**FREE TO READ** MoreBikes November 2024 issue

Bringing YOU the BEST of biking

Looking for adventure?

Our guide to clocking the miles and smiles on two wheels, from where to go to what to wear

NOVEMBER 2024 # 220

TRIUMPH DAYTONA 660

RATED CAMPING KIT

CCM UNDER THE SPOTLIGHT

CONTENTS 3

INSIDE THIS MONTH ER NOVEMB 2024

26

NEW METAL

Exploring 2025’s offerings

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QUICK SPIN

Getting to grips with Triumph’s Daytona 660

TRACK RIDER CLINIC

16

Expert advice for aspiring track riders

66

Adventure special

Kicking off our all-inclusive guide to two-wheeled adventures

Welcome to the issue…

H

i, I’m new. Well, kind of. Around 14 years ago I got drafted in to help on this title, when it was known as MotorCycle Monthly, so it feels both strange yet exciting to be back on this paper, stepping in where Ross left off. I really like what he’s done with the title, and I aspire to keep the diverse, broad-thinking nature of MoreBikes very much the same. While I’ll

admit my go-to on two wheels is typically sportsbikes, over the past 20 years I’ve been lucky enough to sample just about every genre going – and that’s how I like it. In fact, one of my biggest passions of all is adventure bike riding, which is what forms the core to this special issue.

Hopefully, you’ll find some interesting features within these pages, alongside plenty of kit focused and bike reviews,

bwilson@mortons.co.uk plus tips from riding experts and those of the legal variety. It’s a right mixed bag, but it somehow all makes sense. That said, I’m very much the kind of person who wants to deliver for the readers, so if you’ve got any suggestions to make, or stories to tell, drop me a line. But in the meantime, enjoy your read.

BRUCE Editor

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

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4 NEWS

Fresh metal incoming It’s that time of the year again, when manufacturers from around the globe start showing us what they’ve been working away at behind closed doors. We take a look at some of the most exiting new models headed our way…

Words: Alan Dowds

2025 Ducati Multistrada V4 range updates

There’s definitely an argument that the mighty Multistrada V4 doesn’t need too much in the way of updates (£5k off the asking price would be our favourite 2025 upgrade but then we are very cheap). The unique V4 Granturismo engine, saucy chassis, heaps of luxury touring kit and incredible performance make it one of our top adventure touring rocketships.

But the folks from Borgo Panigale don’t rest on their laurels, so there’s a modest update on the whole Multistrada V4 range for 2025. That stunning engine stays much the same, still making 170bhp from 1158cc, but is now Euro5+ compliant, and has an extended cylinder deactivation strategy. Before, the ECU could turn off the rear bank of cylinders when idling, to reduce heat generation and cut both emissions and fuel consumption. Now, it can also do that trick when moving, albeit only on low-load cruising.

The result is a six per cent drop in both fuel consumption and emissions – not earth-shattering but worth having we guess.

Away from the engine, the chassis gets minor adjustments to the swingarm pivot – now 1mm higher – while the S model gets the Automatic Lowering mode as standard on the Marzocchi Skyhook semi-active electronic suspension.

That means the big Multi drops down automatically when you come to a halt, to make it easier to get a foot down for the stumpy of limb. The working-class standard V4 makes do with non-electronic Marzocchi forks and shock, while the premium Pikes Peak variant shows off with revised golden Öhlins EC2.0 semi-active sport suspension.

That matches the single-sided swingarm and forged superbikesized Marchesini rims nicely.

The whole Multistrada line-up also gets tweaked bodywork and new graphics for 2025, as well as a general upgrading of the various electronics, from the radar-assisted cruise control and rider modes, to the interface on the giant 6.5-inch LCD dash.

The price for all this loveliness?

Well, a base level V4 starts at £17,695, the V4S comes in at £21,495, and the top-end Pikes Peak machine is a hefty £27,795. Best hope Santa has you on his good list this year!

NEWS 5

Scramblers of Mercy

One for the gothic Ducatisti out there: a brace of new Scrambler 800 models to its line-up for 2025. The new Icon Black and Full Throttle models cater to a perhapsniche sector: goths who like rorty, classy, novice-friendly V-twin roadsters, with both new models available in black only. The Full Throttle does add some classy bronze highlights to the finish, as well as a neat

Termignoni end can, sump guard and an up/ down quickshifter. There’re no other mods to the basic Scrambler engine or chassis package, so you get the 73bhp 803cc twovalve Desmodue V-twin motor in a 176kg wet set up, which works really well on the road, as well as looking pretty sweet. No prices as we went to press, but both bikes will be available before Christmas.

KTM releases tech details on new auto gearbox KTM’s finally unveiled its automatic transmission for 2025 – and it’s pleasingly different from the three other set ups we’ve seen this year already from Honda, BMW and Yamaha.

KTM’s AMT takes a different route from those systems, opting to use a mechanical centrifugal clutch rather than a computer-controlled electronic clutch actuator unit. That simple set up takes care of pulling away and stopping, while a ‘normal’ quickshifter set up takes care of cutting drive when changing gear.

The gearchange itself now has an electromechanical driver in the shift drum, so allowing both fully automatic operation, and a manual override mode. In the auto mode, the centrifugal clutch kicks in when you open the throttle, smoothly feeding in drive, and the transmission electronics then take over gear shifting, cutting the rideby-wire throttle and fuelling when changing up, and auto-blipping when changing down, as on a normal up/down quickshifter. Select manual mode, and you can select your own cogs, either with the foot lever, which is still in place, or else with a paddle switch on the left-hand bar. The AMT has a six-speed sequential gearchange sequence, with neutral positioned below first rather than between first and second gear, and there’s also an additional P parking position which locks the gearbox like an automatic car. Expect to see it on the new 1390 Super Adventure first, then on other bikes in the KTM range.

6 NEWS

Yamaha R1 Race and GYTR We knew this was coming – but it still hits hard. The first Yamaha R1 appeared just six years after Fast Bikes itself hit the streets – so in many ways we grew up together. It was the original rulebook-rewriter; the superbike that toppled the mighty Honda FireBlade; the first of the modern breed of 999cc superbikes that led to the likes of the Suzuki GSX-R1000, Kawasaki ZX10R and BMW S1000 RR. Nothing lasts forever though, and Yamaha’s thrown in the towel on the superbike class in roadgoing form, for Europe and the UK at least. It’s reclassified the R1 as a competition machine only, as it did with the R6 a couple of years ago, so it’s like buying a motocross bike. The 2025 R1 Race isn’t homologated for road use, comes without road gear or number plates, and can’t be registered at all.

Which is a massive shame, since it’s the best-looking R1 yet. The firm’s given it a set of carbon fibre aero wings, as well as uprated Brembo Stylema brake calipers and master cylinder, revised KYB forks

and a light magnesium rear wheel (we give it about a fortnight before someone hot-glues all this kit on to a 2024 road bike…). Weirdly, it looks like it keeps a roadgoing exhaust with catalyst, as well as the ABS set up, sidestand and ignition lock.

Why? Well, the R1 will stay as a roadbike on sale in the US, and other markets where they don’t need to get a Euro 5+ homologation. Click on the Yamaha Motor USA website and you can see it on sale there, with lights, for just $19,000…

Yamaha’s also offering a fancy GYTR track version of the new R1, which comes with more circuit-focused kit: no stands, an Akrapovic race pipe, race bodywork, Brembo race brake pads, keyless ignition and more. It’s FIM Superstock-compliant in terms of regs and is ready to race (though the 100dB Akra might struggle on some UK tracks).

Both new bikes are on sale now. Prices were tbc when we went to press, but the old road R1 was around £18,500 and the R1 GYTR from 2023 cost £26,500, so that will presumably be the ballpark. More info: www.yamaha-motor.eu

2025 Kawasaki Versys 1100 and Ninja 1100 SX Kawasaki’s got a lot of previous with the 1100cc capacity: its GPz1100 in 1983 was arguably one of the first proper modern superbikes, with halffairing, fuel injection and monoshock suspension.

The ZZ-R1100 in 1990 was the fastest bike in the world for seven years, and it’s had various other ZRX, GPZ and Zephyr 1100s since. So, these two upgraded 1000s have some heritage behind them.

The Versys 1000 adventure tourer and Ninja 1000 SX sporty tourer have been doing good work in recent years, offering strong grunty performance in usable practical packages, and for 2025 they get extra capacity for even more drive.

The engine mods are similar on both bikes: capacity goes up from 1043cc to 1099cc thanks to a 3mm longer stroke and that, plus intake mods, boost torque. The Versys also gets an extra 14bhp peak power – which it arguably needed, having just 120bhp in 1000 form. The Ninja sticks with 140-odd bhp peak output, with the extra midrange drive.

There are other detail mods on both bikes, but the big story is probably the new SE variant of the Ninja, which comes with Brembo M4.32 calipers, Brembo master cylinder and discs, plus braided steel hoses. It also gets an Öhlins S46 rear monoshock with remote preload adjuster, and standard fit heated grips.

Both new Kawasaki 1100s will be in the shops for Christmas, with the Ninja costing £12,249 for the standard model or £13,999 for the SE. The standard Versys costs £11,899 and the SE (which comes with Showa semi-active suspension) is £15,649.

NEWS 7

Husqvarna Vitpilen 801 We saw most of this earlier in the summer; the new Husqvarna 801 roadster has already been released in Svartpilen (black arrow) scrambler form, and for 2025 we get the other option, the Vitpilen (white arrow). As with the smaller models in the Husqvarna road bike range, both bikes share the basic engine and frame from a KTM Duke – this time the 790 parallel twin. So the Vitpilen 801 has the same 105bhp LC8c engine in a steel tube trellis frame, with WP Apex adjustable suspension, J.Juan brakes, Michelin Road 6 rubber and the firm’s usual electronic riding aids – cornering ABS and traction and Bluetooth phone link. The up/ down quickshifter is an extra-cost option though, which is a bit cheap we reckon.

It’s the style that we come here for though, and the Vitpilen has much more of a classy, quality feel than the slightly garish orange Duke.

Details like the slash-cut silencer, angular bodywork, neat bellypan and the bi-LED projector headlamp are all pretty sweet, and the overall café racer design is really appealing – especially if you’re on the hunt for something a bit different. It’ll be in the shops in early 2025, with the price to be confirmed.

Honda NT1100 gets more grunt and optional electronic suspension for 2025 Honda specialises in making bikes that go much better than their spec sheet suggests.

And that’s true for the 100bhp/238kg NT1100 sport tourer. Based on the Africa Twin engine and frame, it’s been a big hit in Europe and the UK since launch in 2022, selling more than 12,000 units so far. For 2025 it’s getting a moderately comprehensive update, with new more protective bodywork, extra midrange torque and optional semi-active suspension.

The engine gets a classic top-end tweak for more grunt: altered intake and injector geometry, a bit more compression, different fuel mapping and bigger intake trumpets, all of which give an extra 7Nm, with peak torque coming in 750rpm sooner – 112Nm @ 5500rpm. Peak power stays as you were: 100bhp @ 7500rpm.

The optional semi-active suspension comes from Japanese firm Showa, dubbed Showa Electronically Equipped Ride Adjustment (Showa-EERA). Specially developed for the NT1100, the EERA claims to automatically provide optimum damping relative to stroke speed, adjusting damping based on bike speed (from the ECU), bike stance and attitude (from the IMU), and fork behaviour (from the stroke sensor). And it all happens in 15 milliseconds. There are three pre-defined suspension modes: Urban, Tour and Rain, plus a customisable User set up that’s fully tweakable.

No word on price or availability as we went to press: expect full details at the NEC bike show in November.

8 NEWS

Meet Yamaha’s new supersport sensation: the R9

As we go to press, we’re just receiving the final details on Yamaha’s long-awaited R9 sportsbike.

And it’s quite a tempting little proposition on the quiet. Yamaha’s gone above and beyond our expectations in some respects, giving the new upper-middleweight sportster some classy chassis components and a new lightweight bespoke aluminium frame, as well as modern aerodynamic bodywork with winglets. But with peak power output of 117bhp and a wet weight of 195kg, the bare performance figures were already attracting criticism on social media, with unflattering comparisons to 15-year-old 600 supersports bikes (never change, Facebook!).

This is simplistic stuff, of course. The 890cc CP3 triple motor inside the new R9 is a fabulous powerplant, with strong, torquey delivery (and compliance with the Euro5 rules that killed the old R6). On the road it’s a very capable unit, with all the modern bells and whistles that come with ride-bywire throttle and 2024 electronics. It’s been tweaked from the version in the MT-09, with different fuel injection settings and altered final drive ratios – but the fundamentals of the 890cc inline-three DOHC 12v unit remain the same, with a bore and stroke of 78x62mm and 11.5:1 compression ratio.

The chassis is all-new though, starting with that Deltabox frame, which has been specially designed for the sporty R9, and weighs just 9.7kg, thanks to clever gravity-cast production techniques.

Hanging off either end is new fully adjustable KYB suspension, with 43mm USD forks and a new monoshock design. The forks feature separate damping circuits in each leg – right for rebound and left for compression – and both forks and shock were developed alongside the new 2025 R1 suspension package.

Perhaps the biggest chassis surprise is the brakes though – Yamaha finally dropping the silver/gold/blue spot four-piston calipers that

have graced all its performance bikes in recent decades in favour of fancy Brembo Stylema fourpiston radial mount calipers. These are paired up with a Brembo master cylinder, 320mm discs and braided steel hoses, to provide ample stopping power you’d imagine. Bridgestone is supplying the rubber: sweet RS11 hoops that will do great work on track and road, in classic supersport 120/70 front and 180/55 rear sizes.

The bodywork is familiar R-bike family style stuff, with the corporate blue giving a uniform look with the R125, R3 and R7 models. The 9 gets a set of wings though, which claim to reduce front wheel lift by 6-7 per cent at speed, and the overall aerodynamics of the full fairing is claimed to be better than on the old R6, despite having a bigger engine and radiator.

Last but not least, the R9 is packed with up-todate electronics, with lean-sensitive traction, ABS (switchable on the rear), anti-wheelie, slide control, engine brake control and power modes. There’s also the latest generation up/down quickshifter, cruise control and Bluetooth connectivity, all accessed via a full colour 5-inch LCD dashboard. There’s also an optional Y-Trac set up aimed at track users, which adds full datalogging of all bike functions including lean angle and traction intervention, GPS, throttle position, gear, speed and engine revs, as well as a virtual pit board, that lets your pals in pitlane message ‘Get a move on’ every 30 seconds while you’re trying to win inters again.

The price for all this? A frankly not unreasonable £12,250, and the new R9 will be available in March 2025.

R9 tech highlights • All-new lightweight gravity cast aluminium Deltabox frame • Brembo front master cylinder and Stylema calipers with 320mm discs and braided steel lines • New KYB 43mm front forks with Separate Damping Force design • Fully adjustable latest generation KYB rear shock with remote adjuster • 195kg wet weight • Award-winning CP3, 890cc, EU5+, 119PS engine • 6-axs IMU with full suite of lean-sensitive rider aids • Third Generation Quick Shift System (QSS) • Exclusive Track settings with rear ABS off mode and full YRC adjustability • CCU and datalogging capability • 5-inch full colour TFT display with connectivity features • Power delivery, Traction Control, Slide Control System, Brake Control, Back Slip Regulator, Engine Brake Management and front wheel Lift Control • Bridgestone RS11 supersport tyres • Adjustable levers • Forged aluminium gearshift pedal • Optional Y-Trac function offers a ‘Virtual Pitboard’, where the rider’s pit crew can send messages to their dashboard while on track

PRODUCTS 9

OUR TOP

FIVE PRODUCTS

THIS MONTH Alpinestars Tech 1Air 7 Airbag £950 / www.alpinestars.com

Motorcycle airbags are becoming more widespread thanks to firms like Alpinestars, Dainese and In&Motion, which are all expanding their product ranges.

This is the latest high-end design from Alpinestars, aimed at race/track and road use, which features a dual inflator system so it can energise twice in a bad or extended crash.

The gas generators are easily replaced, and the airbag works as a standalone unit or integrated into a suitable Alpinestars suit/jacket. It protects the back, chest and shoulders, with an extended back protector panel to cover the coccyx.

2

Spada Tachi Boots

£139.99 / www.spadaclothing.com

A CE-approved riding boot in a slick trainer style, the Tachi boot features a natural gum sole and perforated synthetic upper with silver 3M reflective fabric and a waterproof membrane. There’s full CE protection, and extra comfort from a ballistic nylon padded collar. Concealed lace loops and pull-on heel tab make them easy to get on, and there are smooth heel and shifter overlays.

3

Louis Moto 180-piece Metric Socket Set

£169 / www.louis-moto.co.uk German firm Louis Moto has its own Rothewald range of garage kit and tools, including this 180-piece metric socket set. It comes in a tough, hinged plastic case, with 1/2in, 3/8in and 1/4in drive ratchets and sockets that will cover most common bike jobs. You also get T-bars, extensions, universal joints, spark plug sockets and a range of Torx, female star, hex and screwdriver bits. A good base for a first toolkit, or a handy upgrade for old rusty kit, we reckon.

4

LS2 Alba Mesh Jacket £119.99 (+£29.99 for back protector) / www.ls2helmets.com

Okay, it’s been a disappointing year for blazing temperatures in the UK so far (and even more disappointing in Alba…), but there’s still hope – and a mesh riding jacket is a great thing to have for those super-hot days, when you want to stay cool but remain protected. This LS2 Alba is a well-priced option: it’s fully vented with mesh panels front and rear, CE armour, and has an optional back protector pocket.

Impact areas have extra layers of ripstop material, and there are five pockets, including one that’s waterproof. Sizes S-5XL, in black or grey, with red highlights.

5

AGV Rossi Mugello 1999 K1-S Helmet

£210 / www.agv.com

He’s been retired for a good few years now, but Valentino Rossi is still the top bike star for many. And fans can still celebrate his royal GOATness with a variety of replica Rossi lids. This AGV K1-S is a budget-priced road lid with a sporty design, and it looks ace in this ‘Mugello 1999’ replica paint job. The shell is a lightweight thermoplastic construction, with two outer sizes and an aero-spoiler.

It’s fully CE22.06 approved, uses a double-D strap, has a quick-release Pinlock Max visor, and washable, removable liner. It’s light, too, at just 1500g claimed.

10 TESTED KIT

Tried Out:

Aeron GP

TESTED KIT 11 I never like to take chances when it comes to riding kit, with perhaps the biggest red line being what I put on my head. After all, you’ve only got one of them, so why risk it? That said, price can have a lot of influence on decision-making, and when you hear that the new Shark Aeron GP will set you back £949.99 of King Charles’ finest pounds, it’ll possibly make you stop and think twice before clicking the ‘buy now’ button. Of course, there’s reason behind the GP’s price tag… in fact, there are many that add together to make up the marvel of this latest-generation lid.

At its heart is a class-leading level of safety, benefiting from an innovative COVA (Carbon On View: Aramid) construction type that not only brings strength to the party, but lightness, too. Hitting the scales at just 1410g, you’d be worried if it weighed much less, especially when you appreciate how many components come together within its shell, which comes in two sizes to suit different head shapes – larger or smaller. The inner protection is made up of tried and tested EPS, while three-dimensional ‘Morpho’ cheek pads also find themselves at home, alongside an emergency quick release system. The chin strap is a double-D type, and there are five air inlets plus seven exhausts, ensuring good air flow should you need it. There’s also a removable chin guard, an easy-fit system for glasses wearers, and the whole interior can also be removed and washed if you find yourself a sweaty mess. In short, this helmet doesn’t lack for anything.

Its biggest talking point is its aerodynamic prowess. An industry first, the Aeron boasts some funky flaps on the rear spoiler that are actuated with speed to not only minimise drag in a straight line (by up to five per cent), but also to reduce turbulence by 50 per cent. Dubbed the Adaptive Aero System, Shark claims it can reduce the flag effect on riders by as much as 80 per cent also, which is no bad thing if you find yourself on the grid of a 24-hour endurance race.

So, that’s the spec, but what’s it like to ride in? I’ll admit, I’ve not always been a fan of past Shark helmets, my biggest complaint being that they just didn’t fit me that well. But time has moved on, and so has the shape and design of its flagship sports helmet, which is good news for me.

Off the shelf with no tweaking, I was impressed by the fit and comfort of the lid, which gripped my face nicely without leaving any extreme pressure points to moan about. The thickness of the chin strap took a bit of getting used to, but the brilliance of the huge visor was appealing from the get-go.

Shark helmets are pretty sizeable compared to some rival brands, but that’s not a bad thing when you get to benefit from such great peripheral.

Within a few rides, I found myself accustomed to the helmet, which surprised me. It felt like I’d been wearing it for months, having become used to the weight, design, and the functions of the Aeron, which features a lockable visor to guarantee it doesn’t ping up when you’re pinning the throttle.

The first major use of the GP was on track, over two days and 14 sessions. That amount of riding, at a fair pace, tells you all you need to know about a helmet – short of what it’s like in a crash. The comfort was pretty exceptional, and while I can’t comment on whether I could feel if the Aeron’s aerodynamic virtues offered me a more pleasurable riding experience, what I would say is there was no buffeting to note and that my neck felt remarkably unstrained after so much riding in short succession.

I should also point out that the quietness of the Shark was notable, and another great talking point is the ease with which you can change a visor. I hate instructions, and thanks to the simplicity of the foolproof system, none were needed to change from the stock clear visor to the dark tint that comes with every Aeron purchased, within its own helmet bag, alongside five tear-offs… in case you want to make yourself feel really fast.

Long story short, it’s a hard helmet to fault, and I’ve continued enjoying wearing it on many road rides since that track debut. Despite not being much of a Zarco fan, I quite like the colours of his replica, too, though there’s a whole range of colours and carbon designs to pick from. For more info, head to the Nevis website or, better still, pop down to your local dealer and try one on for size.

Tested by: Bruce Time: Three months RRP: From £949.99 Web: www.nevis.uk.com

12 WHITE DALTON

Q&A

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

Q

. I was up and out early as I was heading to meet a mate near Worcester to head west into Wales. It was lining up to be a beautiful day as the sun was just coming up, the birds were starting to sing, and I was astride my new (to me) Aprilia RSV4. I always take the B roads when I can as it’s quieter and generally prettier. I came round a left-hand bend doing about 40-50mph when my wheels went from under me and as quick as a flash I was on my backside and sliding across the road and into a muddy verge. I lay there for a minute or two shaken up, knowing not to rush to my feet and just catch my breath.

Thankfully, the main pain was only in my arm, so I gingerly got up to check out the damage. And damage there was. My beautiful bike was in bits and the road was like a sheet of ice (except this wasn’t ice as it was already about 15 degrees in the middle of summer!). I worked out the road was covered with a slippery substance. At first, I couldn’t work out what it was, or where it had come from. However, a postal worker then stopped in his van to see if I was all right and as he got out, he nearly fell over as well. Anyway, long story short, we tracked the substance back to a wall where the slippery substance was

SOLICITORS

www.whitedalton.co.uk

coming from (I have it all on video and in photos on my phone). We looked over the wall to see a load of old, large oil drums (the sort you see at an ‘old-school garage’) stacked up. It turned out four drums were on their side and had leaked through a gap/crack in the wall and on to the road. The postal worker reckoned it was just one of those things and I had no claim, but my insurer reckoned I should bring a claim against the Motor Insurer’s Bureau under the Untraced Driver’s Agreement. What do you think? I had a trashed bike and a broken wrist (that needed screws and metal plates to fix it).

down who owns the land where the oil drums were stored. Again, practically, you can’t beat knocking on a few doors to find out. However, if you cannot work out who owns the land, you may need to do a land registry search (it costs a few pounds). Once you track down the owner, then you can crack on with advancing your claim. Fingers crossed they have house/ business insurance, etc. If not, they may have to compensate you out of their own pocket. Lastly, I suspect you have a few practical and legal hurdles to overcome with this one so I suspect you will need to get a solicitor involved to help you.

A

Q

. The postal worker is wrong. This isn’t ‘just one of those things’. Your insurer is also wrong because the old oil on the road did not come from a vehicle. It leaked out of drums stored on land next to a road. Therefore, you cannot claim against the MIB. As such, it appears your only path of recourse is to bring a claim against the person/company who stored the old oil and let it leak on to the road. Practically, make sure you have your photos and video saved somewhere other than just on your phone. They will be key evidence. The next issue is tracking

. I had been out ragging around the Cotswolds with some mates and my missus who also rides. Between me and you, we had been flying as the sun was out and we have an unwritten rule that if we see blue lights we will split up and rag off home. Anyways, about 10 days later after ‘Superbike Sunday’ (that’s the name of our group) the dreaded Notice of Intended Prosecution came through the letterbox. 77mph in a 60mph limit (which was lucky as we had been up to about 150mph that day!). Now, in all honesty I know I had

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

been speeding but I read on social media that if you don’t reply to the Police, they can’t get you to court. So, I tore up the paperwork and ignored that and the subsequent three or four letters. The problem is now I have got a court summons for failing to give information. Is that right? Also, I have a plan because my mates are happy to come to court and say we all swapped bikes (even though we didn’t) so they couldn’t prove who was speeding. I could also say that I never received any of the previous letters and let them prove it. What do you reckon?

A

. I reckon you are one sandwich short of a picnic and need to give your head a wobble. Lying to a court is not a genius idea because if they catch you, they could lock you up in prison! As such, my advice is don’t do it. As for failing to give information, because you didn’t identify the rider (which is a legal requirement under the Road Traffic Act) you have been correctly summonsed to court. My advice is don’t make this any worse; don’t listen to idiots on social media; take it on the chin and plead guilty ASAP. If you just plead guilty, it will be six points and a fine.

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.

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?

David James Mckelvie

Kawasaki Z1000

David looks absolutely on-brand with his tasty, modified Kawasaki Z1000 gen1, Scream sliders and painted lid. Smart.

WINNER - Lynn Bee

Yamaha MT-07

Lynn and her shiny, new Yamaha MT-07.

Dave Peirson

Kawasaki ZX12R

James Hampson

Aprilia Tuono

Dave’s big Kwacker has just clocked an impressive 50,000 miles.

James is keeping it tidy on this gleaming Aprilia Tuono with full Astars kit, out enjoying the sun.

Dave Stayner

Kawasaki ZX-10

How about this for a blast form the past? Here’s Dave’s iconic ZX-10.

Joe Payne

KTM 690 SMC

Do not try this at home (unless you have a very, very big home).

Scott Duffield

Triumph Trident 660

Scott, out on his Triumph Trident 660 during TT week. We really like the tasteful GPR end can, and smart fluoro yellow highlights on the bike.

Honda CB1100F

Andy Mann

Retro muscle bike, anyone?

Malcolm’s Honda looks every bit as special now as it did when it was new.

Yamaha XTZ660

Frankie Kocsis

Yamaha YZ

John Mendoza

Ducati DesertX

Out of the garage and ready for some fun. A real gem from the 90s.

Frankie was keeping it dirty over the summer on the Yamaha YZ stroker, nice.

Lewis Sims

Triumph Speed Triple

Classic stuff from Lewis Sims: a tidy Speed Triple, sunny day, twisty road - the essence of Your Ride, we say!

Malcolm Cupis

Hiba Rabbitfoot

GP

Full Factory Ducati

This month’s entry to the ‘start them young’ category, great stuff.

Kenneth Rattledge

Kawasaki ZZR1400

The beauty and the beast.

Kenneth’s Kwacker overshadowed by the stunning AVRO Lancaster.

John making a splash on his big Ducati dirty puddle splash.

Top work!

Ian Burton

Yamaha XJR1300

Ian’s XJR looks a cracking ride. Anyone else a big fan of these?

Shane Roxby

Honda Fireblade

None more black than Shane Roxby, on his Honda Fireblade, stopping to catch his breath on a sunny rideout.

14 LONG-TERMERS

Kawasaki ZX-6R John McAvoy / One month / 278 miles When I spent a few days on the ZX-6R a few issues ago, I was so taken by it that I dropped Kawasaki UK a line and asked if I could keep it on long-term loan. To my delight, the reply came back in my favour and I’m now the proud (if temporary) owner of the very same ZX-6R you saw. And I couldn’t be happier – because I absolutely love this bike.

Typically, the Kawasaki has entered my life at a particularly busy period each year, which means getting any quality time with it has been in short supply. I spend pretty much most of May and June working for Batham’s Racing during the run-up to, and at, the Northwest 200 and Isle of Man TT races, so I’ve been using the ZX-6R mainly to get about locally and on the odd run to collect parts for the team’s race bikes.

So, my time with the Kawasaki has been fairly mundane so far, without even a sniff of getting on track or a meaningful ride that needs more than a couple of tanks of fuel to complete.

However, during one of my trips to MSS Performance in Colchester in the name of Batham’s Racing – for which sadly I had to use a van – the subject of ZX-6Rs inevitably came up. I say inevitably because MSS are pretty much the go-to people in the country for fast Kawasakis, and we got talking about the latest nextgeneration supersport rules and how they’ve impacted the Kawasaki.

In short, they are allowing them to tune the hell out of ZX-6Rs, but the most interesting thing that came up in the chat and which made me prick my ears up was that by far the biggest gain of all the things they can do to the engine is a simple upgrade to a race exhaust, effectively decatting the standard one, and a re-flash of the ECU. This sounded like something worth looking at more closely.

Some big numbers are mentioned in terms of power gains, so much so that I decide that if it is the case,

then the cost of a full replacement exhaust system would be justifiable. Now, this is an important point, because as well as all the stuff I covered in my report on the ZX-6R which makes it so good, by far its price tag is one of the Kawasaki’s most attractive things.

Throwing thousands of pounds on upgrades eats into this advantage it has over its similarly priced rivals. But if the gains are big enough, then it’s justifiable.

After some research, it turns out that the catalytic convertors on the Kawasaki are located in the header pipes, then next comes the resonator box, which is mainly to dampen the sound, and then the end can. Once upon a time, the sound-deadening resonator box would be located in the end can, but these days, the end cans on bikes are more or less straight through due to the sound damping stuff being located separately between the end can and header pipes. It is possible to buy just a link pipe, which does away with the resonator box – the equivalent of replacing the end can on a 1990s bike – and no doubt this would make a difference simply due to the exhaust gasses being able to flow better. However, for the exhaust gasses to have the most efficient path from exhaust valve to outside world, the catalytic convertor has to go, too. In short, when once upon a time catalytic convertors didn’t exist on bikes, you just had to replace the sound-deadening end can to get yourself a fully freeflowing exhaust. Today, you need a link pipe to get rid of the resonator box and header pipes to junk the powersapping catalytic convertors – the scourge of supersport bikes. Basically, you need a full system to get the full benefit. So, I hit the phone to Arrow Exhausts, and it has got a full system on the way to me. The plan then is to take it and the ZX-6R to MSS and do a ‘before and after’ of the bike with the full system – and get to the truth.

In theory, the hype I encountered at MSS is logical.

The supersport bike with significantly less power

than a litre bike has to meet the same emission standards, but without the surplus power a litre bike enjoys, and therefore is able to sacrifice some for the convertors to sap. The impact of a catalytic convertor to a supersport bike’s engine performance is much greater. If a catalytic convertor robs an engine of, say, 10 per cent of its power, you’re not really going to notice that if your starting point is 200bhp, but if your starting point is just over 100bhp, you’re going to notice that.

Now, it should be said at this point that the Kawasaki is not a slow bike in desperate need of as much power as can be had to be able to deliver shots of adrenalin – far from it. At the time of writing, having put the test of sub-litre naked bikes to bed, they are all in the same ballpark as the ZX-6R in terms of power output. At no point during that test did anyone say: “I wish these bikes had more power.”

So, the whole point of de-cating the ZX-6R is only really to see if the hype around releasing what’s already there is a) true, and b) worth the cost.

I may have only done a couple of hundred miles on it so far, but there’s no getting away from the fact that the ZX-6R needs a different approach to riding and a recalibration of the brain. Its wheelbase is a massive 50mm shorter than a ZX-10R’s and 56mm shorter than a BMW S1000RR’s for starters; plus, its rear wheel is half-an-inch narrower, so it wears a 180 section Pirelli Diablo Rosso IV – and, of course, it’s a good 10-15kg lighter than a typical litre bike. So, if you’ve never thrown a leg over a supersport bike, you can probably guess from those dimensions alone what the difference is to a litre bike to ride – you frighten yourself on the way into corners on a supersport bike and on your way out of corners on a superbike. Code Brown moments are equally achievable on both types.

16 QUICK SPIN BUYER’S GUIDE B

NAKED BIKE SPECIAL

E EE E EED NE ALL YOU NEE W TO KNOW EM… HEM… HE H ABOUT TH

JU NE ISS 2024 UE 416

JU LY ISS 2024 UE 417

GETTING TO GRIPS WITH THE NEW Z500 AND NINJA 500

THE ROUGH WITH THE SMOOTH

FOUR BIKES, 200 MILES, ONE WINNER

0 1290 KTM 12 U R DUKE D SUPER DU

RETRO RELISH

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

METZELER ROADTEC 02

KAW WASAKI ZX-10R

LIFE BEHIND THE BARS OF THIS RETRO-STYLED REPROBATE

TRIUMPH765RS TRIPLE STREET

ALL YO OU NEED TO KNOW W BEFORE BUYING G ONE

FAST ROAD RUBBER RATED

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...

THE RULES, THE REASONS OR ORIN EXPLORING S NEXT-GENERATION SUPERSPORT: CI CING BIKE RACING TSBIKE ORTSBI SPORTS SPOR HT SPORTSBIKE AND BRILLIANCE BEHIND MIDDLEWEIGHT

LIFE OF A PRIVATEER

This is the boys from Fast Bikes’ bread and butter. They ride hard so you don’t have to – and as they’ve ridden every important sportsbike from the past 20 years (and beyond), you can trust them, too. If you like the sound of that, scan the QR code and swipe yourself a copy. You won’t be disappointed.

SCRAPPING IT OUT TO FIND THE BEST T NAKED ON A HOT T LAP

MV AGUSTA BRUTALE 800RR

DUCATI STREETFIGHTER V2

GREAT REAT BUT GONE...

GON

PROJECT 37:

A TEST OFF TIME PART P ONE OF F OUR BID T TAKE A TO M MINI-TWIN LAP RECORD ON A SUZUKI GSX-8R

KTM 990 DUKE

JOYS OF SIX!

HONDAR RR CBR600

USED B BUYING GUIDE

YAMAHA XSR900 GP

AU GU ISSU ST E 41 2024 8

KAWASAKI’S A2 ASSASSINS

KTM 990 DUKE TRIUMPH LE STREET TRIP 765RS

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

DUCAT STREETFIGHTI ER V2

QUICK SPIN 17

A DIFFERENT BREED You might have wondered whether the name ‘Daytona’ was to be lost in the annals of Triumph’s rife sporting history, but with the introduction of the 660, it’s very much alive and kicking once more WORDS: Bruce Wilson / PHOTOS: Chippy Wood

Triumph Daytona 660 Hot off the heels of arguably one of the most loved and best-selling middleweight sportsbikes on the market, the news of a 660 triple effectively taking the name and place of the masterpiece that came before it didn’t bode well, especially with those of an age who’ve seen, ridden and loved the 675 that first blew the world away back in 2006 when it superseded the lesser-liked Daytona 600/650 (four-cylinders).

But here’s the thing. Putting nostalgia to one side for a second, this isn’t aimed at replacing what’s been before, or even chasing sales from that core of experienced sportsbike riders. It’s more a case of capturing the imagination and desire of the market that has seen an uptick in demand for the emerged twins (and now triple) middleweight entry-level sportsbike sector. Think Yamaha R7, Kawasaki Ninja 650 and Aprilia RS 660.

With the demise of the traditional Supersport 600 scene, the aforementioned upstarts have brought significant sales successes to the brands that have invested in this route. And the best thing for those bold enough to have stepped into the ring is that in almost all cases, the sporty propositions that have come about have been derived from readily produced, fairing-less brethren, meaning production and R&D costs are minimal, at most. And that’s the exact case with the Daytona, which is unsurprisingly based largely around the Trident 660, which has been a big hit since its inception. Bastardising these bikes just makes sense, but so, too, do the raft of changes that have gone into making the Daytona a Daytona – and not just a Trident in a fancy frock.

By the halfway point in the ride, I had a pretty good grasp of the machine. It had many great attributes, the engine being king of them all. It’s impossible to say just how much better it felt than its rivals, because to play

that game you really need to do back-to-back testing, but needless to say it was stonking and arguably class leading. The torque was pretty damn exciting low down, to the extent that I left the bike’s traction control on at all times because on the slippy roads we were riding, the abundance of poke this thing was booting through its rear tyre meant grip was often found wanting. Luckily for me, as soon as slip was detected, the TC would calm things down without so much as having to roll the throttle.

I was loving it, having been won over wholesale by the charm of the triple that not only packed a punch at the bottom, but also carried a linear and smooth spread of power right up to its heavenly-sounding rev limiter.

Some bikes feel numb and go quiet when you hit the redline, but the Daytona boomed like a bear when you took liberties with its engine’s tolerance for revolutions, making me want to do so more, and more often – sorry, Triumph.

The truth is that the engine felt disproportionately capable when compared to the rest of the package.

Entry-level it most certainly was not – or shy of popping wheelies, for that matter. But for all its ferociousness and fire power, it could also do calm, and when tootling through towns, it was silky-smooth and totally obliging.

The fuelling throughout was faultless and the gearbox good, but I was surprised that the bike had come to market without a quickshifter fitted.

Having travelled on some great roads and with some solid hours clocked, the end of our ride was in sight. Over time, I’d gained a pretty good grasp of this bike, finding far more reason to be positive than negative, with the comfort on tap being one of the biggest hooks. There aren’t many sporty bikes you can ride for six to eight hours and still feel pretty fresh, but the Daytona made light work

of that distance. It was a comfy machine, egged on by the relaxed position from the above yoke, ’bars and the nicely placed pegs that didn’t force your knees to bend like a piece of origami. Also, I liked the simplicity of the tech. Some bikes are dripping unnecessarily in features these days. ABS was nonswitchable, and as for traction control, which was either on or off – which is fine. Not everyone needs nine levels of wheelie control, but a few different levels of power delivery were a welcome addition to the mix, accessed via the bike’s three rider modes.

I pulled up at our hotel amid a spectrum of riders.

Some were very experienced, with the scars to prove it, while others had never ridden a ‘sportsbike’ before.

And within that latter mix, arguably the actual target audience for this model, jaws were dropped, tongues were wagging, and they were truly spellbound by the Trumpet. It was a pleasure to be around such folk, so excited and keen to talk over the motor’s epic performance, great handling and all-day comfort, because on the other side of the fence was a wholly different appraisal from the more experienced riders of the group, looking to criticise the bike for all the obvious reasons you can think of, chief of which was the handling, which I get. But hearing both sides of the argument helped me to discern my take on the Daytona. It’s not perfect when viewed from the likes of someone like me, but it’s exactly what it needs to be, and I dare say that even if you were a more experienced sportsbike rider, you could soon enhance the capabilities of this bike with a new shock and some cartridges in the forks. Ultimately, for up-and-coming sportsbike riders, this thing is next-level, and when compared directly against its natural rivals, you’d be daft not to seriously consider it as a front-runner in that scene.

18 QUICK SPIN

ITALIAN Stallion It’s been a long time since MV has thrown a new bike our way, and this one’s quite a departure from its usual sporty fare. Here’s what you need to know Words: Joe Akroyd Photos: MV Agusta

MV Agusta Enduro Veloce Right, sports fans, without further ado, let me introduce you to the MV Agusta Enduro Veloce (pronounced ‘velochai’). It is MV’s first new bike to be released in a few years now, and it’s a bold statement to decide to go down the adventure bike route, but it’s a hugely popular sector, with Triumph, Ducati, Yamaha and Honda all having a strong presence, so as well as being a bold move, it’s a sensible decision, in my opinion; if MV wants to sell bikes, then it needs to diversify into other sectors of the motorcycle market.

The engineers have explained that, although it’s marketed as ‘all-purpose’, the DNA of this bike is more sportsbikespecific. The designers wanted to create a bike that could handle off-road, while still keeping the racing heritage and performance that is synonymous with the brand. If you decide to part with about £20,000 of your hard-earned cash, then there’s the choice of having the Enduro Veloce in either Ago Red/Ago Silver OR Ago Red/Ago Silver, which I agree with, to be honest. MVs should be red and silver, end of!

The heart of any vehicle is the engine, and I’m so pleased to be able to tell you that MV has absolutely nailed this area of the bike. The newly-designed 950cc three-cylinder motor makes 124hp and 102Nm of torque - which is more than its main competitors, the Ducati Desert X (110hp) and the Triumph Tiger 900 (106hp). The new engine has been a huge undertaking, and the design brief was to build something that would produce power, torque and performance, all the while being smooth, while ensuring they adhere to Euro 5 emissions regulations, which just makes the job even harder!

The quickshifter system means that you can keep throwing gears up and down the box with ease, and each gear change gives you a little pop and crackle

like you’d hear from a superbike. We found ourselves just shifting up and down the box to listen to said popping and crackling. While we’re on gearbox talk, again, mega job from the engineers. I don’t like light, fluffy, super-smooth and almost vague gearboxes; I want to feel like I’m involved and that I’m required to put some input into the changes, and I think MV’s got the balance just right. It’s not clunky and agricultural, but it has a nice, positive mechanical feel.

There are four rider modes: Touring, Urban, Off-road and User-specific. These are not just gimmicks either; there is a noticeable difference between them all, and they do work well in their respective environments. I think there should be a sport mode as well. MV has made quite a big point about how it’s created a performance machine, and when we got out on the twisty roads and started to push on a bit, I found myself looking for a sport mode to sharpen things up a little and make everything a bit more aggressive.

What I did notice was just how good the chassis is, and the set up of the Sachs suspension. I find adventure bikes like this can tend to feel saggy and soft – and the wide handlebars can give a really light feeling through the rider’s hands. With the Enduro Veloce, none of this was the case.

The front end felt planted; it didn’t dive under brakes; and when you opened the taps on that joyous screaming banshee of an engine, the rear didn’t squat down, making the front go light and causing the bike to wander across the road. It was like riding a sportsbike, but my arse was sitting in a comfy Alcantara/suede-esque covered saddle and my wrists didn’t hurt.

I do have a bit of a niggle when it comes to the suspension, though. The chassis and suspension set up is very good, but for the thick end of £20,000, I

want electronic suspension. Who wants to carry round socket spanners and screwdrivers so they can set up their bike for the various conditions they’re going to encounter? And how many of you reading this actually know how to set up suspension or understand what you’re doing when it comes to twiddling those nobs? For a bike that is allpurpose, having the ability to change the suspension set up on the fly really is a missing key component.

The MV comes with two different homologated tyre options: the Bridgestone A41 (road tyre) and the Bridgestone AX41 (off-road bias tyre).

The clever bods at the factory have programmed the ECU to work differently and more effectively depending on which tyre you choose to fit. All you have to do is tell the bike, via the dash controls, and it does the rest for you – very clever. We did our main ride on the A41s and with the bike set up for the road, but we also got a chance to sample the bike offroad with the AX41s and the suspension set up specifically for off-road. I was pleasantly surprised at how it performed.

It’s not a light machine, but if you did find yourself wanting to tackle the off-road, then its more than capable. I don’t think it was quite as agile as its competitors; it felt heavier than other lower-capacity adventure bikes on the market. I also found the throttle response to be too aggressive for off road-riding.

I like this bike a lot. But for me, the biggest sticking point is the cost. At more than £20,000, this puts it £7-8k more than the Ducati Desert X and the Tiger 900. For the people who will buy this bike, money will be no object. The buyers of the Enduro Veloce will simply want to own an MV Agusta that they can ride every day, and for these customers, MV has done a cracking job.

QUICK SPIN 19 BUYER’S GUIDE B

NAKED BIKE SPECIAL

E EED EE E NE ALL YOU NEE W TO KNOW EM… HEM… HE H ABOUT TH

JU NE ISS 2024 UE 416

JU LY ISS 2024 UE 417

GETTING TO GRIPS WITH THE NEW Z500 AND NINJA 500

THE ROUGH WITH THE SMOOTH

FOUR BIKES, 200 MILES, ONE WINNER

0 1290 KTM 12 U R DUKE D SUPER DU

RETRO RELISH

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

METZELER ROADTEC 02

KAW WASAKI ZX-10R

LIFE BEHIND THE BARS OF THIS RETRO-STYLED REPROBATE

TRIUMPH765RS TRIPLE STREET

ALL YO OU NEED TO KNOW W BEFORE BUYING G ONE

FAST ROAD RUBBER RATED

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...

THE RULES, THE REASONS ORIN OR EXPLORING S NEXT-GENERATION SUPERSPORT: CING CI BIKE RACING TSBIKE ORTSBI SPORTS SPOR HT SPORTSBIKE AND BRILLIANCE BEHIND MIDDLEWEIGHT

LIFE OF A PRIVATEER

SCRAPPING IT OUT TO FIND THE BEST T NAKED ON A HOT T LAP

MV AGUSTA BRUTALE 800RR

DUCATI STREETFIGHTER V2

GREAT REAT BUT GONE...

GON

While Fast Bikes’ bread and butter is still the latest sportsbikes, they’ve been diversifying in recent years – and nowadays, they cover a broader breadth of bikes than ever before.

The basic idea is that if it can be ridden hard, they’re keen. This MV fits the bill perfectly; a sportsbike on stilts – and who better to give it a good run-in than top bloke and top racer Joe Ackroyd. Snag yourself a copy of the magazine for the full lowdown.

PROJECT 37:

A TEST OFF TIME PART ONE P OF F OUR BID T TO TAKE A M MINI-TWIN LAP RECORD ON A SUZUKI GSX-8R

KTM 990 DUKE

JOYS OF SIX!

HONDAR RR CBR600

USED B BUYING GUIDE

YAMAHA XSR900 GP

AU GU ISSU ST E 41 2024 8

KAWASAKI’S A2 ASSASSINS

KTM 990 DUKE TRIUMPH LE STREET TRIP 765RS

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

DUCAT STREETFIGHTI ER V2

20 QUICK SPIN

m r i F FOUNDATIONS Switching superbikes for starter bikes, Timmy headed to Spain to try out Kawasaki’s new Z500 and Ninja 500s WORDS: Tim Neave / PHOTOS: Kawasaki

Kawasaki Z500 and Ninja 500 I get so used to riding big bikes that it’s often all too easy to overlook the smaller-capacity motorcycles – and just like myself, good things come in small packages. With the European midrange markets looking as healthy as ever, this is exactly where Kawasaki needs to be with exciting new machinery, so without further ado, allow me to introduce the new Kawasaki Z500 and Ninja 500.

I don’t spend much time in the saddle of twins anymore, but it’s not that many years ago since I started out on my very own Tarmac journey with twin-cylinder motorcycles and can vividly remember how fun and fast they felt – and riding Kawasaki’s new Z and Ninja prompted a lovely trip down memory lane.

For the eagle-eyed Kawasaki fans out there, you’d be right in thinking this new 500 is basically identical to the outgoing 2023 Z and Ninja 400s, which have been around for a while; it’s still a twin-cylinder A2 machine, but with a slighter bigger ‘500’ engine – namely, a longer stroke with the same size bore, which takes it up to 451cc rather that 399cc. With the revised engine, Kawasaki has dramatically closed the gap to rival the competition from other manufacturers, and even though it falls slightly short on cc and horsepower compared to the Honda CB500, for example, it wins by 10 per cent when it comes to power-to-weight ratio, which is a huge advantage. In racing, this advantage will probably go out the window when all bikes are stripped of their road-going clobber, but it’s still a bloody good stat for the Kawasaki rider.

This revised motor pops out 45.4hp at 9000rpm and 42.6Nm of torque at 6500rpm, and for you spec nerds out there, while the peak horsepower shows little improvement to the old 400, the torque figures skyrocket in the midrange, which is where you’ll feel the real gains with this machine – a huge step forward when you compare it to the figures from the previous 400. Alongside the bigger stroke, this has been achieved by improved airflow to the cylinders and larger 32mm circular throttle valves, resulting in improved throttle response, acceleration, and fuel economy, which is always a little sweetener.

As far as the chassis is concerned, there really isn’t anything new about it when you compare it to the old 400 machine, and looking even further back, it’s basically an evolution of the 250 frame, making for a slim and lightweight design. It comprises a tubular steel trellis cradling the engine, and the swingarm is square section, which brings some rigidity to the package.

Adjustable 41mm Showa forks and a bottom link uni-trak Showa shock is fitted to soak up the bumps and give you all the support to ring its neck. Interestingly enough, the fork spring is slightly stiffer in the Ninja (to cope with the expected sportier riding style) than in the Z500, a nice little detail from Kawasaki so we get the most from the package.

They are very different to look at, and I don’t need to spell it out: they are appealing to two completely different styles of rider. The Z leans towards the commuter who might ride in their casuals, while the Ninja is for the race fan wearing a leather suit. It goes without saying that I’m of the latter persuasion, and I’m really digging the sporty style and KRT colours on the Ninja. However, from a practical riding point of view, the Z was more favourable in terms of rider positioning, and that would be thanks to the straight handlebars which naturally puts the weight of the rider more over the front of the bike and, for me, gave a much better sense of connection with the Tarmac; I felt more confident to push the front.

The biggest downfall with the Ninja, in my opinion, is the swept-back, racestyle handlebars, which are fixed in a far too narrow position. As good as this is for a tuck position, who actually rides in such a position on the road? The Ninja fairing also extends way out in front of the clocks, which made the bike feel long and boat-like with a distant front end, but I think riding both models back-toback really brought this difference to the forefront. It’s something I’d soon dismiss if riding only this bike, as the geometries are fundamentally the same, so it really can’t be too different in terms of weight distribution.

Other than its appearance, the only other perk of the Ninja would be its firmer suspension set up, which provided more

support while braking and accelerating, and made the bike feel more reactive and precise. Other than that, both bikes performed very similarly and share the same dimensions and DNA, so it really is down to preferred aesthetic when it comes to choosing between these two, I’d say.

As far as tech goes, these bikes are very primitive, with no quickshifter, blipper or rider modes, but the fact of the matter is that these bikes really don’t need any of that. It saves money and is one less thing to go wrong. That said, would I want some tech on my sporty little Ninja? Of course I would! A quickshifter wouldn’t have gone amiss since it is a racy little number, but we didn’t have that luxury, and nor did I when I was racing mini-twins a few years ago, so I’m not going to lose any sleep over it.

The power delivery is so smooth and linear, and for want of a better word, numb, so traction control and anti-wheelie is also on the not-necessary list. ABS is a staple, however, and is very much a bonus if you’re a new rider looking for that extra confidence boost when it comes to braking. Although I could feel the ABS working, with a slight pumping sensation through the brake lever when I really anchored up, it wasn’t releasing the brakes and giving me that heart-skipping scare like some bikes do, so that was a good point.

The slip-assist clutch worked fantastically while pushing into corners and back shifting through the gearbox more times than I care to remember as I meandered my way around the technical, mountainous roads. Not once did it chatter or lock the rear wheel, which is pretty good going for a bike on skinny wheels.

When we returned to base after an incredible day of riding, I couldn’t help but laugh as I tried to remember the last time I had so much fun out on the roads, thrashing a bike through its entire rev range and chucking it around from one knee to the other. That’s the beauty of these little bikes, which you don’t get with the big bikes: you can literally pin the throttle back without worrying if it’s going to spit you off or whether you’re going to get done for speeding.

QUICK SPIN 21 BUYER’S GUIDE B

NAKED BIKE SPECIAL

E EED EE E NE ALL YOU NEE W TO KNOW EM… HEM… HE H ABOUT TH

JU NE ISS 2024 UE 416

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GETTING TO GRIPS WITH THE NEW Z500 AND NINJA 500

THE ROUGH WITH THE SMOOTH

FOUR BIKES, 200 MILES, ONE WINNER

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RETRO RELISH

METZELER ROADTEC 02

KAW WASAKI ZX-10R

LIFE BEHIND THE BARS OF THIS RETRO-STYLED REPROBATE

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

TRIUMPH765RS TRIPLE STREET

ALL YO OU NEED TO KNOW W BEFORE BUYING G ONE

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AD NAUGHTY NAKED FOR THE ROA MV AGUSTA BRUTALE 800RR

SCRATCHING ON ROAD AND TRACK WITH BMW’S AWESOME M1000XR

KAWASAKI ZX-6R

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SUB-LLITRE NAKEDS:

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THE RULES, THE REASONS OR ORIN EXPLORING S NEXT-GENERATION SUPERSPORT: CI CING BIKE RACING TSBIKE ORTSBI SPORTS SPOR HT SPORTSBIKE AND BRILLIANCE BEHIND MIDDLEWEIGHT

LIFE OF A PRIVATEER

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MV AGUSTA BRUTALE 800RR

DUCATI STREETFIGHTER V2

GREAT REAT BUT GONE...

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Tim Neave testing a pair of A2-legal 500s.

That’s pretty cool, right?

If the seriously fast lad from Lincolnshire’s a fan, then they must be decent. And if you’d like to know what he thinks about other bikes (and why wouldn’t you…?), pick up a copy of Fast Bikes magazine. He’s in there sharing his words of wisdom on the reg.

PROJECT 37:

A TEST OFF TIME PART P ONE OF F OUR BID T TAKE A TO M MINI-TWIN LAP RECORD ON A SUZUKI GSX-8R

KTM 990 DUKE

JOYS OF SIX!

HONDAR RR CBR600

USED B BUYING GUIDE

YAMAHA XSR900 GP

AU GU ISSU ST E 41 2024 8

KAWASAKI’S A2 ASSASSINS

KTM 990 DUKE TRIUMPH LE STREET TRIP 765RS

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

DUCAT STREETFIGHTI ER V2

DATES FOR THE DIARY 23

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 1-3: Derbyshire 623 MCC’s Pheasant Plucker Rally at a new site near Matlock, Derbys. Tickets £20 prebook only. More info from Facebook.

3: Ton Up Day (The Leather Boys 60th Anniversary) at the Ace Cafe, London.

More info from www.london.acecafe.com 8-10: Welsh Coast MCC’s Rally Draig FEBBW at The Lodge Social Club, Alexandra Road, Gorseinon, Swansea SA4 4PE. Tickets £15. More info from 07766 490483 or welshcoastmcc@yahoo. co.uk or Facebook.

10: Poppy Day Parade & Service & Military Vehicle Meet at the Ace Cafe, London. More info from www.london. acecafe.com 10: Mid Kent Bike Jumble at Lockmeadow Market Hall, Barker Road, Maidstone, Kent ME16 8LW. More info from 01732 840787 or Facebook.

16-17: Fly Low Indoor Bike Show at The Entrepot, Binnenweg 4, 8000 Brugge, Belgium. More info from Facebook.

17: Ariel OC Founders Day & Classic Bike Day at the Ace Cafe, London. More info from www.london.acecafe.com 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 the Newark Showground, Lincoln Road, Coddington, Newark, Notts NG24 2NY. More info from www.newarkautojumble. co.uk 29- Dec 1: Custombike (Germany) at Benzstraße 23, 32108 Bad Salzuflen, Germany. More info from www. custombike-show.de

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 7: Unwanted MCC’s Kids’ Party at The Rockbar, Shobnall Sports & Social Club, Shobnall Road, Burton upon Trent, Staffs DE14 2BB. More info from www. unwantedmcc.co.uk 8: Unwanted MCC’s Toy Run at The Rockbar, Shobnall Sports & Social Club, Shobnall Road, Burton upon Trent, Staffs DE14 2BB. More info from www. unwantedmcc.co.uk 8: ‘Normous Newark Autojumble at the 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

14: Unwanted MCC’s Christmas Party at The Rockbar, Shobnall Sports & Social Club, Shobnall Road, Burton upon Trent, Staffs DE14 2BB. More info from www.unwantedmcc.co.uk 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 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 31: Unwanted MCC’s New Year’s Eve Party at The Rockbar, Shobnall Sports & Social Club, Shobnall Road, Burton upon Trent, Staffs DE14 2BB. More info from www.unwantedmcc.co.uk

24 ADVANCED RIDING SKILLS

Get your cornering right

GOING ROUND

the bend Riding round a nice series of bends, and getting it right, is one of the best feelings you get on a motorcycle. Get the corners wrong, however, and you are in a world of trouble. We spoke to Enhanced Rider Scheme (ERS) trainer Ian Burchell from Phoenix Motorcycle Training to find out how to get your cornering just right and enjoy the ride as much as possible.

That feeling of gliding through a set of bends, with the bike and rider in perfect harmony, is something that only bikers know. If you have experienced it, you know exactly what we are talking about. If you haven’t got that elated feeling yet, here are some top tips for you, so you can join the club.

First a word of warning: As much fun as riding round corners can be, it is not without its dangers. If your speed is too high, your riding line not taking you where you want to be, your balance unsettled, or the bike not gripping to the road properly, you are in danger of getting the corner wrong, and that can have very serious consequences. The phrase, ‘We should only travel at a speed such that we can stop safely on our side of the road within the distance we can see to be clear’ applies on bends as well as everywhere else – perhaps even more so.

So, what should you do to make sure you ride through the bends with the biggest smile on your face? Well, we could fill the whole paper with detailed advice, but in a nutshell, this is what you should be concentrating on: Firstly, you need to look and plan well ahead. This gives you more time to assess the bend and decide on the line you want to take through it. Also, it gives you time to adjust your speed and position to best suit the route ahead, and you don’t end up panicking and making last-minute decisions. With good

planning, you will be ready for the corner, perfectly placed on the road, travelling at the optimum speed with your bike in the right gear, and all set for enjoying the ride. Planning ahead, looking in the distance, and observing your surroundings also help you identify any signs of potential hazards that might make you change your riding plan.

If you get some advanced rider training, you will cover some useful planning tools for cornering, such as vanishing points (or limit points as they are sometimes called), observational links, reading the road, and planning and anticipation in general.

Being able to control your bike through the corner is essential, and a good understanding of both the general physics of riding motorcycles as well as the particularities of your own bike (how it handles, does it have any corner-sensitive rider aids, etc.) are important to get the corner right. Use of controls, brakes, throttle and steering are all skills that will develop over time, and the more time you spend on honing your skills, the bigger the rewards.

There are lots of detailed aspects about cornering that we could spend time with, but one of the key ones is counter-steering.

Understanding how countersteering effects your machine is essential to cornering and will make your riding much smoother and more enjoyable. The short explanation is that you push the handlebars forward on the side that you want to turn to. It sounds weird, but if you have ever ridden

ERS PAR T SEVEN

How to ri de be and corn nds ers

around a corner, you will have already done it without realising.

It makes your bike lean into the corner and takes you on the right line. It’s a technique that deserves its own article, so for now just trust us. It’s physics. It works.

A good way to approach cornering is by using a safe system to negotiate bends. A system such as IPSGA (short for Information, Position, Speed, Gear, Acceleration). This is the system that police riders use to approach and negotiate hazards on the roads, and it can be applied to bends, too. The Information part of the system continues throughout the process with the rider taking, using and giving information about the riding situation before, during and after the bend. The other parts of the system are run in succession, starting with considering your Position on the road, the Speed you are travelling at, the Gear you are using, and finally Acceleration once you have dealt with the bend. All of these are done to put you in the right position, at the right speed, and in the right gear to best negotiate the bend, then accelerate out of it. IPSGA works great for corners, but also provides a system to deal with pretty much any hazard that you may face on your bike.

As always, the only way to get better at cornering is practice.

Whether you do it on your own or join a training course such as the ERS, it’s important to keep repeating the drills, and not get disheartened if you get it wrong – we all sometimes get it wrong. The key is to persist and always improve.

ADVANCED RIDING SKILLS 25

How to get better quick?

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

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

Where to get the skills?

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

26

Looking for adventure?

When it comes to adventure, nothing lets you see what lies beyond your garden gate like a motorcycle.

Whether the ambitions are global, or just a chance to explore an adjoining county, for over a century motorcycles have been the vessel of choice for many an explorer, and that’s something we want to celebrate. Big trips or small; they all count, they all matter, they all should be undertaken and shared within our two-wheeled fraternity. And don’t worry if you’ve never got farther than the local bike meet on yours so far, because over the next few pages we’ve got some great stories of inspiration, and top tips and kit to get you on your way on an adventure of your own…

27

28 BUYER’S GUIDE

ROUGHING IT

In our opinion, there are few things better than a night under canvas after a long day exploring a new place on the bike. The good news is that it’s easier than ever to ensure you’re carrying a few creature comforts that’ll make sure you stay fed, watered and well rested Can you go camping on a motorbike?

Of course, you just need to plan a whole lot better than those people who drive cars, motorhomes, or campervans.

Taken on board. What should I take with me?

The KISS principle applies (Keep It Simple, Stupid). Imagine a day in the saddle, stopping, unpacking, spending the night, morning ablutions, breakfast, packing again and heading off. Do you want to spend hours unpacking, then more hours packing the next day instead of riding to your next adventure?

Cover the basics

• Sidestand puck. You don’t want the bike to sink. A crushed beer/cola can works.

• You need a tent that packs down small, preferably one that is quick to put up and take down. Aim one person larger than will be staying in the tent to allow space for your riding gear, luggage,

etc. A mallet to bang in the tent pegs/pull them up again.

• It’s going to get cold, so a decent sleeping bag is vital. A thermal sleeping mat is a good idea. You need a pillow, too. Inflatable ones are great, taking up little space once deflated.

• A torch, lantern or preferably a combination light. You’ll want light in the tent, and you’ll need light for those nighttime bathroom visits.

• Talking bathroom… Toiletries and loo roll (you never know if the place you stop at will have run out).

• Power packs, solar chargers. You need a way of keeping your mobile charged.

• A first aid kit (be prepared)… sun cream, insect repellent, wet wipes.

• Eye Mask and Earplugs. Tents don’t filter light and sound well; a biker should own earplugs anyway.

• A water carrier (water bottle, jerry can). Great for a drink, or just some water to wash/rinse your mouth.

• A spork. Sporks are wonderful things. Combination knife, fork, spoon, bottle opener, you need nothing else.

• Bin bags. Be responsible, clear up your crap. They’re also great for separating your stinky clothes from clean. And at a pinch they’re a great way of keeping things dry.

How about cooking? Should I take a stove? Do I need a frying pan? Everyone tells me I need a frying pan?

If you have space and if you are going to wild camp at sites with little/no facilities, then a camping stove, pan, cooking utensils, cup/plate are a great idea. Don’t forget fuel for the stove and a way to light it.

Where do I put all this stuff?

Well done. You have to secure it to the bike. Hard or soft luggage, straps to secure. Again, we’ve talked about this elsewhere. Make sure your luggage can handle the kit you’re taking.

BUYER’S GUIDE 29

SLUMIT GOBI III TENT

NORDKAP AVESTA - DOUBLE SKIN TUNNEL TENT

Dom Humby / £179.99 (+ £78 for extra poles, guys, and ground protector) / www.slumit.co.uk

Simon Meyer / £120.23 / www.louis-moto.co.uk

The Gobi III is a 3-man tent with Slumit’s Flashframe technology installed so instead of multiple poles you simply lay it down and spread it out, lift from the centre top supports and clip the bottom part in. Then your tent has been erected and you can begin pegging and pop the one manual pole required to support the porch, guy ropes in and you’re done! It can be completed in less than 15 minutes and you’re ready to go.

It is suggested that you should also use the Gobi III footprint groundsheet (£30) to help keep the longevity of the Gobi III

The Avesta is a tent that will surprise.

Before my journey I pitched it in my garden and was stalled by the lack of room. It might ‘only’ be a two-man, but it’s been designed like Dr Who’s Tardis.

This spacious tent weighs around 7.8kg but I was able to secure it on my 500cc without any problems. It wasn’t quite so easy to pitch for the first time, though. It took two of us to figure it out, while battling the wind.

But after 40 minutes we had it up and secure – and the next time I used it, I had it down and managed on my own in about 20 minutes. Easy.

One of its best features is that there’s space for your ride in its porch, if the weather’s naff or you’re worried about keeping it close. My

which makes complete sense. Inside you’ll find plenty of space in the porch alone for your boots/side panniers (mine are Givi Monokey and fit easily). Through the main entrance, there’s a double-zipped closure including insect netting to stop you from getting bitten in the night and a literal tonne of space; it was the perfect size to keep all my textile kit, helmet and bag of clothes in without being cramped, and plenty of sleeping room on my Slumit Matchu 80 Sleeping Mat. It was warm, comfortable, and waterproof, which in my book is all you need from a tent.

bulky Voge 525DSX adventure bike fitted easily in the porch with space to spare, and the two side doors make it easy to ride in and then ride out again without any dramas.

There are more doors, too. Four in total, there’s one up front, and a small circular door at the rear to allow you to nip out of the separate sleeping space which clips into position once you’ve erected the outer.

We did get quite a bit of wind on the first night and being on the taller side of things you do take a bit of a beating. But with the ropes out and the pegs secure, it didn’t go anywhere – and it’s held up well in the rain, too, though I’m yet to experience anything too extreme. But so far, so good.

ROBENS PIONEER 3EX £239.99 / Ross Mowbray / www.robens.de I’ve got a bit of a thing for tents. It’s not quite an addiction – but I’ve already got five of the things, with one for every occasion ready to go at a moment’s notice. None of them have been seriously expensive, ranging from £40 for an old Polish Lavu to £200 for a three-man OEX one.

This three-season Pioneer 3EX from Robens quickly bypassed the lot and cemented its place as my go-to choice when we’re away on the bike. It’s not small

or especially lightweight in hiking terms, but for strapping to the luggage rack it’s just right – and it offers a good amount of space that could accommodate three people comfortably, or two people with all their gear instead. There’s a whopping great porch, too, which was perfect for throwing all my bike gear in after a dusty day on the trails.

One of the best things is how easy it is to pitch. Recently I went away with Simon and his mammoth Nordkap Avesta, and I

was pitched in about a third of the time it took him. The three poles are lightweight but sturdy, slotting into an internal slot built into the tent outer (rather than being exposed to the elements on both sides) – and then once that’s up and pegged in, you can clip in the internal lining with builtin groundsheet in a couple of minutes.

It’s not exactly tall, but you can comfortably sit up with space to spare, and its low profile helps it deal with any

bad weather really well. I’ve seen a bit of rain in it, too – nothing torrential, but heavy enough – and it’s held up very well.

There’s a lot to like about the 3EX. It’s well-built, easy to assemble and plenty spacious if you’re used to camping. The good news is that Robens has got some deals on at the moment ahead of the release of its 2025 line-up. If you get over there sharpish you might be able to save yourself a few quid.

30 BUYER’S GUIDE

SLUMIT MACHU 80 SLEEPING MAT

NORDKAP SORTVIK AIR MATTRESS

Dom Humby / £99.00 / www.slumit.co.uk

Simon Meyer / £42.94 / www.louis-moto.co.uk

The Machu 80 Sleeping Mat is a well-packed, easyto-use, and well-sized answer for anyone after a comfortable sleep when camping. Its small carry case also doubles up as an inflation device, like a windsock, but with a screw attachment on one end. Once connected to the two-way valve on the sleeping mat, eight or nine windsocks full of air and it’s ready to be slept on. Slumit has really thought about the simplicity and effectiveness of the design here.

The Machu 80 is called as such because it has 80g of thermal insulation on its brushed polyester fabric top, keeping me warm and comfortable all night. The base is a different colour and has non-slip properties to prevent it from moving around underneath you at night, and if you’re not a solo camper you can connect two or more of them to make a double or triple-width bed. Deflation is easy as pie. Simply pull out the two-way valve and it’s down in seconds and ready to pack away, leaving more time to get the bike loaded and on the road.

The sleeping matt is great for those looking for comfort, but with little space. The Sortvik comes in its own bag and rolls up incredibly small. This makes it perfect for storing in a pannier.

Once unrolled it takes very little time to inflate – and you don’t even need a pump. Although it is thin when fully inflated, it’s still very comfortable. I slept on it for four nights and only on one occasion did I wake and find myself on the floor. I propped myself back on the matt and was fully supported once more.

To pack it away you simply unplug and push all the air out. I then rolled it up to squeeze out what was remaining and tucked it back in its bag, ready for my next adventure. Perfect.

NORKAP (JAREN) MIDGARD EVO Simon Meyer / £34.35 / www.louis-moto.co.uk This is a great sleeping bag for not a lot of cash.

It weighs in at around 1.2kg and packs down to a relatively compact 35x20cm. But the best bit about it is how warm it is. Designed for temperatures ranging from -5 to 10 degrees, I might have only used it through the summer so far, but it’s not exactly been roasting – and with the temperature well down in single digits, I’ve been cosy.

Ultimately, it’s always helped me sleep well. Although I am hardly the smallest occupant, I only felt restricted a couple of times in the night, and with a bit of a wriggle all was well again.

There’s an absolute abundance of sleeping bags available on the market, but there’re few other options that come in at such a good price with so many features. I’d highly recommended it for anyone looking for something well priced and more than capable and comfortable for a few long weekends away.

NORKAP KEMI ULTRA-LIGHT FOLDING CHAIR Simon Meyer / £55.81/ www.louis-moto.co.uk This Kemi ultra-light chair has to be one of my favourite bits of camping kit. It packs down to an easy-tomanage 35x13cm and is easy to whip out of its carrying bag, slot together and be relaxing in mere moments.

It’s not just a fold-out one, as you’ve got to secure the legs and feet in place before you’re good to go, but it’s straightforward, only requiring a little brute force to stretch everything into position.

It is small and relatively low to the ground, but there’s plenty of support for your back. Of all the things I took with me, this was my favourite. There is nothing like getting back to camp and sitting in comfort, somewhat smugly as your mates lounge around on the floor around you!

ROBENS ICESHIELD 55 SLEEPING MAT Ross Mowbray / £79.99 / www.robens.de I can sleep just about anywhere and have quite often made do with good, old-fashioned foam mats. I upgraded recently and splashed out on a pair of sub£40 sleep mats from Vango and Multimat. They’re all right, and certainly better than what I was used to, but pale in comparison to this positively plush Iceshield 55 sleeping mat from Robens.

With an R value of 4.2 (which means it’s good down to -12°C), I’ve never been so toasty on cold nights – and it’s comfortable too, with plenty of cushioning from its slimline design. It came packed in a surprisingly small bag and was inflated in a flash. I’ve not had such luck getting it back into that bag again, despite rolling and squeezing and folding in every conceivable manner.

That’s more user error than anything though, I reckon.

It’s just the right size for me, measuring 180x53x5.5cm. Anyone much taller might struggle, but you could easily stick your head on your bag and let your body benefit from the mat.

There’s no way I’ll be going back to the foam after using this, and at £79.99 (down from £89.99), I reckon it’s very good value indeed.

PYRAMID 40L ROLL-TOP DUFFEL BAG Dom Humby / £39.99 / www.pyramidmoto.co.uk I’ve had a lot of luggage over my years on two wheels: hard cases, soft panniers, tank bags and a leg holster.

However, I never expected a bag to come from Pyramid, yet here we are… and I’m so happy I’ve got one!

New from Pyramid is its 40L Roll-Top Duffel bag with a two-way air valve. It’s constructed from 500D PVC with a seamless design for ultimate protection in the wet.

The roll top design is not a new feature for motorcycle luggage. However, its simplicity and effectiveness are so good, why bother changing it? The only issue I used to have with it has been taken care of by way of a screw-top valve, meaning getting your bag done up and packed down small has never been easier. Once all the air is out just shut the valve and strap it to your bike.

With that in mind, the Duffel Bag from Pyramid comes equipped with a shoulder strap and four push clip loop straps. The shoulder strap is easy to attach and can clipped in several variations depending on your needs.

Attaching to your bike is easy and straightforward: simply loop the clip strap through itself at the desired locations, pop the bag on the bike, clip it down and tighten. It’s such a simple, yet effective, design that will stay put after hours of motorway speeds. There are a couple of other nice touches like reflective panels for nighttime visibility and an ID pocket, too.

Having a 40L capacity is rather large and will hold plenty of essential kit. I overpacked for ABR this year by a long shot and still had room to bring stuff back (I have a thing for hats). But the Pyramid 40L Roll-Top Duffel Bag handled everything with ease and at £39.99 for a versatile piece of luggage, it’s a big thumbs up from me.

BUYER’S GUIDE 31

LOUIS MOTO FOLDABLE LED CAMPING LIGHT

CAMPINGAZ TWISTER PLUS PZ GAS STOVE

OXFORD CAMPING CUTLERY

£8.58 / Simon Meyer / www.louis-moto.co.uk

Ross Mowbray / £27.00 / www.gooutdoors.co.uk

This little camping lantern’s great. It folded down to the height of my hand – 8x8cm – making it super-easy to stash in my luggage.

A handle up top made it simple to clip to the roof of my tent, and while it wasn’t exactly bright, it offered plenty of light to help me see what I was up to at night. It’ll also happily stand on the floor and can even be used as a torch when packed down. Versatile, lightweight, and easy to use. And it costs less than a tenner. What’s not to like?

You can spend a fortune on stoves and cooking gear, and although I’d love a Jetboil or a Trangia, I’ve been quite happily making do with my little Campingaz Twister for years. It’s super-compact, the gas canisters are available pretty much everywhere, and it’s affordable, too. It might not be the most potent, but if I can have a brew in the morning, I’m happy. Good value, I reckon.

Good bit of kit this. It includes a durable stainless steel foldable fork, knife, and spoon in a handy carry case. They’re not the finest quality but they do the job perfectly and pack down to nothing.

ECOSLURPS SPORK

LOUIS MOTO FOLDABLE WATER CANISTER

OXFORD CAMPING TOWEL

Simon Meyer / £4.28 / www.louis-moto.co.uk

I reckon a towel’s an essential bit of gear, too, and the lighter the better in my book. This one from Oxford’s a properly lightweight microfibre towel that soaks up water well and dries remarkably quickly, and it packs down super-small, too. If you don’t have time to dry it properly, you can just wring it out and stick it in your bag.

Bob Pickett / £9.99 / www.ecoslurps.com A spork is an essential piece of camping kit, comprising five items in one: knife, fork, spoon, can opener and bottle opener. The Ecoslurps spork is made from stainless steel, and it’s extremely durable yet light. It comes with a carabiner clip so you can clip it to your rucksack/carry belt.

The serrated cutter will slice through a steak/pie crust with ease; the bottle opener does the job (not opened a can); and the fork and spoon are a good size. I’ve owned my spork for three years. It is used on a regular basis and is still as sharp as ever and scratch-free.

Ecoslurps is a UK company committed to reducing carbon footprint and supporting reforestation projects around the world. For every product it sells. It pledges to plant a tree through its partnership with non-profit organisation OneTreePlanted.

While there’s not a huge amount to say about this, it’s a super-handy bit of kit that allows you to keep water close by for drinking, cleaning your teeth and washing up. It holds 10 litres, which was plenty to keep three of us going for three days.

The spout has a simple twist lock to open and close, stopping any campsite leaks when not in use.

An additional smaller spout made it easier to pour accurately into cups and other containers. For such a small cost, it was a valuable addition.

Ross Mowbray / £7.99 / www.oxfordproducts.com

Ross Mowbray / £11.99 / www.oxfordproducts.com

HEAD-TO-HEAD 33

ACCESSIBLE ADVENTURE There’s more choice than ever if you’re into adventure but don’t feel the need to go big with a 200kg, 150bhp, £15,000 behemoth.

WORDS: Ross Mowbray and Andy Bell / PHOTOS: Gary Chapman

Honda NX500 and Voge 525DSX WORDS: Ross Mowbray and Simon Meyer / PHOTOS: Gary Chapman The small capacity adventure market’s booming. There’s Royal Enfield’s Himalayan 452, KTM’s 390 Adventure, CFMoto’s 450MT, BMW’s G310GS, Rieju’s new Aventura 500, Sinnis’ Terrain 380, Honda’s NX500, and Voge’s 525DSX. We’re big fans of rides like these.

They all offer varying degrees of road and off-road focus, but the basic premise is the same: value-formoney thrills and proper, real-world practicality for riders of all shapes and sizes. What’s not to like?

To see what they’re all about, we swiped Honda’s NX500, which builds on the big success of the outgoing CB500X, and Voge’s 525DSX, which offers a surprising level of quality equipment when you consider its budget-focused price tag, and set our sat-nav for the Cotswolds to have an affordable adventure, avoiding the swanky market towns and busy roads in lieu of nadgery little lanes and ancient byways.

POWERED BY

34 HEAD-TO-HEAD

HONDA NX500 The safe bet if road miles are your bag

It was a bit of a surprise when Honda announced it was going to be dropping the much-loved CB500X from its range. Over the years, it earned itself an army of fans who first fell for its simple charms and solid build, before realising just how capable it is when you work it hard.

Thankfully, it’s a case of gone but not forgotten – because it’s taken the bones of the CB and nipped, tucked and tweaked to create its new NX500.

While it’s easy to look at the NX and think it’s a CB500X in a fancy new frock, there’s been a handful of meaningful changes to help it stand apart from the outgoing model.

There’s a slick TFT dash with connectivity, lighter wheels, updated suspension and traction control as standard.

Honda’s even tweaked the ECU to help offer slightly stronger acceleration. It might not be anything particularly groundbreaking, but you don’t fix what’s not broken, and the small changes are all about making a good bike even better. Makes sense to us.

I’m a big fan of the new looks, too. The CB was never the sexiest machine in the world, and while NX isn’t what I’d describe as handsome, I reckon it’s a big improvement – sharper, sleeker and far more modern. It’s comfortable, too, with its easy-to-manage 830mm seat height, wide-ish bars and low-ish pegs combining to create a reasonably relaxed and roomy ride – even for my long-legged 6ft 1in frame. Many ‘serious’ riders would dismiss this as an easy-to-manage bike for learners or ladies with a shorter inside leg, and while it would be perfect for those kinds of people, it feels plenty substantial for a ’small bike’.

It’s probably no surprise that it’s an absolute joy to ride around town, with its light and easy handling making it easy to weave past traffic and turn in the tightest of spots – but I was blown away with just how well it goes when the pace picks up. It’s fun. I didn’t really expect that. You can really throw it around and work its parallel twin motor. It makes the same

A2-legal 46.7bhp and 31.7lb-ft of torque as the outgoing CB – and I reckon it’s plenty. It picks up well, has enough punch for purposeful overtakes, and will cruise on the motorway at 75mph all day long with nextto-no vibration. The gearbox and clutch are slick, too, in that typical Honda way.

It’s a properly sorted package, and with some big-name components that shouldn’t be a great surprise. There are inverted Showa SFF-BP forks, Nissin brakes (with ABS), and you get Dunlop Trailmax tyres as standard, too (which we swapped out for some more budget-friendly CSTs).

The suspension is on the softer side of things, but it’s well enough set up to smooth out all but the roughest of surfaces while offering enough poise when the pace picks up.

The brakes are decent, too, sharp enough to haul the 197kg ride up in a hurry in a calm, controlled way. There’s ABS as standard, and Honda’s traction control system, too, which is switchable. I like that.

I only flicked it off when we took to the trails, but it definitely helped me feel more comfortable when picking up the pace. The NX isn’t really built for the rough stuff though.

It’s got cast wheels and there’s no bash plate, but I was pleasantly surprised at how well it bounded along the dry lanes we took on. The standing position wasn’t perfect for my lanky frame, but it’s certainly not the worst, and I reckon smaller riders would feel alright.

There’s a lot to like about Honda’s NX500. It sticks to the same ethos as the old CB500X, with a few tweaks to make it even better. While its £6829 price tag is at the top end of the current crop of similarspecification adventurers, you cannot argue with that famed Honda build quality, and I’ve every confidence this bike would be damn near bulletproof even if you were wringing its neck everywhere you go. It’s not the coolest thing in the world but leave your ego at the door and appreciate it for what it is: a bloody good bike.

HEAD-TO-HEAD 35

36 HEAD-TO-HEAD

VOGE 525DSX The one that punches well above its price tag

There’s still a large proportion of the motorcycle buying public who balk at the idea of buying a Chinese bike. They’ve been put off by the cheap and cheerful commuters of the past, which have rusted and rotted and proven to be unreliable.

I get it – but things have changed in the last 20 years, and you cannot argue with the quality of bikes coming from the most populated country in the world.

Voge’s a relatively new brand, having been first established in 2018, but it’s

actually owned by Loncin, who’s been producing motorcycles for the domestic market since 1983 (and has picked up some big contracts with BMW since).

We’ve spent time on a few of its rides in the intervening years and have been impressed. Its first generation 500DS was pretty much a direct copy of Honda’s CB500X, and its newer 300 Rally has Honda’s CRF300L Rally squarely in its sights. They came kitted out with decent quality components, went well, and

undercut the competition by quite some stretch. You can’t really argue with that.

The 525DSX sticks to the same principles, coming packed with some quality kit including Nissin brakes, KYB suspension and Metzeler Tourance tyres (which we swapped out for CSTs for this test). And that’s just the start… There’re adventure-ready fog lights; crash bars; a centre-stand; hard luggage; spoked wheels; an adjustable screen; switchable traction control and ABS; a big dash that

offers smartphone connectivity; a 1080p forward-facing camera; and a couple of charging outlets. Not bad for just a shade over six grand.

In the flesh it looks massive – like a ‘proper’ adventure bike. But looks can be deceiving. It might be chunky, but its swept-down 810mm seat is lower than the Honda’s and it only weighs a fraction more at 206kg. That means it should be unintimidating enough for smaller riders and those working their way up

HEAD-TO-HEAD 37 the licence categories. I’m 6ft 1in and I could get both feet planted on the floor with room to spare – and I’m confident someone a few inches shorter would be able to do the same. Low-speed manoeuvres are a doddle, with the wide bars, upright seating position and low centre of gravity offering easy handling whether you’re turning in the road or picking your way through traffic.

There’s a nice whack of power available from its liquid-cooled 494cc parallel twin motor. We’re talking 47bhp and 32.5lbft of torque, which is remarkably close to the Honda, too. The Honda definitely picks up quicker from slower speeds, with a smoother throttle response and a more free-revving nature, but the DSX pulls better up top, even if it is

in a slightly more rugged way. You’ll have to work the gearbox hard if you want to make any serious progress and overtakes will need thinking about.

That said, it’s still rewarding to ride on faster roads, providing you’re active and engaged and work it hard, while there’s enough in the tank to make relatively easy work of motorway miles.

It handles more than well, too, despite its bulk. I had no qualms chucking it into corners, trusting that the fully adjustable KYB forks, and preload adjustable shock would keep things steady. The set up is soft, and there’s a bit of fork dive under heavy braking, although it’s not really detrimental to the overall ride.

For stopping there’re some Nissin brake calipers which grip a pair of discs at the

front and a single at the rear. It’s not a hugely sophisticated arrangement and they’re probably the weakest point of the bike, but it is nice to have proper branded calipers, and there’s still enough power from them to stop it swiftly enough. The ABS system works well, only cutting in when I tried to catch it out by grabbing a handful on a gravel-strewn backroad.

Off-road it is a step up from the Honda.

Unfortunately, the standing position isn’t quite right and it’s missing a bash plate, but at least it has engine protection and spoked wheels. We only tackled some light trails and a couple of fords, which it managed with no dramas, but I suspect it’d quickly come unstuck on anything too much more taxing. I’d welcome the chance to find out though.

There’s no doubt that the Voge is an impressive bit of kit. It’s £600 cheaper than the Honda at £6199, but that doesn’t really tell the full story. If you loaded up the NX500 with the same level of equipment, you’d be looking at spending another grand, at least – and that makes the Voge look and feel like remarkable value for money.

Okay, it’s not quite as refined, but it went everywhere the Honda did and looked good while doing it. It might feel like a bit of a punt buying into such a new brand, but the brand seems to be going from strength to strength and has a decent spread of dealers across the UK. Best thing to do would be go and ride one yourself. I suspect you’d be surprised.

38 HEAD-TO-HEAD

THE TYRES

After a set of affordable rubber for your adventure bike? How about some CSTs? The Chinese firm is big in the learner legal world, but it’s got a range of tyres to suit any bike – including a suite of adventure-ready options that won’t break the bank.

To see what they’re made of, we swiped a set of its Ride Ambro CM-A1s and fitted them to the Honda and Voge ahead of our two-day trip to the Cotswolds.

Just looking at the tread pattern, it was clear that they weren’t going to be up for anything too hardcore. Best described as 90/10s – 90 per cent road, 10 per cent off-road – we sought out a handful of wide-open gravel trails (including part of the old Fosse Way) and got stuck in.

They did a good job, providing more than enough grip to make swift progress without getting out of shape despite my best efforts. The limiting factor was actually the bikes; they’re so softly sprung that bottoming out was far too easy when the going got bumpy, forcing me to slow down long before I found the limit of the tyre.

If you kept things sensible, the trails we took on probably would have been manageable on a road bike with road tyres – but that’s not really the point.

They did it. Quite happily. And if you are after something a bit more aggressive, you’ve got its Ride Ambro CM-A3 and

Ride Ambro CM-AD01 to choose from.

They offer a 70/30 split of on-road and off-road performance and with a more aggressive tread, would be far more suitable if you’re going to be exploring anything a bit more challenging.

However, it was on the road that the tyres most impressed, allowing us to cover plenty of ground fully confident that they had our back. They warmed up fast, offered decent feel, and dispersed water very well. And CST claims they’re hardwearing, too, which is never a bad thing. In a time where value for money means everything, I reckon they’re well worth a look.

40 ADVENTUROUS FOLK

IN IT Together

From 2017 to 2019, Matt Bishop and Reece Gilkes (known as ‘The Sidecar Guys’) circumnavigated the globe on a Honda SH300i scooter with a specially-built sidecar - setting a Guinness World Record in the process - with two main aims: to show the world is filled with good people and to highlight the terrifying scale of modern slavery WORDS: Bob Pickett / PHOTOS: The Sidecar Guys

In 455 days, the pair racked up 1361 hours on the road, travelling 34,000 miles as they visited 35 countries across five continents. Since arriving back in the UK, the pair founded the Armchair Festival, a celebration of adventure travel, and established The Sidecar Guys Experience Centre where they host sidecar days (you can learn to ride one or have a day out as a passenger).

They also became point-of-sale agents for Ural in the UK. In the middle of this they found time to write a book about their record-setting world tour (‘Our Ridiculous World (Trip)’). I caught up with Matt at a bike show where they were promoting the book… in-between hitting the stage throughout the day to take part in interviews and talks!

Matt invited us to take part in an

Experience Day (more on that later), after which I sat down with Reece (Matt had to head off to run a Passenger Experience) to talk about their round-the-world ride and all that has come after.

What led you to highlight the horrors of modern slavery?

When we decided to do this big trip, obviously we wanted to support a worthy cause. Looking at options, what attracted us to highlighting modern slavery was it being a borderless issue; one that is happening in every country on earth. The statistics piqued our interest as we looked further into it. We were like, ‘Oh my God, it doesn’t matter where you are in the world it’s a problem’, and the symptoms of it are often the same: human exploitation, trafficking and so on.

But there’re still good people in the world…?

We often refer to Sudan; when we were going into it all we really knew about was the war-torn South Sudan. When we arrived, we struggled to buy a meal as the people were so friendly, offering us places to camp, places to stay. It was amazing to stay in a country that has so little, yet they were offering us so much.

I’m not sure who said it, but I listened to an interview with another round-the-world traveller who said wherever they went people would offer them a place to stay, and wondered would they do it if positions were reversed? I like to think I would, but there are so many countries around the world that are so welcoming, we can most certainly learn from them.

ADVENTUROUS FOLK 41

Genuinely, if not for the people we met around the route we would not have made it, which was kind of the main reason for the trip. In Russia that was most certainly the case.

For anyone else planning on taking off on a life-changing adventure, what advice would you give?

Honestly, there’re loads of things you could potentially learn. Of course, it would be good to do a mechanics course, and researching the areas you’re planning to visit, but the best advice I could give you is: Just go! You’ll learn things en route.

We spent two years planning our trip; 90 per cent of the things we planned for we didn’t need.

Getting out on the road was the best preparation in many ways.

So, I wouldn’t point to one thing in particular. Pick a date when it is going to happen and don’t overcomplicate things, just do it.

Do you ever sit still?

When we got back from the trip, a lot of people would say: “Do you miss it?” We were just glad to be back; not because we didn’t want

to be on the road, but the last ride was Russia… it was so intense.

Frankly, we were rolling the dice every day we went on the road because of the conditions. That was probably the only time we took a breather. But generally speaking, everything we do is fun, and we really enjoy what we’re doing so we’re happy to just crack on.

What’s the Armchair Adventure Festival?

We call it ‘The UK’s Best Celebration of Adventure Travel’. We have loads of amazing speakers, not only motorcycle riders but people who have done kayaking, paddleboarding, that sort of stuff.

It really is all about encouraging people to do adventurous things.

It started as a lockdown project, hence the Armchair Adventure Festival, with people sat in their armchairs, watching the whole thing on a screen.

The original idea was for a three-day event. We were booking people like Charley Boorman.

We’d never interviewed anyone.

We’d been back from the trip less than a year, so we felt a bit out of our depth, but before we knew it, we had 20,000 people watching

on YouTube! We kept rolling and once the world returned to some kind of normality, we knew we wanted to do an in-person festival and where we wanted to do it (Mount Edgcumbe Country Park in Cornwall, where we did some survival training before our trip).

So now it sits on a Cornish hilltop surrounded by the Tamar Estuary. In my opinion, you can listen to talks from some of the world’s best adventurers but also some people you would never know had done adventurous things. When we did the first one, we didn’t know if there would be another, so we decided there had to be great music. This set a precedent, as each year there are great bands. It costs us a fortune to put on, but it’s a great party as well as hopefully being inspiring.

We had always liked Urals the look of them, the heritage and history - then learned they planned to return to the UK having re-engineered the two-wheeled drive to fit left as well as right-side sidecars. We contacted Ural to say we would like to ride their sidecars once they came back to the UK. They said: “Why don’t you come and visit the Experience Centre in Portugal?” We went out, rode Urals, which went really well, and off the back of that decided we’d help bring them to the UK. This led to us to become Ural agents, establishing a Sidecar Experience where you can learn to ride sidecars, be it Urals or Watsonians. It’s a lot of fun and going really well. We’re all but booked up for the rest of the year in our third year of running it, so yes there is plenty going on.

How did you end up getting involved with Ural?

Is there anything new in the pipeline?

When we did the original sidecar and scooter trip, the idea was that once we were back, we’d return to normal life, get jobs, and that was it. Then Covid happened, we started the Armchair and that set us on the path to do adventurous stuff and the lifestyle we have.

We always had plans to do more adventures. It’s a bit hard at the moment, as Matt has a two-year old and I have an eight-month-old child, but there will definitely be more sidecar trips at some point.

The important thing we really want to do, now we’ve been

running the sidecar experience for a few years, is grow it and develop our own destination (what we’re referring to as ‘Sidecar Paradise’). We want to create a community hub for adventure travellers, motorcyclists and so on in the north-east of the UK where we will continue to do the sidecar experiences, have an expedition planning room, run a bar/café; a hub where people can meet.

To fund this, we have launched a Crowdfunder, the culmination of which will be giving away a £25,000 Ural outfit.

To learn more about Matt and Reece’s adventures, buy the book, and also learn about the horrors of modern slavery, how to recognise the signs, and what you can do to assist, by visiting: www.asseenfromthesidecar. org / www.thesidecarguys.com £1 from each sale goes to Unseen UK for the fight against modern slavery For information on the Armchair Adventure Festival, visit: www. armchairadventurefestival.com To learn more about, and book, a sidecar experience, visit: www. sidecarexperience.co.uk

Matt and Reece want to create a sidecar-themed biker café/hang-out and event space, a multifunctional area serving as a home to all things sidecars as well as a community hub for adventure travellers and bikers in the north-east.

They are looking to raise £100,000 to do this. To help achieve this they are offering the chance to win a brand-new Ural motorcycle and sidecar (I’ve seen it, it looks amazing) worth over £25,000. You can enter the prize draw and support the crowdfunder from as little as £10. For more information, visit: www.sidecarexperience.co.uk

EXPERIENCES 43

A NORTHERN

Adventure

Fancy blasting around the Northumberland countryside with the lads who rode a little Honda SH300i and sidecar around the world? Here’s how WORDS: Bob Pickett / PHOTOS: Sidecar Guys I attended the Sidecar Rider Experience Day with my friend John Mitchell. John owned a sidecar 20-something years ago and raced an MZ outfit (every bit as silly as it sounds).

Me? Taken out in one at age six, kitted out in leather flying hat, goggles, and gauntlets!

The day began at the Experience Centre just outside of Morpeth. After a cuppa and completing the formalities, the morning would be mostly taken up with assessing each rider’s ability level before moving on to the finer points of controlling the sidecar, followed by lunch and an afternoon exploring the Northumberland countryside.

For most riders, once they get past the hurdle of things a solo bike does (lean) compared to steering an outfit (it doesn’t lean), it starts coming together. Some find it more of a challenge. Sadly, I fell into this category. As Matt said, they would get me there, adapting our day to concentrating on my skills, but I made the call to retire to the chair to get a feel for the Passenger Experience, allowing John to get the most out of the day riding. The format of the day is as flexible as you need (if don’t

get on with controlling the outfit, they will switch the experience).

Starting out with heading in a straight line, turning at the end (one way then the next) and stopping, they built the rider’s skills with a number of fun exercises that gradually introduced more complexity. Both Matt and Reece are excellent instructors, keeping it relaxed and light-hearted, getting the point across without it ever feeling like a lesson.

Watching from the sidelines, it was fascinating seeing the riders build in confidence, their control increase. Once everyone felt comfortable, they set off riding with their passengers on board for the first time, before heading on to the roads for the first time with a brief trip before stopping for lunch - perhaps fittingly - at The Northumberland Cheese Company.

The afternoon was given over to riding the beautiful Northumbrian countryside, keeping to country lanes as much as possible. Reece led on a solo, taking the line the outfit should hold, steadily building the pace. Sitting in the sidecar, observing people that had mostly never ridden an outfit before, confidently and

smoothly piloting the narrow and at times quite twisty roads was inspiring – a tribute to Matt and Reece’s skills as instructors.

Two of the outfits (the Urals) headed offroad for a couple of miles. Unfortunately, our rig (an Enfield Interceptor paired with a Watsonian outfit) wasn’t suitable for offroading so we set off on our own course with another instructor before meeting up. You could feel the buzz as the others came back on to the road!

During the ride, we never went more than about 45mph, but that’s not the point.

If you want to ride as fast as you can, you’re better off on a track day. This is all about trying something new, having fun in a relaxed environment, and sharing an experience that will live long in the memory.

As a returning sidecar pilot, John got loads out of the day, freshening up a set of skills unused for a while and really enjoying the local roads. Is a passenger experience worth it? It wasn’t the intention for me to try it but having spent a few hours in the chair it is a definite yes. You see the world from a very different perspective and believe me, 30mph is pretty exciting that low to the ground!

STAY

The Beresford Arms, Whalton www.theberesfordarmswhalton.co.uk Beautiful, recently refurbished pub with separate accommodation in a former stables block with an excellent bar and superb food, just a few miles from the Sidecar Experience Centre.

Exceptional food, too. The chef changes the menu seasonally, using herbs grown at the pub and a wide range of drinks including local ales.

EAT

The Highlander Gastropub, Ponteland www.highlander-ponteland.co.uk Gastropub with a relaxed atmosphere specialising in dishes using locally sourced produce

The Northumberland Cheese Company, Cheese Loft Cafe www.northumberlandcheese.co.uk Using their own produced cheeses (they give out samples with your meal) there is a wide range of sandwiches, platters, jacket potatoes and other dishes – yes, there are non-cheese options! After lunch, explore the shop and buy some of their cheeses (they’re delicious) or if you’re getting married order a cheese wedding cake!

44 RIDE BETTER

ADVENTURE OASIS Deep in the heart of central Wales, high up in the Cambrian Mountains, there’s a place where adventure bikes reign supreme Off-the-beaten-track, down a little lane on the edge of the Hafren Forest, the Jones family have been showing mud-loving bikers what enduro and adventure bikes are all about, for over three decades.

Ten-time British Enduro Champion and eight-time International Six Days Trial Gold Medallist, Geraint Jones first started offering enduro training back in the mid-80s, making use of his specialist set of skills back at the expansive family farm. He’d found a winning formula, and in 1994, Yamaha wanted in on

the action. The Yamaha Off-Road Experience was born – and over the subsequent years they’ve hosted thousands of riders of all shapes, sizes and skillsets looking for their off-road fix.

Nowadays, it’s more likely you’ll be looked after by his sons Rowan and Dylan – both seriously handy riders in their own right, with the gold medals and trophies to prove it – and their small but mighty team of bike-mad blokes with decades of racing, teaching and spannering behind them.

The bikes have changed, too. Back in the day it was XT500s and DT125s, then it was Super Ténérés and WR200s, and now you’ve got your pick from a whopping fleet of WR450Fs and WR250Fs and Ténéré 700s, including the new, specced-up Extreme.

Having heard nothing but good things from our pals who’ve spent a day or two exploring with the Jones’, we decided it was about time to head west ourselves and see what all the fuss was about.

RIDE BETTER 45

This part of the world is a bit special if you’re into riding adventure bikes off-road. In addition to the Yamaha Off-Road Experience’s own 300 acres of farmland, encompassing fireroads, forest and wide-open fields, they’ve got access to a whopping 10,000 acres across the Hafren Forest and the Sweet Lamb motorsport complex.

With some seriously mixed terrain that’ll challenge the most experienced off-road rider (if they’re up for it), it’s no surprise that this neck of the woods has staged British, European and World Enduro events over the past 20-odd years. It’s a proper paradise for motorcyclists with a penchant for the rough stuff. We couldn’t wait to get stuck in.

From their plush, newly built, and fully-kitted-out HQ, you’ve got a range of different options depending on what you’re into. There’s an OffRoad Experience Course, Enduro Training, an Adventure Bike Skills Course, and a choice of one, two, three or four-day Ténéré Experience.

Oh, and they’ll even do one-to-one training, or tailor a day to suit you if you’re after something specific.

We’re big, big fans of the Yamaha Ténéré, and with a shiny new fleet of the recently released Extreme’s sat in the workshop, we were on to a winner.

Arriving early from our digs in Rhyader down the road, we were warmly welcomed by Dylan and the team, signed on (including a licence check) and loaded up with coffee before being shown the changing rooms to get kitted up. The HQ has to be one of the best in the game. A nice area with sofas, tables and chairs where you can grab a brew and ogle some bikes, a pair of immaculate changing rooms with showers, and a kit room that’d make Sports Bike Show jealous. A shed on the side of a mountain this is not.

Gear on, and it was time to be introduced to the bikes. I’ve spent

a lot of time on various iterations of the Ténéré 700 in the years since its release. It’s a bike I really love, offering a near-perfect blend of road and off-road performance.

That’s especially true for the new Extreme. It’s the latest ride to be added to the ever-evolving range – and it takes the fully adjustable KYB suspension from the World Raid but forgoes its whopping 23-litre fuel tank (it gets a standard-size 16-litre one instead). There’s more good stuff: a high mudguard, larger footpegs, a radiator guard, a chain guide, and a flatter seat. Add in a set of Dunlop’s Trail Max Raid knobblies, and it sounds like a pretty much perfect package for a day exploring the Welsh hills, right?

Dylan showed us around, with the main focus being how to turn off and keep off the over-eager ABS-system – which automatically turns back on if you kill the bike using the key or switch. His top tip was to stall the bike when we needed to talk, and then we’d not have to faff about flicking through the menus every time we wanted to get moving again.

I’ve done a fair bit of offroading in the past; riding Ténérés along Cumbrian lanes, Africa Twins on enduro loops in Sardinia, and Fantics up, down and across Salisbury Plain. It’s something I love doing, but don’t get as much chance to get stuck into as I’d often like, with the road-riding demands of the day job curtailing regular trail-based fun. I’m no expert, but I’m not a beginner either – though I was confident Dylan would have some wisdom he could share to bring my riding up a notch. But first he needed to get an idea of what I was capable of.

A quick blast on the road, and we were soon on the trails heading for the centre’s training area. Basically, it’s a big gravel bowl, with plenty of space to learn correct positioning for both sitting

and standing, braking, cornering, and how to manage climbs and descents. A couple of pointers encouraging me to get over the front end more, and to trust the bike’s engine to handle the majority of the braking on a steep downhill section, and we were good to go.

Our day was a little different to the usual because it was just the two of us and the photographer (who wasn’t on two wheels). To make it easier for him, we’d be focusing our riding on a small, easy-to-access chunk of the whopping site. But typically, on the one-day Ténéré Experience, you’d spend a good chunk of the morning working on key skills, before getting a chance to put them into practice as you wind your way along the local lanes and backroads to a local pub for a spot of lunch. After refuelling, you’d head back to HQ, across a mixture of technical trails and fast-flowing fire roads, with the odd bit of Tarmac thrown in for good measure. You’ll get about three hours of full-on riding in the afternoon, giving you a proper chance to explore and get acquainted with the Ténéré 700.

We took in slippery single tracks through the forest, bounding over lumps, bumps and jumps; fast, flowing fire trails where a crack of the throttle would see the back end dancing in the gravel; and narrow, rock-strewn lanes with tight turns and the occasional climb and descent. It’s a spectacular place to ride, and the views aren’t too shabby either.

Under Dylan’s watchful eye, my riding improved, too. I was more relaxed, more composed and looking further ahead. With each section I was smoother and swifter, with an increasingly large grin plastered across my face. It’s easy to see why it’s the UK’s longest running motorcycle experience and training centre. I’ll be back as soon as I can swing it.

THE OPTIONS ONE-DAY TOUR

£320 with bike and kit hire / £120 with your own bike Tuition in the morning before hitting the trails

TWO-DAY TOUR

£550 with bike and kit hire / £220 with your own bike Day one’s the same, but on the second you’ll head off for a proper 150-mile adventure across the best trails and Tarmac Mid-Wales has to offer.

THREE- AND FOUR-DAY TOUR

£550 with bike and kit hire / £220 with your own bike A continuation of the Two-Day Ténéré Experience, this is one for more experienced riders, which’ll see you covering big distances across some of the most spectacular, rugged and remote parts of Wales.

For more information, visit: www.yamaha-offroad-experience.co.uk

46 RIDE BETTER Yamaha Ténéré 700 Extreme Since its release in 2019, Yamaha’s middleweight adventure bike’s been a storming success. In its various guises, it’s been snapped up by serious and pseudo-adventurers left, right and centre – but the Extreme’s a real step forward if you’re all about hitting the lanes, with the uprated KYB suspension transforming the ride to help make it more capable than ever before.

WORDS: Chris Moss / PHOTOS: Too Fast Media Based on the standard Ténéré model with its slimmer 16-litre tank, but fitted with higher quality, fully adjustable KYB suspension featuring an extra 20mm of travel, a sump guard, radiator mesh, flat one-piece rally seat, bigger titanium rally footrests, and a high-level enduro-style front mudguard, the Extreme really looks the part and I was dead keen to get on it. Though that wasn’t easy!

Looking forward as much as I was to the idea of spending a day on the new Ténéré, just getting underway presented a fairly sizeable challenge for me. As an off-road fan and having ridden many different bikes specifically designed to work in that more testing environment, I’m aware of a feature they all share – very tall seat heights. However, at a lofty 910mm, the new Extreme has one of the highest. In fact, so elevated is the 700’s new rally seat, I had little choice but to request the slightly lower saddle option, reducing things to a slightly more acceptable 890mm.

Once you do get the wheels turning, the Yamaha’s main new feature (and the primary reason the Extreme sits as high as it does to give its rock-clearing 260mm of ground clearance) instantly feels so beneficial you can largely forgive its downside.

The excellent action of the longer

travel KYB suspension really does help the latest 700’s ride quality and control. It might be difficult for those who haven’t ridden on higher-spec fork and shock packages to realise just how much better they make a bike perform – on both road and offroad. But believe me, within just a few yards you can appreciate the enhanced action this sort of suspension offers.

Where the standard Ténéré 700’s suspension can get a bit overwhelmed at times when the going gets especially rough and tough, the Extreme’s kit soldiers on admirably in a relatively unflustered fashion. Its wheels can drop into holes or catch the edges of rock steps at speed, and both the forks and shock cushion the blows very effectively, allowing the tyres to stay mated to the course that much better. The result is far superior grip retention and the chance to maintain composure.

Also benefitting predictability were the Dunlop Raid 50/50 dual-purpose tyres specially fitted for this test. I’ve used them on several different bikes, and just as before, the Raids did a remarkable job, offering impressive grip on rock, shale, and mud alike. We might not have tested the new 700 on the road, as Yamaha wanted to emphasise the bike’s off-road qualities, but I know from experience the Dunlops provide

equally impressive adhesion on those sorts of routes. Their versatility is truly astonishing.

Standard OE fitment on the Extreme is the more road-biased Pirelli Scorpion STRs. Many of the Extreme’s key components are identical to the standard Ténéré, and it’s no worse for it. One significant example is the Yamaha’s very impressive, highly proven engine. Fitted to so many other models in the range – including every Ténéré – the super-flexible 689cc CP2 parallel twin is a real virtue of the bike. It’s such a manageable and predictable motor, to a large degree because its uneven 270° crank’s firing order provides such a keen, but very controllable, throttle response. The connection from the twistgrip to the rear wheel really is quite something and a real ally. With a basic electronics package which doesn’t include any form of traction control, the very usable and well-mannered nature of the engine plays a big part in how easy the Ténéré is to get on with – even when the going gets a lot less grippy. It’s a hell of an asset and adds massively to the bike’s easy-going character.

Given its size and weight, the Ténéré is still a massively competent motorcycle on the dirt, it just needs to be ridden with some common sense. Choice of

terrain is crucial to maintaining continued safe progress, and as long as you avoid the most challenging routes, the 700 will really surprise you with how much at home it can feel. Its chassis gives it a very impressive overall balance and manageability which helps keep you out of trouble.

I always felt comfortable and even cheekily started to rely on its excellent ABS braking system to stay upright. With the option to run with it switched off completely, or remain effective only on the rear wheel, I just used the brakes as hard as I fancied and left the electronic system to control the slip of both wheels.

The ‘technique’ allowed me to enter corners safely at speed, relying on the ABS to stay on track. Call it cheating if you like, I just found the tech massively useful. It can’t change the laws of physics, of course, but as long as you stay realistic with your braking expectations then the Ténéré’s stopping kit will very much help you out.

There’s no doubting the new Extreme’s modifications really help it cope with adventuring off-road noticeably better than the standard version, thanks to its appreciably superior suspension performance. Of course, the other detailed improvements like the sump and rad guards (along with the foldable gear and rear brake

levers) will also help protect it from the typical rigours involved with life on the rough stuff and those inevitable slip-offs.

For road use, the 700’s more basic spec might lack the creature comforts of the majority of other adventure bikes and doesn’t, for example, possess the more comprehensive electronics packages of some of its rivals. But it is comfortable enough to spend all day on, with its sufficiently plush seat and impressive wind protection provided by its fairing and screen happily permitting non-stop, big-mile outings.

The Yamaha has a decent fuel range, too, which is very useful for keeping up average speeds on longer range riding. With its proven reliability it’ll make a brilliant machine for taking on stuff like the Trans Euro Trail networks, giving the new Ténéré Extreme some real potential for having a genuine biking adventure. If you need to be pampered a little more with stuff like electronic suspension and cruise control, then the Yamaha won’t be your number one choice. But if you fancy the idea of heading off to somewhere more distant like the Alps or Pyrenees, to explore the mountain trails of those areas more fully, then the new 700 should head your wish list. Just take care if, like me, you’re a bit short in the leg!

48 RIDING KIT

AFFORDABLE ADVENTURE KIT You’ve not got to spend a fortune to get decent adventure bike kit, as we’ve discovered first hand. Here’s our take on some cracking kit at attractive prices…

FASTWAY TOURING MEN’S TEXTILE JACKET AND TROUSERS TESTED BY: Simon TIME: Two months PRICE: Jacket (£206.10) / Trousers (£128.80) FROM: www.louis-moto.co.uk

Fastway might be a name unfamiliar to most – me included – but the quality of their jacket was a huge surprise to me.

Having started testing this in summer, the first thing I did was pull out the inner lining; the thermal quilted lining zips out and once you release a toggle eye at the wrist, it soon slips out of place. There are air vents to the shoulders and plenty of storage pockets, with four outside the jacket, of which two are waterproof, plus an additional two on the inside. The Fastway also comes equipped with shoulder and elbow armour, though back armour is sold separately.

Unusually, the elbow armour is

adjustable, which is a nice touch and helps you to find the sweet spot. As with most modern jackets, there are reflective components to the outer jacket for added visibility at night.

For added comfort, fitting can be adjusted at the waist, sleeves and cuffs to ensure a good fit.

Another thing worth noting is the sizing. Coming from out of the UK, I found the size guide to be a little on the small size, so I would suggest that you go a size up. However, Louis Moto, who supplied me with the jacket, offer several returns options should you need a larger/smaller size. I never got the chance to properly test it in the wet before writing this, but it

is said to be waterproof and, with the addition of the thermal linings, I suspect it should prove to be a good garment in colder climates.

As for the trousers, they also impressed me. Much like the jacket, there is a removable thermal lining in the trousers, secured in place with a zip. Two pockets at the hip have zips to secure anything you place inside, though it is worth noting that they are not waterproof. They are comfortable on long journeys, and especially so because of the stretch panels over the knees that mean the material isn’t pulling against your kneecap.

Another key feature is the antislip material over the back to

help you stay in the saddle more easily. Protection is supplied with knee armour that comes with the trousers. There are also reflective panels over the knees and lower legs, with options for hip protection if you wanted.

Overall, the Fastway trousers look good and are comfortable,

and with the jacket, complete the touring look, offer good protection, and wind resistance.

RIDING KIT 49

FASTWAY TOURING UNI 211 GLOVES

VANUCCI VTB SYMPAX BOOTS

TESTED BY: Simon TIME: Two months PRICE: £51.51 FROM: www.louis-moto.co.uk

TESTED BY: Simon TIME: Two months PRICE: £214.68 FROM: www.louis-moto.co.uk

These gloves aren’t just super-comfy, they also offer great protection over the knuckles in the form of foam with additional leather. They are lightly padded and are designed more for summer use. I found the fit to be very good and they’ve been a great companion over big distance rides. They feel secure thanks to dual wrist straps that allow you to get the perfect fit for your hands. I’ve also found they can be worn in or over a jacket. A good choice for distance work.

These are the best boots I have worn to date.

A huge claim I know but let me explain. I rode these while touring and after an initial period of wearing them in, these quickly became incredibly comfortable. The fit and feel through them is something else, so riding in them is a joy. The thing I like about them equally as much is that they are every bit as waterproof as they claim to be. On one test with them, I had to ride through a deep ford several times and no matter how water hit them, they never leaked. To me, that’s a massive win, especially if you plan to use your kit on terrain that demands the odd river crossing.

As for the spec, it’s good, aided by tough panels over the toes to make it easier to change gear, and zips on either side of the ankle ensuring they’re easy to get on and off, while guaranteeing a good and secure fit thanks to an additional Velcro flap. These truly are exceptional boots and are my new go-to for any ride. They are available in short or long styles.

LS2 PIONEER II HELMET

PYRAMID 40L ROLL-TOP DUFFEL BAG

TESTED BY: Simon TIME: Two months PRICE: £119.99 FROM: www.ls2helmets.com

TESTED BY: Dom TIME: Two months PRICE: £39.99 FROM: www.pyramidmoto.co.uk

In need of an adventure helmet, I turned to LS2, and they helped me out massively with their Pioneer II. I had no idea what to expect, as I have never worn an adventure lid before. First impressions included being shocked by how light the Pioneer II was. It was also incredibly comfortable. I have been wearing a flip lid for the most part to date and often lifted the chin bar to make it easier to put on. So, pulling on the Pioneer was unexpectedly easy and very comfortable. Ventilation is really important, and the Pioneer comes equipped with more vents than some of my touring jackets, with three on the top and a chin vent as well. Multiple ports on the back help to keep the air circulated.

As with most modern helmets, the interior is removable so it can be cleaned more

easily. The Pioneer II also comes with a drop-down sun visor; this was easy to use with a simple switch on the bottom.

My one small complaint though, was that I would have liked an extra centimetre or two at the bottom to make it slightly lower and so cover my face better.

The peak took some getting used to, as at motorway speeds my head did flick up as it caught the wind. The longer chin also makes it easier to mount an intercom system without the feeling of kissing the mic. I have not fitted mine as I write this, but I did put the boom mic from my Sena inside and secure it to make sure I was right. All in all, this is a fantastic adventure helmet with a lot of versatility and a really comfortable fit. What more could you ask for? And at £120 it’s an absolute bargain.

I’ve had a lot of luggage over my years on two wheels: hard cases, soft panniers, tank bags and a leg holster. However, I never expected a bag to come from Pyramid, yet here we are… and I’m so happy I’ve got one! New from Pyramid is their 40L Roll-Top Duffel bag with a two-way air valve.

Constructed from 500D PVC, it has a seamless design for ultimate protection in the wet.

The roll-top design is not a new feature for motorcycle luggage.

However, its simplicity and effectiveness are so good, why bother changing it? The only issue I used to have with one has been taken care of by way of a screw-top valve Pyramid used, meaning getting your bag done up and packed down small has never been easier. Once all the air is out you simply shut the valve and strap it to your bike.

With that in mind, the Duffel Bag from Pyramid comes equipped with a shoulder strap and four push clip loop straps.

The shoulder strap is easy to attach and can be clipped in several variations depending on your needs. Attaching to your bike is easy and straightforward: simply loop the clip strap through itself at

the desired locations, pop the bag on the bike, clip it down and tighten. It’s such a simple, yet effective, design that will stay put after hours of motorway speeds.

There are a couple of other nice touches like reflective panels for nighttime visibility and an ID pocket, too. Having a 40L capacity is rather large and will hold plenty of essential kit. I overpacked for ABR this year by a long shot and still had room to bring stuff back (I have a thing for hats). The Pyramid 40L Roll-Top Duffel Bag handled everything with ease and at £39.99 for a versatile piece of luggage, it’s a big thumbs up from me.

ROUTES 51

TAKE TO THE TRAILS There’s nothing quite like muscling a big adventure bike around off-road. But in the UK, it’s not always been that easy to find accessible lanes that won’t end in disaster. Until now

The Trans Euro Trail’s been a rip-roaring success over the past few years, bringing together a whole community of trail-loving motorcyclists and providing an invaluable resource for riders looking to get off-thebeaten-track. But the only problem is that a good chunk of the lanes is a bit too gnarly to take your big 200kg, 150bhp, £20,000 adventure bike down without risking damage or injury (unless you’re next level handy, of course).

That’s where Adventure Country Tracks comes in. It’s a similar concept, with bikers across Europe doing God’s work establishing and maintaining off-road routes and bringing them together in one central location. The only real difference is that you’ve got to fork out for a membership to get to the good stuff. But ranging from just over a tenner to less than £100 annually – depending on the level of access and benefits you’re after – it

seems like pretty good value to us. And it’s a charity, too, so all the money that they make is reinvested in the project.

Founded by a bunch of adventure-loving Touratech staff, it’s been funded by some big biking names including Touratech (of course), Yamaha, Harley-Davidson, Sena and Metzeler, with the intention of bringing together the last remaining off-road tracks in Europe to preserve them with the cooperation of local authorities and partners. Sounds like a winner to us.

There are routes available all over Europe, but it’s the UK one that’s caught our eye and whetted our appetite. Broken down over five stages, the 915km/569-mile route takes in some of the finest mountain roads and adventure bike-friendly tracks our little island has to offer.

It starts in the heart of the Brecon Beacons National Park and ends up in the North York

Moors in Whitby, by way of the Machynlleth in Wales, Douglas in the Isle of Man, and Hawes in the Yorkshire Dales. Admittedly, only about 30 per cent of the route is actually ‘off-road’, but what there is, is pretty special, as are the roads you’ll encounter along the way. We’ve already been looking at the diary to see when we can make it happen.

And we’ve been dreaming of other places, too, because there’re Adventure Country Tracks routes in a few pretty cool destinations across Europe, including Croatia, the Pyrenees, Italy, Greece, Romania, and Portugal. That’s our holidays sorted for the next few years then…

If you want to know more about the ACT, visit: www.adventurecountrytracks.com There are also a bunch of seriously-slick videos about the UK route, with a cameo from none other than Mr. Adventure, Charley Boorman.

52 INSPIRATION

VOTE LEAVE! Regardless of what your view on Europe is, when it comes to motorcycling adventures abroad, there’s more to explore than Euro-tripping. We’re not going to put the sums on the side of a bus, but you might be able to go even further afield at no extra cost. So, take back control, and ride out of Europe!

Riding in Europe is great. There are amazing roads, incredible sights, and no end of interesting places to visit. Many of us have either ridden or dreamt about riding the Alps, the Amalfi coast, the Pyrenees, and dozens of other amazing Euro destinations. Europe is still a great riding destination, no doubt about that.

However, if you feel like spreading your wings and going further afield, there are some amazing options outside Europe.

Here at MoreBikes, we have been lucky enough to ride in some of the most exquisite motorcycling locations you can think of, both in and out of Europe. Since this is the adventure issue of MoreBikes, we thought that we’d highlight one of our favourite riding locations that offers a real sense of adventure. It’s outside Europe, but not so far that it’s a bother to get to.

It’s exotic and exciting, but it’s also safe and orderly. It offers incredible riding, but it doesn’t suffer from heavy traffic. It’s Morocco.

The beauty of Morocco is that it’s only a shortish budget flight away. It has a rich and compelling culture forged by centuries of traditions from different continents, and it’s full of the old-world charm that comes with having a history that long. To the uninitiated, it may seem like a wild place, but it’s actually safer than most of Europe. It’s rapidly emerging as a tourist destination, but it’s still very affordable.

And most importantly, for bikers it offers miles and miles of velvet-smooth Tarmac, twisting up mountain sides and crossing deserts with next-to-no traffic in sight.

For those who want an adventure with an even bigger ‘A’, leaving the Tarmac behind gives you a chance to imagine yourself taking part in the most famous offroad motorcycle competition in the world as you visit the locations of the original Paris-Dakar route. There’s nowhere else in the world that can offer quite the same experience.

And although Morocco is full of adventure, it doesn’t necessarily have to come at the expense of creature comforts.

You can explore the country just as easily from the comfort of a five-star hotel as you can by going local. It’s your choice.

To get a better idea of what Morocco is like, we talked to Greg Fatrai, the Adventurer in Chief at motorcycle tour company Wheels of Morocco. We have ridden with him in Morocco and can’t think of anyone better to make the case for riding in Morocco. Here’s what he said: “One of the best things about Morocco is that although it’s exciting and different for European visitors, it’s incredibly safe. You can leave all your stuff on your bike when you stop for a break, pay a few pennies to someone to look after the bike, and return to everything just where you left it. That just doesn’t happen in Europe.

“Another revelation to many is that Morocco is such a versatile place for holidays. For bikers it offers epic roads with next-to-no traffic, but many of our customers bring their families along to enjoy the luxury hospitality, beaches, sights and culture while they are on the bikes. It can be a fantastic break for everyone even

if they aren’t interested in riding bikes in the slightest.

“As an adventure riding destination, Morocco has a lot to offer with the perfect mixture of great weather, interesting culture, friendly people and fantastic biking roads. Depending on how much you want to immerse yourself in the culture, you can add to that some exotic cuisine, local fashions and arts, excursions to more remote areas, and no end of mint tea.”

There are plenty of ways to explore Morocco, depending on whether you want to join a guided tour or go solo. If you want to get a better idea of everything you can do there, and how to go about it, our sister title MSL has a digital guide at https:// www.mslmagazine.co.uk/morocco/ that will provide everything you need to get started. Or, if you would rather just get on with it, we have ridden with Wheels of Morocco in the past and can thoroughly recommend them if you are after a meticulously planned, superbly organised and professionally executed tour where everything is taken care of for you – all you need to do is show up and enjoy the ride.

If you want to get a taste of what they have on offer, the Wheels of Morocco website at www.wheelsofmorocco.net is a great place to start.

But before you do that, let’s get back to the title, and have a little touring referendum of our own. Are you in or out of Europe when it comes to biking? Send your votes and opinions to editorial@ morebikes.co.uk.

INSPIRATION 53 Top 3 things to do in Morocco Spend a night in the desert A night in a desert camp under the stars in the dunes of the Sahara is an unforgettable experience.

Check out the painted rocks A visit to Tafraoute is well worth making just to see the famous painted rocks, but it’s also a great place to chill.

Ride the best switchbacks The Dades Valley is home to the most photographed road in Morocco, with the famous switchbacks calling all bikers.

54 KNOWLEDGE

Buying the right adventure bike…

So you want to go on an adventure? Well, you’re probably going to need an adventure bike… but which one?

There’s no denying that we’re absolutely spoilt for options these days, and don’t forget that for all the glitz and glam of the latest propositions there’s a whole world of pre-loved, super-capable used options out there. In essence, as far as choices go, the world is your oyster but also it should be said that not all adventure bikes are the same.

With that reality in mind, here are a few points that are worth raising in a bid to find the right adventure bike for you.

WORDS: Bruce

KNOWLEDGE 55 What are you planning?

It might seem mad to question yourself when looking for the ideal bike, but the reasons are plentiful. Firstly, if you’re a lesser experienced rider that’s wanting a bike for light off-road riding, with a greater focus on big road miles, you don’t need an all-singing, performance fuelled enduro… chances are something that’s easy to ride and super comfy will be a more suited option. Likewise, if road miles are your nemesis and the only place you want to ride is in the dirt, it would probably pay to discard half of the bigger, heavier options on the market. Lighter enduro-based machines typically account for bikes that are sub-500cc, whereas, traditionally, adventure bikes have ticked the box of being bigger in capacity, weight and luxury. Both bags have their pros and cons, with comfort coming at the price of agility and versatility on a big adventure bike, while smaller enduros tend to be much more capable off-road but far less comfortable and practical. Knowing this, it’s time to ask yourself what kind of adventure riding you want to do?

Weekend rides through the occasional ford crossing, or mud up to your axels along one of the most remote, lesser -ridden byways in the UK? And then experience comes into the equation; both categories of machines come in a raft of sizes and with differing power outputs. You can get less potent, more manageable enduro bikes in the same way that you can get less forgiving, more aggressive adventure bikes – what is it that you’re after? And don’t forget to factor in your size, your weight and your strength. 50bhp might not sound much by today’s standards but that amount of power on a powerful enduro bike is enough to cause you a headache if you don’t have the skills to handle it. While there are enduro bikes with limited rider aids, it tends to be that bigger adventure bikes carry so

much more tech these days, including switchable levels of ABS, electronic suspension and differing power maps.

But it all comes at a price.

New or used?

Only you know what your goals are and, in the same sense, what budget you’ve got to spend. A quick look online will show you the going rate of a contemporary adventure bike, and for this instance, we’ll use BMW as a brand that offers adventure bikes in a broad range of sizes, including sub-500cc with their G 310 GS, which will set you back £5890 if you buy one new. The bigger, much more capable F 900 GS unsurprisingly costs a good chunk more – starting from £11,995. And then you’ve got the headline acts: the R 1300 GS (£16,470) and the flagship R 13000 GSA weighing in at £18,870. On the enduro front, a new KTM 450 EXC-F will cost you £11,299 while the brand’s smaller, but no lesser focused 250 EXC-F Six Days will hit home at £11,399. Having read this, hopefully it’s given a bit of context as to new bike pricing. The upsides of new are obviously the (hopefully) reliability and piece of mind that comes from buying something that’s not been used and abused by someone else, but are new bikes worth the premium? Enduro bikes these days, largely speaking, are nothing short of race bikes, hence why they cost so much, while big adventure bikes tend to be consummate tourers with the ability to go off-road. The best options in either field are exceptional, so I’m not here to start questioning their costs, but I am here to make you aware that buying used isn’t always such a bad thing, especially if you’re able to buy a bike with a good service history or, better still, some warranty from a dealer.

There are loads of bikes out there that might seem old from a registration point of view but have actually done very few miles, which is good news if

you’re looking at some of the bigger option adventure bikes that sometimes are kitted with expensive components that might need replacing in time, such as shaft drive systems. Knowing first hand how good a 2009 R 1200 GS is, for road and trail, that’s a bike that’d be on my radar if I were in the market for a machine of this type, and the good news is there are plenty online at under £5k… and the depreciation from this point will be minimal, too. As for enduros, looking at KTM’s option from a similar period, you’d expect to pick up a decent option for around £3000.

Of course, there are bikes far more affordable again, should you wish to take a punt on an older, simpler machine in either category; if you look in the right places, a grand could bag you a bargain Honda XR or Suzuki DR-Z. That said, some of these machines are beginning to acquire more desirability again so expect to find the odd older machine at a ludicrously high price. What is probably worth saying is that if you’re mechanically capable and have a good eye for spotting worn parts or damaged components, it might be worth taking a punt on an older machine if you have got a strict budget… and especially so if all you’re after is a bit of weekend fun to potter around a few green lanes.

What about mid-capacity, used options?

This will open a can of worms because everyone’s experiences and expectations are different, but if I were in the market for a used, mid-capacity adventure bike I’d be drawn to something like Yamaha’s first generation Ténéré 700. Not too big but still plentifully powerful, it’s a machine that possesses genuine off-road capabilities as well as the comfort to tackle big distances on road or otherwise. The tech is primitive, it lacks the bells and whistles, but the CP2 engine is a corker and all that you

really need. It’s also versatile enough to go bolting luggage and accessories on to it. Another bike that jumps out is BMW’s G 650 GS. It was a machine that wasn’t around on the market for long, but impressed all the same. It has a low seat, torquey single-cylinder motor and genuine go-anywhere capabilities – a great choice for lanes or adventures farther afield. Triumph’s Tiger 800 is another used bike that would make my wishlist – having travelled off-road across South Africa on one, I don’t doubt its capabilities on or off-road, with my only qualm being the high set mass that can feel a little awkward on more tricky terrain. The triple engine is a great companion, and the comfort of the bike is another plus point.

How can I try before I buy?

The good news is that if you’re genuinely interested in buying a new adventure or enduro bike, there’s often a way to try one out for size before handing over the dosh. Organising a road test from a dealership is an obvious way to figure out how the bike performs on the road, but to get to know that machine properly in an offroad context, my suggestion would be to see if the manufacturer of your choice (of bike) has an off-road experience to hand. A number of the brands support experiences with new machinery, such as Yamaha with the brilliantly run Yamaha off-road experience. BMW’s awesome Off-Road Skills centre will give you the chance to try their adventure bikes on the dirt, and KTM supports the Sweet Lamb Experience with a raft of their adventure bikes, whilst you can check out their enduro machines in the capable hands of Ady Smith. Whether you’re trying to pick your next bike or simply want to experience which size of machine will be best for you, go about things this way will be a fun and informative approach that will open your eyes before making a purchase.

PRODUCTS 57

PACK IT IN

Shad has just released a new suite of expandable luggage that makes it easier than ever to lug your gear about on your next adventure Panniers must be one of man’s greatest inventions. They’re the perfect tool for stashing your stuff and keeping it safe and secure while you’re out exploring on the bike – but if you’re in the market for some, you’ve got to decide how big you want them.

Bigger’s always better, right? More space means more stuff, means more comfort. But if you go too big, there’s a good chance you’re going to end trapped in traffic if and when you come across a line of cars rubbernecking past an accident on the other lane. So smaller might make more sense, then…? Slimline enough to make filtering a breeze, providing you can live with being a little limited with what you can actually carry. But maybe there’s another solution, in Shad’s new SH38X expandable panniers.

We’re big fans of Shad’s luggage.

We’ve had our share of its gear over the years, and it’s always proved top-notch. Hardwearing, easy to fit and easy to live with – and so when the Spanish firm announced its new SH38X expandable panniers, we were in.

We reckon they’re a great idea, adding a load of versatility to its ever-practical panniers and top boxes – and to see what they’re like to live with, we swiped a pair of its carbon-clad SH38Xs and

fitted them to the Honda NX500 we took on a camping trip to the Cotswolds (see pages 33-38).

The basic idea is that they’ll telescopically expand by 70mm, thus increasing their volume by a whopping 40 per cent. How good’s that? I actually managed to stash all of my camping gear when it was in its slimmest setting (with the help of a roll-top bag), but it still came in superhandy throughout the trip as I was able to open them up,

expand them and then safely stash my helmet to save me carrying it around town. Yep, they were big enough to stash my peaked adventure lid. And it’s a doddle to do, too; just flip the levers and push it out.

It’d also be ideal for riders who aren’t regularly carrying big loads but want to leave their panniers in situ rather than whip them on and off after every trip. Not that it’s a hardship to put them in position. There’s a double

locking system which uses a key to secure the cases to the bike and lock them, too.

In typical Shad fashion, they’re suitable for an absolute swathe of bikes – over 300 so we’re told – and they’re also compatible with both of Shad’s existing 3P and 4P pannier rails, so if you’ve already got some Shad panniers fitted to your ride, then you should be able whack them straight into position. That’s good design, right there.

They’re not cheap, priced at £487.99 with the 3P fitting kit and £492.98 with the 4P – and then you can add premium inner bars and different coloured covers on top of that – but we know people that’ve had Shad luggage for over 10 years, so it quite quickly starts to feel like good value indeed, if you can stomach the initial outlay.

For more information on the Shad SH38X luggage, visit: www.shad. co.uk

58 PRODUCTS

Specialist Spotlight SCORPION HELMETS

We’re big fans of Scorpion’s lids. We’ve been wearing them a lot over the past few years and have been nothing but impressed – and it seems like plenty of other riders are catching on, too. Here’s what you need to know about the ever-growing Chinese firm WORDS: Bob Pickett / PHOTOS: The Sidecar Guys

WHAT’S IT COST? Scorpion produces a seriously wide range of helmets, and prices start from as little as £100.

Here’s the lowdown:

Open Face Exo-City – £109.99 Belfast – £169.99 (Carbon – £259.99) Adventure ADX-2 flip – £209.99 plain, £249.99 colour ADF 9000 – £339.99 plain, £369.99 colour Full-Face EX0-391 – £89.99 plain, £99.99 colour EXO-491 – £134.99 plain, £159.99 colour EXO-520 – £169.99 plain, £209.99 colour Retro EXO-Combat – £169.99 EXO-Covert-FX – £229.99 EXO-HX-1 – £249.99 Carbon EXO-1400 CF – from £299.99 Scorpion is a relatively new player in the world of motorcycle helmets, but in the short time since its creation, it has forged a strong market position and won a number of awards.

The story began in 2002 when Mr. Jang Park teamed up with top helmet engineers to establish a factory in Qingdao, China. The Scorpion EXO brand was launched in 2004, with a US subsidiary soon following. To service the European market, a further subsidiary was established in 2006 in Strasbourg, France. The helmet division of Kido Industrial (Kido Sports) was spun off in 2006 to concentrate purely on helmet manufacture. Kido produces motorcycle helmets (via the Scorpion EXO brand), ski helmets and snowmobile helmets.

From the outset, the intention was to manage the entire process (design,

manufacture, testing and distribution) in-house, to ensure rigid quality control at every step. Mr. Park explained: “Our vision can be described in these words: Protection, Aesthetics, Comfort and Innovation. This is why, in contrast to some other helmet manufacturers, the production and testing is completely in our own factory.”

Every operation needed to create world-class helmets is in its Qingdao facility including fibreglass/Kevlar and polycarbonate shell construction; EPS liner manufacturing; liner sewing; water-decal production; clean-room paint booths; drying rooms; assembly; packaging and shipping. Every Scorpion EXO motorcycle helmet is certified by the most demanding safety standards in the world.

The main production facility in Qingdao boasts a state-of-the-art, 810,000sq.ft.

(95,381sq.m.) campus, staffed by some 500 skilled technicians. An additional facility has been established in Gimpo, Korea, to ensure worldwide demand can be met.

Scorpion has introduced a number of innovations including Airfit (permits a rider to personalise the helmet fit through air-adjustable cheek pads with additional noise reduction), and TCT (Thermodynamic Composite Technology) shell – a five-layer proprietary blend of interlaced and specially formulated materials that work to decrease weight yet provide structural stability, Scorpion works closely with a number of Moto3, Moto2, MotoGP and Dakar Rally riders for feedback to improve not only its race products but also for these technological improvements to trickle down into its road helmets.

Race CF EXO-R1 – from £389.99 EXO-HX-1 SE v £389.99 EXO-Tech CF – £379.99) Flip Fronts EXO 930 – from £199.99 EXO-Tech EVO – from £269.99 (Carbon – £379.99) WHERE ARE THEY? Kido Sports is based in Qingdao, China (the main manufacturing capacity) with additional facilities in Gimpo, Korea. Scorpion Sports has a European HQ in Strasbourg, France, and UK distribution is handled by TranAm via the extensive Bikerheadz retailer network.

PRODUCTS 59 TRIED AND TESTED

Scorpion EXO Tech EVO Carbon Laura Pickett / £379.99 / www.bikerheadz.co.uk

The Scorpion EXO Tech EVO Carbon has won a lot of praise for comfort, and deservedly so. The removable KickWick3 liner is extremely comfortable, moulding to my face quickly. There are no pressure points, and it’s a nice place to be. At 1573 grams it’s around the same as a full-face helmet. It has passed the new ECE 22:06 rating, making it one of the safest helmets out there.

I prefer flip-over to flip-up in a modular helmet, as I feel it gives better balance when open. And the Scorpion excels here. When open, the weight is distributed evenly with the open face sliding neatly on to the rear of the helmet, and being able to flip open makes it much easier to get on and off. The release is dead centre of the chin; it took a while to get used to

where it was, but can be operated one-handed, though it is a reach to flip it right over. I tend to ride with it open on short rides, but flipped down on A roads, etc.

Closed up, it’s definitely noisier than my full-face helmets but I’d say it’s a mid-range performer compared to other modular helmets I’ve owned (independent testing by a major European helmet retailer returned 102db @ 130kph, putting it in seventh place in their top 10 modular list). I don’t tend to operate air vents on the move, but it can get a little warm inside on a hot day.

Sticking with the practical, the visor is easy to open/ close and the release mechanism is one of the better ones, making it easy to fit the supplied Pinlock. The

micrometric chin buckle is very easy to use with a quick- release tab. The sun visor is operated via a slider low down on the left. It’s smooth to operate, but I do sometimes need a second attempt to locate on the move. Once down, the tint does its job, and a nice touch is it being coated on both sides with an anti-fog treatment. (That much closer to the face, sun visors are more likely to mist.)

A very minor niggle… it only comes in gloss black.

‘Girly’ graphics would be nice but failing that a wider choice of graphics and colourways would be good.

But the Scorpion EXO Tech EVO Carbon has – in the six months I have been evaluating it – become my go-to helmet.

KNOWLEDGE 61

BUILT IN BRITAIN CCM The British motorcycle industry is in the kind of rude health not seen in decades - but how many firms are actually making bikes in the UK? There’s one firm that’s been doing it since its inception: CCM WORDS: Bob Pickett and Ross Mowbray / PHOTOS: CCM and Gary Chapman Ask most people when the rebirth of the British motorcycle industry began, they will point to 1983 and Triumph. It’s more accurate to say it - fittingly - rose like a phoenix from the ashes a dozen

years earlier in the form of CCM. In 1971 BSA was on its last legs. In serious debt after the failure of its new road range, the Small Heath company announced the closure of its competition section to

cut costs. Successful Motocrosser Alan Clews saw an opportunity and bought a dozen frames and other parts for the princely sum of £750. Clews Competition Machines was born.

62 KNOWLEDGE

Opening a small factory in 1972, over the next year the CCM ‘crossers underwent huge improvements in suspension. Clews engaged noted ignition specialist Fred Stoneham to design a far more reliable electric system built to Clew’s exact specifications. At this time, the CCM race team was born - a huge leap for such a young company. The team did not perhaps gain the results it wanted, but generated interest and an order for 26 bikes (paid in advance) was made.

The next couple of seasons saw further improvements (new suspension, frame, engine configuration) as the order books grew, with orders for at least 170 bikes each year in place.

By the end of the 70s CCM had a full line-up of machines but fell foul of its own success. Expanding rapidly to fulfil orders, the company ran into financial trouble and was acquired

by Armstrong, who continued to build the MT500 military bike, but in 1987 Armstrong sold CCM to private

investors. The following years saw CCM dogged by poor quality control issues, finally going under in 2004.

Alan Clews returned the company to family ownership, bringing back the ethos of smaller production runs and increased attention to detail.

Alan’s final project was the ‘Spitfire’ range of 600cc singles. He was working on a special version when he was taken ill and sadly passed away before completion (CCM has brought out an incredibly high-spec edition, the 71 Heritage, in his honour). CCM’s legacy was continued through his sons Austin and Russell, as well as brotherin-law Gary Harthern and grandsons Ben, Jack and Billy.

In 2021 CCM formed a significant partnership with Pitalia Capital, allowing the company to invest in new product development and to expand availability of the Spitfire range across Europe. John Davies, managing partner of Pitalia, said: “CCM bikes are an incredibly emotive

creation, and the passion in the products and the people of this business is something that has clearly shone through. It is so important for CCM to forge and maintain personal relationships with our customers. We look forward to investing heavily in this area to their benefit.”

Commenting for CCM, Austin Clews said: “I am so proud of my father’s achievements here at CCM. It’s been a true family affair, with three generations involved in driving the brand through its competition days towards becoming a well-known British icon in the world of bikes.

We are really excited about the next stage of our journey, which will see a new ambition to take CCM into international markets.”

CCM has ambitious expansion plans, so how do you see this transition into new markets with the resultant expanded production evolving, while still retaining the company’s core strength of hand-built machines?

“The partnership with Pitalia Capital has enabled CCM to invest in technology and increase the experience within the team to allow the Bolton -based business to retain the handmade aspects of the bikes whilst eliminating the inefficiencies and growth pains many smaller businesses face.”

CCM production runs are limited, giving each run a level of exclusivity whilst retaining a core product. Do you see this remaining a key component of how CCM works?

“One of the biggest points of differentiation for CCM is the level of customisation, uniqueness, and personalisation each bike has. Even on our existing exclusive range, very few bikes go out the door looking the same, something our customers love.

We’re committed to keeping this as part of the magic within a CCM bike.

CCM enters its sixth decade with exciting new plans and partners. I can’t wait to see where this takes them.”

KNOWLEDGE 63 RIDDEN

CCM TRACKER CCM’s been doing solid business turning out seriously special retro bikes on a small scale. We’ve been trying to get our hands on one for years to see what they’re made of – and we finally managed to swipe the keys to its classic flat track-inspired ride.

LOOKS

Styling is subjective, but this thing is a work of art. It gets looks wherever you go, and it stands apart from pretty much every production bike on the market today. The build-quality is mega, too; there’re top-quality parts,

ENGINE

In typical CCM style, the Tracker’s powered by a punchy old-school single cylinder motor (though it is liquid-cooled). It’s truly a glorious thing; raw and rough-edged but super-rewarding to ride. It’s only a 600cc, with what reads like a relatively meagre 55bhp and 40.5lb-ft of torque to play with. But in practice, the lightweight 145kg beast feels rabid and ready for action. It sounds glorious, too.

ERGONOMICS

The Tracker’s actually the tallest bike in CCM’s evergrowing range, depending on which size wheels you go for. If you opt for the 19-inchers, the seat height will be a towering 880mm. If you opt for the 17-inchers, it

drops right down to a very easy-to-manage 830mm.

It’s a compact package though, whichever wheels you choose – and at 6ft 1” I felt like I dwarfed the diminutive machine. Thankfully, the wide bars and low-ish pegs helped me get comfortable enough, but I don’t think I’d have fancied doing big miles on that stiff seat. That’s not really what it’s for though…

SUSPENSION

As you’d expect for its hefty price tag, there’s some cracking quality adjustable Marzocchi front forks and an equally good offset single YSS spring. They’re on the stiffer side of the spectrum, and don’t offer the same plush feel as bikes from the established competition, but they fit in well with the overall package and help provide properly agile, supermoto-style handling.

BRAKES

It stops plenty well, too. The single front and rear disc brakes are from J.Juan and although they’re not exactly pin-sharp, there’s plenty of bite to haul the lightweight

Tracker to a halt in seconds. I like the set up a lot, and with no electronic wizardry on hand to keep things in check, you wouldn’t want them any more aggressive.

PRICES

The base model Tracker ‘CORE’ starts at a fairly hefty £12,499. But that’s just the start. There’s a ‘PREMIUM’ version for £14,269, which gets a load of extra carbon fibre goodies and a few choice accessories. Then the ‘INFINITE’ for £15,119 has all of the above but gets some 19-inch EXCEL wheels, too. Finally, there’s the £15,619 ‘ULTIMATE’ which receives some Brembo brakes and benefits from a Stage 1 engine remap. There’re plenty more extras to choose from, too. You can fit Dymag 17-inch wheels; upgrade the suspension to some topspec Ohlins; get your own design on the fuel tank; add number boards; and fit a fruitier exhaust. The website’s very slick – and it’s super-straightforward to work your way through all the categories and add all the goodies you’d want to your dream bike. You’ll need some deep pockets though, for sure.

64 INSIDE LINE

FROM THE ARCHIV

E

LEVELLING UP Yamaha goes after a piece of the privateer pie with great success

WORDS: Steve Cooper PHOTOS: Mortons Media Archive The 1991 season had marked the start of what many had hoped would be a new era. Kenny Roberts was one of a handful of team managers who realised the shrinking grid sizes at 500 GPs were due to money issues. He lobbied Yamaha to sell engines and spares packages to European teams who could then build their own bikes. £75,000 bought a starter kit with halfa-season’s spares with £7500 securing the second half’s components.

Suzuki’s RG500 square four had been one of the go-to privateer machines as the firm had priced it within reach of many aspiring

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of besting the £2,000,000 factory machines and most riders thus mounted found themselves struggling with the 150bhp on offer. These guys were racing on a budget that was so much tighter than anything the factory teams had to deal with. Perhaps the only real incentive was the negotiations carried out by IRTA (International Racing Teams Association). Hard bargaining divvied up better start and prize money – not that the privateer riders attained substantial results.

Elsewhere there was yet again increasing concerns that rider safety was being variously ignored, overlooked and/or marginalised.

The International Motorcycle Racers Association (IMRA) was set up by a group of riders led by Wayne Rainey

to lobby for better track safety and conditions. Once again, some hardnosed negotiating was needed to improve on the status quo. Unforgiving crash barriers, run-off areas and so much more needed to be improved if injuries and fatalities were to be avoided. It had happened before in the late 1960s and again in the mid-1970s.

It wouldn’t be the last time riders and organisers locked horns!

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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riders, but that was never going to happen with the RGV V four. Honda’s concession to lowering the cost of racing at the top level would be the NSR500 V twin, but that was still some years into the future.

Steve Harris of Harris Performance and Serge Rosset of ROC took up the challenge where most teams politely declined. The Harris bike was essentially a replica of the 1990 YZR500, with the ROC bikes being replicas of the machines Ruggia and Sarron had campaigned across the 1991 season. Rosset had been looking after the Sonauto bikes for some years so had an intimate knowledge of what was needed.

Despite the good intentions, the ‘privateer YZR500s’ weren’t capable

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66 ON TRACK

Track Rider Clinic: Best UK tracks…

Which is the best circuit in the UK for trackdays? It’s a question we get asked quite often and it’s not the easiest to answer, so we’ve asked our resident track expert and rider coach Dean Ellison to give his take

Personally, I can’t single out my number one circuit. I have three favourites when it comes to coaching and from my distant memories as a racer, they all require a slightly different riding technique to get a good lap in, and each feels very special to ride at. In alphabetical order, these are my favourites and why...

Brands Hatch GP

Because I’m an old boy, Brands Hatch is still the home of WSBK to me. The late 1990s and early 2000s hosted some of the most exciting races with the biggest crowds, and the atmosphere was just electric; I’ve never attended a motorcycle event with the same vibe since, and it’s because the circuit flows and allows multiple riders to get in the same groove.

Key to riding Brands Hatch GP fast is firstly by being on the right line – where you turn in for each corner is the place to start – but once you have the line sorted, your next step is to work on your braking. For most race tracks you just focus

on where to brake, but Brands Hatch GP circuit needs to flow, so it’s down to the amount of brake pressure applied; if you brake too hard then you lose momentum and then it doesn’t flow. Tips for riding a fast lap at Brands Hatch GP:

■ Get the line sorted, use the full track width at your turning, corner apex and exit points.

■ Work on your brake markers, then start to brake earlier with less pressure. Once you’re comfortable with this, go back to your original brake markers and

brake with less pressure to keep the flow.

■ Find a gear pattern with the minimum amount of gear changes; for every extra gear you go up, that’s another gear to go down, and in some sections you will really benefit from holding the same gear.

feels anything like the IoM TT, but because of the techniques needed to get it right.

Line of sight is so important – keeping your eyes up and towards your turn points will take away that sensation of speed; it makes everything happen in slow motion.

As an example, the slowest point

at Craner Curves is between 100120mph depending on the level you’re riding, but by keeping your eyes focused ahead, it doesn’t feel fast at all.

As well as keeping your eyes up and focused on the flow of the track, you need to stay connected through the throttle during the

high-speed direction changes, so when you roll off for Craner or Starkeys, you should never fully close the throttle and that will really help with increasing your confidence to go faster.

After you exit the double apex corner of Coppice, you need to switch your brain into a different

mode – now you need to push the brake points and use full brake pressure and make sure you’re hitting late apex points for Melbourne, Goddards, and Redgate corners. Late apex points, slow corner speed, then get an early and aggressive drive out.

Donington Park

You ride this circuit in two parts, with the first two sectors being very open and flowing, and the final sector being very stop-start and aggressive. I’ve probably done more laps of Donington Park than any other track and I never get tired of it; the wide run-off areas make for a safe environment for my coaching days and the split character of the track gives pretty much everything you need as a rider.

A good lap starts from the tipin point at turn one. That may sound obvious but if you don’t nail the first corner you never get the time back because you need the drive and momentum into the fast and flowing Hollywood and Craner Curves sections.

I always liken the first half of Donington Park to road riding or road racing – not that it

ON TRACK 67 Oulton Park

This is the most challenging circuit in the UK and by far the most difficult to learn – because after each corner, the next section of track is completely blind. If you don’t know where you’re going, then you don’t ride naturally; you tend to be late on the gas and early on the brakes. This just upsets your flow, and it can become very frustrating.

Oulton Park flows in a similar way to Brands Hatch GP, but the braking areas are a bit more aggressive. There’s turn one to tackle, a rapidly approached hairpin, two chicanes, and the fast attacked final turn that also requires some hard braking.

Each blind section is high speed and requires you to plan your turning points in advance.

To get the best speed into Cascades you need to stay left on the approach to the brow and keep accelerating as you switch from the left to the right side over the brow. Clay Hill requires an accurate turn point at the bottom of the hill so you can stay accelerating over and past the brow. That will then set you up wide for the run into your next blind section at Druids.

One of the most exciting corners at Oulton is the Shell Oils Hairpin which is a banked corner, allowing so much more corner speed than a regular flat hairpin. Normally I recommend avoiding coasting; you should either be on the gas or on the

Get on track with Dean…

brake, but for a brief moment you can run into this corner so fast and let go of the brake on a closed throttle, allowing the camber of the corner to give you traction. When you get it right you can feel the suspension compress, and then you pick up the gas for the drive out. It’s awesome when you get it right.

In fact, all of these tracks are something special when you nail them. It takes time, patience

and understanding to get the best out of any of these circuits and the same goes for the other great circuits we have here in the UK. Whatever effort is required, it is well worth it and my advice to you would be to learn how to get the best out of a track, studying the techniques and lines rather than just lapping it up. Not only will you go faster and ride safer, but also you’ll enjoy the experience even more.

If you want to up your game on track, Dean’s the man you want in your pitbox. 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

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AJS Desert Scambler, retro, showroom condition, black/ sunburst red tank, two years old, rarely ridden 500 miles, never ridden in wet conditions, kept covered in garage, unwanted gift, accessories available if wanted, £2250 Tel. 07423 019620.

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BSA Golden Flash, 1951, matching numbers, green logbook and V5C, BSA OC dating certificate, Plunger model, well presented, new tyres, exhausts, silencers, battery, running well, free delivery arranged, £5950 Tel. 01723 372219. Yorkshire.

BMW K1200GT, 2003, 38,000 miles, colour coded pannier, topbox, well looked after, looking to sell or p/x GTS300 willing to sell £2550 ono, ring for more details Tel. Ray 07904 443524.

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BMW C400GT, 2021, maxi scooter, MoT June 2025, 8700 miles, excellent condition, BMW box, FSH, no winter use, new scooter forces sale, SE model 350cc, gloss black, garaged, £4699. Tel. 07784 499299.

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FANTIC 250 trials bike, monoshock, 1991, good condition, £650. Tel. 01275 743415.

BSA A65 Lightning, 1966, immaculate red paintwork, chrome mudguards, headlamp, fork tops, new alternator, battery, silencers, rear tyre, well presented 650cc twin, offered from private collection, V5C, free delivery arranged, £5750 Tel. 01723 372219. Yorkshire.

DUCATI 996, 8500 miles, standard well kept, original, Ducati belts replaced, fully serviced with new filters all round, new battery, new fuel pump, fuel filter and all tubing replaced, paint work excellent, carbon rear hugger, tyres good, comes with mono and pillion seats and rear foot pegs, £7999 Tel. 07495 550640. Email. steven.osborne.esq@gmail.com

HONDA CB250N, Superdream, 1978, 37,000 miles, original condition, runs & rides lovely, no t&t required, well maintained, £2100 Tel. 07754 870327. Essex border.

Email. Stephenbentleyupholstery@ hotmail.com

HONDA CB500X, 2017, one owner, heated grips, lower crash bars, Lithium battery, gear indicator, spot lights, MoT April 2025, ABS 80mpg, 48,094 miles, good condition, £2000 ono Tel. 07990 882776. Hampshire.

KAWASAKI KE175, contact for details, £3500 Tel. 07711 112795. Hull. Email. shaunjamieson68@gmail.com HARDKNOCK Kikker 5150, Bobber 125cc engine, the bike needs to be registered, shifter to your left side to change gear, no clutch, just push and pull, engine gone through and it runs perfectly, only done 3 miles, comes with another brand new engine and loads more bits, I have changed the bars to straight ones, £2500 Tel. 07766 165105.

Colwyn Bay. Email. guyop@ btinternet.com

KAWASAKI Vulcan, 2021, 650cc, 2 owners, 4600 miles, MoT Feb 2025, under warranty till Jan 2025, screen, heated grips, topbox, daytime running lights, crash bars, £4500 Tel. 07770 891023. North Wales.

KAWASAKI Z1000SX Sport Tourer, 2018, 7456 miles, 1043cc, MoT September 2025, garaged and only summer dry weather ridden, £5500 Tel. 07726 462564.

South Lincolnshire. Email. philhomeport2@gmail.com

SUZUKI Marauder, 800cc, new MoT, well maintained and looked after, plenty of chrome, looks lovely in red and cream, bike is standard, apart from rear leather bags and front screen, £3500 ono Tel. 01275 830361. Bristol.

Email. Michaela.hall@hotmail.com

NORTON Dominator 99, 1960, silver/black, slimline featherbed frame, twin cylinder 600cc, matching numbers, original registration, buff log book, V5C, new silencer, 12V, rewound magneto, Avon tyres, running well, free delivery arranged, £5750 Tel. 01723 372219.

SUZUKI GS750, 1978, needs finishing, loads spares, Marshall new exhaust, CDI ignition, spare wheels, head, have V5, £1000.

Tel. 07395 910839.

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.

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

ROYAL ENFIELD Interceptor 650, 2019 reg, full MoT and service history, one owner from new, 1200 miles, black, fly screen, oil filter guard, rack, Enfield Precision silencers, crash bars, mirror extenders, £3200 Email. everetts@ntlworld.com SUZUKI 125 EN2A, 2007, MoT June 2025, new exhaust and tyres, battery, good condition, 9000 miles, two keys, red, £600.

Tel. 07779 098009. Shropshire.

YAMAHA N-Max 125, 2024, white, automatic 800 miles from new, clean as new, 2 year manufacturers warranty in force, £2800 Tel. 07739 860715. North Yorkshire. Email. melvynkhilsley@hotmail.com

YAMAHA TW125, 2000, red, 21,400 miles, MoT June 2025, new brake shoes on the rear, brake pads on the front, oil & filter change, £1800 ovno Tel. 07896 034557. Gloucester. Email. jamessheerin727@gmail.com YAMAHA N Max 125cc, ‘72 plate, as new, mirror extenders, only 160 on the clock, £3300.

Tel. Mick 07583 019959.

YAMAHA 125 YBR Custom, 2011, two owners, under 2000 miles from new, MoT August 2025, two keys, tool kit, handbook, full history as new, red, £1300. Tel. 07779 068009.

Shropshire.

Parts For Sale BSA Bantam, gear change lever, £10. Eversure car ramps, no damage, dry stored, £20.

Pitmans Book of Royal Enfield, 1946-58, well used, slightly tatty, readable, £7 Tel. 01299 266565.

Worcs.

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.

KAWASAKI KLX250 SFG 2016, Supermoto wheels,2.5 x 17 front, 3.5 x 17 rear, gold adonised complete with disks and sprocket, cost £400 each, standard rims included, £450 Tel. 01226 297119. South Yorkshire. Email. philippepsley@ hotmail.co.ukP

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

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

SUZUKI EN2A, 2007, non cone fairing, incorporated headlight and fittings, plus belly pan and handlebars and mounting, all good condition, red, £50.

Also engine for above, very low mileage, £20. Tel. 07779 068009. Shropshire.

YAMAHA XJ600, 2000 spares or repair, MoT failed front disc, good engine, can be heard running, stainless exhaust, good tyres, all electric work, £400. Tel. 01392 279602. Devon.

Wanted LOOKING for a reasonable campervan at a reasonable price, don’t have a fortune to spend, MoT if possible, wanted for a winter project Tel. 07790 512582. Shropshire.

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

South Wales.

Miscellaneous

BKS boots, top touring waterproof motorcycle boots, size 43, worn once, buyer collects, £50 Tel. 07815 208886. Berkshire.

HONDA NT700 Deauville, topbox, with rack, maroon, two keys, mounting plate, some fittings, £75. Honda SH300I topbox, maroon, one key, £45.

Honda NT700 pannier inner bags, £25 all good condition Tel. 01302 340181. South Yorkshire.

MV hat 1998 rally Italy rare, £20.

750S minichamp, new boxed, £175. Large collection magazine articles, swap for anything Curtiss/aircraft magazines, badges: bikes, races, TT, GP, £5 each. Google hub, new boxed, £100. Leather jacket with tassels medium, hardly worn, £30. Engineers tools call for list Tel. 01277 200530.

CABERG Justissimo GT helmet, white, large, brand new, boxed, bargain £55 Tel. 01513 349674.

Wirral.

OXFORD Bone Dry gents motorcycle jacket, black/blue, XL detachable thermal lining. Elbow shoulders, back protection, £25.

Crivit open face motorcycle helmet, visor, grey, size large, £15. Motorcycle gloves, black, knuckle protection, £10, all as new condition Tel. 01299 266565. Worcs.

TOOLS all brand new socket sets, spanner sets, unwanted Legacy 25 tools, £50, collection only Tel. 07708 701866. Scotland.

VINCENT books, MPH magazines, badges, DVDs, large collection magazines and club articles, classic/race books, magazines, articles, badges, sell/ swap for anything Curtiss/aircraft magazines. Sheene t-shirt, poster, book, all new, £30.

MBA125 owner/spares manual 2x, £20. Bill Lomas signed CB show guides 85/81 Tel. 01277 200530.

VIPER gents motorcycle jacket, black, safety pads hardly used, size XL, £30. Ladies motorcycle jacket, size 16, very good condition, black, hardly used, £30. Lewis black leather motorcycle trousers, size 32” waist, very good condition, hardly used, £30. Black leather motorcycle boots, size 8, hardly used, calf length, £30 Tel. 07968 315098. Wiltshire.

WANTED jackets, Belstaff, Trailmaster, D. Lewis ‘Lightning’ 1960-1970s, size 38-40.

T-shirts: Heuer, Assen TT, AGV helmets, etc 1960-70 logo’s Tel. 01277 200530.