treated to a seriously healthy punch from the torquey V-Boost assisted 1200cc engine. It should come as no surprise, then, that the bike’s been tweaked and tuned by speed freaks far and wide, and there are plenty of V-Max’s

Honda CMX1100 Rebel (2021-on) ▲ £7500-£11,500 This is the newest machine on this list by quite some distance.

It’s actually a bike we’ve spent a bit of time on over the past couple of years,and it’s always impressed. It may not have the same gravitas as the big Beemer, but it more than makes up for it in other ways, offering truly

outstanding handling, silkysmooth power delivery (from its Africa Twin-derived motor) and that legendary Honda build quality. It’s also ridiculously easy to get on with.

It’s competitively priced, too.

When it first came out in 2021, you could snag yourself a brand-

kitted out with turbo chargers, nitrous systems and other mad performance-focused mods.

As such, it’s surprisingly tricky to find a stock version in good shape. They’re out there, though, and with a bit of luck you’ll be able to bag a piece of cult motorcycling history for a third of the price of the big BMW. Who cares if it’s nothing like it…

new one for less than 10 grand.

It’s gone up a smidge now, but if you focus your search on the first generation machine, you should be able to find a good example for around £8000. That’s properly good value. There’s also a DCT semi-automatic option available if you’re so inclined.

22 HEAD-TO-HEAD: BSA GOLD STAR AND ROYAL ENFIELD INTERCEPTOR

BLAST

When Royal Enfield launched its new twins, no one expected that it’d be such an impressive sales success. But will the buzz around the new BSA Gold Star repeat the scenario? Or is it being different, rather than retro, the reason for great sales in the current market?

Words: Dave Manning, Matt Hull and Ross Mowbray Photos: Gary Chapman There’s little doubt that the new Gold Star and the Enfield twins have got a certain level of appeal to motorcyclists of a certain age and riding pedigree, and there’s certainly the argument that the Interceptor (and its sibling, the Continental GT) will have attracted sales thanks to their excellent price point, but do either of them actually appeal to younger motorcyclists?

While none of us editorial types are what you’d term as being fresh-faced newcomers to the world of motorcycling, we’re also not retirees wanting a bike that directly reflects those that we rode (or wanted to ride) back in the Fifties or Sixties. Could we come to a conclusion as to which machine best suits motorcycling in 2023? Unlikely, but we can but try…

from the

PAST

HEAD-TO-HEAD: BSA GOLD STAR AND ROYAL ENFIELD INTERCEPTOR 23

There’s a load more quality biking content just like this in Motorcycle Sport and Leisure every single month. In the next issue, there’re reviews of an eclectic mix of machines, including the Honda Gold Wing, Suzuki Hayabusa, Yamaha MT-07 and Moto Morini X-Cape. And that’s just the tip of the iceberg…

24 HEAD-TO-HEAD: BSA GOLD STAR AND ROYAL ENFIELD INTERCEPTOR

BSA GOLD STAR What’s in a name? Is there a measure to which using an old name on a new product must comply? Or is it just a cheap goal with no rules from those masters of the dark force: marketing?

WORDS: Matt Hull The Ford Mustang, once a V8 sportscar, is now the name on a milk float – I mean electric car. The Vauxhall Viva, once a family car (and great saloon racer – check out Jerry Marshall racing a Viva GT at Crystal Palace) is now a supermini; the Mini is now a bloated pig; and Triumph Bonnevilles now rarely break down, brake, corner and start with a – button.

Gold Star is one of those coffee-table names branded around biking. Many will lament the loss of this incredible bike, with its powerful, nigh-on impossible to kick over single-cylinder engine; the extratall first gear of the optional racing RRT2 ’box; straight through ‘Goldie’ mega that

scared kids; and Amal GP carb trying to suck your goolies in to be compressed by the ‘high-performance’ of the time, 8.75:1 compression. And never, ever, call it a ‘Goldie’. As with many old yarns, most of it is nonsense. The DBD34 Gold Star, the finest and final incarnation, made 40bhp and will now be around 65 years old, which means that even those that rode one years after it was made, will be at best 70 years old themselves.

Despite its time away, the Gold Star is back adorning a fuel tank. But let’s get one thing straight right away, this is no racer on the road, more a leisurely, comfortable, easy road bike. But if I’d bought the BSA brand

name – like the giant Indian motorcycle manufacturer, Mahindra have – the first bike I bought out would be called Gold Star.

The new BSA Gold Star is a 652cc, singlecylinder, five-speed bike, with 45bhp and available from £7100. In the ‘I want to look like I’m in the Sixties gang’, it’s up against the £850 cheaper Royal Enfield Interceptor 650 twin, and Triumph’s Speed Twin 900, which is £1600 more expensive.

The designers have taken their inspiration from the original bike, with spoked wheels, enclosed fork stanchions, engine cases and fake gearbox, the shapely silencer and the frame rails enclosing the tool box and oil tank. The dial needles start at two o’clock

and head down, and the necessary catalytic converter is hidden by a faux bash plate.

Overall finish feels good, even with certain plastic covers – I’m impressed and could imagine taking pride in this bike, it’s a looker.

But throw your leg over the seat and, well, you feel a little over the top. The 780mm seat height feels tiny compared to its rivals, especially the Interceptor (at 793mm). Get one foot up and the pegs are really quite forward, like a Harley 883 Sportster, the tank rising in front away from you, topped by tall, wide ’bars and clocks. It’s strange how the bike doesn’t look like a cruiser, but feels like one.

HEAD-TO-HEAD: BSA GOLD STAR AND ROYAL ENFIELD INTERCEPTOR 25 TECH SPEC BSA GOLD STAR

Price: from £7100 Engine: 652cc single, 4 valves, water-cooled Power: 45bhp (33.6kW) Torque: 41lb-ft (55.6Nm) Frame: Steel twin downtube Wheelbase: 1398mm Brakes: 320mm disc, twin piston Brembo caliper (F), 255mm disc, ByBre single piston caliper (R) Transmission: 5 gears, chain final drive Suspension: 41mm non-adjustable conventional forks (F) twin shock, preload adjustable (R) Wheels/tyres: Spoked wheels, 100/90x18” tyre (F) 150/70x17” tyre (R) Seat height: 780mm Fuel capacity: 12 litres MPG: 70.6mpg (claimed) Weight: 213kg wet Warranty: 2 years Contact: www.bsacompany.co.uk

Pre-ride checks – handlebars are a nice, comfortable position; controls fall nicely to hand if looking a little like an aftermarket add-on; seat is lovely; and both sidestand and gear lever where you expect them. Off we trot.

Clutch is light, throttle is predictable and steering lock is plenty, so with that low seat height slow riding is confident and it’s easy to keep your feet up – though strangely I found it wobbly in a straight line.

Wind up the revs and you’re going for second quickly, first is low. Gear change feels alright, but I keep missing second, replacing it with a false neutral. Undoubtedly my long legs putting my foot in the way – but do check it’s alright for you on a test ride. You can get up to fifth (top) quickly and it happily plods around, picking up relatively fast. That engine is nicely sorted and the fuelling has been well sorted.

45bhp doesn’t sound a lot, but be honest, when do you need more? The power is fairly linear with no peaks at the top, or burps of torque at the bottom – this is no ’80s Japanese off-road monster engine. I had the bike for 300 miles and only once, when trying to go past an HGV, did I wish for more. Much of this magic is in the lower gearing compared to the Interceptor. Yes, the Royal Enfield has six gears, so it cruises at a lot lower revs, making it a more relaxed ride for longer stints. But the BSA isn’t buzzy,

and certainly isn’t vibey, it just sounds busier. It also means B roads and bends feel more natural.

Handling is comfortable and basic, but I found it fun, until a pot hole would come into view. BANG! Spring rate is too soft, steering geometry is lazy, and you need those wide ’bars to get it to turn quickly. But it works

and, crucially, it’s a safe set up. And the braking is far better than the Interceptor with its lack of front fork travel and over-eager ABS. I enjoyed the twisties on the BSA, especially at the speed it’s designed for.

The Gold Star is a good bike, and a really great first bike from BSA. Good quality, nicely easy to ride and

handle, looks great, fits anyone. Fast enough, handles well enough, and I generally had a smile on my face.

The flip-side is it’s £850 more than the Interceptor and no better, other than if you struggle with tall seats.

It’s not lightweight; doesn’t have a centrestand; I only got 130 miles from a tank; and I found the clocks useless.

But regardless, it’s great to have the BSA Gold Star in our world once again. Welcome back!

Dave’s opinion

I was really looking forward to riding the new Beeza thumper, with some expectation from the revitalised brand’s offering.

And I probably expected a little too much… It’s a fine little bike, for sure, but the quirky instrument set up, with rev and speedo needles starting from rest at vertical (so that whenever you looked down at the clocks while moving,

a glance suggested that the needles were straight down at their rest point); a feeling of breathlessness from the single-cylinder lump; slow gear changes with widely spaced ratios and (perhaps underdeveloped); and suspension that bucked and weaved along my favourite Lincolnshire lanes left me ultimately disappointed.

26 HEAD-TO-HEAD: BSA GOLD STAR AND ROYAL ENFIELD INTERCEPTOR

ROYAL ENFIELD INCERCEPTOR

For a bike of this style the aesthetics are nigh-on perfect WORDS: Dave Manning The fact that the duo of Enfield twins brought into the market back in 2018 resulted in such overwhelming sales was only really surprising to those who considered that the adventure bike segment of the market was always going to result in the best sales. A combination of an excellent price point, an ease of use, and a solid reflection of the company’s previous products meant that the Interceptor and Continental GT were almost guaranteed a high level of sales, certainly for their first year of production, if not for longer.

Although that price has risen slightly, it is still incredibly competitive at little more than

six grand, which compares very favourably when put alongside the new BSA Gold Star (and that’s before you’ve even ridden either of them) and especially so when you consider the price of any of the current Triumph twins.

Like nigh on every other parallel twin nowadays, the Enfield has a 270° crank that gives a power delivery, and a sound, very similar to that of a 90° vee twin, also bringing the flexibility that such an engine offers. As it stands, the Enfield, despite only being of 650cc capacity, will pull top gear from under 30mph – okay, not with any great tyre-rending force, but it is still smooth and uncomplaining.

And it buzzes along really happily at motorway speeds, which is something that perhaps can’t be said for the other two bikes here. It’s comfortable, too, even at motorway and dual carriageway speeds, providing you’re not the sort of person to push the legal boundaries, after which the high bars tend to give something of a parachute effect. The flat seat and pillion grab rail aren’t just suitable for a passenger, but also ideal for strapping on a tail pack or roll bag, and there are far too few modern bikes with which this kind of practicality is delivered.

HEAD-TO-HEAD: BSA GOLD STAR AND ROYAL ENFIELD INTERCEPTOR 27 TECH SPEC ROYAL ENFIELD INCERCEPTOR

Price: £6149 + OTR Engine: SOHC air-cooled 648cc parallel twin four-stroke, eight-valve, 78mm x 67.8mm bore x stroke, 9.5:1 compression, 270° firing order crankshaft, Bosch EMS/EFI Power: 47bhp (35kW) @ 7250rpm Torque: 38lb-ft (52Nm) @ 5250rpm Frame: Steel twin downtube Wheelbase: 1398mm Brakes: 320mm stainless steel floating rotor, ABS, two-piston sliding ByBre caliper, Bosch ABS (F), conventional master-cylinder, 240mm rotor, ByBre caliper (R) Transmission: 6 gears, chain final drive Suspension: 41mm forks, 110mm travel (F) twin shock, 88mm travel, rear preload adjustment (R) Wheels/tyres: (F) 36 spoke alloy rim 2.50 x 18in, Pirelli Phantom 100/90-18 (R) 36 spoke alloy rim 3.50 x 18in, Pirelli Phantom 130/70-18 Seat height: 793mm Fuel capacity: 12.5 litres MPG: 59mpg (tested), 70mpg (claimed) Weight: 198kg wet Warranty: 3 year unlimited mileage Contact: www.royalenfield-uk.co.uk

The aesthetics are, for a bike of this style, nigh-on perfect. And the factory has pushed the conventions of retro style with the colours that it’s now using, such as the mint green in the ‘Downtown Drag’ scheme that this bike wears, seemingly managing to appeal to younger riders (is that the ‘hipster’ set of whom we hear so much but see so little?) as well as those who remember when Royal Enfield was still a genuinely British brand.

Niggles? Very few. The filler cap recess holds water, but it could have just been that the drain hole was blocked on the one we had. The suspension has a reputation for being budget – which is only as you’d expect for a bike built to this price point – but when it’s set against the other bikes that we have here, you realise that it really isn’t all that bad. Likewise, the brakes are ‘only’ budget items, being the ByBre offshoot of Brembo that can only really be considered as lacking if they’re compared to newer, highertech options, and are more than capable of dealing with anything that the standard Interceptor can deliver.

Arguably, it could be said that the biggest issue with the brakes is that the front master cylinder doesn’t have any adjustment to the lever, but if it’s little details like this that enable Enfield to keep the price to the level that it is at now, then personally I would rather accept a non-adjustable lever and then obtain an aftermarket one at some point later in ownership…

While the price of the Interceptor has risen since it was launched, it’s still a really well-priced bike – despite the lack of rider aids and adjustability, and a power level suitable for those with an A2 licence, it is still a lot of motorcycle for the money. Of course, the fact that it has proved

so successful may make some folk choose a different bike, such is the quirky nature of our favourite pastime!

There’s little doubt that the high sales have been helped by the price, but it’s also the style, the brand history, and the simplicity of the parallel twin that have appealed to purchasers.

Not everyone wants all-singing, all-dancing, gadget-filled electronic wonders, but are those buyers older folks who have fallen behind technology,or youngsters who have all the tech they want on their mobile phone, and want their bikes to be simple and fixable at the side of the road if the worst should happen?

Naturally, that lack of tech will

also result in cheaper servicing, a potentially longer life (less to go wrong means less reasons to scrap when repair costs exceed value), and easier modification. And that latter point is emphasised by the way that the aftermarket industry has stepped up to provide parts for the Enfield twins, notably with performance goodies, helped in no small part by the fact that Enfield is fielding teams in flat-track racing both in the UK and America.

I can’t see that happening with either of the other two brands in this test, and you know what they say about racing on a Sunday bringing sales on a Monday…

Ross’ opinion

I’ve not spent loads of time on either of Royal Enfield’s hugely successful 650 twins, but a quick blast on dry roads on both bikes a couple of years ago helped me understand why they’ve proved so popular with bikers far and wide. And I couldn’t wait to jump back on the Interceptor 650 to see if it was as good as I remembered.

It was. It was probably even better. It might not be the most exciting motorcycle on the market, but it’s well built, well set up, characterful and ultimately, very easy to ride. I reckon it’s probably the best of the bunch we’ve got here, and although prices have continued to creep up over the years, I reckon it’s still the best value for money by quite some stretch. Would an older Triumph Bonneville be a better option? That’s for you to decide.

28 KNOWLEDGE

HEAD-TO-HEAD: BSA GOLDSTAR VS ROYAL ENFIELD INTERCEPTOR ▲

THE OTHER OPTION

TRIUMPH BONNEVILLE T100 2017-ON / £5000-£9595

Triumph’s Bonnie has been kicking around, in some form or other, since 1959, and if you’re in the market for a retro-styled roadster and you’ve got your eye on either the new BSA and Royal Enfield, then you’d be wise to give it a look, too.

The Hinkley-based firm has got a whole load of ‘modern-retro’ machines in its broad Bonneville range, but the one that’s closest in both design and ethos to the two Indian-built bikes is the T100 (though the Street Twin is certainly worth a look, too).

With a 900cc water-cooled parallel twin motor that thumps like an air-cooled number, easy-going handling and bags of character, it’s everything you’d hope for from a bike like this. And it looks good, too, thanks to those peashooter exhausts, wire wheels and a smart two-tone tank.

Most importantly, Triumph’s built

up a solid reputation for putting together quality bikes, and with over 20 years of fettling the bike since the T100 was introduced in 2000, you can rest assured that you’re going to get a well-finished machine that’ll stand the test of time. That might be the thing that swings things in Triumph’s favour…

The Interceptor has proved itself pretty impressive in that area (particularly considering its price), but we’re going to have to wait to see how well the Gold Star holds up over the coming years.

The kicker is the price. A brandspanking new T100 will set you back just shy of 10 grand. You’d get a lot of change out of that sort of money for both a new Royal Enfield and BSA. However, if you’ve not get your heart set on owning a factory-fresh machine, you could pick yourself up a very tidy Triumph that’s only a few years old for nigh on the same money.

30 BIKER-FRIENDLY GUIDE

GETTING THERE

Travelling anticlockwise on the North Circular Road: After the traffic lights at Brentfield Road take the second exit. Turn right, then right again on to the old North Circular Road. The Ace is 100 yards on the left. Clockwise: Take the first exit after Hanger Lane, continue northeast up the old North Circular Road. The Ace is 800 yards on the left.

Ace Cafe London North Circular Road, Stonebridge, London NW10 7UD www.london.acecafe.com www london acecafe com DESSERTS Chocolate Brownie £5.95

Served warm with Cream or Ice Cream

Fresh cakes with cream £5.95

We always have a selection of fresh cakes Please ask for today choices

Knickerbocker Glory £5.95

ACE CAFE LONDON 1938 - 1969 REOPENED 2001

WORLD FAMOUS HOME OF TEDS, TON-UP BOYS (AND GIRLS) AND THE

Mixed Fruit Vanilla Ice Cream, Strawberry Sauce and Whipped Cream Served with Wafers & Cherry on top

HOT &COLD BEVERAGES

ACE CAFE WORDS: Bob Pickett PHOTOS: Ace Cafe London and Mortons Archive

Tea ................................................ £1.20 Decaffeinated Coffee ................ .. £1.70 Instant Coffee .............................. £1.70 Ground Coffee ............................. £2.50 Cafe Latte ................................ ..... £3.00 Cappuccino.............................. ..... £3.00 Espresso................................. ....... £2.50 Iced coffee.................................... £3.00 Iced Tea ................................ ........ £2.50 Pepsi/Lemonade..................... ..... £2.50 J20 ................................................ £3.50 Fruit juice (1/2 Pint) ................ .... £3.50 Bottle Water................................. £2.00

v = Vegetarian option

PLEASE CHECK BLACKBOARD FOR DAILY SPECIALS

FOR DETAILS OF MUSIC NIGHTS BIKE & CAR MONTHLY MEETS, SPECIAL EVENTS OR ACE CAFE CLUB, PICK UP A LEAFLET, ASK A MEMBER

OF STAFF OR CHECK OUT OUR WEBSITE

london.acecafe.com

IF YOU WOULD LIKE TO HOLD YOUR

PARTY, WEDDING, CLUB MEET

OR SPECIAL EVENT AT THE CAFE, PLEASE ASK TO SPEAK TO A MANAGER

ACE CAFE LONDON ACE CORNER NORTH CIRCULAR ROAD STONEBRIDGE LONDON NW10 7UD +44 (0)20 8961 1000

M E N U

You can’t have a series about biker-friendly diners without including the Ace Cafe.

Now in its 85th year, the Ace is a key part of biking culture and history.

The Ace Cafe was established in 1938 on the brand-new North Circular Road. A simple roadside cafe catering to travellers, particularly truckers, with its proximity to Britain’s fast arterial road network, and being open 24 hours, the Ace Cafe soon attracted motorcyclists.

The heydays were the mid 1950s-1960s. Buy a bike ‘on tick’ (hire purchase) and ride whatever you liked on a provisional licence!

Society was changing with the birth of Rock ‘n’ Roll. The only place it could be heard

was fairgrounds or transport café jukeboxes. With teenagers looking for their own identity and places to meet up, the Ace was booming.

Speedway was a weekly event at Wembley. Where to ride after but the Ace for a cup of tea, meet other bikers… soon ‘record racing’ was born. Drop a coin in the jukebox, choose a disc, then race to a predetermined point and back before the song ended! Huge numbers took part, with even larger numbers watching.

From here, the ‘Ton-Up Club’ was a short step – with no speed limits on the arterial roads, the challenge was to hit (and hold) 100mph.

The tabloids were full of shock tales of the Ton-Up Boys which led to changes in legislation: a full licence was needed for bigger capacity bikes; these remained the steeds of leather-clad ‘Rockers’, others adopted scooters (Parkawearing ‘Mods’). Rivalry between

the two groups swelled, leading to infamous clashes (a number were instigated by the press).

Notoriety saw people avoiding the cafés; the car industry began delivering cheap transport for the masses; the motorway network drew traffic away from the arterial roads.

All of this saw the Ace’s custom fall away and the doors closed in 1969, becoming a tyre depot.

Fast-forward to 1994 when the first Ace Cafe Reunion run took place.

Organised by (now owner) Mark Wilsmore, a number of motorcycle runs converged at the former Ace Cafe site on Sunday, September 4 1994. It was estimated that over 12,000 people gathered at the old cafe site. Clearly the old place still held a strong place in people’s hearts.

Over the next three years, the newlyformed Ace Cafe London obtained planning permission and bought the old site. Part launching in 1997, the full site reopened in 2001. There are now Ace Cafes in six cities (London, Kuala Lumpur, Luzern, Lahti, Orlando

and Beijing), but London is the home of the original Ace. The Ace has kept true to its transport cafe origins. Wholesome, plentiful food at reasonable prices. The British Breakfast (£8.95) in the photo consists of two eggs, two bacon rashers, one Ace sausage, two rashers of bacon, mushrooms, grilled half tomato, beans, buttered toast and a choice of tea or coffee. And it fills a steak plate.

To be honest, the roads to the Ace

aren’t exciting; it was, after all, a transport cafe serving the arterial roads, and they’re still what services the location. The reason for visiting the Ace IS the Ace; it’s a cultural icon and such an important part of biking history. And they work incredibly hard with a seemingly endless number of bike (and car) meets, rideouts and events. If there is a motoring segment not catered for on the Ace calendar I’d be amazed.

EVENTS 31

B BIKE SHED SHOW The annual Bike Shed Custom Show took place at London’s Tobacco Dock across the weekend of May 26-28.

Here’s a look at some of the best builds on display.

WORDS: Bob Pickett PHOTOS: Bob Pickett and Bike Shed For the first time there was a theme to the show, ‘Past, Present and Future’. It was all about looking to the past for style, creating brandnew human stories in the present and enjoying a peek into the future with innovation and the evolution of performance, engineering and design.

Pretty cool.

Bike Shed Moto Show is not a retail show (though, of course, there are carefully selected retailers at the venue) but an exhibition of the best and most imaginative designers and their work. And at what other show can you – once done looking at bikes, maybe getting a beer and a bite to eat – get a haircut or even a tattoo! As the team at Bike Shed put it: “The show is for the people who love motorcycles and the people who love people who love motorcycles.”

Over 300 custom bikes, carefully curated from across the world, were on display alongside live music, art, photography, and hand-made accessories alongside selected brands, retailers and exhibitors.

The photos show just a few of the stunning array of bikes on display, both from the best of the professional custom bike world, plus those ‘shed builds’ (home builds from insanely talented individuals) that caught our eye.

It’s a cracking event, that’s well worth a visit. If you’re keen on getting there next year, then it’s worth knowing that Bike Shed 2024 will be held across the last weekend of May 2024.

For more information closer to the time, visit: www.bikeshedlondonshow. com

32 ROUTE FINDER

POWERED BY

Peak District National Park is the oldest of the UK National Parks, being put in place in 1951. It’s also the busiest of the 15 UK National Parks, with an approximate 10 million visitors per year. However, it is still possible to get away from the crowds and enjoy some of the beautiful scenery, welcoming villages and challenging roads that the area includes. Here’s a cracking route to take in some of the best black top the area has to offer.

THE ROUTE

Starting from the middle of Matlock, next to the River Derwent, initially we headed west out on to the A6, to run the traditional route between Matlock and Buxton that was once a ‘rite of passage’ for any budding motorcyclist around four decades ago. Thanks to the increasingly busy nature of the A6, we turned left in Darley Dale to explore the significantly-quieter B5057, heading through Winster, then Bradford (no, not that one), before eventually running into the southern edge of Bakewell.

Rather than opt for a tart so early in the day, we turned left, joining the B5055 and heading southwesterly in a crosscountry scratch through Monyash, across the A515, and on to Longnor. A right and a left saw us on to Edge Top Road, now properly in the White Peak, and heading to join the A53 by the Knights Table pub. Here we could have taken a left and headed for Leek, past the Winking Man and the Roaches, but we turned right, and northwards, on to Buxton.

Bypassing the very centre of Buxton, and thus missing the glorious Pavillion Gardens, we then joined the Manchester Road, the A5004, which becomes a sinuous, twisting ribbon of Tarmac above Goyt Valley and past Fernlee Reservoir on the left, before dropping down into Whaley Bridge.

Rather than go straight into the centre of Whaley, we cut a corner by forking off just before the Shady Oak, climbing and then dropping down to cross Randal Carr Brook before rising again to the junction with the B5470, on to which we turned right, away from Whaley Bridge and out towards Chapel-en-le-Frith. Another typically great piece of Peaks road, which is exited all too soon by a left turn to avoid the centre of Chapel (unless you need fuel) to head north across the A6 and on to New Smithy.

Now heading into the Dark Park, and towards Glossop, the roads become a little more free flowing with the A624 through Little Hayfield, before turning right just after Chunal to avoid the traffic of Glossop and cutting north-east and on to the A57 and Snake Pass.

While it is still a superb piece of road, Snake Pass can be ridiculously busy, and really frustrating when you can see how deliciously flowing it is, yet you’re

stuck behind a truck belching out diesel and leaving limestone dust in its trail…

But patience is a virtue, so relax and let the scenery unfold, and after you’ve drawn alongside Ladybower Reservoir start thinking about the Dambusters, and then take a left into Derwent Valley, heading north to the Upper Derwent Visitor Centre and the Derwent Dam viewpoint. The road through the forestry is beautiful, but can get busy in holiday times so watch out for itinerant dog walkers and cyclists before stopping for a pic or two overlooking one of the two dams, or both of them if you’re feeling snap-happy.

Turning back on ourselves, we went back to Snake Pass, turning left and then right to head along the A6013 round the eastern end of Ladybower Reservoir and southwards towards Hope Valley. Regardless of the weather, this is a stunning area to ride and, after turning right on to the A6187 to Hope, it just gets better. The flip-side to that is that, in holidays and good weather, it does get very busy, especially through the middle of Hope and upwards past the Blue John Cavern and up Winnats Pass. But this is a ‘Must Do’ part of the Peak District! Turning right at the top of Winnats Pass, the next right turn is a dead end (it’s the old road, which has fallen apart due to subsidence) but the next rises through woodland to the western side of Mam Tor, before dropping down on a spectacular piece of road that swoops through the valley and into Edale. Riding straight through Edale and along the valley floor, the road then turns round to head east, then south, and back into Hope. A right then a left on to Eccles Lane continues to head southwards, turning right on to the B6049 and into Bradwell, then out into open country and through Great and Little Hucklow, with a left on to the A623, followed by a right on to the B6465, and after a few miles pulling in to the Monsal Head Hotel car park on the right-hand side for a break, and a spectacular view over Monsal Head Viaduct.

Heading onwards, the road drops into Ashford in the Water, with a right at the T-junction leading you to the A6, and a left to head towards Bakewell. We took the very next right to set us back on to the road back to Matlock that we had used while bypassing Bakewell on the outbound leg, but it would make perfect sense to now sample the town’s most famous sweet comestible.

ROUTE FINDER 33

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Want to know more about this cracking route? Head over to the MoreBikes YouTube channel and check out our video.

KNOWLEDGE 35

RUBBER SIDE DOWN Every biker should be interested in the rubber on their bike. But tyres can be a minefield even for the most experienced rider. So it’s no great surprise that plenty of people choose to stick to what they know, rather than making the most of what the market has to offer.

W

e are going to delve a little deeper into the dark art of tyres to see what’s changed over the years since John Dunlop developed the first pneumatic tyre in 1887 and what we should be looking out for today.

There are many aspects to making a tyre with the major ones most people think about being the tread compound, the tread design and the tread tyre profile, then check the LSI (Load Speed Index) to make sure it is suitable for your bike and off you go.

But as you will see there is a lot more under the rubber that combines to deliver a perfectly balanced tyre, giving feedback and confidence to the rider that the tyre will perform from the off, on cold mornings to track days, where the rider and bike are being pushed to the limits.

One tyre does not fit all, and a tyre that was good 20 years ago will have been overtaken with the latest advancements in materials and production techniques.

In general, a tyre is made from natural rubber, synthetic rubber, fabric cord, steel, carbon black, plus a few chemicals to help everything

bind together. Advancements in materials and production techniques are what make the real difference these days.

There are a few strategies that every tyre manufacturer uses to make a suitable tyre such as the ‘magic triangle’.

Take a piece of string and make a triangle with it. At the top is Rolling Resistance, bottom right Wet Grip and bottom left Wear Resistance, and let’s say an ‘average tyre’ has equal sides. If we want to make a tyre with the most grip, say a race tyre, it will reduce the rolling resistance and the wear resistance and for a race tyre this should be fine.

Now imagine the flat triangle as a 3D triangle, like a pyramid.

The higher up the pyramid would be the lower performing tyres, and the lower down the pyramid the better the tyres perform. With new materials the pyramid gets bigger; throw in new production techniques and the pyramid gets bigger again.

The magic triangle is still there, its just a lot bigger and in simple terms that’s how a tyre can grip more, give longer life and be more fuelefficient today compared with yesteryear.

POWERED BY

36 KNOWLEDGE

AFTER SOME NEW RUBBER?

There’s loads of choice when it comes to kitting your ride out with a new set of hoops. Plenty of riders tend to stick to what they know, fitting a fresh set of the same tyres that came with the bike when it was new. But that’s not always the best way.

But how do you know what’s good? And how do you save a few quid without compromising on performance?

How about looking away from the ‘big-name’ firms?

There is a major tyre manufacturer with two brands that has been around for over five decades and sells rubber in over 180 countries – and actually makes more twowheeled tyres per day than the competition.

Let’s start there…

MAXXIS Maxxis has been working with the Japanese OE (Original Equipment) manufacturers since the 1980s and more recently with Aprilia, KTM and BMW in Europe, with all brands choosing Maxxis as OE in today’s market, plus almost every scooter brand in Europe uses Maxxis. The OE partnerships have helped Maxxis deliver tyres that will take on any brand in the market, with a premium range of tyres offering exceptional levels of performance and reliability with truly surprising affordability.

The Maxxis Supermaxx Sport is designed to rival the flagship sports tyres in the market like the Metzeler Racetec RR, Michelin Power Cup 2, Pirelli Diablo Rosso III and the Bridgestone Battlax R11, where riders value grip over mileage, and cornering speed over comfort.

The Supermaxx Sport has everything the other major manufacturers have, except the price tag.

The high grip, dual compound full-silica tread compound delivers excellent dry and wet grip. A new progressive steel spiral belt with high density at the top of the tread for mileage, moving to middensity as you lean, to low density at full lean giving a bigger contact patch throughout any turn, giving reliable cornering with grip and stability. A high drainage tread pattern for wet days with reinforced tread grooves increases tyre stiffness for stability.

The Maxxis Supermaxx ST2 is OE on the powerful KTM Duke and our team has first-hand experience with this tyre.

Maxxis has confirmed the tyre was developed with the help of KTM after many years supplying the KTM Enduro and MX range.

We have found the tyre gives everything required from a tyre and more, with a great balance providing impressing performance.It’s early days, but we expect great mileage.

The tread has an innovative 3D side to improve tread stiffness on the road, with the opposite side allowed to grow, eliminating uneven wear and enhancing wet grip when cornering. With the wet roads we have in the UK, it’s good to hear the V-shaped groove design improves wet performance.

CST

CST has finally entered the radial tyre market with the Ride Migra. CST’s first Sports Touring tyre is what you would expect from the largest producer of motorcycle tyres in the world. Developed over many years drawing experience from its sister company Maxxis and working with OE manufacturers, the Ride Migra is a perfect blend of balance, grip and performance demanded by today’s rider.

The tyre was tested by Steve Plater before being released in the UK. Steve was amazed at the level of grip and as hard as he tried, he could not break the tyres’ grip when testing. It’s even more amazing when you see the price of the tyre…

2023 sees Bickers, the importer of Maxxis and CST, introduce 20 new patterns and over 100 new sizes including more OE fitments for small and mid-size machines from Aprilia, KTM, Keeway, Lexmoto and Zontes, and at the same time it has reintroduced the acclaimed Classic for Harleys, Indians and many more.

CST’s new CM-NK01 is a premium OE tyre on many of today’s modern small cc machines. Everything underneath the attractive pattern is new with the new lightweight carcass delivering a perfect balance of performance and feel. The new compound delivers a tyre that loves

to be ridden hard in any circumstance but is also at home with a gentle commute. The innovative profile design delivers nimble riding with an optimised compound providing excellent grip without compromising on mileage and wear or performance.

The growing adventure market sees Maxxis going head-to-head with the old guard with its new Maxxventure MA-ADV, designed to rival the go-to adventure tyres in the market, such as the Michelin Anakee Adventure tyres, Bridgestone Battlax Adventure Touring, Pirelli Scorpion Trail II or the Dunlop Trailsmart Max. This must be a very good tyre as we are told that we will soon see the MA-ADV as OE on a major European new bike launch at the end of 2023.

Maxxventure offers comfort, stability, mileage and excellent loaded handling performance, all for a reasonable price.

This tyre has been designed with modern technology for modern bikes and is suitable for use with ABS and tractioncontrol fitted bikes. As needed for this market, the tread is another full-silica highgrip compound with enhanced structure for excellent dry and wet grip, and is ready to take on all terrains, performing impressively on the autobahn and off.

Once again CST supports Maxxis in the adventure bike market with three patterns to suit every adventure bike in the market, from the CM-A1 for small adventure bikes needing H-rated tyres to medium and large adventure bikes fitted with or without luggage. Next is the Ride-Ambro CM-A3’s all-new fishscale tread which has been designed to offer a 70/30 road/off-road balanced tyre. The tyre is at home on the road offering high-speed stability and comfort or in the mud with great traction.

The new CST CM-AD01 is a new rugged adventure tyre for today’s small to medium adventure bikes. The hardlooking tyre perfectly offsets the modern styling of many new bikes. At home on the road, you can also take the CMMaxxis and CST are well worth a AD01 off-road look if you’re in need of some new with its upgraded rubber. Distributed in the UK by tread compound Bickers in Felixstowe (for those old enhancing its and wise enough, the company resistance to was started by MX legend Dave cutting. The 70/30 Bickers), you can check out road/off-road the full range of kit at www. pattern allows a bickers-online.co.uk rider to choose the best tyre for their bike.

WANT TO BUY?

COST-EFFECTIVE CLASSICS 39

Cost-effective

Classics

HONDA CB550 A stylish 70s icon for less than five grand? Yes please.

40 COST-EFFECTIVE CLASSICS

Honda was the first company to commercially market an in-line, across-the-frame, air-cooled four, right? That’d be the iconic CB750/4… which certainly isn’t cheap now. The half-litre version, the CB500F, is also making strong money but this month we’ve found a cracking cost-effective classic that won’t break the bank – enter stage left the CB550 series.

Background

Showcased late 1971 and sold from early 1972 onwards, the CB500 Four was arguably the best of the bunch. More power than the 350/4 and significantly less bulky than the 750. Around 1974 the motor was enlarged to 544cc and sold as the 550. Looking very much like the earlier bike, few could tell the difference without checking the badging. Just a few years later the styling was beginning to look a little dated and sales were about to falter. With the Honda Motor Corporation heavily focussed on making cars there was little resource to redesign the existing models, hence a makeover.

The bike

Knowing that it’s the original 500 that makes big money we can comfortably focus on the 550 versions, of which there are three. The initial 550 is physically, structurally and aesthetically the closest to the first half-litre four. Graced with four ‘tulip’shaped silencers, it’s an archetypal and timeless Honda styling job.

Featuring iconic early 1970s candy paint with a black centre panel, little comes close if you want the CB500F

profile but don’t have the money.

As the model went on the graphics changed a little, but little else did.

Circa 1976 and The Big Aitch is looking to make economies within its motorcycle divisions without spending anything significant on product development. It’d already had good success by remodelling the CB350/4 to deliver the seminal CB400/4 and took a broadly similar approach to the 550. Out went the expensive and heavy four-pipe/foursilencer look and in came the 4 into 1 exhaust system. If there was any logic to the bike market the newly-badged CB550F1 would have been another runaway success, but sadly it wasn’t.

What had proved to be a foolproof move with the 400/4 was anything but with the 550F1. People simply didn’t

‘get it’ – what had worked for the 400 wasn’t doing it with the revised 550.

In reality the bigger bike somehow didn’t have that stripped-back look that had made the 400/4 so desirable.

Perhaps it was the choice of colours, the preservation of the rubber fork gaiters or the retention of a lot of the older model’s chrome. Whatever the reason, the F1 failed to capitalise on the 400/4’s success. It really couldn’t live up to its Super Sport branding.

A little later the F1 became the F2 without the rubber fork gaiters and an updated paint scheme that vaguely mirrored the CB400F2. The CB550F2 proved to be a little more popular than the F1 iteration due to its upgraded aesthetics. In general terms the F series 550s had failed to capture the imagination of the bike

COST-EFFECTIVE CLASSICS 41

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5

2

6

3

Faults and Foibles

1. ENGINE

Rattling can be either out-of-balance carburettors or a worn primary chain.

2. WIRING/LOOMS

Often bodged by POs, always check for corrosion, etc.

3. EXHAUSTS

Expensive to replace and prone to corrosion.

4. SEAT BASE

Check condition and fit; missing edge trim almost impossible to find. buying public and Honda’s hand was effectively forced. It needed to have a middleweight four but still didn’t have sufficient financing to develop anything new. This led to Plan C in the guise of the CB550K, which looked a little like the old 500 and it’s cosmetically similar 550 version.

By taking the general look, panels, motor and running gear of the F2, Honda added revised graphics and colours along with a new exhaust system. The generally disliked 4 into 1 unit was dumped in favour of four separate pipes and silencers, but costs were still paired back. The tulip silencers were ousted in favour of four simple megaphone units that were presumably cheaper to make. And that was pretty much it – by 1979 the 550 in all its various guises had been deleted from the production lists.

Lineage and Legacy

What should have been the end of the 500/550 range proved to be anything but. 1979 saw the launch of the CB650Z, which was essentially the original 500 pushed to the absolute limit. Taking the bores as far as they could go, Honda maxxed out the design and ended up with a model that would run successfully through to 1985. Completely new panels, a 4-2 exhaust system and Comstar wheels totally transformed the bike and gained Honda a significant number of sales for a rather modest outlay.

Why you might want one now

Without exception the 550 in all of its guises is the best of the 350-750 aircooled fours. Even the nominal 50cc

increase in capacity gives the motor a noticeable boost. If you like the classic profile then the initial 550 with its four silencers is the way to go. The F1 and F2 have actually aged rather well; the former is possibly cosmetically less fussy but both have their supporters.

The later K versions sold well in the USA and there’s a fair few to choose from. Ultimately, any of the 550s will deliver that early Honda air-cooled four feel without breaking the bank.

Typical Prices

A tidy and complete original 1974 could be yours for less than £2500. A carb overhaul, service, fresh tyres and brakes could see that machine on the road for around £3k, which has to be a bargain. At the other end a really fresh 550K wanting nothing other than riding will cost you less than £5000. In between there’s a raft of options but we’d strongly recommend avoiding any that have been give the café racer look. If you fancy a project, scruffy F1s are out there for less than a grand.

Classic four-stroke Japanese fours really don’t come much more costeffective than this!

Summary

The classic bike scene may be in the doldrums but that also means it’s something of a buyers’ market. The Honda 550 range offers excellent VFM along with a rounded package with a range of styles, enough go to inspire, lower mass, and remarkable reliability for bike over 40 years old. When the Yamaha RD400 is making up to 10 grand, these middleweight Hondas really are something of a hidden gem.

5. SIDE PANELS & BADGES

Well known for cracking embalms are expensive to replace.

6. GUARDS

Prone to rotting on double skin sections, they’re costly to repair. Replacements will be hard to source.

7. IGNITION

Misfires in damp conditions were endemic when new!

42 AT A GLANCE

BLASTER

A first look at the RFN Rally Pro; a new lightweight, electric dirt bike that could be the future of off-road racing Motocross tracks are shutting left, right and centre. It’s been happening for years. Neighbours who don’t appreciate the sounds, smells and chaos of MX are doing their best to stifle one of the most entertaining, engrossing and exhausting kinds of bike racing in existence. And as frustrating as it is, you can sort of see their point.

Not all of you would fancy having your quiet weekend in your rural idyll disturbed by the sound of a two-stroke crosser being thrashed.

KEY FACTS PRICE: £4495 POWER: 7.8Kw (with 12.5Kw boost) TORQUE: 61Nm @ motor / 270Nm @ wheel TOP SPEED: 43mph WEIGHT: 68kg SEAT HEIGHT: 860mm

Thankfully, there might be a solution right in front of us. Electric.

That’s where bikes like this seriously cool RFN Rally Pro could come into their own.

They’re nearly silent at full throttle; they don’t blow out any horrible fumes; and they’ve got enough power, performance and poise to keep even the most experienced of racers entertained. What’s not to like? And you can even take the seat off and convert it into a trials bike. That’s pretty cool.

The road-legal one

£4745 (+£55 DVLA registration fee) That’s right. If you want a bit of versatility and the chance to bomb through town or tackle some trail riding, there’s one that’s kitted out with all the gubbins to make it ready to ride on the road: the RFN RS. It’s much the same as the Rally Pro but has been restricted to a 28mph top speed. What that means is that it can ridden with an ‘AM’ moped licence.

That means you could blast around on one of these at 16 years old (or if you passed your car test before 2001 and have got ‘grandfather rights’).

How cool is that?

If you want to know just how well one of these goes both on- and off-road, be sure to pick up the next issue of MoreBikes.

We’ve had a proper chance to put one through its paces and we can’t wait to tell you about it – but for now, visit: www.rfnbikes. co.uk

WANT MORE?

44 FIRST RIDE: SINNIS GPX 125 If you’ve grown up on a diet of WSB, BSB and MotoGP and you want to emulate your idols, then you’re going to want a sportsbike. There’s plenty of choice from the big names in the game, but if you’ve got a little less cash to splash then the Sinnis GPX 125 could be the learner legal machine for you.

WORDS: Chris Bailey PHOTOS: Sinnis UK and Mark Lancaster Eastwood

FIRST RIDE: SINNIS GPX 125 45 TECH SPEC Price: £3199 Engine: 125cc, four stroke, four valve, Euro5, DOHC Power: 9.5kW Transmission: 6 manual gears Suspension: (F) Upside-down telescopic fork (R) Swingarm, link-actuated mono shock Brakes: CBS, (F) 276mm Hydraulic Single disc (R) 220mm Hydraulic Single disc Wheels/Tyres: (F) 100/80-17 (R) 140/70-17 Seat height: 816mm Weight (empty): 158kg Fuel tank: 12 litres Warranty: 7 Years Contact: www.sinnismotorcycles.com

Sinnis Motorcycles is one of the UK’s leading manufacturers specialising in 125cc motorcycles and scooters and has brought an impressive amount to the market in the almost two decades it’s been operating. Over 60 models have been produced since it first opened its doors in 2005, with models ranging from sportsbikes and cruisers, down to scooters and one of the very few proper 125cc adventure bikes currently in production.

Its GPX 125 is a sportsbike through and through though, with aerodynamic fairing, a slanted windshield and the standard ergonomic triangle of handlebars, seat and footpegs, seen on almost all sportsbikes, which help you sit in a position which is both comfortable as well as optimising your body position to cut out as much wind drag as possible.

Having only ridden nakeds, and therefore being more used to being sat upright whilst in the saddle, I was a little concerned about how I would get on with the more raceoptimised riding position provided by sportsbikes like the Sinnis GPX, where your body is encouraged to lean further forwards over the tank, with the inwards-curving handlebars and the footpegs and gears being further back than I was used to. A feeling which only deepened as I saw the Sinnis GPX dwarfing the naked I had been riding. However, by the time the first mile was behind me I quickly found myself settling into the ride and the positioning, and by the third mile I felt like I had been riding sportsbikes for years.

When I first saw the GPX I was taken aback by how large it seemed compared to what I’d ridden before.

In fact if it wasn’t for those tell-tale

L plates on the bike this would easily be mistaken for a much larger capacity bike at first glance.

The GPX comes in two colour varieties, black with neon blue trim is one option, with the other being the increasingly popular steel grey with a yellow trim, the latter of which was what I was lucky enough to ride.

The front end of the bike has long, sleek headlights poking out from the angular nose of the bike, which slopes up towards the windshield which covers the incredibly crisp and easy-to-read digital display, which is made up of the time; your speed; current revs; a gear indicator; the total mileage (although with a few clicks of the buttons this can be changed to a trip counter instead); and a fuel bar. The latter is my least favourite part of what is otherwise a greatlooking display as your fuel level is calculated by four bars, which means at any given point the best you know is you have some increment of 25% of your fuel still. I did find that using the two buttons for the screen was more finicky than I would have liked.

I couldn’t work it out by myself, and without having access to a owner’s manual I had to message the good people at Sinnis directly to ask for instructions.

Whilst stationary, programming the screen isn’t a problem. However, on the website Sinnis describes the buttons as being able to quickly make changes to the display information on the fly, and honestly, due to one of the buttons being tucked down under the right-hand side of the screen, you either need to take a hand off the throttle which is never advisable, or lean forwards to reach under and across the length of the screen with your left hand to be able

to reach the button, again not an ideal manoeuvre whilst you’re in motion. Once you move back across the angular fuel tank you reach a seat which encourages your body to lean into the most performanceorientated position possible, and is very comfortable for the ride.

However, like with the vast majority of sportsbikes, the seat is designed with performance as the main goal and after a long distance you’ll feel yourself becoming more and more aware that a seat designed with far journeys in mind this is not; after a 200-plus mile ride I felt like John Wayne as I staggered away from the saddle.

Moving towards the back end of the bike, the tail light is mounted on a seat, a favourite location for it in my book as it means your light is just that much more visible to following road users. All in all there is no denying that this bike is a looke. One sunny day I took it out on a ride-out with two other larger-capacity bikes, a KTM Duke 790 and a CFMOTO 650MT, and it was the GPX which multiple people kept coming up to check out, or to ask about (with more disbelief that this could possibly be a 125cc).

Speaking of the engine, the power on the GPX has been a delight. With a 4-stroke, 4-valve liquid-cooled engine, this 12.7bhp bike has a real bite to it, easily able to get up to 70 on the bypasses with the bike feeling like it has more in reserve should you feel the need to get that bit extra out of her, with six speeds which you’ll fly through with rapid acceleration and which will have you keeping up with traffic onfaster roads.

The brakes work like a charm, with the main work done by the combined braking system offered by

the footbrake, meaning I only ever needed to engage the front brake if I needed to undergo an emergency stop, or if I was travelling through stop-start traffic systems wanting a soft, responsive stop. When it comes to the handling, I’ve had the most fun on the GPX on the twisty roads dotted around Lincolnshire. With the upside-down telescopic fork on the front and the swingarm, link-actuated mono-shock absorber on the back, the bike handled every road condition I threw at it with ease, meaning I felt confident as I was leaning the bike over further than I had dared on previous rides, never once feeling like the bike couldn’t handle where I was taking it.

As I’ve mentioned before, I love night riding. There’s something about travelling along quiet roads listening to the hum of the engine, whilst the rest of the area is quiet and dark which I find to be incredibly peaceful, and both the dipped and full beams on the GPX did a great job of lighting my way even on roads without street lights, with clouds covering the moon.

The only slight problem with the bike at night is that bright and clear digital display is just a tad too bright, so once you’ve glanced down at it and back at the road it takes a split second for your eyes to readjust to the darkness.

A split second isn’t much time at all, but when you’re riding on dark roads you need every moment you can get to react to suddenly appearing changes in road condition, or bold wildlife stepping into the road.

So to sum up, Sinnis labels the GPX as an entry into the exciting, adrenaline- and performance-fuelled world of supersports bike riding – and it is very difficult to argue with that on any level. This is a bike which

handles both long straights with ease, as well as those sudden sharp corners which you abruptly find are steeper than you initially thought, and with the well-thought-out, stylish design of the bike, you’ll look great whether your tearing down the right-hand lane on bypasses, or filtering through city traffic, knowing that the bike is capable of responding in an instant to whatever change you need to make.

The only final point I have is that this bike is very heavy, weighing 158kg before you fill its large 12-litre fuel tank. After a close call losing the bike’s balance walking alongside it to walk it up my drive, I quickly took to sitting on it to walk it wherever it needed to go, rather than risk doing any more damage to it.

The GPX is great value at £3699.

However, Sinnis very recently has announced an amazing summer sale on the GPX, cutting £500 off the price tag, meaning you can walk away with the GPX for £3199, which for the versatility and great performance of this learner legal bike feels like a steal.

For any learner riders keen to get into the vast world of sportsbikes, I’d happily recommend the Sinnis GPX 125.

46 LEARNER LEGAL

INSURING

YOUR

RIDE

Once you’ve got your gear sorted, you’ve passed your CBT and you’ve picked out your first bike, you’re almost ready to get out on the open road, but there’s still one very important step: insuring your motorbike.

WORDS: Chris Bailey

Insuring your bike is essential. It’s actually required by law. So if you’re riding on the road, you need to protect your new pride and joy (as well as other people’s).

The minimum you need is third party cover. However, that only covers your liability to other people in the event of an accident, not your own. I’d always recommend looking for a comprehensive policy, which

covers both your own bike as well as other people’s vehicles, as well as injury to others. It also covers you against fire and theft.

There are a huge amount of insurance companies and comparison sites you can go to, in order to get a quote for cover. And there are many different factors which need to be considered to calculate what it’ll actually cost and,

as ever, it is well worth shopping around a few places in order to find the best possible price.

With so much information required, and so many ways to keep costs down, I’ve put together this guide which includes what information you’ll need, as well as things to look out for and terms you might come across during your research.

“Get insured and get riding. Just remember to be honest with your insurer at all times, use any security devices you’ve told them about, and be sure to shop around for the best policy for you.”

LEARNER LEGAL 47 Bike Details

As you’d expect, the first initial information you’ll need to provide when you’re looking to take out a policy will be on the bike itself. You’ll need the motorbike’s registration plate, as well as information on any additional extras on the bike (or nonfactory modifications), in addition to the value of the bike.

Personal Details

A big chunk of your quotation details will be centred around you as a person. Insurers will want to know your age, your marital status, your employment status, and even what you do for a living. They will also want to know what sort of driving licence you have, how long you’ve held it and if you have any points. They’ll also want to know whether you have any advanced riding qualifications or are a member of any biking organisation, both of which could reduce your premiums.

It’s worth mentioning that places like Compare the Market may ask you to select provisional licence (even if you have a full car licence).

Security

Security covers a wide range of different products and solutions, from disc locks to bike covers, through to ground anchors and chains. It goes without saying that the better protected your bike, the cheaper the policy.

Honesty is always the best policy here. In the unfortunate event that your bike is stolen, your insurer will expect you to be using the security devices you told them about. And i you weren’t, they may very if w refuse to pay out. well Insurers will also ask you w where your bike will be kept o overnight, which again will affect the final cost which comes back to you, with keeping it on the side of the road being significantly more risky (and therefore costly) than a locked garage or even driveway.

Bike Usage

Insurers will want to know what you’ll be using the bike for, and how much you’ll be using it. The option which covers most bases is Social, Domestic, Pleasure and Commuting. You’ll need to work out how many miles you expect to travel over the course of a year. The best way to do that is to think about the miles you’ll cover in a week (to work, college, events or groups you go to) and times it by 52. The average UK motorcyclist travels 3000 miles each year (which is 57-and-a-bit miles each week). However, chances are that many of them won’t be riding all-year round. Ulitmately, it’s all dependent on what kind of riding you like to do and whether the bike is your main method of transportation.

Additional Policy Extras

There are a range of options you can choose to add to your policy, which can provide extra cover at a slightly increased price. However, if you’re using an insurance comparison site, some of the insurers will offer some of these as standard.  Breakdown Cover: In case you break down at the roadside  Motor Legal Protection: Provides cover to claim compensation for uninsured losses if you were not at fault during an accident. This normally includes personal injury, excess recovery and loss of earnings  Personal Accident Cover: Which provides additional cover in the event of a serious injury or worse  Helmet and Leather Cover: Which provides cover for your protective gear.

What’s the cost?

Once you’ve put all that information in you’ll either receive a straightup quote if you’re going direct to insurers, or a range of options with

a breakdown of what companies are offering you if you’re using a comparison site. It’s important to note that not all insurers are on comparison sites. I’ve been using Bikesure for my policies and have been hugely satisfied with how easy it has been to set the policies up, and although they haven’t appeared on any of the price comparison sites I use, their quotes have been lower than what’s been offered elsewhere.

For example, we looked to insure Benelli’s new 2023 BN 125 and were offered the following:  Compare the Market (my usual stomping ground for all things insurance): £1066.44  Bikesure: £900.21.

This shows exactly why it’s so important to shop around. I’ve saved

a decent chunk by looking elsewhere instead of just going to the same place I normally would, so make sure you check a few places to find the policy which is right for you.

One last thing to keep an eye on with your policy is the compulsory excess.

This is a fixed amount you’ll need to pay out to your insurer if you make a claim on your insurance. This can vary greatly but is usually between £250 and £750, a big difference so well worth checking before you sign on the dotted line on any quotes.

And that’s about it. Get insured and get riding. Just remember to be honest with your insurer at all times, use any security devices you’ve told them about, and be sure to shop around for the best policy for you.

48 FIRST RIDE: AJS BARLETTA 50

Sixteen-year-olds have never had it so good –with a whole load of options to choose from which offer them their first taste of freedom. And if retrostyled scooters are what they’re into, then the brand-new Barletta 50 from AJS is surely well worth a look.

FIRST RIDE: AJS BARLETTA 50 49 TECH SPEC AJS Barletta 50

Engine: 50cc 4-stroke air-cooled Power: 2.8bhp @ 7,500rpm Transmission: CVT twist & go Suspension: (F) Telescopic forks (R) Single shock Brakes: (F) disc (R) drum Tyres: (F) 110/70-12 / (R) 110/70-12 Seat height: 775mm Weight: 102kg Fuel Tank: 6.6 litres Fuel consumption: 133mpg (claimed) Price: £1999 + OTR Contact: www.ajsmotorcycles.co.uk

WORDS: Nicholas Ellis PHOTOS: Gary Chapman The 50cc market in the UK is a funny thing. If you’re 16 years old and you want to get out on the road, then you're going to have to find yourself a 50. That is your only option. But the frustrating thing is that within the year, you’re going to be eligible to ride a more powerful 125 machine.

It’s a tricky position to be in as a buyer, particularly a young one who’s unlikely to be flush with cash, because chances are you’ll want to chop in your 50 a year later when you can legally ride a 125. But let’s forget about licencing idiosyncrasies and frustrations for a minute, because buying your first bike or scooter as a 16-year-old is a seriously special moment.

But how do you go about finding the right ride for you? Well, there are a few key considerations. You’ll need decent performance. Good reliability.

And the price matters, too; every penny counts when you're that age.

Oh, and it needs to look good, too, but beauty is in the eye of the beholder, so you’ll need to work out what sort of style of ride you’re into first. Is it stylish scooters? Then we’ve got you covered.

If you’re an aspiring mod with a penchant for Dr. Martens, Ska and Fred Perry polos (not to stereotype), then there are a few options of retrostyled scooters which’ll look the part and do the job. Of course, Vespa and Lambretta are two of the biggest names in this world but their scoots don’t come cheap, so you’d be much better off looking elsewhere if your budget’s a little tighter.

That’s where the new Barletta 50 from AJS comes in. It neatly blends the classic lines of scooters of old

with plenty of modern features – and it won’t break the bank either. It’s equipped with everything you’d need to razz around town with confidence.

Coming in at just a shade over two grand (on the road), it’s not the cheapest choice on the market. There are numerous other options from some less established manufacturers that are on the market for much, much less (over £1000 less) – but it’s not going to break the bank either.

AJS has also proved itself as a safe pair of hands over the last few years.

It might be importing bikes from China, but it’s doing a good job of it. We’ve ridden our fair share of AJS bikes over the last few years, and they’ve always impressed. That means you should have a fair bit of confidence that the Barletta is up to the job and is happy taking a bit of a beating.

Aimed primarily at riders who need to get about in towns and cities, the lightweight scoot is powered by a simple little air-cooled 50cc 4-stroke engine which makes a fairly paltry 2.8bhp at 7,500rpm. It’s surprisingly nippy off the line, but it does run out

of steam quickly. If you stick to urban environs you’ll have no trouble, but out on the open road you do feel quite exposed with traffic blasting past at speed.

Stopping is looked after by a linked braking system, which means you can apply pressure to the front and rear brakes by simply using the rear (left) brake lever. It’s a frequent occurrence on learner legal machines, as all new 125s need to have either linked brakes or ABS (and linked brakes are the cheaper choice). They’re decent for a simple set up, with enough bite to stop the 103kg scooter quickly and efficiently. Suspension comes in the form of telescopic forks up front, and a single shock at the rear. It’s not complicated or hugely sophisticated, but it does a nice job of smoothing out the worst of it on rough and ragged roads while offering enough poise to whip through traffic with confidence.

As you’d expect for a little scooter, it handles well. It’s flickable, responsive and surprisingly fun to bomb around on. Of course, it’s happiest in town, bobbing and weaving through traffic and working its way up to the front of queues. But if you’re happy cruising at less than 30mph then the world’s your oyster. And that’s kind of the beauty

of these learner legal rides. They open up a world of possibilities to teenagers who’ll hopefully get the biking (or scootering) bug and continue riding for years to come.

It might look the part but in essence, the Barletta 50 is a budget commuter scooter. That’s not a slight, it’s a fact.

It’s just a bit better looking than the rest. Ultimately, the Barletta 50 is a great choice if you want a stylish

machine from a reputable brand for not a load of cash. It’d be bang on for a 16-year-old looking for an affordable way to get to college; a pensioner popping to the shops; or a city slicker cutting through traffic to get to and from work every day.

It’d also make a great second ride; a sensible, affordable and practical little runabout that won’t miss a beat.

What more could you ask for?

LEARNER LEGAL 51

STARTER PACK You’re a new biker. The budget is probably quite tight, but you still need quality protective kit (in your early days still learning the craft it is arguably more important). Where to start? There is a huge range of kit out there, so what do you go for?

WORDS: Bob Pickett and Connor Gritton PHOTOS: Bob Pickett and LS2 LS2 has introduced Starter Packs, designed to kit out new riders in safe and good-looking kit at an affordable price. The kit includes the best-selling Rapid full-face helmet, waterproof Sepang jacket (A-rated for protection) and Dart II gloves (which come with a touchscreen-capable finger and KP1 knuckle protection).

If you were to buy each item separately it would cost £205 with a

monochrome helmet or £215 with graphics, which is pretty reasonable as is, but if you buy it as a bundle, then there’s a few more quid to be saved (though you’ll have to check with your LS2 stockist for its package price).

To test the pack we’ve enrolled young gun and new rider Connor Gritton.

He put a lot of thought into biking before he began, going to Motorcycle

Live to try out a wide range of bikes before deciding which one to buy (he owns an immaculate CB125). He has a strong idea of what he wants from biking and what steps he needs to take to achieve those aims. When we first spoke I’d noticed his spotless bike and how he’d clearly done his homework on how to secure it (chain off the floor, through the frame, not a long chain).

Over to you Connor…

LS2 Rapid Helmet From £60

The Rapid helmet is a very snug fit and the visor is easy to lift and close. It is Pinlock MAX ready but does not come with one. It’s very well designed and lightweight but also bright so it can be seen. The only downside I found with the helmet was the breath guard which I found intrusive while riding. The strap can be a bit difficult to undo as I found when I first used it a few times, but is much easier now but it is very safe and secure.

LS2 Sepang Jacket £99.99

The Sepang jacket is a comfy fit and very well ventilated to reduce sweat. It’s also quite light considering the armour, unlike some other jackets. The jacket is well insulated and keeps you warm on cold mornings and evenings.

The only real downside to it is if you wear a short sleeved T-shirt, the inside layer on the sleeves sticks to your arms if you sweat. It has plenty of luminous and reflective elements to it, making you more visible to other road users.

The insulated layer can also be removed so the jacket can be washed.

“I really like the Dart II gloves and haven’t found fault with them at all.”

LS2 Dart II Gloves £44.99

The air vents in between the fingers are perfect. This reduces the chance of your hands sweating, and the padding on the gloves also fits well in the right places, isn’t too heavy and doesn’t restrict movement of your fingers. They are not too thick so you can still feel everything when wearing them and you don’t have to keep taking

them off to do certain tasks. I can use my mobile phone whilst still wearing the gloves. I have worn the gloves in the rain and they appear to be pretty waterproof as well which is a bonus as your hands don’t slip from the controls. The design has illuminous yellow stripes between the fingers which is bright and visible.

■ For more information on the LS2 Starter Pack and the rest of the range, visit: www.ls2helmets.com

52 TRIED & TESTED

Arai RX-7V Kiyonari Trico Tested by: Mikko | £790 | www.whyarai.co.uk

This is my second RX-7V helmet. I used the first one for five years. To be honest, after the five years the helmet still looked absolutely fine, but I had worn it a lot over that time, and the recommendation is not to use the same helmet for much longer than that. So, it was new helmet time.

Deciding what the next one would be didn’t take very long... I had loved my Arai. Sure, it costs a lot of money, but it fits perfectly for my head shape, the quality of the components is very high, and I had found it great in everyday use. On top of all that, Arai had just released the Kiyonari Trico graphics for the RX7V, an updated version of the dragon design worn by triple BSB champion Ryuichi Kiyonari. It’s absolutely stunning.

Underneath the graphics, the helmet offers the same quality and safety that Arai always does. It features the VAS (‘Variable Axis System’) visor system with the ‘pods’ covering the visor fitting mechanism – some don’t like it, but I find it very easy to use. The only niggle about the visor is that there is no internal sun visor, which means that you need a dark visor or sunglasses for the sunny days. Not a major issue, but it would make the helmet more versatile.

Three top vents and a chin vent are all adjustable and let in loads of air if need be. There are also two little vents on the visor for added ventilation. The two exit vents at the back are also adjustable. The removable lining is

anti-microbial material, and the cheek pads feature emergency removal tags, so the helmet can be taken off the rider’s head in an emergency with less movement of the neck.

There’s a pull-down chin spoiler under the whisper strip at the front, and an adjustable spoiler at the back of the helmet, although I don’t think I ever go fast enough for them to make much of a difference.

The helmet has both the ECE 22-05 and SNELL M2010/2015 approvals for safety, and it’s secured with a double-D strap.

If the RX-7V had a sun visor (and, no, not that external one that Arai has on offer) it would be the perfect helmet.

Even without it, it’s pretty damn close.

TRIED & TESTED 53

Bridgestone T32 tyres

Tested by: Dave Manning | £ variable | www.bridgestone.co.uk

I had some Bridgestone T32 tyres fitted to the Kawasaki Ninja H2 SX SE Tourer. While they might be ‘touring tyres’, they’ve actually proven to be brilliant, no matter the conditions.

Freezing cold autumnal mornings? Plenty of feedback, thanks. Flooded roads through Yorkshire? No dramas at all. At speeds covering a mile in 20 seconds? Perfectly stable and happy, ta! And little in the way of obvious wear so far, after more than 1000 miles.

The only thing that I’d hoped to try was a trackday before the weather turned to crap, but a few days of testing positive for Covid knocked that chance on the head.

Although the dry roads that I’d travelled on through a surprisingly warm October and early November showed that they’re certainly not short of grip, and are confidence-inspiring through the twistiest of public roads. And with no dramas during the times that I was travelling on wet and greasy Tarmac, nor even when on sketchy single track covered in leaves and grime through the wilds of Shropshire.

Really impressive.

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

BAD BEHAVIOUR Words: Steve Cooper Photo: Mortons Media Archive Getting Japanese motorcycle firms to take on board constructive criticism was never an easy task. Whether it came from contracted consultants or factory riders, such input was generally hard to swallow.

In Oriental culture being told you might be wrong or could have made a mistake was seen a shameful loss of face. However, when Wold Champion Kenny Roberts told Yamaha’s race team the 1978 OW35 had profound handling issues they were obliged to take notice from their top rider.

And when the bike’s issues were reinforced by Johnny Cecotto and Takazumi Katayama, action simply

had to be taken.

The result was the use of a De Carbon rear suspension shock absorber fitted with the traditional wound steel spring but with another, key, ingredient.

The addition of a nitrogen charge to the sealed unit gave the system a second, internal, spring. As gases are compressible it was logical to expect the nitrogen would adsorb some of the excessive loads. It should all have worked out well enough but fate stepped in – again!

During tyre testing during January Roberts lost the front end of the OW45, seriously injuring himself.

A broken spine, ruptured spleen and mangled foot put him out of contention, meaning he missed the Venezuelan GP. To add insult to injury, Cecotto retired at the same race! Two teams,

two riders and two ‘brand-new’ OW45s – and not a single point.

And it got even worse when Cecotto crashed at the Austrian GP, breaking a kneecap in several places – 1979 really wasn’t going well at all.

And yet despite the injuries sustained back in January, Roberts raced at Austria to take the win. The guy must have been rock hard to compete whilst still recovering from what could have been life-changing injuries.

KR Snr. was on a roll, taking second in Germany from Wil Hartog on a Suzuki RG500 and then taking wins at Italy, Spain and Yugoslavia.

At the Spanish GP the organisers refused to pay Roberts his start money which led to some unpleasant scenes both on the podium and with then FIM. This would make the start of

riders fighting for better conditions and treatment.

If the factory thought the OW45 was behaving itself they were wrong. At Assen the De Carbon shock lost its gas, relegating Roberts to eighth, and similar issues plagued him in Sweden, limiting Yamaha’s top man to a fourth.

In Finland the same problem had him crashing, remounting, but finishing in sixth place.

Roberts and Suzuki title challenger Virginio Ferrari took on the authorities at Spa over track conditions which many riders viewed as decidedly unsafe. Ferrari’s Belgium race was a disaster and the rest of his season was little better, which played in favour of Roberts.

The American enjoyed a legendary battle with Suzuki-mounted Barry Sheene at Silverstone in what was

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the best race of the season and one of Roberts’ career highlights.

A third in France helped cement Roberts’ second world title but it had been achieved more by luck than judgement in many people’s eyes.

Ferrari’s disappointing results in the latter half of the season had muted Suzuki’s challenge.

The OW45 really wasn’t substantially better behaved than the previous OW35 and Yamaha would need to do some off-season homework big time!

The VJMC – run by motorcyclists for motorcyclists. For membership enquiries only Tel: 01454 501310 Email: membership_vjmc@yahoo. co.uk Address: PO Box 1949, Yate, Bristol BS37 0BX Office hours: Mon-Thurs,10am4pm (please leave a message)

56 QUICK SPIN Want to try one?

To test this bike contact: Johns of Romford Motorcycles 46/52 London Road Romford Essex RM7 9QX www.johnsofromford.co.uk/

With Stuart Barker taking an SV650 as a long-termer at Motorcycle Sport & Leisure, I got the urge to reacquaint myself, having racked up 40,000 miles on different versions over the years.

WORDS and PHOTOS: Bob Pickett The SV650 launched naked N and halffaired S versions in 1999. A new (less attractive) pressed frame and fuel injection was introduced in 2004, dual spark-plug heads added in 2007. 2009 saw the N replaced by the SVF650 Gladius… itself replaced by the revamped SV650 in 2016 (the S also discontinued).

Give me some spec

A compact steel trellis frame houses a 645cc v-twin engine putting out 56kW/75bhp @ 8,500rpm, maximum torque of 64Nm/47.2lb-ft @ 8,100rpm. Seat height is 785mm.

Supporting the 198kg are 41mm non-adjustable front forks, 7-point adjustable monoshock rear.

Stopping it are twin 290mm front discs with 2-piston calipers, single 240mm, single caliper rear.

Changes from last year’s model

‘Last year’ is a misnomer for the long-lasting SV650. Suzuki took the best of both previous models for the 2016 relaunch (60 updates

overall including compact trellis frame, exhaust raised for improved ground clearance, new clocks). 2021 saw engine tweaks to pass the latest emissions regs. Low rpm assist and Suzuki Easy Start aides pulling away and low-speed riding.

So what’s it like to ride?

With a 24-year-old base model (the latest one is 7), is the SV650 still relevant?

Despite it’s small size you’re not too tucked in (pegs rear of centre, narrow bars, sit upright, when pushing on when it’s possible to tuck in). It’s slender, making it a good bike for smaller riders (29-inch inside leg, feet flat down).

The engine is lumpy sub-20mph. But open the throttle and it builds speed rapidly; the 645cc v-twin wants to work hard.

Suzuki moved maximum torque up the range so it’s available just before maximum power.

Handling at any pace is excellent; great at filtering (heavy traffic can be hard on the clutch hand), back-road blasts are huge fun, but for me the SV shines on rolling bends. Find these and let it arc from corner to corner, encouraging you to use the width of the road.

Front suspension does the job with

little dive under braking. Rear? Always been a bit boingy; riding harder or on poorly-surfaced roads, expect the odd bounce out the saddle.

Brakes are more than up to the job, but appreciate a firm squeeze.

The saddle is firm and you’ll be feeling it after a while; something like a Cool Cover would supply some welcome cushioning. That and the tucked-in legs prevent this from being a mile-muncher.

The clock is glance-friendly with the right information displayed and mirrors give good over-the-shoulder feedback.

Is the SV650 still relevant? You bet.

75 usable horses in a light, flickable frame that can commute but still reward if taken out to play. For the price, you could buy an aftermarket rear shock and still have change left on the full asking price for most of it’s rivals.

How much does it cost?

£7,195 (the café-racer X variant is £7,655).

KNOWLEDGE 57

BIKER DOWN You’re out riding with friends, when one of you loses it and hits the road, hard. Or you come up to a line of traffic. Using a bike’s natural advantages you filter past… to find an accident scene. There is a car on the opposite side with the front smashed.

A motorcycle is down in the road with the rider nearby, not moving. And there is another car on your side of the road, rear facing, no idea if the occupants are okay. Would you know what to do?

WORDS: Bob Pickett

This is what Biker Down aims to pass on. In 2010 founder Jim Sanderson (an active firefighter) witnessed a motorcycle accident while off duty.

Using his own training as a firefighter to assist at the scene, he realised the skills and knowledge he had could be shared with fellow bikers.

The course, run by serving firefighters, is FREE. Held at a number of locations across the country, the aim is to pass on useful skills that, should you arrive at the scene of an accident, will allow you to assess, manage and administer aid to those in need until the emergency services arrive.

I attended the East London/Essex course, held at Dagenham Fire Station. Run by firefighters Dan and Gary, who made it quite clear this wasn’t a training course, rather giving advice on how to handle an accident situation. It most definitely was not a ‘Look at the blackboard’ situation. This was a very interactive session, with observations, questions and opinions very much encouraged. As we were told: “The more you put into it, the more you will get out of it.”

The course took around three hours, split into three modules.

58 KNOWLEDGE

Casualty Care

Incident Scene Management This module dealt with arriving on the scene, assessing, prioritising, making use of the inevitable gathering of onlookers and alerting the emergency services.

The key is being calm. We were given little hints on how to give yourself a moment to collect yourself, get your breathing under control, put your bike safely out of the way and then assess what has happened.

Using as an example the ‘two cars one bike’ example: What can you see? What might have happened? Are there any immediate concerns (for example, is the biker lying in a dangerous place)? How many injured people are there and who do you look to help first?

Confidence is another key. By sounding assured and confident (even if you don’t feel it), people

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will naturally take your lead.

Make use of the group of people staring at the scene; get some to go and warn other road users; is there anyone with any first aid training? Get them involved (or let them take the lead if they’re more qualified) in victim care. The more jobs you can delegate, the more it takes off your shoulders and allows you to get on with the most important thing... looking after the accident victims.

We also talked through who to contact and what information is useful (where has it happened; how many vehicles involved; how many injured parties; anyone bleeding; struggling to breathe).

This is the most hands-on part of the session, dealing with how to administer motorcyclerelated first aid (what we learned here can, of course, be applied to non-bikers, but there are specifics like helmet removal).

We were taken through many of the typical injuries seen at a motorcycle accident; administering first aid; managing spinal injuries; CPR; using a defibrillator; and helmet removal.

As with the first module, assessment is vital. Is someone yelling and screaming? Then they’re awake and they’re breathing! Let them know you’ll come to them. But priority has to be to the one lying quietly in the road, not moving. Are they breathing and if so is it even?

Things like how to approach them, let them know what’s happening and you’re there to help, then to assess what is needed. Breathing and awake?

Great. Gently help them to sit up. If they’ve got a helmet on, ask them to take it off (they’re naturally going to remove it easier than you ever can). Any bleeding? Where and what is it like? Is it something that can be stopped/slowed by putting the injury above the heart? Or does it need pressure?

Your main priority is the one who isn’t moving, when you check you can’t find a breath. They need your help straightaway. Let the emergency services know you

have a non-breathing person and you’re about to administer CPR (it was stressed, don’t worry about calling the control again and again.

If you’re supplying updates – and in this situation you’ve advised there is a lifethreatening situation – it allows the control centre to escalate and prioritise the incident you’re attending).

Shown how to check breathing, remove a helmet (I volunteered to be the person on the ground (I’ve done helmet removal and CPR training in the past), and adjust their head to clear breathing, there is only one way to practise CPR in safety: Annie.

Annie is a doll whose head moves so you can practice helmet removal and tilting the head; her nose/mouth allow airflow and whose chest works just like a real person… except you’re not risking breaking any ribs practicing on her! (Note, if you do break a rib, adjust and carry on. It’s better to break a rib and save a life).

We were given other useful information (performing CPR? Do it from their left; the paramedics need to set up their equipment from the right, and in the ambulance any monitors, etc., are applied from the right side).

We were talked through using a defibrillator (amazing pieces of kit, they’re like a mini-doctor and will talk you through each step).

The Thinking Biker

This part is perhaps more for the newly qualified biker but still contains a lot of useful information no matter how long you have been riding. After watching a video of a genuine incident, we discussed how to find visual clues for potential hazards, making yourself visible; riding to the conditions.

The attendees at my course were an experienced group so more time was given to the other modules, but we did have a good discussion with lots of feedback on tips on hazard perception and being seen.

For new riders this is invaluable; so much can be noticed and dealt with in advance if you know what to look out for. This section provided plenty of food for thought.

Get Involved?

This is three hours well spent. At the end of it, I felt that should I arrive at an incident, I would be able to help make the scene safer, give assistance and also supply the emergency services with the information they need. Those three hours could, make no mistake, be the reason someone sees another day.

For more information on the course, and to find out how to get yourself booked in for a session, visit: www.bikerdown.co.uk

Biker Friendly Guide So now you want to be out and about, riding 1 those roads, feeling your bike run beautifully and watching those bugs splat on your visor.

On your own or as part of a group, it’s what we live for.

We’re sure you will have your favourite route, but if you are looking for a few ideas on where else to go, what to do, where to chat to like-minded folk and perhaps just have a great brew at a place which guarantees 2 a warm welcome, then these are the pages for you.

You can always find some interesting roads to and from any of these great venues, and it’s also worth bearing in mind that when you get there, chances are you’ll find some fellow bikers keen to chat about your machine, your route... and share their own 3 experiences too.

As you can see from the map, there are cafes, bars and venues all around the UK which are perfect for a visit.

So go on, support these venues which love their bikers... get out there and pay them a visit, you will not be disappointed!

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CLASSIFIEDS ACCESSORIES

TYRES

BRAKE LINES

WEB WATCH

CHROMING

NUT & BOLTS

Selling your bike is

Classified FREE for private readers

For Sale

AJS Model 30, 1958, blue/black paintwork, new chrome wheels and tyres, new silencers, exhausts, chrome chaincase, Pazon electronic ignition, matching numbers, immaculate 600cc twin, ready to ride, free delivery arranged, £5450 Tel. 01723 372219. Yorkshire.

ARIEL Huntmaster, 1958, twin cylinder 650cc, immaculate black paintwork, matching numbers with V5C and original buff logbook, photos available, restored to the highest standard, ready to ride, free delivery, £6450 Tel. 01723 372219. North Yorkshire.

AJP SPR240, Sept 2022, under warranty, trail bike, 274 miles, new battery, raised gearing, spare sprockets few spares, £4000 ono Tel. 01322 556013; 07761 687469. Kent.

BSA Rocket Gold Star rep, 1953, silver/black, 650cc twin cylinder, Goldie tank and silencer, Siamese exhaust, new rear tyres, single sided brakes, twin clocks chrome guards, photos available, free delivery arranged, £6950. Tel. 01723 372219.

North Yorkshire.

BMW K75 S 1990, blue/black colour, 81,000 miles, V5C present, handbook, MoT till end of August 2023, new Avon rear tyre, new front tyre, battery, rear disc and pads, thrust piston and bearing, clutch spline lube, gearbox and diff oil all been replaced in the last few years, panniers and top box, grips and hand protectors, invoices for most parts/repairs, original age related condition, owned since January 2016, £2500 Email scottf675@gmail.com

BSA Super Rocket, 1959, red/black paintwork, chrome mudguards, twin clocks, T/L/S stainless rack, Avons, V5C, dating certificate, excellent condition, ready to ride, photos available, free delivery arranged, Tel. 01723 372219. North Yorkshire.

BSA A65 Lightning, 1964, recent overhaul, many new parts inc exhausts and battery, alloy wheel rims, good running order, £4950 ono Tel. 07967 856206.

Somerset.

DUCATI 996S, Hodgson replica, 2001, built by Ducati factory owned UK subsidiary the motorcycle is converted from the standard 996S specification which includes conversions such as a full Termignoni system, tinted screen and Ohlin’s suspension as well and plenty of carbon fibre extras such as air box, swing arm cover, Ducati Performance air tubes, sprocket cover and number plate holder, 9980 miles on the clock, good Dunlop tyres, new belts, oil and filter changed every year, £15,000 Tel. 07710 629496.

GAS GAS TXT 125 GP, 2022, hardly used, road registration, red, great motorcycle, great starter, trials bike, original from John Shirts motorcycles, now as long distance seat fitted, £4495 Email. squida225@yahoo.co.uk

HONDA CM125CE, 1984, part restored custom, powder coated frame, swingarm, chainguard, over £650 spend on new parts, too many to list, runs and rides, phone for more details, V5C present on Sorn, little to do for MoT, £950 ono Tel. 07907 458246. Warwickshire.

HARLEY-DAVIDSON Low rider 1200, 2017, not yet run in many extras, long MoT, immaculate as you’d expect, bargain of the month £7000. Tel. 07988 149448. Lancashire.

HONDA Superdream, 1981, blue, unrestored, 95% original, blue, 34,000 genuine mileage, runs very well, move forces sale, £1650 ovno Tel. John 01790 754293. Lincolnshire.

HONDA Silverwing 600, super scooter, one owner, Garmin 550 Europe & USA fully waterproof, all fittings, clamps, heated grips, side reflectors, recent replacement guaranteed by Honda replacement drive belts rollers, etc, £2400. Tel. 07905 796557. Northants.

HONDA NC750X, 22,919 miles, kept in garage, Givi top box and Givi rack with two keys, Givi touring screen, I still have the original to go with the bike, radiator guard, Oxford heated grips, (ignition switched so you cannot forget to turn them off), hand guards, centre stand, fork protectors, full service history with receipts, owners manual, both ignition keys, MoT, £4800 Tel. 07761 124953.

HONDA CBX250RSE, 1985, 44,000 miles, DOHC e/start single, MoT to 03/2024, summer fun or dependable winter commute, £1990 ono Tel. 07543 310862. Hampshire.

KAWASAKI W650, 2002 (02), 22,007 miles, MoT March 2024, tyres both good plenty of tread left, oil and filter changed last year but bike has not done many miles since this, used in all weathers so isn’t in immaculate condition, some rust in areas, viewing is recommended, completely standard apart from the added grab rail and some heat wrap on the downpipes fitted by the previous owner, 2 keys, some old receipts and MoT certificates, V5 present in my name, £3000 ono Email.

Thesluman@hotmail.co.uk KYMCO X-citing 2021, 71 reg, 400cc, in blue, 6900 miles, fsh, new scooter forces sale, never seen rain, ACE Maxi scooter, 36 bhp model adj screen one owner, £3199. Tel. 07784 499299.

MOTO GUZZI 1100 Sport, carb 1996, three owners from new and my bike since 1999, approx 26,500 miles and recently recommissioned since last used regularly in 2013, now fully serviced and new MoT, the bike is standard, except a deep sump conversion to increase oil capacity and exhaust crossover pipe to remove the collector box, original parts are included in the sale as are two keys, Owners Book, Workshop Manual, set of original decals, Ventura grab rail/ rack and original sales brochure, a classic Guzzi which goes, stops and steers in modern traffic, price reflects new tyres, £5750.

Tel. Andy 07771 834069. West 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

MOTO GUZZI Spada, 950cc, 1981, needs finishing, numerous new parts and part resprayed yellow in colour, qualifies classic insurance, no MoT or tax, open to offers Tel. 01743 860362.

Shropshire.

MZ150 barn find, one owner, 5000 miles from new, was put away running 30 years ago, can be seen east London/Essex, 2 miles from London end of the M11 or 3 miles from junction 26 of the M25, consider a swap with a Excelsior Talisman twin or a Greeves 250 twin, £1750 or near offer, I don’t do messages unless there is a phone number attached that I can call back on Tel. 07883 354039.

SUZUKI 1200 Bandit, only 8400 miles genuine, new MoT just done, black Avon Storms, Remus, contact for pics-email £3295. Tel. 07896 281216.

TRIUMPH 21, 350cc, 1964, pair Bikini model, black/ivory tank, mint condition, £4000 ono Tel. 07752 312211. Berks.

NORTON Dominator 99, 1961, silver/black paintwork, large history folder from restoration 2016, placed in private collection, new recommissioning, receipts, photos, V5C, stunning bike, ready to ride, free delivery arranged, £7450 Tel. 01723 372219. North Yorkshire.

HONDA NC700/750X 2014/2019 Puig touring windscreen with visor for sale £60 +p&p Tel. Bill 07713 160796.

NORTON Commando 850, Mikuni single carb conversion kit, complete nearly new, £180.

Tel. 01515 319213. Merseyside.

TRIUMPH 650cc, 1960-62 gearbox dismantled, most parts available, needs assembly, £75; plus clutch covers inner outer, £30 Tel. 01214 757249.

Miscellaneous

YAMAHA YM1 305, 1966, red, 3660 miles from new, excellent condition, new parts inc tyres, battery, wing mirrors, chrome and paint, MoT and tax exempt, £4495 Tel. 07785 186476.

Email. paulmiller208@gmail. com West Yorkshire.

Parts For Sale

Wanted SUZUKI GSX550E, all original, comes with all paperwork and all recipients, collection only, £2750 Tel. 07837 362828.

SUZUKI 1200 Bandit, only 8400 miles, new MoT, black, Avon Storms, Remus, email for pics, £3295. Email. agreg2002@ hotmail.com

HONDA CG125, 1976-1985, 6 volt electrical parts wanted generator, coils, switches, wiring etc why?

Tel. 07990 497310. Lincolnshire.

HONDA CBR600, 1995-present, or similar ie 600cc, details re price condition, location to collect and details to Ken please text only, due to difficulty speaking Tel. 07790 512582. Shropshire.

CLASSIC BIKE wanted anything considered in any condition by enthusiast top price paid Tel. 01514 470147.

HARLEY-DAVIDSON new brake discs pair PFM HD002 - 4807 rear, Zodiac C 235473 HDF front, £70 the pair. Suzuki Bandit bits, new foot pegs, £10. New Clutch switch, £2.50 - gear lever, £20.

Hendler handlebars new, £30 Tel. 07704 343331. Stockport.

BOOKS: Sox, Gary Hocking, £5.

Mike The Bike Again, £5. New Edition Mike The Bike Again, £5. Hailwood by Mike and T. Macauley, £5. Mike The Fans Favourite, £8 all plus p&p Tel. 07787 5255198. West Midlands.

CLASSIC BIKE tax disc holder brushed aluminium, front secured by aluminium keys, ideal for that tax exempt classic, excellent condition, £9 posted Tel. 07504 327299. Devon.

CLYMER MANUAL for 200420013 Harley-Davidson Sportster, £10 and backrest/ rack, £50 Tel. 07832 243212.

West Midlands.

KAWASAKI Workshop Manual from Kawasaki dealers for a KZ400, 500, 550 models for sale, £15. Suzuki Service Manual for B120/B100p models dated 1966, £15. Indian motorcycle spanner, no sizes on spanner, very old suit old Indian owner, £10. 7 Triumph motorcycle spanner, various sizes and ages, £30 Tel. 07929 747650.

TRIUMPH Thunderbird 900, chrome headlight shell bucket, excellent, £90, £7 postage, also rear brake cylinder, cover plate black, excellent, £35, £5 postage. GL1200 reg/rec boxed £50, £5 postage unused new Tel. 07434 513161. Lancashire.

WATSONIAN SQUIRE motorcycle trailer, blue fibre glass, new tyres, new inner tubes, new lights, can send pictures, £400 ono. Avon venom tyre like new, £30. 150-80-16 clutch cable CX500 custom Honda, £8 Tel. 07704 343331. Stockport.