MoreBikes December issue **FREE TO READ!**

Bringing YOU the BEST of biking

December 2024 # 221

? r e t t e b r e g g Is bi New BMW R 1300 GSA

FIRST RIDE

ridden and rated

Yamaha MT-09 Y-AMT

HOW TO MAX YOUR MONEY

Smart ways to buy a bike

COST EFFECTIVE CLASSIC

Suzuki GSX-R750 SRAD

CONTENTS 3

INSIDE THIS MONTH ER DECEMB 2024

20

2025’S FRESH METAL Checking out the exciting new models heading our way

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IS BIGGER BETTER? BMW’s new R 1300 GS Adventure ridden and rated

ANTRIM DAY RIDE

14

Our guide to this must-do Northern Irish blast

34

Smart tech on test

Getting to grips with Yamaha’s new Y-AMT auto gearbox

Welcome to the issue…

I

t’s been an exciting few weeks putting this issue together and learning about all the new bikes that are headed our way. Needless to say, there’s plenty on the cards for 2025, covering everything from tourers to nakeds, sports bikes to adventure bikes… and I can’t wait to see them in the flesh.

By the time you’re reading this Motorcycle Live will have come and gone, but if you made it to the show, make sure to write in with the bikes you liked the

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

Editorial design Druck Media Publishing Director Dan Savage Email editorial@morebikes.co.uk Production Editor Mike Cowton Group Advertising Manager Sue Keily

most and what’s top of your wish list.

Of course, it’s one thing wanting a bike and another thing buying one… which is why we’ve put together a few pointers on how to max your money (page 38) if you decide to go down that route.

As for me, as excited as I get about the new stuff, I’ve got a list just as long of used bikes I crave. Whether it’s just a case of nostalgia playing tricks on me, or I’m just trying to stay younger than I actually am, I’m not quite sure but there’s

Advertising Simon Meyer 01507 529310 Advertising deadline for January issue December 12 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

bwilson@mortons.co.uk a whole world of motorcycles I’d like in my line-up, not least of all the GSX-R 750 SRAD that’s the star of our Cost Effective Classics section (page 48) this month.

Does that float your boat? Whether it does or doesn’t, one thing’s for sure; when it comes to motorcycles, new or old, we’re spoilt for choice.

BRUCE Editor

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

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4 NEWS

More metal for the masses…

Just when you think the flood of new and exciting bikes would start to slow down, there’s a new wave on the way… and we’re not complaining.

Words: Sir Alan of Dowds

Ballistic Beemers S1000R, S1000RR, M1000R and M1000RR There’s a heap of fresh updates for BMW’s inlinefour 999cc S1000 and M1000 models, in both single R naked and double R superbike format.

The big news is the 2025 M1000 RR, finally crowned as WSBK king under Toprak Razgatlıoǧlu, which gets a stonking six extra bhp peak power.

The WSBK champ now makes 218bhp, up from 212 last year, thanks to a top-end refresh, which is an amazing output from a normally-aspirated 999cc street-legal unit. There’s more compression, now a neardiesel 14.5:1 compression from 13.4:1, new-shape titanium valves and rejigged seats, oval intake and exhaust ports, new pistons and bigger 52mm throttle bodies (up from 48mm).

Toprak’s top ride also gets a new frame for this year with relocated engine mount and altered stiffness, new M Winglets 3.0 for even more downforce (30kg at 186mph) while keeping the 195mph claimed top speed, eek! The rider aids package now adds a steering angle sensor to make the slide modes even smarter (cars have had this sort of thing for decades, but this is a first on a bike we reckon).

The other BMW 1000 to get engine mods is the S1000 R supernaked. It’s got a mild 5bhp tweak up to a peak of 170bhp now – an almost

sensible number in this company – thanks to altered intake ports and mapping adjustments.

As you probably worked out, the S1000 RR and M1000 R both stick with the same engine spec as last year, with ‘only’ 210bhp for the standard superbike and premium hypernaked machines. How will we survive?

Away from the engine, the S1000 RR gets a new aerodynamic package with updated winglets, new brake cooling ducts and more downforce; up by 6kg to 23.1kg at 186mph. You also get a new quick-action 58° throttle twistgrip (shared on all these new models), tweaked bodywork design, and upgrades to the rider aid package which now includes the ‘PRO’ modes as standard.

For the S1000 R you get a new ‘dual flow’ twin headlight and bodywork design and more rider aids: engine brake control is standard. The M1000 R also has a bodywork refresh, finetuning to the traction control, and the new quick-action throttle.

The S1000 RR starts at £17,990 and arrives in January, the M1000 R costs from £19,990 and S1000 R £13,760, both here in March, while the new M1000 RR will set you back a WSBK-approved (and very decent considering the performance) £32,850.

It hits BMW dealers in April 2025.

NEWS 5

Hornet CB1000/SP CMX500 and 1100

I know what you’re thinking – didn’t we do this already?

Well, yes: Honda first showed the new Hornet 1000 off around this time last year, as a 2024 model. It’s kinda heartening to think that the enormous moto-industrial complex which is Honda is just like us: Project bikes taking much longer than you thought they would to finish off…

The bike, now a 2025 model, is a fairly standard Honda take on the roadster theme: An old (2017) CBR1000RR Fireblade engine, suitably detuned from 190 to 150bhp with soft cams and less compression, bolted into a steel frame with cooking running gear and neat styling. It weighs 211kg wet, which isn’t amazing, but isn’t terrible, and you get a fairly unremarkable 2025-spec set of rider aids including wheelie and engine brake controls.

But the big H has made up for that 12-month delay in two ways: Firstly, it’s made the new bike a stone-cold bargain, with retail pricing that’s seemingly from the 1990s. And the engineers have also produced a cheeky SP version, that not only has Brembo Stylema brakes and an Öhlins TTX36 rear shock, but also has a unique new ‘Revolutionary Controlled’ (RC) valve in the end can, which closes at low revs then opens at 5700rpm for full-power breathing.

As we said though, the most amazing thing is the pricing. The stock bike is just £8999, which looks like you’d need to add VAT to it or something. The SP is a grand more, at £9999, also impressive. Both bikes will be on sale in January and we’ll be riding them very soon…

You may not love Honda’s CMX range of soft-ish Japanese cruisers, but you have to respect them for their massive sales performance.

The CMX500 Rebel is a big hit with the A2 licence brigade, so much so that Kawasaki virtually copied it with its latest Eliminator 500, and the Africa Twin-powered CMX1100 provides a full-power hit in the same vein.

Both bikes get a modest refresh for 2025: The 500 mostly on the cosmetic and Euro 5+ homologation front, with the 46bhp 471cc twin motor largely unchanged. The 1100 now comes in three models: Base CMX1100, a new ‘T’ touring variant with half-fairing and baggerstyle panniers and an SE version packed with bolt-on factory custom bits. The motor has some of the upgrades seen on the Africa Twin this year, with more compression, different cams, heavier flywheel and new exhaust, plus ride-by-wire throttle. Peak power is about the same at 87bhp, but there’s much more low-down and midrange grunt.

Prices and availability for the Rebels is tbc, expect more news next month.

6 NEWS

Cool Kawasaki Z900

It’s often overlooked for its fancier retro sister, the Z900 RS, but Kawasaki’s Z900 is a big hit with its owners, and sits nicely inbetween the mental supercharged Z H2 and the smaller Z650 twin naked.

It’s been overlooked a bit by Kawasaki too arguably: But no longer. For 2025, the 124bhp inlinefour 948cc motor gets ride-by-wire fuel injection, the ancient axial-mount front brake calipers are finally binned in favour of proper radial-mount parts, and there’s an IMU-based suite of electronic rider aids.

You also get a new 5in TFT colour LCD dashboard that includes navigation functions, plus cruise control and an up/down quickshifter.

As ever, Kawasaki’s also offering an SE version, which features an Öhlins rear shock with remote preload adjuster and Brembo radial monobloc calipers with Brembo discs. No price as we went to press, but the Z900 will be in the shops in March.

Triumph’s tasty trio Tiger Sport 800

Déjà vu? Well, yes – the Hinckley firm sold a Tiger 800 model between 2010-2019, but it’s keen to stress this new machine has nothing to do with the old ‘un. In fact, it’s basically a grown-up’s version of the firm’s very successful entry-level Tiger Sport 660 model.

Indeed, the engine on this new 798cc 800 triple is based on the same crankcases and cylinder head on the 660, but with a bigger bore and longer stroke to get those extra CC. There are new pistons, with the same bore size as the 765 Street Triple, a longer throw crank than the 660, and further mods to the head.

The 800 also has triple throttle bodies instead of the low-performance single throat design on the 660, and the result is a beefy 114bhp peak power, with 83Nm (61lb-ft) of torque and a broad range of grunt.

Similarly, the chassis takes its basic layout from the 660, with a similar steel tube frame design, and uprated running gear.

Triumph’s added fully-adjustable 41mm USD Showa forks and a rebound/preload adjustable rear monoshock with remote preload

adjuster, Triumph-branded fourpiston front brakes and road-friendly cast aluminium wheels with Michelin Road 5 rubber.

The electronics package includes cornering ABS and traction control, cruise control, quick shifter, LCD dash and Bluetooth connectivity, and the Tiger Sport 800 will be on sale in March, costing from £10,995.

Speed Twin 900

Triumph’s given the novice-friendly Speed Twin 900 retro roadster a tweaking for the new year.

The fundamentals are as you were: The engine is the same friendly 64bhp parallel twin SOHC unit, in a lightly modded steel tube frame.

Suspension is now by Marzocchi, in common with much of the rest of the Triumph range, and there’s a radial-mount front brake caliper, fresh bodywork design and uprated electronic kit. It’ll be in the shops in February priced at £9,195

Trident 660

A minor refresh for Hinckley’s budget 81bhp roadster: the £7,895 Trident 660 gets cornering ABS, new Showa Big Piston forks and cruise control, as well as a styling refresh.

NEWS 7

The KTM collection

990 Duke R

It’s like a hamster wheel with performance bikes these days: The big ‘uns have been growing and growing so the 1000s are now 1100s and even 1350s, while the smaller middleweight machines have also expanded.

That’s why the new 2025 990 Duke R – an ‘upper middleweight’ machine – actually tips its metaphorical hat to the full-bore KTM supernaked of 20 years ago: The 2005 990 Super Duke. The 2025 990 now has a similar capacity and performance to the old 990, albeit from a 947cc parallel twin motor instead of the 999cc V-twin of old. Got all that? Good.

For next year then, the 990 Duke R gets an extra 5bhp, up from 122bhp to 127bhp, and a little less mass, down 2kg to 190kg (this is where the old bikes win: The 2005 990 was just 179kg).

The power gain comes purely from mapping changes rather than any mods to the engine itself, so the cheeky Austrian gnomes already had those 4bhp in their pocket.

We’re still pleased to have ‘em though.

Away from the engine, KTM’s modded the frame and

swingarm, with a new linkage for more grip, extra ground clearance, and a few degrees more lean angle. The WP APEX suspension is also new, with an Open Cartridge damping mechanism on the forks, which now have 48mm stanchions, up from 43mm.

Brakes are top-end too, with Brembo Stylema front calipers, larger 320mm discs and a Brembo MCS master cylinder, while Michelin Power Cup 2 tyres and 1390 Super Duke R wheels completes the chassis mods.

The electronics are sharpened up of course, with the new KTM 8.88in landscape TFT LCD touchscreen dash, refreshed switchgear, and improved rider aids, including Sport and Supermoto+ ABS modes.

Pricing is tbc, and the bikes will be in shops in January.

2025 KTM 1390 Super Adventure S EVO

Self-driving cars are still science-fiction, despite the promises of Elon Musk. But many new models come close: All manner of computers, cameras and sensors take the strain out of driving, with active cruise-control and automatic lane-keeping.

And this latest KTM Super Adventure S EVO comes closer than anything we’ve seen in terms of applying that technology to two wheels.

The basic top-end adventure bike is there under all the tech, with a saucy 170bhp, 245kg wet mass, all the performance riding aids, and a new CAMSHIFT variable valve timing setup in the 1,350cc 75° V-twin-powered motor.

But KTM’s added a series of clever tech upgrades, including its gigantic new 8.88in LCD dashboard, WP semi-active electronic suspension, radar-assisted cruise control and the firm’s new automated manual transmission, with centrifugal clutch and computerised gearchanges.

Even more impressively, the radar cruise control and automatic transmission work together in traffic, so the bike will actually come to a complete stop when the vehicle in front halts, then pull away again when the traffic moves off. We imagine an automatic sidestand will be the next innovation, for the truly dense riders out there…

No word on price for the 2025 1390 Super Adventure S EVO, but it will be on sale in February.

8 NEWS MT-07

Yamaha’s delightful duo

Yamaha’s MT-07 sits at the heart of a tasty middleweight range: Its engine and basic chassis layout forms the basis for the R7, XSR700, Tracer 700 and Ténéré models. And for 2025, the tuningfork firm has given the neat roadster a chassis and tech upgrade, as well as the Y-AMT automatic transmission option.

There’s a new steel tube frame with revised swingarm pivot design, less mass and more rigidity. You also get a lighter, slimmer swingarm design, and new suspension units: 41mm USD forks up front, now with radial-mount front brake calipers for the first time. Lighter SpinForged aluminium rims with Dunlop Sportmax Q5A tyres, new bodywork and revised riding position rounds off the chassis mods.

The electronics see a bigger 5in colour LCD dash fitment, and extended rider aids, with traction control and power modes. And you can also spec the bike with the Y-AMT automated manual transmission, as seen on the MT-09 last month. No big changes to the engine for 2025: It sticks with the 74bhp 689cc 270° parallel twin setup. Pricing is to be confirmed, and it’ll be available early 2025.

Tracer 9

We’re definite fans of Yamaha’s excellent Tracer 900 range: It’s a practical, quick, capable allrounder with minimal ‘adventure’ styling. And for 2025, Yamaha’s gone all-in, launching a range of four models, with optional Y-AMT automatic transmission, premium GT and GT+ spec versions, and a radical new LED Matrix multiple-headlight setup that looks like nothing else out there.

The four Tracer models start out with the base Tracer 9, which features the same new 7in colour LCD dash which is common across the range, and a version of the LED Matrix headlight, with a cornering function.

The posh GT and GT+ models have a smarter LED Matrix lighting setup, adding a smart computerised ECU and a built-in camera to the mix. This setup analyses the scene ahead for oncoming traffic and ambient light levels, before fine-tuning the light output from the banks of highand low-beam lighting panels to suit – clever stuff.

There’s uprated KYB suspension, with semiactive electronic kit on the GT and GT+, an optional Y-AMT automatic transmission, radar-assisted cruise control on the premium models, and upgrades to the IMU-assisted rider aids package.

A smart keyless ignition option now also operates the steering lock, fuel cap and even centrallyunlocks the factory three-case hard luggage setup.

No final word on price – though the massive spec list suggests the high-end models may be on the expensive side. The new Tracer 9 range will be in shops in the spring.

And in the Ducati corner

Next-gen Ducati V2 motor released

Released just before the EICMA show; the new mid-power Ducati V2 engine for the foreseeable future.

The big news is the firm’s dropped the desmodromic valves, and is using common old coil springs for its valve control. What next - hairpin springs?

Anyway, what we lose in unique engine tech, we regain in easier servicing, possibly. The motor is light - 54.5kg – and is an 890cc DOHC 8v 90° V-twin with oversquare dimensions (bore x stroke of 96x61.5 mm) and high compression, 13.1:1. There’s variable timing on the intake camshaft with a hydraulic variator, chain cam drive and a clever design that locates the water pump in the front cylinder head, for more compactness.

It’s not a mega-powerful unit – just 120bhp in high power format – and there’s also a 115bhp version.

That’s not bad for a sub-900 twin (something like a BMW F900R makes just 105bhp) and will be fine for the likes of the Multistrada V2, DesertX and Monster models.

But it’s well down on the current Panigale V2’s 157bhp, so you imagine it’ll have to do something else for that.

10 PRODUCTS

OUR TOP

2

THIS MONTH Alpinestars 1Aprilia jacket

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10 PRODUCTS Words: Alan Dowds

Bull-it Trojan men’s riding jeans

RRP: £174 / www.bull-it.com

British riding jeans maker Bull-it has redesigned its range recently, with the firm’s own Covec Oneskin reinforced denim cloth, and RE ZRO level 1 CE armour. These Trojan jeans come in black, with copper stitching and antique copper rivets, and have the countoured armour panels in hips and knees.

The best bit is the sizes available: Bull-it offers short, regular and long leg fittings, so those who are stumpy or stonking in limb length can get a better fit, with the armour in the right places… They also come in slim, straight or easy cut styles to suit different tastes and body shapes. Bull-it also has loads of other options for men and women.

Ducati Silverstone sunglasses

RRP: £108 / www.ducati.com

Summer might have gotten away for this year, but that’s not stopped us thinking to the next one. These Ducati Carrera Silverstone shades look much better than the old garage specials we’ve been reduced to lately and are specially designed to wear under a lid (though the fashion police will be watching…). Red lenses, red rubber leg tips, and a subtle Ducati logo round off the ideal fancy sunnies recipe. Nice.

RRP: £195 / https://store.aprilia.com

Alpinestars has released a new range of kit, co-branded with Aprilia. So, you get solid Astars quality gear, with the sweet design cues of the Noale bike maker – smart. We like this Speed Blast Air Tex jacket. It’s a textile item, with extensive venting and mesh panels, ideal for the 40-degree heat Italy’s been having this summer, perhaps less so if you live in Glasgow or Newcastle… Full Nucleon Flex CE armour package for protection in shoulders and elbows, and you’ll want to add your own back protector or airbag.

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LS2 Drifter helmet

RRP: £119.99 (£99.99 plain colour)www.ls2helmets.com

Chinese lid maker LS2 is expanding its range once more, with a new matt black and orange ‘Mud’ graphic for its Drifter multi-purpose urban lid. The Drifter is a convertible design, with a removable chinbar and peak, so it can be an openface jet lid on hot days, a full-face with the chinbar, or adventure style with the peak as well. Both parts come off in seconds without tools. You get a proper ECE 22.06-certified shell made from LS2’s exclusive Kinetic Polymer Alloy (KPA), composite material, which weighs in at only 1300g. It’s packed with vents and internal channelling, has a removable breathable, hypoallergenic lining, and a micrometric buckle fastener.

PRODUCTS 11

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Oxford cube lights

RRP: £99.99 / www.oxfordproducts.com Add-on LED driving lights are all the rage and make a big difference to both seeing and being seen on a bike. These Oxford Cube units are made from tough CNC anodised aluminium pods, with 2.7-watt LED light elements and a fully waterproof IPX7 rating. They come in pairs, with integral stainless-steel brackets and easy-connecting wire splices, so will be simple to install on most bikes. Oxford also offers a ‘Strip’ linear version with similar specs.

6

Pyramid R1300 GS engine guard

RRP: £174.99 / www.pyramidmoto.co.uk British accessory maker Pyramid has released a new sump guard for the new BMW R1300 GS. It’s a properly solid unit, made from extra-strong AW5083 aluminium/ magnesium alloy, and protects the entire underside of the motor – engine casings, header pipes and sump – from stones, logs and other debris thrown up from the front wheel. Pyramid claims it’s much tougher than BMW’s standard guard, and the British unit is powder-coated in textured matte black, with gloss silver inserts, for that OEM look.

It’s easy to fit, using the bike’s standard fitting holes and comes with all fixings and full instructions.

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8

Ruroc Marvel EOX helmets

RRP £499 / www.ruroc.com

Whether you like Marvel comics or not, many of the superheroes have entered the culture in general. You’ll definitely recognise the Wolverine, Deadpool and Venom characters, and now British helmet maker Ruroc has licensed the graphics for its high-end EOX range of helmets. The Deadpool design features metallic foil sword logos and satin finish, while the Wolverine scheme has a matt finish, and the Venom lid has a deep gloss lacquer on top. Under the paint is Ruroc’s flagship carbon EOX helmet, with 22.06 approval, quick-release visor and super-wide 215° field of view.

The Marvel designs do look pretty smart – but you’ll know if this is the sort of thing for you.

9

SW Motech Legends tankbag

RRP: £112.99 / www.sw-motech.co.uk Bikes like the Indian FTR1200 don’t have a normal metal fuel tank, so there’s no way to stick on a magnetic tank bag. And the FTR also has a weirdly positioned fuel filler cap with no surround, so you can’t have a clip-on one. So, on bikes like that, you need a strap-on device (fnnarr!) like this SW Motech Legends bag. It attaches with neat buckles and quickrelease clips, and adds a small but perfectly formed 5.5-litre storage space to any bike with ease. It has a double overlap lid, and an add-on rain cover for total waterproofing, has a nice premium feel, and semi-classic design cues – ideal for the Indian.

RST Tractech Evo 5 leather jacket

£319.99 / www.rst-moto.com

Smart sport-style leather jacket from UK brand RST, the Tractech has all the spec you’d want: tough cowhide outer shell; CE Level AAA approved construction; Level 2 CE armour in elbows and shoulders; as well as a supplied Level 2 back protector. A removable thermal liner adds comfort all-year round, and there’s a universal joining zip that lets you attach the jacket to any other RST riding jeans/trousers. It has a less aggressive cut for more comfort off the bike, comes with stacks of pockets, and has four colour options: black, white, blue or red.

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MachineartMoto Avant fender extender

RRP: £74.90 / www.nippynormans.com Fitting a longer mudguard is almost the definition of dull. But cleaning up crap from the front of your engine and watching the finish flake off and start to corrode after a few thousand winter miles is arguably worse than dull. This Avant fender extender from American firm MachineartMoto has a cunning design that clips on to the stock mudguard without drilling or modifying anything. It adds 15.6cm to the length and 3.15cm to the width, and matches the finish of the stock part, which makes a big difference to the water, mud and debris coming off the front wheel. Fits in three minutes with two screws is the claim – easy peasy! Also available from the UK importer Nippy Normans for loads of other bikes.

12 RATED KIT

Halvarssons Racken Jacket and Rinn Pants

I’m sure most of us have been caught out by a sudden change in the weather, watching as thunder clouds roll in, with no escape route.

Perhaps that is why those bikers who enjoy touring so often opt for textiles. They keep you dry; they keep you warm with their layering system; and they keep you cool with excellent venting options. So why bother to even consider a leather outfit? Doesn’t make sense, eh. Or does it?

How about a waterproof, leather two-piece suit that you can wear year-round? A suit that you can tour in, enjoy daily rides in, or commute in, and not worry if it rains during the journey? Nah. Not possible. Well, allow me to introduce you to Halvarssons. Established in Malung, a small town in Sweden’s back country, the brand boasts a passion for detail and the highest level of protection, developing its leather and textile garments using only the finest quality materials and features to accommodate and protect riders.

There was only one way to check out this claim and that was to don the gear and venture out on a bike. Admittedly, the first time I wore the jacket and pants it was dry, but windy. I spent a good few hours out, stopping for a brew, and felt so relaxed in the outfit I almost forgot I was wearing full leathers. Comfortable, light, and supple?

Oh yes. Early days, but I was extremely impressed.

The Racken’s comfort is down to the durable water-repellent treated soft cow nappa leather and concertina panels inserted behind the neck and running down from each shoulder with vertical zips and mesh inner to aid airflow. A Dryway+ 2.0 functional membrane completes the traditional, clean-cut design, protecting the rider from showers. We are also treated to TFL Cool System® technology which helps you, well, stay cool. I have known people say you should avoid wearing black in hot weather, but apparently the colour actually helps cool you down during the summer! So, in essence, thanks to the innovative technology built into the Racken, the black leather doesn’t absorb more heat than lighter coloured materials. Once treated, 80 per cent of the heat radiation is reflected

away, and the garment can be up to 20°C cooler.

At the highest CE certification, the Class AAA Racken boasts triple stitching in vulnerable areas. Reinforcements on the shoulders and elbows are made of HI-ART® material which offers a high abrasion resistance. In addition, you’ve got adjustable Level 2 protectors, and should you fancy it, the Racken can also accept a Halvarssons Okelbo back protector insert and/or a Halvarssons Furudal chest protector insert, plus expanding panels will accept a suitable air bag, all available as an option. There’s also a full waist zip which enables easy connection to the Rinn pants.

As it transpired, the rain gods decided to dump on me the next time I was out… and I have to say the waterproof membrane really came into its own, keeping me well and truly dry, with no wetting out. Whether or not that would be the case should I get caught out in a serious thunderstorm would be a test for another day, but I reckon it would have to be torrential and for a sustained period to wet out.

As to the Rinn pants, material-wise they are constructed in a similar fashion, with water-repellent cowhide and a waterproof, breathable membrane, plus a DWR coating and use of the TFL Cool System Technology.

I was particularly impressed by the concertina stretch above the knees and in

the back below the waistline. You’ve got two zipped pockets, plus 10-inch-long zips at the back of the bottom half of the legs which are wide enough to fit easily over racing or touring boots. They are also very comfortable to both walk around and ride in. Like the Racken, the Rinn conform to the highest CE approval, i.e. AAA. One thing to note is that the Rinn pants are only available in one leg length. I’m six foot, with an inside leg of 32, and they are spot on for me.

In conclusion, the Racken and Rinn are without doubt next-generation products.

They are a quality set, being versatile, durable, comfortable, and stylish, notwithstanding the fact that they set ground-breaking standards for safety on the road with the AAA CE rating… go to the top of the class, Halvarssons.

As for sizing, the Rinn pants range from XS-5XL (28-44/EU 46-62), and the Racken jacket XS-5XL (38-54/EU 48-64. Female riders won’t be disappointed either, because Halvarssons have thought of you, too, in the Vitsand jacket and Velen pant.

TESTED BY: Mike TIME: 6 months PRICE: Jacket £599.99, Pants £499.99 WEB: www.halvarssonsmc.com

YOUR RIDE 13

Your Ride

WIN!

WINNING RIDE

You can win a Duchinni Youth Michigan Jacket worth £139.99, by simply showing us Your Ride on the MoreBikes Facebook site. Designed for youngsters from 6-16 years old, the Michigan is a retro-style waterproof jacket made to the same high standards as adult motorcycle clothing. Rated AA for safety, it comes with full CE armour. For more info visit www. thekeycollection.co.uk

For those that love their bikes and telling people all about them, this is your time to shine. Head over to the MoreBikes Facebook page and upload a pic of your bike, tell us where you’ve been on it and why you love it… and you could find yourself staring back at yourself from within these very pages. Oh, and we’ll also pick a winner at random each month for a well-earned prize courtesy of our friends at the Key Collection. What are you waiting for?

WINNER - David Harrison

Honda CB1300

A big CB’s not something you see every day. Great choice of bike, David.

Jason Francis

Ian Tuddenham

Suzuki GSX-R1000

A sunny day, a final-model Suzuki GSX-R1000 in blue, a twisty road, and a bit of knee-down action (we assume soon after this shot). Lovely stuff!

Ducati Scramblers

Russell Hale Justin Krebs

Ducati Multistrada

Justin is fully equipped for the long run with his smart Ducati Multistrada, complete with engine bars, front bags, GoPro mount, and smart matching Ducati helmet.

Out in the wild and living their best life.

Ducati 749S

Mellow yellow – what a stunner. Thanks for sharing, Russell.

Jannette Gray

Yamaha RD350

Barry Smith

What a cracking throwback. Who doesn’t want an RD in their garage?

Honda Enduro

Anthony Elvy

We’re assuming this is a pic from last winter, Barry? Nonetheless, we applaud your antics. Enjoy the trails..

Ducati Panigale V4 SP

Anthony parked up near the Old Lighthouse at Dungeness, his Ducati Panigale V4 looking very smart in black, matching the lighthouse tower…

Michael O’Hara

Triumph Tiger

Colin Jump

Brace of Guzzis

Any other Guzzi lovers out there?

Nice to see this pair looking so loved.

Ian Holme

Benelli Tornado

Ian was having double the fun with not one, but TWO Benelli Tornado Tre triple superbikes at Anglesey over the summer.

Becoming rare now these bikes, you don’t often see ‘em on the road.

The only thing better than a Tiger is a Bond Tiger. Assuming rockets and an ejector seat aren’t fitted as standard?

Steve Bird

Scooter

Even on his sunny summer hols, Steve Bird was on the lookout for hot two-wheeled action. This full-factory scooter sidecar combo looks like it has seen some incredible action down the years, top work.

Dagan Hyde Is this the most iconic bike on the market? Thanks for sharing, Dagan.

Rob McGinley

Triumph T100

Nice bike and nice view. Thanks for sending it to us, Rob.

14 FIRST RIDE

BMW R 1300 GSA:

Is bigger better?

Words: Bruce Photos: Oli Tennent

FIRST RIDE 15

With a monstrous 30-litre tank, 269 kilos of Bavarian bulk, and more gadgets than a Bond car, the new BMW R 1300 GSA isn’t exactly lacking. It’s packed with power, tech, and a devilish ability to tackle trails and twisties alike.

But is this heavyweight really the king of adventure?

That question was bouncing around my head as I struggled to take in the larger-than-life realities of the new GSA. Okay, it’s not as if the last iteration was a tiddler but seeing one of these in the flesh, with its all-encompassing 30-litre fuel tank, had me asking questions about BMW’s sanity.

Am I sold on the looks? Not really, but lots of people are, so I’ll park my humble opinion on the styling and move on to the next factor to hit home – the sheer weight of the thing.

At 269 kilos wet, this is a machine that you’d not want to drop on your worst enemy (well, maybe not), let alone yourself.

But having cocked a leg over the relatively narrow, long saddle and wobbled the bike around, it didn’t take much imagination to see how throwing it at the ground could be all too easy. Admittedly, a lot of the weight in the bike is packaged nice and low, with the latest generation Boxer twin motor (the same 145bhp engine that’s found in the 1300GS) sitting at

shin height, with enough ground clearance for the odd pesky boulder but still low enough to save the rider’s upper body from a sadistic- style workout. Afterall, motorcycles are supposed to be fun, right? Of course, there’s only so much reckoning you can do when it comes to new bikes and determining how good they are to ride. To get the true story, you’ve got to get stuck in and go for a blast, which is what happened soon after I’d been given a talkover of the new models’ features.

In essence, the new 1300 GS provides the backbone to the GSA in more ways than one, with the same frame, swingarm, Telelever system and front cowl styling. The major differences are the bigger tank and the heavier duty subframe, that contribute significantly towards the bike’s hike of 32kg over its slightly smaller brethren. As for the tech, a lot of that crosses over, too, but this is the point at which I need to flag up that the options and varieties of spec for the GSA are pretty gargantuan, with four colourways and three different specs on the cards.

My bike for the day was a fully loaded ‘Option 719’ Karakorum, which came with green paint, gold wheels and so many rider aids it had my head spinning. It’ll set you back at least £20,905 and

there’s scope to crank that figure even higher if you choose any number of optional extras, such as the Akrapovic silencers that were slotted on mine – costing a tear-jerking £925 – or the Adaptive Vehicle Height Control, which my machine also sported… to the tune of an extra £515. You get the point. If your wallet’s big enough, the world’s your oyster on this thing. But included in the TE spec – which forms the basis of this bike – are quite a few premium features, such as Pro riding modes, heated pillion and rider seats, plus an electronicallyadjusted windshield. Over the years, BMW’s built up a plethora of great tech for its models, regardless of the genre, and it soon hit me that the only thing this bike was lacking was the proverbial kitchen sink.

Knowing firsthand how looks can be deceiving on bikes like this, I’ll admit that I still had high hopes for the riding experience of this thing, that soon gained momentum when I slipped the fancy 719-spec adjustable span lever and felt the torque of the Boxer come into play. As big as this bike might be, and despite the fact the GSA ‘only’ claims to make 145bhp, I’ll admit the torque of the thing quickly got my adoration as the Beemer scurried up to speed at a rate a

16 FIRST RIDE

bike this size simply shouldn’t.

With a claimed 149Nm on tap, with peak torque at just 6500rpm, it should have been no surprise that this thing would prove far more fruity than its looks would suggest, with the only limitation being the succession of speed limits we were finding on our route. I couldn’t wait to stretch the bike’s legs and see whether the low-down oomph stayed for the whole show, or whether it was just a party trick down low? Whatever the case, on first impressions, it didn’t do itself any harm, and nor did the tech.

Another feature on the bike is adaptive cruise control, which meant I could put my feet up on the cylinders, while the motor cruised at a set speed, adapting automatically when a vehicle in front decided to throw havoc into the mix. Life felt pretty chilled on this thing, made all the sweeter by the big screen, set to its highest position, that pretty much meant the elements couldn’t touch me.

You get the point. Armed with all of the aforementioned, plus a big, comfy seat and relaxed, wide bars, I was starting to buy in to this touring malarkey, but that side of the picture soon vanished when we made it up on to some twisty, mountain roads and the lesser-exposed headbanging side of the bike got tickled. I’ve said it before, and I’ll say it again that

the GS and GSA are some of the most audacious, unimaginably playful machines on the market.

Kneedown, jumps, drift and so much more… I’ve done it all on these bikes, that have also carried me across faraway continents along some of the most arduous trails on the planet. While the day’s riding wasn’t set to take in any hardcore off-road, unfortunately, I did have a bit of a play around on some rough stuff while waiting my turn on a photoshoot, being reminded how well balanced and pliable the bike was.

The secret with this thing is confidence and forgetting about its size. Do that and you’ll be able to capitalise on the ridiculous turning circle the Beemer’s got, but also how docile and usable the engine is. On tick-over, this thing will pull you around with no qualms, but behind the sedate side of the twin is a much more fiery side that comes out to play the second you ask it.

Riding in Dynamic Pro mode, with the traction dialled down to its minimum (you can’t turn it off altogether), the electronic suspension stiffened up and the characteristic of the bike in its sportiest of personas, the BMW proved an absolute hoot through the flow of tight bends we were riding.

You only have to touch the ride-by-wire throttle and the

FIRST RIDE 17

connection to the rear wheel feels not just instantaneous, but clinical, too, as you ask for more or less drive. Pull the throttle fully back and the GSA wants to crack on at an awesome rate of knots, while the exhaust barks out a deep, enticing soundtrack.

That noise only gets better with down shifts, using the bike’s slick blipper, as the barks and burbles of the fuelling add even more character into the mix. One thing I soon learned was the lack of need to be absolutely clinical with your gear choice as the raft of torque meant the motor would pull through most scenarios, even when riding in the completely wrong choice.

As for the way it handles, let’s just say it surprises there, too. It is a big unit, there’s no getting around that, but it isn’t afraid of lean angle, and, thanks to its long wheelbase and decent suspension, I found it pretty stable, too. Any wallowing that does join the party is soon ironed out, leaving you with a bike that is ready to attack the next bend. On a positive note, the Telelever front end definitely offers a supported stance, but it lacks in feel and on some of the sketchier, awkward hairpins I rode, I didn’t want to push my luck too much with this thing – more feedback would make the ride a lot better. At the rear, you almost get too much information, exaggerated by the sensation of nothing to little hitting you up front. As I’ve learned with the GS/GSA off-road, it’s something you just have to learn to trust and hope the grip’s there as you lob this thing on its side. Rightly or wrongly, that was my approach and it didn’t do me any harm as we ticked off the day’s ride and headed to a private playpen to explore a bit more of the BMW’s naughty side.

While wheelies might be considered completely inappropriate by the likely end user that buys one of these, I couldn’t help but indulge in a few, realising that, once again, looks can be very misleading, because this thing is an absolute beast in that department. The same goes

for skids, with rear wheel drifts in Enduro Pro mode proving an absolute hoot. Of course, no box of riding tricks would be complete without a burnout, which proved easier said than done. When you mess around doing stuff like this on a bike, you learn things you just wouldn’t know otherwise, including how controlling the bike’s traction system is.

As mentioned, you can’t turn it off altogether (or, at least, I couldn’t), but with the bike in Enduro Pro, the slip is less limited than in any other setting… but it still ruins the party as at around 3-4000rpm the revs are limited.

Another thing that had to be switched off to do a burnout was the Hill Hold function; a system

that made sense on the roads but caused chaos when trying to spin the rear wheel. All of the changing of settings gave me a good chance to reacquaint myself with the Beemer’s tech and how easily it is altered. I say easily – it’s actually quite convoluted when compared to other marques’ offerings, because, modes aside, you have to dive deep into the TFT dash and skirt through several screens to find the feature you’re after. With so much info and changeability on tap, I get why this has to be the case, but I think it could be simpler. To try and ease that burden, BMW did introduce what they call the ‘burger’ button on the left switchgear, which gives you a quick access menu to features such as heated seats, but not everything’s on there… and even if you know what you’re looking for, it’s not always easy to find within the depths of the machine’s multitude of screens. Of course, if you owned one, I dare say you’d soon get your head around the offerings and make the changes required so that you don’t have to faff around so much.

With just a limited amount of time behind the big bars, it’s fair to say the tech had me asking more questions than finding answers, but maybe that says more about me than the GSA. What I do know is that the lion’s share of the features really won me over, with one of the best bits of tech being the altering seat height. Below 20mph it drops to its lowest position, before raising up above that speed. At 5’ 9”, I’m hardly a giant, but I felt pretty well perched on the BMW and could get both feet on the ground when needed.

BMW R 1300 GSA (Option 719) Engine Type: Bore x Stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

1300cc, flat twin 106.5mm x 73mm 13.3:1 Electronic fuel injection 145bhp @ 7750rpm 149Nm @ 6500rpm

Electronics RBW/Drive Modes: Traction Control: ABS: Wheelie Control: Launch Control: Quick Shifter: Autoblipper:

Yes Yes Yes Yes No Yes Yes

Chassis Frame: Front Suspension: Rear Suspension: Front Brakes: Rear Brakes:

Two-part frame concept BMW Motorrad EVO-Telelever BMW Motorrad EVO-Paralever Twin 310mm discs, 4-piston radial brake calipers Single 285mm disc, 2-piston floating caliper

Dimensions Wheelbase: Seat Height: Wet Weight: Fuel Capacity:

1534mm 870/890mm 269kg 30 litres

Price: New: Contact:

(from) £20,905 www.bmw-motorrad.co.uk

A smaller detail, but something worth noting on a bike of this size. And that brings me back to my initial thoughts about the sheer size of this thing. There’s no getting away from it and, though when riding you don’t appreciate how vast that tank is, it is still something of a whopper

which will split opinions like Marmite on Christmas cake – just me then? The point is, there will be those that’ll be drawn to this bike like a moth to a flame, while others will see it in words that I better not type. The big question is, which side are you on?

DATES FOR THE DIARY 19

What’s going on?

If you’re looking for an excuse to get out and about on your bike, take a look at these upcoming events…

NOVEMBER 22-24: Fimbulvetr – The Great Winter at the Seacote Hotel, Beach Rd, St Bees, Cumbria CA27 0ES. Tickets £20 on gate.

More info’ from Facebook 23: Newcastle Chopper Club’s Motorcycle Autojumble at The Clubhouse, Miller’s Lane, Swalwell, Gateshead, Tyne & Wear NE16 3DZ. Stalls £5, entry £1. More info’ from 07889 699673 or Facebook 24: Mud Pluggers Day at the Ace Cafe, London. More info’ from www.london. acecafe.com 24: ’Normous Newark Autojumble at Newark Showground, Lincoln Road, Coddington, Newark, Notts NG24 2NY. More info’ from www.newarkautojumble. co.uk 24: Blackpool Toy Run from The Shovels, Common Edge Rd, Marton Moss Side, Blackpool, Lancs FY4 5DH at 11am.

Tickets £5. More info’ from naomiowen@ outlook.com or Facebook 24: Mid-Kent Auto & Bike Jumble at Lockmeadow County Hall, Barker Road, Maidstone, Kent ME16 8LW. Tickets £3. More info’ from 01732 840787 or midkentsautojumble@outlook.com 30: Unicorn Diner’s Christmas Toy Run from Unicorn Diner, Hoddins Way, Long Sutton, Lincs PE12 9JB at 9.30am. More info’ from Facebook 30: Boyd’s Winter Blast at Rushden Transport Museum, Station Approach, Rushden, Northants (NN10 0AW). More info’ from www.boydsofbedford.com

DECEMBER 1: Bike Day & Ace Cafe Club Day Xmas Meet at the Ace Cafe, London. More info from www.london.acecafe.com 1: Christmas Toy Run at Sammy Miller Motorcycle Museum, Bashley Crossroads, New Milton, Hamps BH25 5SZ. More info’ from www.sammymiller.co.uk 1: Reading CMA’s Reading Toy Run from Thames Valley Science Park, Gateway Building, Collegiate Square, South Ave, Reading, Berks RG2 9LH at 11am. More info’ from www.readingtoyrun.blogspot. com 1: Wishmakers’ Surprise Event at The Smokehouse Ormesby, Grange Hotel, Yarmouth Rd, Ormesby St Margaret, Great Yarmouth, Norfolk NR29 3QG. More info’ from Facebook 5: Krazy Horse Film Night (Easy Rider) at Abbeygate Cinema, Hatter St, Bury St Edmunds, Suffolk IP33 1LZ. More info’ from www.krazyhorse.co.uk 7: Dusty’s Customs’ Christmas Charity Night at Ugie House Hotel, Church Rd, Keith, Aberdeen AB55 5BR. Tickets £10. More info’ from 07724 136822 or Facebook 8: ’Normous Newark Autojumble at Newark Showground, Lincoln Road, Coddington, Newark, Notts NG24 2NY. More info’ from www.newarkautojumble. co.uk 8: Bike Day at the Ace Cafe, London.

More info’ from www.london.acecafe. com

8: Cambridge Volunteer Bikers’ Great Mince Pie Run from McDonalds, Abbey Retail Park, Harrison Way, St. Ives, Cambs PE27 4AE at 9am. More info’ from Facebook 14: QRRA Christmas Party at The Clubhouse, off Faversham Rd, Newnham, Kent (ME9 0BE). More info’ from www.qrra.co.uk 14: 4Fs’ Christmas Party at Trimley Sports & Social Club, High Rd, Trimley St Martin, Felixstowe, Suffolk IP11 0RJ. More info’ from Facebook 15: Xmas Toy Run at 10.30am at the Ace Cafe, London. More info’ from www.london.acecafe.com 15: Xmas Carol Service at the Ace Cafe, London. More info’ from www.london. acecafe.com 15: Mablethorpe Sand Racing at The Beach, Mablethorpe, Lincs. More info’ from www.mablethorpesandracing. co.uk 22: Bike Day at the Ace Cafe, London.

More info’ from www.london.acecafe. com 26: Cold Turkey Meet at the Ace Cafe, London. More info’ from www.london. acecafe.com 29: Bike Day at the Ace Cafe, London.

More info’ from www.london.acecafe. com JANUARY 2025 1: New Year’s Day Motorcycle Meet at Sammy Miller Motorcycle Museum,

Bashley Cross Road, New Milton, Hamps BH25 5SZ. More info’ from www. sammymiller.co.uk 2: Krazy Horse Film Night (The Blues Brothers) at Abbeygate Cinema, Hatter St, Bury St Edmunds, Suffolk IP33 1LZ. More info’ from www.krazyhorse.co.uk 5: New Year Autojumble at Whitewebbs Museum of Transport, Whitewebbs Rd, Enfield, London EN2 9HW. More info’ from www.whitewebbsmuseum.co.uk 19: Mablethorpe Sand Racing at The Beach, Mablethorpe, Lincs. More info’ from www.mablethorpesandracing.co.uk 24-26: Ogri MCC’s Kickstart Rally at the Ogri Clubhouse, Kemble Airfield, Gloucs GL7 6BQ. More info’ from www.ogrimcc. org 26: Talmag 50th Anniversary Pre65 Trial at Hungry Hill, off the A325, Aldershot, Hants GU11 1PZ. More info’ from www. talmag.co.uk FEBRUARY 2: Mablethorpe Sand Racing at The Beach, Mablethorpe, Lincs. More info’ from www.mablethorpesandracing. co.uk 6: Krazy Horse Film Night (Wild Hogs) at Abbeygate Cinema, Hatter St, Bury St Edmunds, Suffolk IP33 1LZ. More info’ from www.krazyhorse.co.uk 16: Mablethorpe Sand Racing at The Beach, Mablethorpe, Lincs. More info’ from www.mablethorpesandracing. co.uk

20 FIRST RIDES

Yamaha MT-09 Y-AMT:

All the gear…

Bikes with auto gearboxes seem to be the ‘in thing’ right now, with recent additions to the market coming from BMW, KTM, Honda and, now, Yamaha. We gave the latter brand’s new, fancy Y-AMT system a spin to see whether it’s the gamechanger we’re looking for.

Words: John McAvoy

This isn’t the first time that Yamaha have dabbled with gearboxes that are operated by hand. They dipped their toe into the concept back in 2006 with the FJR1300 YCCS, which was a pretty agricultural hydraulic system, even by the standards of the day. However, it did signal intent by Yamaha that there was some merit to be had by pushing a button instead of actuating a crude, lever long enough to accommodate a booted foot underneath it. The FJR1300 YCCS came and went in the blink of an eye, and being blunt, it was never missed.

Fast forward nearly 20 years, and thanks entirely to the fact that bikes are now all rideby-wire – something Yamaha were the first to put into production – and with seemingly all the electronic rider aids known to man having been invented and implemented on to just about every quality motorcycle, Yamaha have decided to revisit the clutchless gearbox again, but this time from a different angle. Now with the benefit of quickshifters and ECUs which feed off information about literally every aspect of the motorbike AND which in turn makes decisions with that information, the clutchless gearbox now has a whole new set of tech available today than what it did back in 2006. Think of the new Y-AMT (Yamaha – Automated Manual Transmission) system doing to gearboxes and clutches what ride-by-wire did to throttle bodies. It’s still a mechanical movement, but electrically controlled based on data provided by the bike’s main ECU about what the bike is doing at any given moment.

The genius of how the system works is its simplicity. It literally uses the exact same

clutch and gearbox as the MT-09, but has one electric motor/solenoid that via a very simple mechanical lever set up actuates the clutch, and another which rotates the gearbox selector drum depending on whether it’s an upshift or downshift. There is literally no difference between the two engines and engine cases because the Y-AMT system retro fits to the engine, and can be retro fitted to any current Yamaha engine.

The system has its own control unit (an MCU) which, in automatic mode, controls the two solenoids based on revs, throttle position, speed and gear position to decide what sort of gearshift you’re going to get – up or down – if any at all, and when you’re going to get it. In manual mode, the system does whatever you tell it to, when you tell it.

When I pressed the Y-AMT designer, Tamemasa Tukuma, if we’re likely to see the system on a sportsbike, all I could get from him was that it fits directly to their CP-2 and CP-3 engines as it is, so expect to see it at some point down the line as an option on any of Yamaha’s bikes with those engines, but whether or not it’ll appear on a sportsbike remains to be seen. Having said that, I must admit to being a bit surprised that of all the bikes in their range Yamaha chose to debut the system on, they chose to do away with the clutch on the one bike which arguably benefits from having a clutch the most.

The MT-09 is such a brilliant bike, and it’s great for a lot of reasons, not least how easy it is to wheelie with a whiff of clutch in just

FIRST RIDES 21

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FOUR BIKES, 200 MILES, ONE WINNER

12 0 KTM 1290 DU R DU SUPER DUKE

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MV’S BACK WITH IITS GOWHERE ANYWH RO ENDUR OCE VELO

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WE TRY OUT A TRIO OF SAUCY FOR NEW SIXES WE GO IN HUNT OF THE BEST T 2024…

AD NAUGHTY NAKED FOR THE ROA MV AGUSTA BRUTALE 800RR

SCRATCHING ON ROAD AND TRACK WITH BMW’S AWESOME M1000XR

KAWASAKI ZX-6R

PH TRIUM 660 DAYTONA

SUB-LLITRE NAKEDS:

TRACCCK K ATTACK

TT RACER

PLUS...

OR ORIN THE RULES, THE REASONS EXPLORING S NEXT-GENERATION SUPERSPORT: CI CING KE RACING BI BIKE TS TSBI OR ORTS SP SPOR HT SPORTSBIKE AND BRILLIANCE BEHIND MIDDLEWEIGHT

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GON

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AU GU ISSU ST E 41 2024 8

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THE JOYS JOY J OYS OY S OF OF RELIVING THE GS R600 GSXSUZUKI’S LAST GSX-R600

DUCAT STREETFIGHTI ER V2

22 FIRST RIDES

about any gear. Granted, wheelies aren’t for everyone, but if indulging in the odd spontaneous, impromptu bit of tomfoolery is, not having a clutch lever to make the process smooth and easy is a problem.

The MT-09 Y-AMT works out at £550 dearer than the regular MT-09, which is the only one that the system is optional on – in all colours – but not the MT-09SP, so the question is, is it worth it? Well, typically there isn’t a straight answer to that question, but I was one of the lucky ones with a seat on the plane to Barcelona for a 350km ride into the Pre-Pyrenees region of Spain on one to find out.

As the name suggests, there’re two modes that the system can work in: Automatic (which you can actually override manually), or fully manual, which won’t do anything unless you tell it to. I started out in automatic mode, because the absence of a clutch lever and gear lever were already messing with my brain too much to also have to deal with pushing buttons to change gear as well. I preferred to go softlysoftly to begin with, and all I had to do was engage first gear by pushing a button, then forget about it. Pressing the button produces the familiar mechanical sound of a bike clunking into first gear, which was a bit odd because my left foot hadn’t done it.

We headed out and got into the ride, which started with some motorway miles which revealed the first sign that this automatic gearbox is nothing like any other automatic gearbox before.

Of course, strictly speaking it’s not automatic, it’s a completely normal manual gearbox that’s just being controlled by motors instead of me.

If you’re cruising along at a constant speed and crack the throttle open for a quick burst of acceleration, there’s no delay waiting for the gearbox to ‘kickdown’. Instead, by the time the throttle reaches the stop, it’s already shifted down a gear, and the acceleration is piling on. It’s seriously impressive and is down to lots of factors of course – principally all the information going to the MCU from the bike’s ECU – but also the fact that integrated in the system is Yamaha’s latest quickshifter, which will downshift on an open throttle. As the gearbox swops cogs, it does so with a reassuringly familiar and positive clunk that makes an entirely digitally controlled process feel surprisingly analogue. It’s brilliant.

When the road started getting twisty, and the pace increased, I was really impressed how it was swopping gears at virtually the exact same moment I thought, ‘A backshift would be good right now’ or ‘I could do with a shortshift here’ or ‘I really hope it doesn’t shift at all here, and just lets me hang on to the revs to my next braking marker’. I’d say that after about 50km of fairly high tempo riding on mountain passes, it probably did a shift that I wasn’t expecting, or didn’t want maybe just three or four times.

What’s really impressive about it

in automatic mode, is how unlike normal/actual automatic gearboxes, when you’re braking, it doesn’t wait until you pick the throttle back up in the corner to do it’s downshifting, the Y-AMT system downshifts when you’re braking, so when you get into the corner, you’re at the right revs and gear ready to get back on the gas.

The gear pattern and timing of shifts is very natural.

Time to up the ante by putting the MT-09 in sport mode, and the Y-AMT into manual mode. I’m genuinely nervous at first, because I’m worried that there’s so much muscle memory in my brain and body that I just won’t be able to adapt to it. It’s true that at first I couldn’t remember which way to push the button for up or down, or even where the button was, but just like adapting to a bike which has its gear lever set to the race shift pattern, after a while you just start doing it, and it seems natural. Even though it didn’t take long at all to get comfortable with the whole idea of not using my left hand and foot to shift gear, it was always in the back of my mind that what if something unexpected happened and I needed to rely on reflex?

One-hundred-and-fifty kilometres in, and considering we were a group of eight people from the UK motorcycle press, and we were riding MT-09s, universally recognised as one of the most wheelie-able bikes in the world, the lack of one-wheel antics was notable by their absence. There were plenty of attempts using brute force, which mostly just fizzled out before reaching the precious balance point, but nothing like what would have been the case if they were ‘normal’ MT-09s.

The truth is, there are only two ways you can wheelie an MT-09 Y-AMT. One of them is with the assistance of a crest, and the other is to use first gear quite aggressively and stab the + button to get second gear engaged just as the front wheel approaches the balance point, and you’re away.

So, you’re basically limited to those two scenarios for some naughtiness, whereas on the normal MT-09, you can flick the clutch lever at any time in the first three gears, which covers just about every corner you’ll ever come across anywhere in the world.

Why am I going on about wheelieing so much? Well, there’re two reasons.

One is that we’ve already covered the latest 2024 MT-09 and MT-09SP in the mag, so I don’t want to use up valuable page space on regurgitating what we’ve already said about the bike, and I want to focus on the only thing that is different with this one, which is the gearshift, and how if at all it changes the bike’s dynamics which we already know, and being a lot less accommodating at one of its party tricks is worthy of note. The second reason is that it matters, because for some people wheelies are a big part of why they enjoy riding bikes, and while with the Y-AMT they can be done, the circumstances in which they can be

FIRST RIDES 23

done are limited so much so, that I’d have to say for anyone who gets their kicks that way, the Y-MAT probably isn’t for you.

However, with the grey area of wheelies dealt with, and concentrating on just the riding experience, the Y-AMT system is a little gem. It’s seriously impressive how it brings together all the bike’s engine braking strategies, blipper, and now a pair of solenoids to operate the clutch and gearbox’s shift drum is brilliant. It’s so fast at back-shifting that it’s like a video game, and if a third gear corner unexpectedly turns into a second gear corner when you’re already leant over, as it did on me a few times during the day, just stab the ‘–‘ button with your thumb, and like that you’re in the right gear, and the extra revs are pulling you up mid-corner without overloading the front tyre.

I got separated from the group at one point, and for about the next 10km I went into full ‘beast’ mode to catch them back up. I was fully focused on where I was braking and how much I was going to commit to each corner depending on how far I could see through it, and how early and how hard I could get on the throttle. I completely stopped thinking about using the buttons to shift gear and was just doing it. I don’t honestly think I would have been able to ride any quicker using my foot to shift gear with a quickshifter/blipper.

Yamaha claim that the Y-AMT system swops the cogs in 0.1 seconds, which is the same as a quickshifter/blipper set up, and while that might be the case, I felt like the Y-AMT shift was much more direct and positive than a quickshifter/blipper which can – depending on the system – feel a bit lazy and digital. With the Y-AMT, you can feel the cogs swopping via a jolt through the chassis; it’s a much more mechanical sensation which I much prefer to a shifter/blipper set up.

So, back to my original question, is it any good? Yes, as a piece of new technology it is extremely clever, and very innovative how it works by using what’s already there. The system adds 2.8kg to the bike’s weight, which is probably why you won’t see it on a hardcore sportsbike for a while, if ever.

On something where weight is less of an issue, I expect the Y-AMT system will start popping up, and the case for it is strong.

It’s not without its shortcomings though. You can’t bump start a bike which has a Y-AMT system fitted, so if you get a flat battery on one, a push down the street to get it started isn’t an option, you’ll need a jump-pack, or to charge your battery before you go anywhere. Also, if it fails when you’re in a gear, to get it into neutral you have to remove a side cover and fiddle about with a lever, which is not ideal. Better to just fit a clutch lever, which is entirely possible since the engine, clutch and gearbox are identical to the MT-09, but Yamaha say no. Also, on more than one occasion the material on the tip of the thumb of my glove would catch the ‘– ‘button, and actuate a downshift, so there’s some work to be done on either the sensitivity of the button(s) or their location, or both.

As a piece of technology, Y-AMT is simply brilliant how it delivers in both automatic and manual mode. It’s taken the whole ride-by-wire technology and applied it to a new element of the riding experience. It works, it really does, but has it revolutionised the process of shifting gear? I’m not sure, but then realistically, I’m not the target customer for a Y-AMT bike. Yamaha are quite open that they’re aiming this at a much, much younger generation of riders, and furthermore riders who are more interested in touring or adventuring than me, and in those scenarios, the Y-AMT system could be transformative, just not for me.

24 WHITE DALTON

Q&A

Each issue our specialist motoring solicitor Andrew Prendergast guides readers through their legal trials and troubles

Q

. I am not a fan of our Lycra-clad cousins on two wheels Last summer I had taken my old Pan European (I know it’s not the sexiest bike in the world, but it is bloomin’ reliable!) for a pre-booked MoT. Now, whilst the MoT had run out, it is perfectly legal to ride to an MoT station, as you well know, and that is what I was doing (despite the anticipation of it failing the MoT, as the rear tyre was balder than Patrick Stewart!!!).

I was about three miles from the testing station when I clipped some dozy cyclist who wobbled as I went past him. The net result of that was we both ended up on the floor and the Old Bill then turned up. The police officer was fairly sympathetic until she saw the rear tyre and then she turned on me. The outcome of that was she has stuck me on for the bald tyre after giving me a proper telling off as it was raining. Then, to add insult to injury, my insurer has said that if they have to pay out anything to the cyclist, they will come after me for the money because I was riding around without an MoT. In fact, now I have checked, the insurance policy states I must ‘…ensure [my] motorcycle is taxed, has a valid MoT and is in a roadworthy condition’. My argument is that legally I don’t need to have an MoT to ride to the MoT station and therefore I

SOLICITORS

www.whitedalton.co.uk

have a defence to the bald tyre; and my insurer should pay out without coming after me. What do you reckon? . There are several issues to unpack here. The first is the criminal law side of things. The second is the civil law side of things. As a general starting point, you shouldn’t ride your motorcycle on the road if the MoT has run out. However, you are correct in that there is an exception to this if you are riding to a pre-booked MoT test. However, it is still illegal to ride around with a bald tyre. Therefore, the police officer was correct to ‘stick you on’ for that. If you plead guilty (and you should) or are found guilty, it’s three points and a fine for the bald tyre. As for the civil side of things, whilst it is legal to ride to a pre-booked MoT, it appears you have a problem with your insurer as contractually the policy is clear in that you needed a ‘valid MoT’ and your bike needed to be ‘in a roadworthy condition’. Unfortunately, you fall down on both counts. If the cyclist does not claim, then all well and good. However, if the cyclist does claim for his injuries, etc., your insurer may well have to pay out to him if you were to blame (either in full, or in part). However, as you have breached the terms

A

of the policy, your insurer will likely be within their rights to come after you for any money they paid out due to the accident. In this scenario, if you do not pay your insurer back, then they could take you to Court and they will likely win I am afraid.

Q

. I am deep in the ‘brown stuff’. My Dad told me the speed camera in our town hasn’t worked for five years so I thought it was pretty safe to ignore the 30mph signs whilst riding my KTM 125 Duke to university and back. I haven’t been flying around, but equally I haven’t stuck to the ‘letter of the law’ and I have now received two Notices of Intended Prosecution for doing 40mph in a 30mph. My Dad laughed and told me I am a man and will have to sort it out myself. However, my Mum did her biscuit, and it has been somewhat frosty for the past few days. I have read on the internet that I should get offered a fixed penalty for each offence. If I accept the two fixed penalty offers, will I be banned from riding as I have a provisional licence? I don’t have a car driving licence either. I have read somewhere else that I am only allowed to get six points before being banned as I’m only 21 years old.

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

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

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

A

. No one needs an angry mother!! I remember my Mum doing her biscuit when I was around 15 years old, after I wheelied my motorbike through the shed. A cloud of twostroke smoke; me laying there like a sack of potatoes; and a broken shed door! Leaving that aside, as you will be aware, a fixed penalty offer involves three penalty points being endorsed on the licence and a £100 fine. In your case that would be for each offence. As for being banned for having six points, as you have not taken your ‘full’ motorbike (or full car) test the Road Traffic (New Drivers) Act 1995 doesn’t affect you. If you had a ‘full’ licence and you got six or more points on it within two years of obtaining it, the full licence will be revoked. In this scenario you would have to redo all your tests. So bizarrely, you are lucky inasmuch as you have not yet done your full test within the last two years. Lastly, I would just add that you may get offered a speed awareness course. You can only accept this for one of the offences, not both. However, if you pay the fee and attend the course, it will avoid three of the points. Please note that once you’ve attended a course, you won’t be allowed to go to another one for three years.

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.

St a r G u e st

WAYNE R E N D R A G JANUARY 11-12, 2025 Former World 500cc Champion

PLUS : Former British champion

Roger Marshall

Saturday 9am-5pm I Sunday 9am-4pm

NEWARK SHOWGROUND, NG24 2NY Y

www.classicbikeshows.com

T ICK ET INF O : Adult advance: £13, On the gate: £16, Under 16s: FREE FREE PARKING!

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The classic start to your biking year May the whole Classic Bike Guide magazine Winter Classic gang wish you a Happy New Year!

L

et’s hope it’s a good one, so when the day comes put that old mince pie down, head to Newark and enjoy a great look around the hundreds of great bikes, scooters, stalls and events.

With a new year comes new goals for many of us, whether that be to finish that bike in the shed, to ride more, get to a rally or even to have a garage clear out.

The Winter Classic show hopes to help with all of those, with parts and tools to help finish projects, gorgeous club stands to enthuse you to take your bike out more (or further), and perhaps even have your own stand to pass on parts

you don’t need but others may.

There always seems to be a buzz at the Winter Classic, I know we go away feeling we’re ready to accomplish something more this

Timetable Saturday 10am

Wayne Gardner and Roger Marshall talk to Steve Plater on the main stage

11am to 12pm

Blast from the past: Fire-up area demonstration. Bikes and scooters with Steve Plater, Wayne Gardner, Roger Marshall plus John and Norman Ronald

12.15pm Wayne Gardner with Steve Plater on the main stage 1.30pm to 2.30pm

Blast from the past: Fire-up area demonstration. Bikes and scooters with Steve Plater, Wayne Gardner, Roger Marshall plus John and Norman Ronald

3.30pm

Wayne Gardner, Roger Marshall and Steve Plater onstage

Sunday 10am

Wayne Gardner and Roger Marshall talk to Steve Plater on the main stage

11am to 12pm

Blast from the past: Fire-up area demonstration. Bikes and scooters with Steve Plater, Wayne Gardner, Roger Marshall plus John and Norman Ronald

12.15pm Wayne Gardner with Steve Plater on the main stage 1pm to 2pm

Blast from the past: Fire-up area demonstration. Bikes and scooters with Steve Plater, Wayne Gardner, Roger Marshall plus John and Norman Ronald

3pm

Awards with Wayne Gardner and Roger Marshall on the stage

new year and hope you do too.

Helping create an exciting buzz to start off this year is none other than World GP champion from 1987, Wayne Gardner. The Australian was part of a golden era, battling Lawson, Spencer, Rainey and Sarron; when the bikes were exciting to us and dangerous to the riders. So expect some riveting stories on the stage talking to Steve Plater. His great mate from the UK, 11-time British champ and TT podium finisher Roger Marshall, will also be with us, sharing the show spotlight and no doubt remembering those on-track battles.

When you’re wandering around and find a club stand you like, don’t be afraid to chat to the volunteers – the knowledge these groups have is incredible. Let them pass it on to you to make your life better!

Bike fans, go and see the

scooters, and scooter fans, have a look at the bikes – I always make a beeline for the scooter hall as the machines are brilliant, the folk are only too happy to chat and the superb soundtrack in there makes it feel like a real party.

With most of the show

undercover, even the weather will find it hard for anyone to not have a good time at the Winter Classic.

We’ll see you there.

and the Classic Bike Guide gang

VISIT WWW.CLASSICBIKESHOWS.COM

27

Meet Wayne Gardner

Australia’s first 500cc GP champion Star guest at the Classic Bike Guide Winter Classic show is a true 500cc Grand Prix legend.

V

isitors to the Newark event will have the chance to meet a racer nicknamed ‘Iron Man’ by Japanese fans and admired the world over: Wayne Gardner – the Wollongong Whiz – was the first Aussie to become world champ in motorcycling’s premier class.

The 65-year-old’s passion for motorbikes started at an early age, and he was racing on minibikes by the age of 12 in his native New South Wales. After finishing school, he began an apprenticeship but

Wayne will be joined by his former teammate and British champion Roger Marshall at the Newark event.

soon quit to chase his dream of racing glory.

Launching his career in 1977 and riding a second-hand 250cc Yamaha in the Australian championship, he made an impressive debut, finishing second at Sydney’s Amaroo Park. He then secured his first victory shortly after at Oran Park Raceway. With a ‘win or crash trying’ mentality, he quickly moved up to the 350cc category, but his aggressive style raised eyebrows within the racing community, leading the Auto Cycle Union to consider banning him. His sponsor at the time, Karl Praml, a motorcycle dealer in his hometown of Wollongong, intervened, encouraging Gardner to refine his skills and focus on winning championships instead of just individual races.

By 1979, Gardner was ‘promoted’ and excelled on both 350cc and 750cc bikes. In 1980, he dominated a very wet Sandown race in Victoria.

His Japanese engineer and then team owner, Mamor Moriwaki, sought a talented rider for the Australian Superbike Championship as well as to compete overseas.

This led Gardner and co-rider John

Pace to secure pole position at the prestigious 1981 Suzuka 8 Hours, beating the factory teams.

In 1981 Gardner finished fourth in the Superbike race at Daytona before winning his first race in England and coming under the wing of British track and TT star Roger Marshall. Lifelong friends, Marshall helped Gardner learn the British tracks and hone his skills still further. Not long after being in the UK, Gardner found himself racing against legends like Kenny Roberts and Barry Sheene and, despite suffering a fractured ankle in the May, he removed his plaster cast and won at Suzuka that same year.

Gardner joined Honda in 1982, winning multiple races and entering his first 500cc world championship event. However, his whole racing future and commitment came into question when reigning champion Franco Uncini crashed heavily in front of him. The Italian was left in a coma for a week, the whole experience leaving Gardner shaken.

In 1984, with Honda prioritising British racing over European GPs, Gardner had to self-fund his campaign. His impressive results

earned him a reputation in Europe as well as the British 500cc championship. Suzuki began to show interest, prompting Honda to provide him with a chance to pursue the world championship in 1985.

However, his three-cylinder bike struggled against the competition’s V4s, forcing him to push beyond its limits.

In 1986, Honda equipped him with competitive machinery. Gardner made history as the first Australian to win a 500cc GP race in nine years and ended the season in second place. By 1987 everything fell into place, and he clinched the blue riband world championship, becoming the first Australian to achieve this milestone.

A standout moment in his career came at the inaugural Australian Motorcycle Grand Prix at Phillip Island in 1989. This thrilling race saw him triumph against formidable opponents, and he repeated this feat in 1990, despite riding with a broken wrist and damaged fairing.

His new teammate, fellow Australian Mick Doohan, was inspired by Gardner’s success and went on to win five world championships.

Gardner was inducted into the Sport Australia Hall of Fame in 1991 and he retired from Grand Prix racing in 1992, concluding his career with a victory at the British Grand Prix.

His legacy includes 18 Grand Prix wins and four victories at the Suzuka 8-Hour Endurance Event. However, he remained involved in motorsport, mentoring riders such as Daryl Beattie.

After his time in Grands Prix, Gardner shifted his focus to V8 Supercars, debuting in 1993 and achieving victory at the Australian Grand Prix. He later founded Wayne Gardner Racing and competed until 2000, earning a reputation for his adventurous driving style and a new nickname, ‘Captain Chaos’.

He also participated in the All-Japan Grand Touring Car Championship until 2001, securing victories in 1999 and 2001, and was the only Toyota driver to finish every race that season in the points.

In 1998, Gardner made a one-off appearance at the 24 Hours of Le Mans, driving alongside Philippe Gache and Didier de Radigues. They qualified 26th but did not finish due to engine issues.

28

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Essential W viewing

inter is a busy time for all of us classic bike and scooter enthusiasts. If you’re not working on a full restoration, then you’re fettling your pride and joy and tending to all those little jobs.

Once finished, surely you need to show it off? So the season

opener at Newark’s Classic Bike Guide Winter Classic is without doubt the perfect place to showcase your work.

Here is a selection of just four bikes and two scoots that have come out of the garage ready for the 2025 season that you need to check out at this year’s show.

Love is… a 1960 Lambretta TV175 Series 2 Martin Armstrong’s stunning 1995 Yamaha YZF750 It’s hard to believe that Yamaha’s YZF750 will be 32 years old in 2025.

It’s a bike that was full of promise and set to be perhaps the benchmark superbike in the early 1990s, except for one small problem... Honda’s launch

a year earlier of the game changing Fireblade.

Martin Armstrong’s bike isn’t a ‘pinky’ but the later, 1995 colour scheme more associated with Nori Haga in his debut year of World Superbikes. It is simply a beautiful example.

One of only a few remaining examples; the 1977 Honda CB750 Phil Read race replica There are very few bikes over the years that carry a racer’s name; sure you get race rep paint schemes but not a specific model named after them.

This 1977 Phil Read race replica Honda CB750 was one of only 150 produced

by Colin Seeley, of which only around half remain in existence today. It was the

first ever fully-faired race replica available straight from the showroom from any Japanese motorcycle importer in the world.

It cost a whopping £360 more than the standard machine at £1895 (a large sum at the time). If nothing else you just have to check out the exhaust, which is a true work of art.

A glorious 1947 Triumph Speed Triple 500 Trevor Ratcliffe’s 1947 Triumph Speed Twin 500 is a postwar baby and finished in resplendent maroon (there were only a few colours available straight after the war).

This example is from

the first year of production and it would be made for a further 10 years. 498cc, air cooled with a heady output of 28bhp at 6000rpm, this old girl could certainly get down the road. Could it be the best in show?

1949 BSA M21 Combination; a star in its own right Check out this TV star. No not the owner Paul Reynolds (or is it Corporal Jones?), but his 1949 BSA M21 Combination. Does it look familiar? That’s because it was used in Dad’s Army and also in On the Buses.

With a 600cc single cylinder side valve engine, rigid frame, girder forks and

four-speed, hand-change gearbox, these bikes were rugged and endowed with copious low-speed pulling power. The model was highly successful in their intended role as sidecar tugs and its stablemate the M20, did sterling service as despatch riders’ mounts during the Second World War.

Discover rare finds and expert traders For the traders onsite, Newark offers a great range of items including spares, parts, paints, clothing, registration plates, oils, lubes, chains and carbs; in fact just

about everything you could possibly need to complete your winter project.

All the indoor halls and outdoor stalls will be packed with motorcycle autojumblers offering

plenty of unique items.

Why not come along and meet the likes of Steel City Classics, Midland Scooter Centre, Amal Carburettor Company, Spicers Auctioneers & Valuers,

and MTC Exhausts? And that’s not all. Many more expert traders will be on hand to help you find exactly what you need and perhaps even inspire your next project.

If ever the love someone has for their scoot can be demonstrated in one picture, then surely this is it. Meet this 1960 Lambretta TV175 Series 2 owned by Kirk Wattis.

Boasting a power output of 8.6bhp, with a top speed rising to 65mph (although with a trailer that might be ambitious), it is simply a

showstopper. Back in the day it was marketed as “the Sportsman scooter” with the styling based on the late Li Series 1, but this example has a few changes such as a new headlight which turned with the steering, and floor mats instead of runners. Visit the Scooter World halls.

Steve Bains’ beautiful 1958 Lambretta Series1 Framebreather The Lambretta Li Series 1 was launched in April 1958, seven months after the TV175 Series 1 was launched. By then, Innocenti had eliminated most of the engine problems the TV175 Series 1 had.

The Lambretta Li150 was a dramatic departure from the shaft-driven LD range that had preceded it.

The new enclosed chaindriven engine was centrally positioned under the frame and had more power than the LD. With larger 10in wheels and beautifully designed panel work it was a superb scooter to ride and an instant hit. Steve Bains’ 1958 Framebreather example is a sympathetic and beautiful restoration.

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29

Meet the clubs and their beloved machines

The Classic Bike Guide Winter Classic promises to be a true delight for any motorcycle or scooter enthusiast, with a fantastic lineup of clubs expected for our 2025 event.

S

ince the show’s inception in 2012, we’ve proudly hosted a number of great clubs, each ready to shine a light on their favourite machines.

With club members on hand to discuss the ins and outs of their pride and joy, here’s a glimpse of who you can look forward to meeting.

First up we have the Bandit Owners’ Club, founded in 2003 for likeminded enthusiasts with a passion for the iconic Suzuki machines.

The club provides a space for members to meet, make friends, and attend

shows and events, proudly displaying a diverse range of Bandit motorcycles from various years and sizes.

Even after more than 20 years, the club remains strong, with some founding members still around to share stories from the early days.

Today, it stands as the largest Bandit-only club in the UK, a close-knit family united by shared interests.

Next, we have a club that will be celebrating its 50th anniversary – the UK Gold Star Owners’ Club which was formed back in 1975.

Five decades later it is

still the place to be if you own or enjoy Gold Stars, with regular attendance at shows and events throughout the country allowing them to keep in the public eye. Dedicated to the preservation, maintenance and enjoyment of Gold Stars, we can’t wait to see them again.

These clubs are certainly not alone. A variety of other bike-focused clubs will be joining us, such as last year’s winner of the best biking club stand, the Italian Motorcycle Owners’ Club. Its display for the 2024 show featured well-known models and some very classy rarities, including

a 75cc Pirotta. We’ll be keen to see if they can pull off another beautiful display.

If scooters are more your style, why not visit the likes of the Maico Owners’ Club or the Generations SC club – two of the many Scooter clubs that will be joining us.

The Maico Owners’ Club can trace its roots back to the late 1950s, originating from the heyday of Scootering.

Likewise, the Generations SC will be taking the short trip from this newspaper’s home town of Horncastle in Lincolnshire to celebrate 25 years as a club.

Feel the thrill of the fire-up area

Competition

The superb fire-up area will roar to life once again in the Stanley Sheldon Hall at the Newark Showground, where you can see, hear and feel the power of incredible machines from all eras.

Step into this part of the show and you’ll be able to immerse yourself in the smoky atmosphere, where the echoes of revving engines and the smell of burning fuel fill the air. It’s your chance to get up close and personal with the action, as our star guest – the former world champ Wayne Gardner – and compere Steve Plater light up the hall with an impressive lineup.

You can expect to see all kinds of machines being fired up, from classic race bikes and sleek road bikes to high-speed sprint machines,

If you sign up for your Winter Classic tickets ASAP, you’ll have a shot at winning a 741-piece toolkit worth £8995 from TengTools! Don’t worry if you miss the advance ticket deadline, as there will still be an opportunity to enter for this grand prize over at the Classic Bike Guide stand in the Lady Eastwood Pavilion.

The competition closes on September 1, 2025. There are no cash alternatives available. The winner will be drawn at random. Winners will be contacted via an official Mortons email. We never ask for bank details. Terms and conditions apply. To view the privacy policy of MMG Ltd (publisher of Classic Bike Guide and also this publication) please visit www.mortons.co.uk/privacy

iconic scooters, thundering drag bikes, and even nostalgic strokers.

Each start-up brings its own thrill, with engines glowing hot and

exhausts crackling in a wonderful display of power and engineering.

It’s a true celebration that helps kick start the new year.

30

FANCY A SCOOTERING SUBSCRIPTION? SEE STAN AND THE TEAM OVER IN THE CROCKER HALLS

Scoot over to Newark in January for all things Scootering 2025

WINTER CLASSIC

J

oin us in January for a real scooter extravaganza! This annual gathering brings together a passionate group of scooter enthusiasts showing off some of the UK’s finest rides – whether custom, classic, or just downright cool.

As the first major gathering of the year, this event kicks off the season with clubs from across the country showcasing their twowheeled beauties and sharing stories from years gone by.

With two of the Crocker Halls dedicated to the one and only Scooter World, Newark becomes the ultimate destination for a mix of custom, club, classic, and trade displays. You’ll find everything from meticulously restored vintage Vespas and Lambrettas to cutting-edge custom builds that push the boundaries of scooter design.

At the 2024 show, the

Veteran Vespa Club earned the coveted title of Best Scooter Club Stand with a display commemorating the 60th anniversary of its inaugural ride from London to Brighton.

Featuring 26 of their finest Vespas and two members from the original run, they set the bar high – so who will triumph this year? Alongside the Club Stand award, there will also be prizes for the Best Scooter in Show.

Whether you’re a lifelong enthusiast or simply curious about the excitement, there’s something for everyone at this year’s Scooter World. From browsing parts and accessories in the trade stalls to admiring the unique modifications on display, you’re sure to leave with inspiration and maybe even a few new additions for your own collection.

Don’t miss out on this fantastic start to the season!

Celebrate Scootering’s 40th anniversary with editor Stan and the magazine team When you’ve had your fill of mince pies, what better way to start the season than with a visit to our winter warmer show!

Held over the weekend of January 11-12 at the massive Newark Showground, the Winter Classic is established as the show that kicks off the new year to a great start.

With halls full of two-wheeled exhibits, trade stands, guest speakers and the legendary ‘live run’ area, there’s something for everyone. High on the list of attractions

for scooterists are the two halls dedicated to Scooter World. There you’ll find a gathering of clubs, traders and exhibits to brighten even the darkest of winter days, whilst outside, there’s an autojumble and enough food outlets to satisfy even the largest appetite.

Always a spectacular event, the 2025 show has a special place in our hearts as it kicks off Scootering magazine’s 40th anniversary year.

Our team will be there, will you?

Stan and the Scootering team.

VISITING THE SHOW? COME TO OUR STAND FOR SOME GREAT DEALS …

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Useful bits to know E stablished back in 2012, the Classic Bike Guide Winter Classic offers a welcome respite from the hectic holiday season and a chance to get lost exploring the many hundreds of stunning classic machines on display.

What better way to kickstart your 2025 than with a mix of traders, dealers, and autojumble plots? It’s the perfect place to grab a box of parts and spares, as well as finding that inspiration needed to finish your restoration for a summer of riding… or perhaps pick up a new project.

Not only that, but we also offer free parking for all, including a clearly signposted disabled parking area, along with a variety of amenities including bar, catering and toilet facilities.

Open to all ages, the show provides free entry for kids under 16 years of age.

If you’re not sure what’s going

on or where you are, there’s an information desk situated in the George Stephenson Hall, where our cracking private entries can also be found along with other trade and club areas. Not only that but you can also download the CBS app for the latest updates and show news: Simply go to www.classicbikeshows.com/app and get the app today.

Located at Newark Showground NG24 2NY, our visitor entrance is located at the showground’s blue gate as shown on the corresponding map.

Check us out on Facebook @ classicbikeshows and Instagram @classicbikeshows and twitter @classicbikeshow for the latest news. To learn more about the show visit www.classicbikeshow. com/newark where you can sign up to our newsletter list.

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JANUARY 11-12, 2025 OUTDOOR TRADE

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34 DAY RIDE

Day Ride: Antrim Coast Road Words: Mikko Nieminen Pics: Geoff Hill and Mikko Nieminen

The Antrim Coast Road is one of the top rides in the UK, but I would be lying if I said that this was a great winter ride from start to finish. Not because the coast road itself isn’t great (it really is!), but because I had to get there first, and I was in the English Midlands. With time being of the essence, that meant a long slog on motorways to get to where I wanted to be.

Slowly but surely things did improve though. I had picked a Stena Line crossing from Cairnryan in Scotland to Belfast in Northern Ireland, and once I had said goodbye to the motorways that took me from England to Scotland, the A75 to the coast was a huge improvement. It’s a big, fast road that at times offers wild views of the Irish Sea while serving the most delicious set of bends. It’s difficult to concentrate on both the road and the scenery at the same time. Things were improving, for sure.

I had been lucky with the weather most of the way, but by the time I got to the ferry terminal in Cairnryan it was raining. And as soon as we set sail, the captain announced that the crossing would be a rough one, with gale-force winds blowing over the Irish Sea. It wasn’t too bad, though. The ferry ploughed through the waves, gently swaying, which made me more sleepy than worried... until I started Googling Belfast sights and got to the Titanic Museum. I quickly moved on…

Talking about the crossing, here’s a pro tip: The Stena Line ferries are full of things to do from shopping to cinema, and all manner of dining options, so you won’t get bored, but the smart money goes for the Stena+ lounge access. It only costs £20 but includes comfy seating plus all the snacks and drinks you can manage. You have over two hours to get your money’s worth, so basically it pays for itself.

The Antrim Coast Road takes less than a day to do, but with photo stops and possible detours, I wanted to give it a full day. Also, that gave me the perfect excuse to stay at my mate Geoff Hill’s place in Belfast before hitting the road. I really wish Geoff ran his place as an Airbnb, so more people could enjoy it. He has a proper

Finnish sauna; he tells fabulous stories from his travels; and he keeps relentlessly filling your glass until you see it in double vision, and you realise it’s probably best not to pick it up anymore. Unfortunately, I can’t extend the invite to you all to go and stay with him, but you can enjoy his terrific writing and fascinating stories in his motorcycle travel books (do a quick Amazon search).

If you ask the Northern Irish traffic planning authorities, the first rule of promoting the Antrim Coast Road is that you don’t talk about the Antrim Coast Road.

Instead, as you will soon notice on all the road signs guiding your way around it, you talk about the Causeway Coastal Route. I’m sure that many important people attended many important branding meetings before that happened. But I digress…

Geoff and I started the ride from Belfast, following the coast north. There are a couple of ways to get to Larne from Belfast, but it doesn’t really matter too much which way you choose, as it’s from Larne onwards that the interesting bit of the route starts.

As soon as you leave Larne, the Antrim Coast Road opens up. It follows the coast as close to the water as you possibly can, providing wonderful views of the Irish Sea. There are gentle corners that seem to be hanging over the sea, little tunnels through the cliffs, and a sense of freedom you only get this close to the seaside.

Riding is not fast here. The road is not really suited to speed, and it goes through a number of villages. The best thing to do is to just take it easy and enjoy the views.

You are tempted to stop and take photos at almost every bend and every village, but Geoff and I managed to push on until Carnlough before jumping off our bikes and sniffing the air for a brew.

Incidentally, this is where you can find the Londonderry Arms Hotel, once owned by Winston Churchill, right on the main street.

However, that was no good to us as it was closed on Mondays, and it was indeed Monday when we knocked on the door.

Not to worry, we picked a café by the little harbour, just in time to dive in before the rain caught up with us.

By the time we were out again the rain had gone, and we continued north in glorious sunshine. The next stop was at Cushendun, a village with Cornish-style houses designed by Sir Bertram Clough Williams-Ellis. Not quite what you’d expect to see in Northern Ireland…

Our ride took a little diversion from the Antrim Coast Road to incorporate a bit of the Torr Head Route to get to Murlough Bay, a beautiful and wonderfully quiet little spot at the end of a single-track road. It’s a detour from the main road, no doubt about that, but it’s one definitely worth taking.

The Torr Head Route is nice riding, too, although I couldn’t help myself giggling most of the way because they have diligently painted a dashed white line in the middle of the road, even though at times you couldn’t even fit a motorcycle in your ‘lane’, let alone a car. I suppose that there had been a time when council money needed spending quickly…

From Murlough Bay we picked our way to Ballycastle for some essential shopping: Dulse. If you look it up, the definition

DAY RIDE 35

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of dulse is something along ‘a dark red edible seaweed with flattened branching fronds’, but in plain terms it’s much like eating a house plant sprinkled with salt. Yet, somehow, in small quantities, it’s actually quite nice.

With our bellies full of seaweed, we continued along the coast. This stretch from Ballycastle to the end of our route is absolutely peppered with things to see, and if you want to make sure you don’t miss anything, a day will not be enough.

Our first stop after Ballycastle was Ballintoy Harbour. It’s just a little skip off the route, and well worth taking. The coastline looks rugged and unforgiving, and on a cold winter’s day you wonder how badly people must have wanted to get out to the sea to build a harbour here. Just the thought of it gave me the chills, and I made sure my heated jacket and gloves were on full blast when we set off again. It would certainly take a very calm and warm day for me to want to sail anywhere near here.

The main attraction around this part of the country is in no doubt. The Giant’s

Causeway draws the crowds from near and far. Most will pay £10 to park at the visitor centre and walk or take a shuttle bus to the stone formations. Nothing wrong with that, but just as easily you can park next door at the Causeway Hotel. It costs the same £10 for cars to park there, but our two bikes fitted in one parking place, so we only paid that between us, and the thing is that if you go and have drinks or food at the hotel, you get the parking off your bill. So, you park, have a sandwich, and then wander down to the stones. Nice!

The Giant’s Causeway is made of about 40,000 interlocking stone columns.

Whether they were stacked there by an ancient volcanic eruption or quarrelling giants is up for debate, but either way, it is an impressive sight.

After the causeway, the next obvious place to stop is the old Bushmills distillery, just down the road. Possibly the oldest distillery in the world, it has a great shop and pre-booked tours if you are into your whiskey.

Our original plan had been to continue to Portrush and Portstewart before turning back towards Belfast, but we had been dawdling, it was getting late, and there was still somewhere we wanted to see before heading home. So, we abandoned the coast and headed south

to Ballymoney and Joey’s Bar, a place that used to be owned by none other than Joey Dunlop. Filled with racing history, the bar is nicely located if you want to explore the NW200 route.

From Ballymoney we opted for the quick route to Belfast, because even when the riding is good, you need to make time for a post-ride sauna, too. And it’s not every day you get to do that in Belfast.

But, sauna or no sauna, the Antrim Coast Road is one of the finest routes to ride at any time of the year. But just because it is so good, riding it in winter means that there are a lot fewer people on the roads and crowding the attractions at the roadside. All you need to do is dig out your heated jacket and gloves, book a crossing, and off you go. And if you do, send us a postcard!

Northern Ireland has some excellent routes on offer, with the Antrim Coast Road a perfect winter ride.

The ride in brief: The route covers roads great and small. This is not a fast ride; the roads can be busy, and they are best enjoyed at a leisurely pace. There are plenty of places to stop along the way for coffees, culture, or a very cold dip in the sea. Give yourself a full day for this ride, which sits a little under 100 miles all in.

36 ON TRACK

Track Rider Clinic: Building A Track Ready Machine If you’re wondering whether or not to build a track bike for the new season, Dean’s wisdom won’t go amiss…

Words: Dean Ellison While it could be argued that buying a readily built track bike is a great route to go down, it’s not without its pitfalls. It is a bit of a lottery because quite often you’re buying on faith, and the hope that the bike you’re purchasing is what the seller claims it to be.

As mentioned, that reality can often be quite a different story and a lot of people end up being burnt by their new buy, with very little scope of going back to their seller and getting any help or compensation. With these factors in mind, you’ll probably grasp why my preferred route to go down is building my own bike. The downsides of this path include the build cost, the price of new parts, and the time it will take you to put it together, but the bonus of owning a bike that you know is straight and the spec you want is rewarding. If you’re tempted to go down this path, here are some points to consider…

Bike – Where possible you should start with new or even ex-demo from a dealer if you can. If not, you really want to start searching for a low mileage and wellmaintained pre-owned bike. If you don’t know exactly what bike you would like, then think about future repairs and general maintenance.

Buying an exotic or obscure model bike could bite you back in later years, especially when you need parts for the engine or any electrical components.

Exhaust – We all know how much a catalytic converter restricts engine performance; each year manufacturers have to meet increasingly stringent emission regulations and although your new bike will feel pretty fast on the road, there’s so much more to come, like a coiled spring waiting to burst free. Depending on your available funds, this could be the

single biggest spend if you buy a full replacement titanium exhaust system, so consider if you really need to squeeze that last few BHP from the bike or could you settle for a decat link pipe and silencer and spend the money you save on some other parts or invest in some seat time and book a few more No Limits trackdays.

If I was only building a track bike, I’d be happy with the standard system and just remove the cat, but if you’re only planning to ride on trackdays then buy a quiet silencer so that you don’t limit the circuits you can ride in the UK under 102db gets you on most.

Fuelling – This should be done as soon as you buy the bike anyway, even if using on the road; having the correct air:fuel ratio makes the bike so much easier to ride and will improve your fuel consumption. But more importantly than improving your fuel consumption, the air:fuel ratio needs adjusting and fine tuning after you change components such as the exhaust and air filter.

If it was my project, I would get my bike completely built and then take it to a dyno centre for a tune on the rolling road, either a plug-in system such as the Dynojet Power Commander V or an ECU reflash, although if just going for a refuelling option then I would always just opt for the Power Commander V because of Dynojet’s experience and technical support.

Suspension – This is another hefty investment and depending on your pace, you should probably only upgrade when you feel you need to. If you’re a racer, then definitely look at an aftermarket shock with a spring rate to match your body weight and some upgraded front fork internals to prevent overworking

the standard damping. For trackday only use, I think the original equipment is more than adequate. Get a base set up from the trackday suspension support service and then upgrade as and when you need it; as your pace improves, you will eventually run out of adjustment and then you can introduce harder springs and upgraded damping kits, or even a replacement shock, fork internals and ultimately some replacement forks. If you’re not up to speed, you will find a race bike too hard and that’s not good for your confidence. I’ve always had great service and support from K-Tech and Öhlins, they have the highest quality products, years of experience, and someone at the other end of the phone for technical support.

Brakes – Unless you’re building a full specification superbike, you really only need to upgrade certain brake components and whatever your pace, you will get better feel and more braking confidence if you disable and completely remove the bike’s ABS system. As a minimum, replace the standard brake lines for braided hoses and the standard pads for a race-quality pad, such as the Brembo Z04, then flush through some really high temperature racing brake fluid to help prevent cooking your brakes when you start upping the pace. If you want more braking power, then you could gradually add some more components depending on your budget. Start with aftermarket discs and then an upgraded replacement master cylinder which should finish off your build nicely. If you do want to upgrade everything, you can buy some great value brake systems from Hel in the UK or the ultimate in my opinion would be Brembo, but that’s going to cost you.

Wheels – Superstock specification bikes can run seriously fast lap times and often get within a second of a front running superbike time, so all the bolt-on goodies don’t actually amount to as much time as you think. If you’re racing, then you should really have a spare set of wheels, if not two spare sets, but consider these points when choosing what to buy. Race wheels are stronger and lighter than original equipment wheels, but as expected, more expensive.

But on the flip side, you might actually find that the OEM wheels are easier to sell on afterwards if needed. They hold their value because of the high number of superstock racers across various championships and probably thanks to the increasing popularity of trackdays in the UK, where having a spare set of wheels with wet tyres fitted is essential.

Race wheels and carbon fibre wheels do improve the handling of a bike; the bike will change direction quicker and obviously look so much better than your standard rims. You can also order race wheels in your preferred colour and have the spacers

Get on track with Dean…

If you want to up your game on track, Dean’s the man you want in your pit box. An ex-World and BSB spec racer, he’s also honed his craft in endurance racing and has since gone on to establish, arguably, the best track riding tuition on offer here in the UK. Check out his page on Facebook and drop him a line if you’re after some next level rider coaching – www.facebook.com/ deanellison42

easily modified to suit aftermarket swing arms and front forks, so they give a wider range of use and can be kept for a few seasons and used on different machines.

Bodywork – If you have purchased a new bike for this project, then you must remove all the bodywork and replace it with an aftermarket race fairing. Road bike kits eventually go up in value (not by much), but the older the bike gets, the more valuable the kit will become, so remove everything and wrap it up straightaway. Find a kit that will bolt straight on and make sure you purchase the screen, fuel tank cover and front fender (mudguard).

Replacing these components will make your bike cheaper to crash and you can actually buy a full replacement body kit for between £400 and £800, with a standard set costing over £2,000. In addition to the bodywork, you should also start switching the standard handlebars and footrests for raceready parts; these components allow you to adjust your riding position and again, they’re designed to be crashed and much cheaper to repair or replace than genuine parts.

38 BUY A BIKE

SMART WAYS TO BUY A BIKE If you’re on the hunt for a new bike and looking for the best way to fund it, you might want to have a read of this. We explore the smartest, cheapest, and best ways to finance a new bike…

Words: Alan Dowds

BUY A BIKE 39 For most of us, a bike is one of the biggest things we buy. After a house and a car, a proper motorcycle will be the thing that soaks up most cash. Times are hard for lots of people, but we still need our bikes, don’t we? And being a little bit smarter can mean getting the bike we want, while still having money for those little luxuries like food, electricity and school shoes for the kids. Bless them.

Picking the right way to get the cash together is essential though. No matter what you’re buying, or how – superbike or scooter, new or used, dealer or private sale – there are loads of ways of getting the finances right. Now, I’m not any sort of financial advisor, obviously, so don’t take any decisions on this stuff without making sure you know what you’re doing and asking a grown-up, if required.

The simplest way to buy a bike is, of course, with hard cash. And for private bike sales, that’s the way most folk still like to work. In these days of credit card fraud, fake PayPal payments, banker’s drafts from faraway princes and the like, having a pile of crisp £50 notes on the kitchen table is simple, easy, and straightforward. It’s not without risk, of course – carrying £15k in cash around in a Tesco carrier bag is a nervy situation, and there’s no comeback once cash has been handed over, unlike with other financial transactions. Dealers can also be less keen on cash; it brings security worries for them, they have to get it to the bank, or keep it on the premises, plus they have to think about mad stuff like money-laundering regulations and Proceeds of Crime actions. Where to get said cash though?

40 BUY A BIKE Unleash equity…

Your granny would tell you to save up, and while it’s deeply uncool, sticking some money away each month in an ISA or another savings account can quickly build up in the background. At the other end of the sensible scale, renting a front-loader from HSS Hire and liberating the cashpoint from the Tesco Metro next to the pub is a quick way of getting hold of a load of used £20 notes. But there’s not much use for a GS Adventure inside HMP Strangeways, sadly.

Back on the right side of the tracks, if you’re a homeowner, with equity in your house, releasing some as part of a remortgage can be the cheapest way of getting a chunk of cash – although remember your house is at risk if you can’t make mortgage repayments.

And it’s hard to sleep inside an S1000XR top box if it all goes wrong. If you’re coming to the end of a fixed-rate mortgage, or you haven’t changed mortgage provider in a while, you might be able to switch to a better interest rate at the same time – and the savings could even cancel out the cost of your bike. Even the sternest spouse couldn’t disagree with that, could they?

Especially if you don’t tell them anything about it.

One other possible way to access ready money is from your

pension pot. That there George Osborne, Tory Chancellor in David Cameron’s government, changed the rules so that people could take a load of cash out of their pension savings pot. The rules have changed since, but it’s still possible to get some money out, within certain parameters. Now, again, like with the mortgage deal, you have to tread carefully here. Selling your gold-plated final-salary civil service pension for a handful of magic beans and/ or a brand-new Harley-Davidson trike might seem like a grand plan at the time. But your kids won’t thank you for it when you have

to live out your final years in their garden shed because you have no money. Pension rules change all the time and, joking aside, it is a really serious matter, so definitely take professional advice before you jump in. If it’s right for you though, you could release enough cash for a sweeeet set of wheels (probably not that metal-flake trike though, eh?).

The credit route…

If you don’t fancy any of these routes, then it’s maybe time to think about some ‘normal’ finance. A credit arrangement – or, as my old granny would say:

“it’s no credit, son, it’s debtttt!!!!”

She’s right, of course, but if you go carefully, you can pick up the Benjamins fairly cheaply. If you’re in work and have decent credit, you’ll be able to pick up an unsecured personal loan at around four per cent interest – five minutes online will reveal a load of options. All you need is a quick online application with a simple credit check, the money can be in your bank within a few days, and you can wheelie your £10k right into a ditch before the weekend’s out. Yay. They might sound a bit worthy and communist-y (not that there’s anything wrong with that), but credit unions might be worth investigating. Community-based non-profit financial organisations, they’re generally set up to help people with ‘unconventional’ credit histories but are essentially open to all. They’re normally based around a geographical area, or a type of work, and can be linked to certain industries.

They can give decent rates and might well be worth a look. Check out https://www. moneysavingexpert.com/loans/ credit-unions/ for more details and links.

Another left-field option nowadays is so-called ‘peer-topeer lending’. The scoop here is putting people with spare cash in touch with people who need

a loan, in a semi-formal way, with a peer-to-peer ‘platform’ as the middleman. So rather than borrowing from a big financial institution, you’re borrowing from a person who’s got a spare lump sum. They can get a slightly higher savings interest return than they might get from a bank, and you can get a loan with slightly lower interest charges – so you both win.

Again, there’s lots of info on this online – but one thing to make sure is that the platform you’re using is a proper member of the industry body: https://www. p2pfa.org.uk. More info from the Government’s money advice site: www.moneyadviceservice.org.uk/ en/articles/peer-to-peer-loans

Get your cards out…

Finally, we’re at the dealership now. And, of course, there are a load of finance options here.

That makes sense, of course. The dealer wants to make things easy for you, and they’d also quite like to get a little cut off any finance deal you do sign up with. So, they all have very slick options – often branded schemes which are backed by the manufacturers, like Ducati Trioptions or Triumph’s Tristar scheme. Honda, BMW, Yamaha, Suzuki, Kawasaki – they all have their own set ups, which cover new (and sometimes approved used) bike sales.

BUY A BIKE 41 They’re tailored towards the bike industry, and some can be extended to cover accessories and new riding kit, or even rider training costs if you’re a novice rider (BMW’s finance scheme offers this).

Before we get into those though, there’s one more interesting route – using a credit card. Now, normally this is a bad plan – credit cards usually have very high interest rates. But there are loads of deals out there these days, where the card issuers offer cheap or even zero per cent interest periods to tempt you into signing up for a new card. Their plan is to get you to sign up, then not pay off the amounts you spend in the allotted timescale, so you end up paying the high interest charges. One other possible credit card scheme is where you get cashback, or air miles, or some other benefit, based on how much you spend. Also, you get some additional consumer protection if you buy things on a credit card, so you may be able to get your money back easier if the bike turns out to be a lemon.

If you’re certain – 100 per cent – that you’ll be able to pay off the balance in the timescale required, using a credit card can be a smart way of getting on to a bike without paying the full amount up front. Beware though – missing any of the payment deadlines can mean suddenly being charged a load of interest, cancelling out any savings you might have made. In addition, dealers have to pay higher bank charges on credit card payments, so they might be unwilling to give you a really good deal on the purchase price. Be aware of the swings and roundabouts here.

Down at the dealers…

Back on the dealer finance route, and there are a few main options: a normal loan-type finance deal where you borrow the money and buy the bike with that; an HP deal, where you don’t own the bike till the final payment; a lease deal where you’re simply renting the bike and will never own it; and a personal contract purchase or PCP deal.

The loan is simple enough – you might not get as good a deal as you could with a bank or building society loan, but the dealer may give you a better purchase price, since you’re arranging the loan through them rather than just turning up with cash. HP deals are like a loan, but it’s secured on the bike itself, so may be a better option if you don’t have a great credit rating. The idea is if you default on the payments the bike can be seized, so you don’t really own it until the final payment is made.

Leasing is more common in the car world but can be an option for bikes. If you need a bike for work, and have no interest in owning it, it might make sense – the servicing will also be built into the costs. But there are limits on mileage, any damage has to be paid for, and it’s an expensive, poor value way to get on two wheels.

PCP deals have become much more popular in bikes over the

past five years. Some dealers we spoke to are making half their finance deals via PCP, and it’s given the new bike trade a massive boost. The idea is simple enough. You get a new (or used) bike for an affordable deposit and a small monthly payment over a period of a few years. The amount you pay isn’t enough to pay for the bike, so at the end of the deal you can either keep the bike and pay the difference (a so-called balloon payment), or hand the bike back to the dealer. Assuming the mileage has been kept within limits and there’s no damage, the dealer gets a bike to sell which pays for the difference between what you paid and the purchase price.

The advantages of PCP are simple enough – potentially a small deposit and low monthly payments. So, you can ride a bike which you couldn’t really afford to buy.

You don’t own it until you pay that extra cash though, so it’s a bit like leasing. Some folk are happy to do this – even ‘rolling over’ a PCP deal at the end of the period into another, new bike and signing up for another payment scheme. If this suits you, fair enough, but it’s not the best way to get good value in terms of metal for your money in the long run, and we’d avoid it ourselves.

Deal or no deal?

final thing to work on at the The final dealers is the, er, deal itself. Now, it’s not always just about the price you’re paying. Indeed, a couple of bike shops we spoke to don’t like

to cut the ticket price much at all.

That’s because big headline price drops can affect secondhand bike prices – and if the guy who paid £15k for that new litre superbike last week hears you bought one for £13k, he’ll not be best pleased. Instead, look for ‘hidden’ deals – an Akrapovic exhaust system or a spare set of tyres thrown in on the side. Maybe you can get a new Arai lid or a Spidi

suit with 75 per cent off. The dealer can give you a better deal, while keeping the pounds and pence price which you’ve ‘paid’ for the bike up, and everyone’s a winner.

One thing to watch for here though, is ‘free servicing’. This sounds good, but with bike service intervals extending all the time, it’s not as good a deal as it used to be. The first few services

nowadays are generally just oil and filter changes plus checks, and you’re often charged for parts and materials anyway. So, unless they’re offering you free tyres and all parts and materials, free servicing isn’t necessarily a big deal-maker. Unless you’re planning on doing laps of the world? Whatever your plans, hopefully you’ve seen there’s more than one way.

Never buy a bike using…

No matter how desperate you are for a new Gold Wing or an RSV4, there are a few things you should never do to get a bike:

*Payday lenders

They’ve been brought to heel by government regulations and aren’t as wild as they used to be. But short-term, highinterest loans from so-called ‘payday lenders’ are a bad plan.

You can end up owing much more than you borrow and can find yourself paying the sums back for an indefinite time.

*Buy at normal credit card terms

Credit cards have much higher interest rates than personal loans or finance deals. Avoid unless there’s a very good reason to do so – like a zeroper-cent deal, or a cashback scheme. Even then, make sure you pay the balance off in time to avoid any charges!

*Trade in your current bike Okay, it’s quick and easy to just do a trade-in with the

dealer who’s selling you the new bike. But you’ll generally get more for your present machine by selling it privately beforehand. Make sure it’s clean, has an MoT, and is in good order, and get it advertised online. Take off any sweet add-on parts like pipes, Power Commanders and the like, and sell them separately for the best returns.

42 QUICK SPIN

Quick Spin:

h s a t S o t o Vm Words: Andy Bell / Pics: Gary Chapman

If you fancy a plug and play protagonist with everyday versatility and learner-legal credentials, the Stash could be exactly what you’re after.

What is it?

In the UK, Vmoto is one of the main companies within the electric motorcycle market. The Stash was first revealed in 2021 but wasn’t available on the market until earlier this year. It is at the upper end of the price range for Vmoto’s machines but with an advertised potential range of 90 miles and plenty of storage for practicality, I was keen to see what other qualities this upmarket styled electric motorcycle had to offer.

Talking tech…

I have to start with the performance side here as although the electric motor is

rated at 8kw to keep it below the legal limit for learner-legal bikes, there is a loophole in the system which allows a ‘boost’ function for shorter periods pushing the power up to 14.4kw (about 20bhp), while all the time keeping the Stash CBT friendly. It’s got nonadjustable upside-down forks up front and a monoshock at the rear with wavy brake discs and 17” wheels, which combine together to give the Stash a nice and sporty look. The bike I am testing has some Pirelli Diablo Rosso tyres fitted with a 100/80/17 front and 120/70/17 rear. After double-checking a few details, I have since discovered that the Diablos were only fitted to the first

few bikes sold but are available as an option. Like with many manufacturers nowadays, a Vmoto app can be downloaded to your smartphone to check the critical information like battery life, bike location, etc.

Cracking on…

Swinging your leg over it, the immediate thing you notice is the riding position. While this is very much a bike, the pegs are very low in relation to the 810mm seat height. I would say this helps to appeal to the commuter market with a more relaxed, almost standing position, but for where I was riding, I felt like ground clearance could

QUICK SPIN 43

44 QUICK SPIN have been an issue if I was to push too hard.

The colour TFT screen has different display modes and can also be connected to your phone.

There was nothing complicated here and with three riding modes on offer (Eco, Normal and Sport) it was seconds before I clicked it into sport for the roads I was to be heading out on. Getting out and joining the main roads was without any dramas. I had expected pick up to be a bit laboured with the Stash being CBT compliant. However, mixing with other traffic was an area that I never felt uncomfortable with.

There is more motor noise than I have experienced with electric bikes of a similar power which I didn’t mind at all; if anything, it helps contribute to knowing what is going on below you.

When braking or slowing down in general there is a regeneration system to help keep the battery charged up a bit, but it was

the brakes where I had a little grievance. With not having a clutch or gearshift to worry about, both levers on the handlebars operate the brakes with a combined brake system, meaning when you pull the front brake on it adds a little rear, and vice versa, which I can get my head around after riding other bikes with this set up. The problem I was having was with wanting more braking force, resulting in me ending up using both levers much of the time.

On a more positive note, the tyres are a brilliant match for a bike with this weight and power output; they warmed very quickly and provided all the feedback I was wanting while having plenty of grip. I know for sure, if I was buying one of these, I would like these Pirellis fitting from day one.

As the Stash is aimed more at the commuter market, the practical side should get some focus here as there is a fair bit worth noting. I have already

mentioned the longer leg position which I guess would come into its own if you were travelling in trousers to the office, but having storage for your helmet would also come in handy when you arrive, which is supplied in a large compartment where the tank would normally be on a petroldriven machine. There is a reverse gear to help with manoeuvring, but this did require a little practice as you have to hold the reverse button located under the throttle while twisting the grip. To be honest, with both feet easily planted on the floor and with such a lightweight machine, I did only try this just to ‘have a go’ and I would guess most riders wouldn’t even need to use it.

Battery range is advertised with a potential of over 90 miles, but we all know that this varies regarding the bike’s use and which power mode is selected. Living in quite a rural location, I was limited to testing mainly on open roads

in sport mode and managed to achieve a little over 40 miles with a charge, but to be fair I could see that in eco mode within a city then the advertised 90-mile range could be achieved. The charger supplied took a little over five hours to charge the battery from flat, but there is an option to purchase a quick charger which should half that time.

Worth a punt?...

Quick to get up to speed and a comfortable riding position

with loads of storage are some of this bike’s strengths, but with a long charge time and a fixed battery mean you’ll need to park near to a power source, which might be something that needs taking into consideration. Pricewise, yes, it is more than the petrolpowered bikes that are available to CBT licence holders, but its style and practicability might help it demand that price tag to the potential buyer over other electric rivals.

The stuff that matters…

Power: 8-14.4kw (roughly 20bhp) Weight 153kg Price: £6599 Contact: salesuk@vmotosoco.com

46 TORQUING POINTS

Torquing points: Cars vs. Bikes Words: Alan Dowds

TORQUING POINTS 47

While there’s no denying motorcycle tech and engine designs are pretty cutting edge, the car world now appears to be leading the way. But that’s not always been the case...

My Dad, Jim Dowds, started his working life as a car mechanic, though by the time I came along, he had moved on to work at the IBM computer factory in Greenock. Amazingly, back in the 1960s, computers had a lot of mechanical parts in them – solenoids, relays and the like – meaning hands-on practical skills were useful to the American mainframe maker.

He always worked on his own cars though, so I grew up watching him maintain and repair a series of 1970s and 80s motors – from a Ford Anglia and a couple of Austin Allegros to a Vauxhall Viva. Then, when I got my first motorbike – a Honda CG125 – he had the tools, the skills and the confidence to help me learn how to fix the bloody thing. Six months later, I had passed my test and had a decent summer job, that let me buy a big bike – a Kawasaki GPz550, which felt like an utter rocketship. Of course, I soon blew that up, and was stripping it down on the kitchen table, with help from my old Dad again.

Now, though, he was amazed by the hi-tech kit before him. The GPz550 engine was an old design by 1990 when I bought it, with air-cooling and two valves per cylinder – but it had double overhead camshafts, four individual carburettors, CDI ignition and 130bhp/litre performance.

By comparison, the 1960s and 70s cars he was used to had pushrods, or maybe a single overhead camshaft.

They had points ignition, one rather nasty carburettor, little in the way of performance engineering at all, and made maybe 70bhp from a 1600cc inline-four.

Over the next couple of decades, I worked away on my own bikes – and my own cars. And that hands-on experience confirmed that motorcycle engines were miles ahead of cars. The Japanese bikes I owned had engines with all-aluminium crankcases and barrels instead of cast iron blocks, four- or five-valve heads instead of two, and electronic ignition instead of points, coil and mechanical distributor. Okay, I was dealing with normal family cars, not high-end sports cars, but the point remained. Car engines seemed to be designed with the minimum possible effort whereas modern Japanese bikes – even fairly standard models – were on the cutting edge, making 150bhp/litre with total reliability. It’s wild to think of it, but the 2002 Ford Ka was using a 60bhp, 1297cc version of the same Kent OHV engine used in the 1959 Ford Anglia my Dad learned to spanner on. Even Harley wasn’t trying to flog a 1950s engine in the 21st century.

In recent years though, things have swapped around a little. Car engines are now much higher tech – partly because they have to be to meet emissions regs. They’re now crammed with high-powered computers and sensors to analyse combustion and exhaust processes, while turbochargers are common to help cleaner, smaller capacity engines make the power needed to

drive increasingly lardy SUVs around. Variable valve timing, direct fuel injection, lightweight all-aluminium construction, they’ve got the lot, and even a fairly standard family car now makes over 140bhp/litre.

By comparison, bike engine tech arguably has stagnated a little. There are exceptions: the Kawasaki H2 has added a compact engine-driven supercharger (though development there seems to have stalled), while the litre-class superbikes are making 215bhp/litre with natural aspiration, which is an incredible achievement. Things like the BMW Boxer unit powering the new R1300 GS are fabulous designs, making great power with the ShiftCam variable valve set up. Ducati’s desmodromic valve actuation is still unique, giving it a particular advantage.

And there have been impressive advances in electronic riding aids, coupled with ever-smarter ride-by-wire fuel injection and engine management.

But fundamentally, bike engine design has stood still, or even retrenched, with cheaper, less powerful parallel twin engines now dominating several important areas of the market. They’re great powerplants in their own way, of course, but they’re not doing much to drive forwards technology in the way that car engine design has been doing of late. If you took a 2024 Honda CBR1000RR Fireblade engine back 40 years to 1984, the performance would blow the mind of any engineer who looked at it. But they would take the design as read: there’s nothing weird about it when compared with a contemporary machine like the CB900 or VF750: four valves per cylinder; twin overhead chain-drive cams; plain-bearing crankshaft; light aluminium pistons; aluminium crankcases; wet clutch; sequential dog gearbox; chain final drive…

The reasons are manifold, but the gradual decline in the European ‘big’ bike market has to play a part, while the high-performance bike market has declined even more, for reasons we all know: an aging demographic, with less interest in sportsbikes for use on congested, heavily policed roads high up on the list. Bikes have had to meet emissions regs, too, in the past 20 years, and have tended to do so with less innovative methods.

Indeed, firms are starting to give up. Yamaha’s R1 and R6 have been discontinued because the firm doesn’t want to spend the money needed to pass tighter regs.

The engines in the replacement R9 and R7 are much less powerful, but cleaner and cheaper designs.

My Dad passed away a few years ago, and while he mostly gave up working on cars as he got older, he still knew what was what. He was always amazed by the tech in the bikes I visited on over the past 20 or 30 years – and even more so by the power they made. And in a pleasingly symmetrical twist, the computer skills that he gained from working for IBM would now transfer nicely back into the car and bike world where he began…

48 BUYING GUIDE

Cost-effective Classics:

SUZUKI GSX-R 750 SRAD Big sports bike thrills for relatively small money Words: Steve Cooper Photos: Mortons Archive The sports bikes scene isn’t what it once was here in the UK but there’s still enough of a following for the various 600, 750 and 1000cc missiles that were once so dominant on Britain’s roads. Trends come and go, even on high-end performance machines, but if there’s been one constant throughout it’s the three-quarter litre Suzuki GSX-R 750. Kawasaki and Yamaha have offered strong competition on occasion with Honda doing its own thing, but only the Hamamatsu brand has so steadfastly kept the faith.

Those that go back to the mid-1980s can remember the impact created by the first Suzuki GSX-R 750. Quite simply, it blew everything else out of the water, pure and simple. On road and track the bike proved to be a phenomenal success to the point where the rival factories felt compelled to up their game or get left behind. The bike has remained in continuous production ever since and even if the odd model wasn’t always quite as good as it might have been, there’s always been a strong and loyal following for the three-quarter litre Gixxer.

The Suzuki GSX-R750 SRAD was launched in 1996 with much fanfare and a graphic overlay against Kevin Schwantz’s RGV500 GP bike. The new 750 had the same wheelbase and steering rake as the race bike thereby implying, by association, it was going to be a serious weapon.

The chassis was new, having moved away from a double cradle design to a twin spar set up for greater rigidity. Inside the heavily revised engine the bores were coated with SCEM (Silicon Carbide Electro-Plate) to reduce friction. The revised bore/stroke

BUYING GUIDE 49 BUILD QUALITY Finish isn’t the best so avoid cosmetically challenged examples. Good examples need cleaning and coating in quality protectants.

FUELLING Carburated versions can suffer from carb icing in cold/damp weather. Later fuel-injected models can feel a little primitive by modern FI standards.

BRAKES Six-pot Tokico calipers are known to seize. Regular cleaning and fitting stainless steel pistons sort the problem. Alternatively, many were retro fitted with four-pot calipers which also fixes the issues.

ALSO CONSIDER THESE:

HANDLING Should be impressive even now.

If not, check headstock bearings and suspension linkages. Highmileage bikes will benefit from fork servicing and new rear shock.

ENGINE Robust if regularly serviced.

Rattling sounds when cold indicate cam chain tensioner issues.

EXHAUST Look for scabby header pipes.

Aftermarket cans vary massively in quality. Bikes fitted with OEM units can command a premium.

REAR END Originally came with pillion pad and seat hump. Make sure both are with the bike.

1996 Honda CBR900RR FireBlade Private: £2195 Dealer: £2495 Boasting a bigger capacity motor than the original Blade, this generation is a touch lardy but makes for a great road sports bike that is less wild than earlier models.

Engine: 918cc, l/c, 16v inline four Power: 118bhp @ 10,200rpm Torque: 89Nm @ 7800rpm

1996 Kawasaki ZX-7R Private: £2599 Dealer: £3000 An absolutely iconic-looking bike with a superb chassis.

The engine is a touch weak, but you can easily sort this out with cheap mods. Sadly, it is now quite sought after.

Engine: 748cc, l/c, 16v inline four Power: 112bhp @ 12,000rpm Torque: 76Nm @ 8800rpm

dimensions were intended to release more power at increased RPM. Electronically controlled 39mm carburetors were fed by the new SRAD (Suzuki Ram Air Direct) induction system, hence the new acronym. A determined programme of weight saving had been undertaken with magnesium alloys being used for the covers of the cylinder head, starter motor, clutch, drive gear, etc. The following year’s model carried only minor changes to cosmetics and aerodynamic improvements.

1998’s GSX-R 750 SRAD came with an all-new fuel injection system, making an already strong engine even better with a claimed power output of some

135 horses. Some gains had been made lightening internal engine components, but elsewhere the on-board electrics packages had been upgraded to better optimise fuelling for pretty much every given situation. 1999’s 750 SRAD changed little other than graphics and a wider rear wheel rim. After just four model years the bike was officially retired from the sales lists. It had been a strong seller, but Suzuki needed to keep up with, or ahead of, the field which meant a total and utter, head-totoe redesign for their 750.

Not that the resultant bike was going to be significantly better at bringing in profits. The entire game had moved on and there

1996 Yamaha YZF750R Private: £2500 Dealer: £3200 A classic bike of the 1990s, the YZF has a great chassis and is solidly built. Also, its horrific paint schemes are now so hideous they are cool!

Almost…

Engine: 749cc, l/c, 16v, inline four Tested Power: 113bhp @ 12,000rpm Tested Torque: 75Nm @ 9000rpm

50 BUYING GUIDE

were newer designs out there.

Even as the SRAD had broken cover, Honda’s Fireblade was being revised and updated, yet even the once all-conquering CBR900RR was looking rather tired when compared to Yamaha’s phenomenal YZF-R1. If any bike really sounded the death knell for the 750 class, it was the gamechanging R1.

With all the hype about the later one-litre sports bikes that were the weight and size of 750s you might, quite reasonably, think the once supreme three-quarter litre missiles were old hat. Suzuki in the UK was obliged to drop the 750 from the stock lists circa 2016 when the ever-tightening Euro emissions regulations effectively outlawed the bike. However, in

markets that have less stringent requirements the Gixxer 750 is still a marketable entity. At the time of writing a new Suzuki GSX-R 750 was available in America for $12,849, proving there’s still a market for a good 750cc sports bike.

When the original GSX-R 750 came out in 1985 it rewrote the rules with its alloy frame and high-performance motor that was cooled by air and oil. Over some 30 models peppered across four decades, the bike has been continually revised and honed to give an exceptional riding experience. Some models have been better than others, but they’ve always delivered the goods. If, on occasion, a given model hasn’t been as cuttingedge as the competitions’, on occasion Suzuki has stepped up to the plate and revised the threequarter litre Gixxer.

These SRADs currently fall between two stools. The earlier and earliest GSX-R 750s are already at, or approaching, classic status due to misty-eyed previous owners getting to the point where they can afford to

relive their youth. At the other end the newer models are still considered relatively modern and thus command a premium. If you wanted to experience what all the hype was about sports bikes, now is the perfect time to buy a mid90s SRAD before they, too, start rising in price. Know that the carb version is also the model used

by Team Classic Suzuki in the Classic TT and won the centenary Classic TT last year with Michael Dunlop on board and came back from South Africa winning all four

Classic races with Danny Webb on board. They really are rather special!

Many might be inclined to run a mile when a bike is described as being cheap as chips, but with the Gixxer’s long-established record you should be on solid ground.

Avoiding track day bikes, the 9699 SRAD 750s seem to start from as little as £1500 for something road legal and sub-40k on the clock. At between £2000 to £2700 there’s plenty to choose from and if you want a warranty, a clean and tidy example from a dealer really shouldn’t be more than £3500 to £4000.

For context, if someone offered you a bike that could top out in excess of 165mph you’d be interested. If the same machine could dispatch the quarter-mile in 10.6 seconds you’d be impressed.

Now realise that this and a whole lot more could be your for less than half the price of a new GSX-R125 and wonder why the hell not?

SPECS: Engine: 749cc, liquid-cooled, 16v, inline four Bore x Stroke: 72 x 46mm Compression: 12:1 Fuelling: 4 x 39mm Mikuni carbs (EFI post1998) Tested Power: 116bhp @ 11,500rpm Tested Torque: 76Nm @ 9500rpm Chassis Frame: Aluminium alloy beam F Suspension: 43mm USD forks, fully adjustable R suspension: Piggyback monoshock, fully adjustable Front brakes: Six-piston Tokico calipers, 320mm discs Rear brake: Two-piston caliper, 220mm disc Dimensions: Wheelbase: 1400mm Seat Height: 810mm Dry Weight: 179kg (claimed) Fuel Capacity: 22 litres Speed: 0-60 n/a 0-100 n/a 0-140 n/a Stg ¼ mile: 10.73 seconds @ 134mph Standing mile: n/a Top speed: 163mph

52 THE INSIDE LINE

E

FROM THE ARCHIV

More by luck

WORDS: Steve Cooper PHOTOS: Mortons Archive

it showed. Suzuki’s take on the subject would see crank failures with Yamaha’s version suffering from transmission problems. These and many more issues were addressed as matters of supreme urgency. And, of course, Yamaha didn’t blindly copy Honda’s lead either – their motor fired at 0 and 90 degrees producing a subtly different exhaust note.

Yamaha started the season with the ‘old’ 180-degree firing order motor with Rainey forever chasing Doohan on the NSR, but a massive accident sidelined the Honda rider just as the new ‘big-bang’ YZR was about to come on stream. Yamaha teammate John Kocinksi’s early season wasn’t the best but latterly picked up with a win at the final round in South Africa.

With the Honda star out of action and the new big-bang engine, Rainey turned a

With all the players now running V4s most were at or about the same level. Chassis, tyres and riders made the significant differences… well, until Honda fired up their 1992 NSR. Firing all four pots within 70 degrees of each other provided smoother torque and delivered the power to the tyre more effectively.

Cagiva, Suzuki and Yamaha had to play catch-up or get left behind in the wake and drone of Honda’s big-bang motor. The YZR got an urgent rethink as the season got underway, but the upgrades weren’t without their issues.

Honda had enjoyed the entire closed season to develop their new engine, and

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FIVE DECADES OF TRIUMPH US YER SHED. 00s: SR500 HILLWORKSHOP: SHOW TOOL OF THE MONTH. S2R. 80s: HONDA CBR250R, YAMAHA TRIUMPH 50s: SPEED TRIPLE, DUCATI CB750 DOHC.60s: YAMAHA YL1.

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reflecting the design philosophies of the respective constructors made the races even more interesting. Seventeen of the 28 point-scoring riders were on machines powered by Yamaha engines. In this sense it was clear that Yamaha’s policy was successfully promoting the sport.”

Yamaha might have taken the title, but it was more by happenstance than strategic planning and the 1993 season was going to be a challenge with or without Honda’s star rider.

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

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63-point, mid-season deficit into a fourpoint win. Yamaha had bagged another title, but it had been attained more by luck than judgement. With Kocinski taking third spot, Juan Garriga was the next Yamaha rider in seventh place with Randy Mamola (Global Motorsports/Budweiser Racing) tenth and Niall Mackenzie (Yamaha France/Banco) eleventh.

Thankfully, the starting grids had swelled and in Yamaha’s own words: “The leasing of YZR500 machines had begun from the previous year, and from 1992, Yamaha began sales of its YZR500 engines to European constructors. As a result, 66 per cent of the grid (in the Japanese GP) had Yamaha engines, and the number of competitors had grown again. The new Yamaha engine-powered 500cc machines now entering the GP with chassis

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BMW F650CS, 2003, metallic titanium, lovely original condition no issues, MoT March 2025, 25,000 miles, two service books and two set of keys, £1500 Tel. 07951 067803. Warwickshire.

Email. tara.mulryne@live.co.uk

BMW R60/2 combination, 1962, super condition with an original Steib TR500 sidecar, V5C, £13,500 can deliver Tel. 07798 866071. Middx. Email. peterpaulmoore@hotmail.co.uk

BSA BB32A, 1955, presented in Gold Star trim, tank, silencer, brakes, stainless mudguards, chrome Hagon shocks, new battery, rear tyre, dating certificate, photos, V5C, sold as a project, free delivery arranged, £4450 Tel. 01723 372219. Yorks.

BRIDGESTONE 100 Sport, 1968, needs new piston & barrel replating, over £1000 spent on new parts, ie new wheels, tyres, tubes, wire harness plus other spares seal for oil pump & carbs, crank pin also the seat has been recovered selling can’t finish the work contact for more details on, £1100. Tel. 07929 747650.

BSA Shooting Star, 1956, metallic green with correct dark green frame, many receipts from previous restoration, including engine rebuild, new exhausts, silencers, rear tyre, battery, V5C available, running well, free delivery arranged, £3950 Tel. 01723 372219. Yorkshire.

BSA Bantam B175, 1970, 175cc, 4 speed, original green log book, V5C, on Sorn, matching engine, frame numbers, everything works, £2750 Tel. 01268 735135. Essex.

HARLEY-DAVIDSON Touring FLHTC Electra Glide classic, 2010, excellent condition, full service history with HarleyDavidson dealer, MoT until March 2025, 2 owners, comes with Harley-Davidson cover and inserts for panniers, also included battery charger, pump for suspension and wheel lock, low mileage, well looked after, two keys, £9000 Tel. 07815 652516. Email. neilkhosking@ gmail.com

HARLEY-DAVIDSON Iron 1200, 2020, fantastic condition, recently fitted Avon Cobra chrome tyres, heated grips fitted, Led headlight, Cobra exhausts, Sissy bar, luggage rack, immaculate condition, absolute bargain at this price, £7600 Email. streety2012@yahoo.co.uk

HONDA 250 Hornet 1997, 6000kms, amazing condition, MoT till 31st August 2025, two Honda keys and original toolkit, this is the first version of Hornet a 250cc Four with a 16k red line, smooth engine, message for more pictures and details, £3250 Tel. 07470 833270. Hampshire.

Email. davep8@tiscali.co.uk

KTM Adventure 1190R, 2014, one owner from new, 57,700 miles, excellent condition with good service history, KTM panniers, Akrapovic, spots, heated grips, power parts seat, radiator protector, full engine protection, all original fittings included, recent front tyre, chain and sprockets, battery, £4000 Tel. 07815 186070. North Yorkshire. Email. bobatkinson58@gmail.com

HONDA XBR500, 1986, exchange for 125/250 4 stroke, trail bike worth about, £2500 must be four stroke cash waiting, adjustment either way, has new MoT Tel. Peter 01959 577788.

HONDA CB250N, 1981, 86,000 miles, black, lots of work done but needs finishing, been dry store for last 10 years, easy winter project, £700 ono Tel. 07391 048529. Herefordshire.

KAWASAKI ZRX1200S, 2004, MoT May 2025, 38,000 miles, nice clean bike, Beowulf exhaust, engine crash bars, double bubble screen, regularly serviced, new bike forces sale, £2500. Tel. 07940 836997. Northants. Email. loasby19@hotmail.com

LAVERDA RGS1000, virtually as new, engine block rebored and new liners and head unit reconditioned carbs are Keihin from Laverda Scotia, new Jota thickened exhausts, tank has been extensively renovated and resprayed Speedo tacho unit new, lovely bike, £8000 Tel. 07899 985770. Exeter. Email. john998@icloud.com

NORTON Dominator 99, 1973, wideline 600cc, twin silver/ black, new front rim, new tyres, silencers, battery, V5C, light recommission required, free delivery arranged, £4450 Tel. 01723 372219. Yorkshire.

SUZUKI TS250 Savage 1973 US import now UK registered, Dream Machine recently painted in Sunset Orange fantastic job, all chrome work carried out new exhaust seals, new Moto Batt battery regulator new gear selector great looking bike, no t&t required, £3600 ovno Tel. 07342 980505. Kent.

SWM Silver Vase 440, 445cc, 5 speed single, finished in classic orange and silver ‘Steve McQueen Husqvarna’ colour scheme, low mileage, very good condition, MoT to March 2025, £2650 ono Tel. 07910 285178.

Milton Keynes. Email. blandfamily@sky.com

TRIUMPH Speed Triple, 2008, (2007 model), 36,800 miles, good condition, fsh, too many extras to list, full Arrow exhaust, K&N filters fully ULEZ compliant, currently on Sorn but MoT till August 2025, £3250. London.

Email. max@londonplay.org.uk

TRIUMPH Bonneville Newchurch, 2015, 8000 miles, in mint condition, never been ridden in the rain, personally serviced by ex-engineer owner, so in excellent mechanical order, no faults, with numerous sensible extras and data-tagged, MoT till May 2025, £4950 Tel. Steve 07941 496481. Preston.

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

SUZUKI Burgman, 2021, 71 reg, 400cc, Limited Edition, colour grey and blue, wheels model 4600 miles, MoT August 2025, showroom condition, garaged, FSH-E5, new maxi scooter forces sale, £3999. Tel. 07784 499299.

Yorkshire.

TRIUMPH 2016 Speedmaster 865, well kept machine, beautiful runner, 12 months MoT Oxford heated grips LED headlight cocktail shaker pipes, Viking panniers, original gunslinger seat, back rest with luggage rack, servicing kit, 13,530 miles, £5500. Tel. 07399 523454. Email. angela@ haystackselection.co.uk TRIUMPH Bonneville, 1970, T120R 650cc, matching frame and engine numbers, excellent condition, runs very well, no smoke or rattles, can send photo by phone, £6195. Tel. 07887 674467. Hants.

YAMAHA N max, 2022, as new condition, 165 miles on clock, mirror extenders, pearl/white £2900. Tel. 07805 617964.

Wolverhampton. Email. susan. athersmith@sky.com

Parts For Sale

TRIUMPH Thunderbird, 1600SP, 2009, 20,000 miles, fsh, recent service, new tyres, brakes etc, many extras, long MoT, £4500.

Also many accessories available luggage, screens, touring seat, £4500 Tel. 07746 639782. Kent.

READY made Italian collection for sale, Benelli Tornedo TRE900, green/silver. Gilera CX125, blue.

Morini Dart blue/white, £10,000 the lot Tel. 01707 870769. Herts.

TRIUMPH Tiger Explorer 1200, 2012, 45,500km on the clock, MoT until March 2025, new fork seals and bushes, new Hagon rear shock, new stainless steel headers, stainless can, new heated grips, new rear disc, new cylinder head fitted under warranty by Lings in 2019, full set of luggage, two sets of keys, £3800 Tel. 07577 586148.

Suffolk. Email. nufkamp@gmail. com

ACCUMULATION of Triumph, BSA, BMW, Guzzi, Cagiva, Marston Sunbeam parts etc, also Dexion and cubbyhole shelving, offers invited Tel. John 07833 906288.

BSA Bantam gear change lever, £10. Eversure car ramps, one owner, no damage, £20. Pitmans Book of the Royal Enfield, 194658, slightly tatty readable, £5 Tel. 01299 266565. Worcs.

DUNLOP tyre levers for sale 4 at 7”, 3 at 9”, 1 at 6” plus 1 Melco 9”, £45 phone for more details can post if required Tel. 07929 747650.

GARAGE clearout parts, available for Honda CB/CL 250/350K, Kawasaki W650, W800 Tel. 01291 423392. South Wales.

GIVI topbox, holds helmet, £45.

HRA screen KBA 90512, £50.

Pair new chrome tear shaped mirrors, L + RH threads, £20.

Pair new rear grab handles CB500 & R, 13-17, £35. Bar riser kit, £10 pair pro grips, £7.

Pair genuine Honda grips CB500 13-17, £6 all above as new Tel. 07984 352539. Worcs.

HARLEY-DAVIDSON Sport Glide OEM 2 into 1 exhaust system, 60 miles on it, excellent condition, £100. Also have original low rider ST system for sale, £200 Tel. 07402 989970.

Wanted CLASSIC bike, will consider anything British or Jap, good prices paid, any condition Tel. Mark 07908 623649. Email. kelsm86@icloud.com HONDA CD175, 1973, wanted service repair manual and various parts Tel. 07464 346931.

Worcs.

WANTED various parts for Suzuki RV125 Van-Van 2003, 2017 model Tel. 01291 423392.

South Wales.

Miscellaneous OXFORD Bone Dry, gents motorcycle jacket, black/blue, thermal lining, elbow shoulder back protection, size XL, as new £25. Grivit open face helmet visor, grey, size L, £12.

Motorcycle gloves, XL, black, £10 all as new condition Tel. 01299 266565. Worcs.

WANNER grease gun lever, type action (pressure) adjustable cranked nozzle (angled) good quality, made in Switzerland, no longer used, £12 Tel. 01268 735135. Essex.