MoreBikes January 2025 issue **FREE TO READ!**

Bringing YOU the BEST of biking

Perfect Panigale Pushing to the limit on Ducati’s new 213bhp Panigale V4S

JANUARY 2025 # 222

GET OUT ON YOUR BIKE…

Must-ride route across stunning mid-Wales

HUNGRY FOR REVS?

Why revs are so important and how to get more

USED BUYERS’ GUIDE

What you need to know before buying a ZZR1400

CONTENTS 3

INSIDE THIS MONTH Y JANUAR 2025

20

MORE NEW METAL

We’re kicking off 2025 with another raft of exciting, fresh models

BECOME A MEMBER

4

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

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

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

PERFECT PANIGALE Ducati’s pulled out all the stops with this mind-blowing, new sports bike

TORQUING POINTS… Double-sided swingarms – what are they good for?

38

Take it to the NMAX!

14

Yamaha’s best-selling 125cc scooter just keeps getting better. Here’s our take on the 2025 NMAX125

Welcome to the issue…

B

y the time you’re reading this Christmas will probably be a distant memory and the New Year will be in full swing. It never fails to amaze me how quick the time goes, but I also like to think about the opportunity a new season of two-wheeled antics brings. If 2024 is anything to go by, 25 has got its work cut out. Or, more to the point, I’ve got my work cut out making sure I tick as many boxes as possible.

There are places I want to ride, bikes I

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

want to test, and mates I want to catch up with from all over the country. What are your goals? Anything in particular on the cards? If I’ve learned anything throughout my years, it’s that quite often the best times are the unplanned moments when you just set off down a path and find yourself in a situation you didn’t even know was possible. My motorcycling highlight of 2024 was getting lost in the Sahara on an Africa Twin, which is a story for another day, but that adventure proved

Advertising Simon Meyer 01507 529310 Advertising deadline for February issue January 15 Sales and Distribution Manager Carl Smith Marketing Manager Charlotte Park Commercial Director Nigel Hole Customer services number 01507 529529 Telephone lines are open Monday-Friday 8.30am-5pm

bwilson@mortons.co.uk to be a fitting reminder that there’s a big world out there and plenty going on… you just need to put one wheel in front of the other to make it happen. And I hope that you do just that in the year ahead.

Whatever your riding ambition, however big or small it might be, go and make it happen – then tell us all about it. We’re all in this together.

BRUCE Editor

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

Subscribe to MB and just pay the postage!

MoreBikes

MB recommends bikesafe.co.uk

EvenMoreBikes

OfficialMoreBikes

4 NEWS

More and more bikes…

It seems a long time since we’ve had quite so many bikes to shout about… and we’re definitely not complaining.

2025 looks to be rammed with great models, made all the sweeter by this latest raft of offerings Words: Alan Dowds

Suzuki DR-Z4S/M There were plenty of famous guests wandering around Birmingham NEC at Motorcycle Live last month, and we halfexpected to see Marty McFly and Doc Brown on the Suzuki stand. Because it was back to the future for the Japanese brand, which unveiled the new DR-Z4S and SM at the show. The neat, lightweight supermoto and dirt bike are a 2025 take on one of the great little Suzukis from 20 years ago – the DR-Z400S and SM. The original DR-Z was a high-performance machine for its day, but the 40bhp 398cc DOHC motor was fed by an old-school carburettor, and it didn’t survive tightening Euro emissions rules, going off sale in the UK and the EU in 2007 without any replacement (though it remained on sale in other global markets). Fast-forward a couple of decades, and the market is going crazy for small-bore, well-priced, lightweight bikes, and Suzuki’s brought back a re-engineered DR-Z for a whole new generation.

Suzuki says the engine is all-new – but it’s extremely similar to the original DOHC four-valve lump, with the same bore and stroke, crankcase layout and fi ve-speed gearbox five-speed (the public’s demand for a six-speed box has gone unheeded, sadly). The overhaul needed to meet Euro 5+ emissions regs has been comprehensive, though. As well as the obligatory ride-by-wire fuel injection with 42mm throttle body, O2 sensors and emissions gubbins all round, there’s a new piston, redesigned cylinder head with fl atter flatter combustion chamber, and new titanium intake/ sodium-cooled steel exhaust valves.

Cams are altered, there’s a new dualplug ignition set

up, and both the airbox and exhaust system are all-new.

Peak power is 37bhp – not bad, but a whole three ponies less than you got 20 years ago.

Progress!

The DR-Z chassis follows a similar path, which is to say the same basic set up as before, but with a modernised take. There’s a steel tube frame with KYB USD front forks and rear monoshock, and wire-spoked wheels. Here’s the big difference

between the S dirtbike and SM supermoto: the S has a 21” front and 18” rear wheel, with IRC dirt rubber, while the SM gets 17” rims both ends, and grippy Dunlop Sportmax Q5A road tyres in 120/70 17 and 140/70 17 fitments.

Back in 2005, the only electronics on a DR-Z was a tiny calculator-spec LCD display. Now you get loads more, including probably superfluous traction control, switchable ABS and rider power modes, together with LED lighting and a much bigger (but still retro monochrome) LCD dash. No word on price as we went to press but expect a decent tag when they arrive in the summer.

NEWS 5

2025 Aprilia Tuono 457, plus RSV4 and Tuono V4 updates Aprilia had a heap of updates and new kit at the Milan show, with the neat little Tuono 457 catching the eye. As with the RS457 sportsbike, the miniTuono has kept things premium, with the only aluminium frame in its class, together with preloadadjustable suspension: 41mm USD front forks and a rear monoshock. ByBre disc brakes at both ends look after stopping, and the neat chassis set up gives a light 159kg dry mass.

The engine is the same parallel twin DOHC liquid-cooled unit as on the RS457, with an A2-licence friendly 48bhp peak power. Aprilia’s given the ride-by-wire powertrain a full set of electronic rider aids – again, unique in the class. The little supernaked comes with a proper 5” TFT colour LCD dash and backlit switchgear, to control the traction control, rider power modes, switchable rear ABS and optional up/down quickshifter.

Away from the A2-class, the insane RSV4 1100 superbike and Tuono V4 1100 supernaked both get a slew of upgrades

for 2025. The superbike now boasts a heady 217bhp from the 1099cc Euro 5+ compliant engine, and the Tuono isn’t far behind with 178bhp from the same capacity. The electronics are upgraded on both bikes, with the latest riding aids, and there are new Brembo Hypure brake calipers on the RSV4.

Best of all, the firm’s producing new posh Factory variants of both bikes for 2025: forged rims, semi-active Öhlins suspension, cornering headlights, and loads more.

We’ll be riding both bikes as soon as we can – much more on these flash weapons then…

MV Agusta F3 Competizione Its parent firm Pierer might be suffering financial woes, but MV Agusta keeps turning up to bike shows with outstanding machinery.

This F3 Competizione is a solid upgrade to the firm’s 800 supersports weapon, with radical aerodynamic bodywork, and an even more radical weight loss programme all over. The engineers have cut wet weight to just 185kg with the supplied titanium race Akrapovic exhaust fitted.

With that pipe in place, it also makes 160bhp @ 13,500rpm, giving a very tasty power-to-weight ratio of 0.9bhp/kg.

The big changes over the RR version are on the chassis front. The Competizione has full Öhlins suspension at both ends of the steel tubular trellis frame. The front fork is a fully adjustable NIX30 USD unit with 43mm TiN-coated stanchions.

Out back is an Öhlins TTX 36 shock absorber, also fully adjustable, and operated through the gorgeous singlesided swingarm.

The Competizione also has trick new carbon wheels, specifically developed for the bike, and which cut unsprung mass by a massive 3kg over aluminium rims. Agusta says the mods ‘sharpen up the bike’s handling and agility, especially in quick direction changes, while also adding a touch of aesthetic prestige with their matte-finished exposed carbon’. The trick chassis is rounded off by a new braking system, with 320mm discs and Brembo Stylema monobloc radialmount calipers. No price as yet on the F3 Competizione – but expect it to be pretty stiff.

6 NEWS

Honda updates for the 750 twins

It’s fair to say that both of Honda’s latest 750 twins – the XL750 Transalp and CB750 Hornet – weren’t crying out for any updates.

Launched less than two years ago, the naked roadster and uppermiddleweight adventure machines have wowed customers with their solid performance, high spec list and premium finish, at a great price. But the big H has been tweaking them anyway, with Euro 5+ compliance round the corner, and some slick updates to the chassis and equipment levels. The Transalp has a new fairing with dual LED headlights, a revised air intake and improved aerodynamics, together with a new 5” LCD TFT colour dashboard, with suitable switchgear and updated

phone connectivity (this dash has been rolled out across much of the Honda range this year).

Meanwhile, the Hornet has had a similar update to the lighting, with a new dual LED headlamp, a new 5” colour dashboard, and the engineers have also tweaked the suspension, dialling in new damping settings on the Showa 41mm SFF-BP USD forks and Pro-link seven-stage preloadadjustable rear shock.

The sweet 755cc parallel twin engine makes the same 91bhp peak power in both bikes for 2025, and the CB750 Hornet weighs in at 192kg, with the Transalp tipping the scales at 210kg. Prices for both models are tbc but expect them in the shops early in 2025.

NEWS 7

Ducati Panigale and SF V2

Last issue we got our first sight of the new Ducati V2 engine – an 890cc DOHC non-desmo 90° V-twin, making 115 or 120bhp, but with a new lighter construction, tipping the proverbial scales at 54.5kg.

We pondered whether such a unit would be phat enough (he means powerful enough – plain English Ed) for a Panigale or Streetfighter, both of which had nearer 160bhp in their previous configurations. ‘Ducati may have to do something else’, we opined in our frank ignorance. How they must have chuckled in Borgo Panigale when they opened their PocketMags app last month.

Anyway, since then, we’ve seen these, the two new Ducati V-twin performance bikes: the Panigale sportsbike and Streetfighter supernaked. Both come with the new engine, both hence chalk up some neat weight losses, but both also come with the fairly hefty power downgrade inherent in the new engine. The old Superquadro unit had more than 35bhp more, and even with weight drops of around 15kg, that’s a lotta ponies to lose.

We’ll come back to that in a moment. In the meantime though, the rest of the new Panigale and Streetfighter updates are pretty tempting.

Both bikes are broadly similar, with the same new main frame and double-sided swingarm, similar to the one on the new Panigale V4 (the Streetfighter V2 arm is 30mm longer than the Panigale’s, presumably for more stability to suit the upright riding position). A conventional swingarm like this will always be lighter than a single-sider, all other things being equal, and Ducati also says the new unit is tuned in terms of stiffness to give better stability and feel, while also making the most

of modern slick rubber. The rest of the chassis package is impressive, though a level below the full-on V4 superbike kit – Brembo M50 calipers instead of Hypures, and mechanical Öhlins kit on the V2 S instead of semi-active electronic gizmos.

The electronics package also is beyond reproach: the latest in terms of IMU-assisted software, including sports ABS Cornering with slide-by-brake, Ducati Traction Control, Ducati Wheelie Control, Engine Brake Control, and the new Ducati Quick Shift 2.0, as seen on the new Panigale V4. The S versions are also equipped with Ducati Power Launch and Pit Limiter as standard. You get four Riding Modes (Race, Sport, Road, Wet), and the dashboard is a new 5” TFT with a fresh user interface derived from the new Panigale V4. Updated bodywork completes the picture.

But what exactly is that picture? We’re starting to get a vision of a return to ‘proper’ supersports roots for this type of bike. Less focus on power, and more thinking about weight and the overall riding package – like the original Ducati 748, which was down on power compared with the 916 (and also no lighter), but offered something different in terms of feel and experience.

You can see the flaws in simply aiming for more and more power and capacity with a ‘middleweight’ machine; perhaps a reset is exactly what was needed. We’ll be riding both new Ducati V2 machines soon, and we’ll find out then if Bologna has managed to do just that.

• Both bikes will be on sale for February, priced at £13,990 for the Streetfighter V2 or £15,990 for the V2 S, and £14,995 for the Panigale V2 or £16,995 for the V2 S version.

8 NEWS

CFMoto V4 engine

Here’s one from the left field: Chinese budget bike maker released imagery of an all-new V-four superbike-spec engine at the Milan Show – and just about no facts about it. Dubbed the V.04, it’s a 999cc 90° V-4, making around 210bhp, and will, according to the firm, be ‘competition ready’ which, we assume, means a WSBK effort at some stage (internet rumours that it has something to do with the KTM MotoGP engine are way off the mark). The firm also showed a concept model of a radical superbike, dubbed the Master of Speed, cornily enough. There’s little that looks real about the bike model, but the intent is clear: expect to see this motor in a futuristic, but (hopefully) very well priced superbike in a couple of years’ time!

Royal Enfield Bear 650 Named after the Big Bear run desert race, which Royal Enfield won back in 1960 with 16-year-old racer Eddie Mulder, the Bear 650 is a softish street scrambler, based on the Interceptor 650. The Bear uses the same air-cooled 47bhp 650 twin as the firm’s other classically styled uppermiddleweight machines, but with a scrambler restyle, slightly different frame, longer-travel suspension and 19” front wheel.

I rode the Bear 650 on the riding launch in California, and it worked well, in the vein of Enfield’s other modern bikes.

The styling is sharp, build quality impressive, and on the back roads around Palm

Flying Flea

One thing you can’t accuse Royal Enfield of is underselling its heritage (and rightly so).

The firm’s British ancestor firm built small, folding 125cc R.E. model motorbikes for Allied paratroopers in the Second World War, nicknamed the Flying Flea. They were dropped into battle alongside the soldiers, giving quick, easy field transport and communications in the hours and days before proper reinforcements arrived.

And now Enfield’s reused the name for a new electric sub-brand: Flying Flea. The firm showed off its first prototype electric urban mobility machine, the Flying Flea C6 roadster and S6 scrambler. Both bikes have a striking design, with belt drive, girder front end and minimalist styling. There’re no more tech details – but expect to see them in production from early 2026.

Springs, it was easy to get on with. The engine is a bit underpowered for the mass (214kg) and the front forks quite firm over potholes and catseyes, while the brakes could do with another disc up front. The off-road performance is largely nominal, thanks to that mass and the road-biased tyres, but some gentle, dry green lanes would be fun for sure.

The best part of the Bear, after the styling and finish, is the price: around £6750 for a brandnew, stylish retro scrambler. Pick one up on finance, park it next to the S1000 RR, and use it for sunny backroad bimbles. You’ll have a ball.

NEWS 9

BMW F450 GS concept and F900 twin updates BMW’s ‘F’ range has sometimes been overlooked in the past, which is a shame. The Bavarian bike-mongers was ploughing a lonely furrow in the parallel-twin world nearly 20 years ago with the original F800 models, and now everyone’s in on (arguably) the dullest of the twocylinder layouts. It must be fuming. But not too much, since it unveiled a trio of new F-models at the Milan and NEC shows. First up is what it calls a ‘concept’ (these generally end up as production machines) F450 GS, which is a small-capacity twin-cylinder adventure machine, a step up from the truly entry-level G310 single, but a level down from the likes of the F700/750/800 models of yore. It’s the famed A2-compliant machine that we all know and hate so much these days, with the associated 47bhp peak power output (though we’re still hoping BMW will make two versions, one with more ponies). The release also mentions an A2 licence lower weight limit, which suggests 175kg dry, which is encouraging enough on an off-road beastie.

The engine is an all-new jobbie, designed by Munich from scratch, rather than a rejigged version of something else, which is encouraging. BMW says it’s extra compact and light (not that you’d expect them to say anything else…) and uses magnesium and other lightweight solutions. The chassis looks fairly standard for BMW’s GS machinery, with a steel trellis main frame, aluminium swingarm and bolt-on subframe. Long-travel conventional suspension, wire-spoked wheels and a Brembo brake at each end rounds off what we can see

of the design. There’s little in the way of solid detail from BMW at the moment but going on past form, we’d expect a full release in the new year, and bikes in showrooms late summer 2025, all being well.

• What we do have full facts on is the new F900 range, with a new XR road-based adventure tourer and R naked roadster hitting the showrooms next year. Both get a new fully adjustable 43mm USD front fork replacing the old unadjustable unit, and they also get lighter wheels, saving a claimed 1.8kg over the old parts. Other mods, including an 800 gramme lighter battery, mean a total weight saving of 3kg – not bad. The 895cc 270° engine has the same peak power

KTM statement As we went to press, some very sad news was coming out of Austria. The KTM firm announced that it was entering a form of administration, in an attempt to restructure the business and resolve its woeful financial situation. The company had been struggling over the past year, with poor performance from the bicycle division it expanded post-Covid, and the downturn in the bike trade in 2024 didn’t help. The share price of the parent firm, Pierer Mobility, plummeted through the autumn, and now the company, which also owns MV Agusta, GASGAS and Husqvarna, is fighting for its future.

The UK arm of KTM has issued a statement aimed at reassuring customers though. Released, just after the Motorcycle Live show, the statement said customers don’t need to worry, and there will be no consequences for them. It continued: ‘Nothing will change for our customers. Of course, we guarantee that we will continue to deliver motorcycles, spare parts and accessories under the usual conditions.

There will be no irregularities – neither in the flow of goods nor in customer service. KTM is undergoing a restructuring phase over the next 90 days to align the company with global demand. Until then, customers will not notice this pit stop for the future.

‘KTM is also well prepared for the upcoming road season thanks to new models such as the KTM 125 SMC R, KTM 390 SMC R and the KTM 125 ENDURO R, KTM 390 ENDURO R, as well as the KTM 390 ADVENTURE and ADVENTURE R. These models will be delivered in the first quarter of 2025.’

output – 105bhp – but is now Euro 5+ compliant, and there are detail upgrades to the electronics, riding position and equipment levels.

10 PRODUCTS

OUR TOP

10 PRODUCTS

2

Alpinestars GP-R7 race suit

RRP: £1199.99 / www.alpinestars.com

Just out, this is Alpinestars’ upper-class one-piece leather suit, priced well below the pricey Absolute V2 kangaroo suit, but still packed with features. The main construction uses 1.3mm cowhide with dual layers in vital areas; stretch Kevlar panels and accordion leather sections for comfort; plus extensive perforations for cooling air flow on track. It has a full race cut with pre-curved arms, and the aerodynamic hump is shaped especially to fit the Alpinestars Supertech R10 helmet. It is, of course, designed to incorporate the firm’s Tech-Air 5, 7X and 10 model airbags (including the new 7X wired LED display and 10 Bluetooth display) – but also has Alpinestars Nucleon PLASMA level 2 armour in the limbs, plus outer shoulder and knee protectors. There are pockets for chest and back protectors, and knee and elbow sliders are replaceable, too. The inner liner zips out for washing, and there’s a new internal ‘suspender’ system that supports the suit when you have the top off between track sessions, which sounds amazing.

THIS MONTH Ducati Ogio Redline AGV Pista GP-RR Performance 3 T4 Trolley bag 1Carbon helmet Words: Alan Dowds

RRP: £1249.99 / www.agv.com

AGV says this is an exact replica of the lids worn by the folks in MotoGP – which goes some way to excusing the chunky price tag. It’s the top-end 100 per cent carbon fibre FIM-approved race lid from the Italian helmet brand and is packed with high-end features.

You get a titanium double D-ring fastening; hydration system; customisable inner padding for ideal fit; tear-off kit; metal vent trims; detachable PRO spoiler; and much more. It weighs just 1450g in the small shell size, and is, of course, ECE 22.06 approved. It’s not yet been SHARP tested, but the previous GP-R variant got five stars and full marks in the UK Government safety testing scheme. Available in these subtle red, green, or matt black/ red colourways.

RRP: £159 / www.ducati.com

A medium-sized wheeled case from Ducati, made by top luggage firm Ogio, with a 38-litre capacity and carry-on sizing of 53x35.5x20cm. Looks proper smart, and is ideal for weekends away, work trips, or as cabin baggage when going on a Euro trackday with all your riding gear sent separately with the bike.

4

Isotta seats

RRP: from £170.99 / www.pyramidmoto.co.uk Premium aftermarket seats to fit a range of current adventure bikes, the Isotta range comes in lowered, raised and extra comfort versions. And in a sign that the firm knows its market well, there’s even a special design that improves cosiness around the prostate area… Rider and pillion seats available, with customisable colours and fitments.

PRODUCTS 11

5

LS2 FAST II lid

RRP: £79.99 plain / £89.99 graphics / www.ls2helmets.com

It looks like a pure MX helmet, but this LS2 FAST II lid is fully road legal, with ECE22.06 approval as well as an ACU Gold sticker for competition use. You can even fit LS2’s own integrated Bluetooth headset kit. The FAST II shell is LS2’s Kinetic Polymer Alloy, which is super-light at just 1400g, but claims to rival full composite constructions for strength and impact protection. The peak is adjustable without tools, and the aperture is big enough to suit most goggle styles. It’s packed with vents, too, and has a double-D ring fastening strap.

6

Mint cleaning brushes

RRP: £29.99 / www.oxfordproducts.com

You don’t need to be an eco-zealot to be bored with nasty plastic brushes. These Mint designs are much higher quality and are made with proper old-school wooden handles. The kit includes four brushes to suit drivetrain, tyre/wheel, detailing and a big soft bristle brush.

8

SW-Motech Legend Gear side bag

RRP: £143.99 (LC1 small), £156.98 (LC2 medium) Big black plastic luggage cases are fine for conventional touring bikes, but some machines need a little bit more of a classic, subtle design. This SW-Motech Legends side bag is made of thick, tough canvas with leather reinforcement, and uses a rain-resistant roll-top fastening, with aluminium D-buckle closures and a fully waterproof inner bag for extra reassurance in the worst weather. The bag is available in two sizes, small (9.8l) and medium (13.5l), to fit to SW-Motech’s own pannier mounts, and looks great on scrambler, neo-retro or cruiserstyle machinery.

9

SW-Motech adjustable brake and clutch levers

RRP: £130 (gear) £121.99 (brake), both for the new Honda Hornet. www.sw-motech.co.uk German aftermarket specialist SWMotech has produced a new range of replacement gear and brake foot levers, with extra adjustability, crashproof sprung ends, and high-quality construction. The levers feature adjustable toe pegs that can move back and forward over 50mm travel, with stepless adjustment which are secured with an Allen bolt. They’re milled from aluminium alloy and finished with a special HART-COAT electrolytic process that’s tougher than normal anodising. Available for a wide range of current bikes, including adventure, naked, touring, and retro machines.

2

Zerofit base layers

RRP: from £40 / www.feridax.com or www.zerofit.co.uk

7

Oxford exhaust wrap

£19.99 / www.oxfordproducts.com

Exhaust wrap is one of those things which needs to be used carefully: it can damage some pipes if fitted incorrectly and needs to be maintained – running it all-year round and never cleaning out dirt and salt is a recipe for trouble. But if you need a bit of extra heat insulation, with some retro style, this Oxford kit will do the job. You get a five-metre-long roll of glass fibre wrap, with six stainless steel tie wraps for fitting. Bobbers away!

Winter is the time for extensive base layer use, and these Zerofit garments are now being distributed by top kit firm Feridax, so will be much more widely available. The Zerofit Heatrub Ultimate kit claims to provide five times more warmth than standard base layers thanks to ‘heat thread’ technology within the material itself.

And its Cold Skin products give optimal cooling in warmer months.

12 YOUR RIDE

Your Ride

WIN!

WINNING RIDE

You can win a pair of WEISE NOMAD 120 GLOVES worth £69.99. Warm, waterproof and well-designed, Nomad gloves have got what it takes to keep you riding through the cold and wet winter months.

Featuring full -grain leather and textile construction, with a waterproof Hipora® membrane and 120gsm Thinsulate™ inner liner. Plus, a two-layer storm cuff closure system and touchscreencompatible fingers. Find out more at Weise Clothing WINNER - Robert Hindle

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?

Yamaha RD250

Hats off to Robert, who’s not only restored this beauty over the past 10 years, but also has toured Scotland on it and taken it to the IoM, too. A worthy winner, if you ask us.

James McPake

BMW R1250RS

Jim Tirrell

Honda FT500

Andy Purvis

Kawasaki Z1300

Loving life up in the Cairngorms on his Beemer.

He’s had three of these rare beasts and he’s never had an issue with any. His current one is a US import with just over 1000 miles on it.

Like ‘em big? Andy does. There’s something really iconic about these six-cylinder sensations, don’t you think?

Jonny Pollard

Moto Morini 500

Hailing from 1978, this Morini 500 truly is a classic. And by the look on Jonny’s face, he’s pretty chuffed with it.

Mike Too

Honda CBX

You wait a lifetime for a six cylinder, then two owners enter in a month.

Check out this lovely CBX. Ian Tuddenham

Chaz Stock

Suzuki Hayabusa

Martin Bond

Benelli 504 Sport

Chaz checking the view on his Gen 3 Hayabusa.

Triumph Tiger 900

Here’s something you don’t see every day.

Martin loaded up and headed to Andalucia on his Trumpet. Not a bad place to stretch its legs.

Craig J Dixon Graham Seward

Ducati 998

Apparently, his bike was one of the very last of its type to enter the UK. Nice.

Andrew Robinson

Royal Enfield 350

Getting into the Xmas spirit early doors with his Royal Enfield 350 and the trusty Santa suit. Fully CE-approved we hope.

Pasquale Scola

Kawasaki GPZ900

If it’s good enough for Tom Cruise, it’s good enough for Pasquale. What a cracking choice of bike.

BMW G310 R

Fully loaded up on his G310 R Baby Beemer, all set for the Relay Riders UK final leg. But he broke his ankle a few days later and hasn’t been able to ride since, boooh!

14 FIRST RIDE

Ducati Panigale V4S In a bid to ensure it stays firmly at the top of the sportsbike pecking order, Ducati’s gone all out to create nothing short of a modern masterpiece.

Words: Bruce Pics Ducati

There are some new bikes that come along and grab your attention for less time than it takes to tie a shoelace…

And then there are bikes like Ducati’s new Panigale V4. A machine that’s simply exceptional and littered in so many performance-inducing intricacies that even the likes of Einstein would need a lie down after getting through half of them. As for me, my brain was fried after reading the first of many pages surrounding

this new model’s raft of features and heavily revised focus. To put it simply, there’s never been a Ducati quite like this before so, before you go down the route of thinking it’s just a tarted-up take on the model that came before it, think again. No less than 94 per cent of the Panigale is new, while it could be said that 100 per cent of the thinking behind it is fresher than a mountain glade covered with Febreze. Building on the success of the three previous versions of Panigale V4, Ducati’s

seventh generation sportsbike has blown the doors off of convention, delivering to the market a masterclass in innovation, while hammering home the point that Ducati will stop at nothing in its bid to build the very best of the best. If there’s one thing we all know about Ducati, it is its insatiable thirst for winning; a thirst so profound it could make a seasoned alcoholic appear like they’re having their first pint. Winning is very much in Ducati’s DNA and that’s a point the Italian marque hammers home with

conviction on the racetrack. Be it at MotoGP or World Superbikes, it’s at the top… or at least for now. But if history has taught us anything, it’s never to be forgotten that complacency comes at a hefty, and often heartbreaking, price. Take your hand off the throttle for a moment and a rival will willingly escort you off of the podium.

So how does Ducati ensure it remains at the very forefront, while taking on manufacturers with far more budget and resource at

world championship level?

Well, it has to work harder, smarter, faster. If you’re a fan of racing you’ll have seen innovation after innovation appearing on Ducati’s race machines, often starting out at MotoGP level, where the gloves are largely off in terms of development, before trickling its way down to production bikes, in order to fuel the homologated machines we see on the World Superbike grid, such

DUCATI PANIGALE V4S 15

as the Panigale V4R that took back-to-back wins in the hands of Bautista in 2022 and 2023.

Okay, it might have slipped from its perch in 2024, but that only hammers home the need for the major overhaul of the brand’s flagship road-going sportsbike.

It only seems like yesterday I was on the launch of the original version of the Panigale V4 at Valencia, back in 2018, being blown away by its brute force, smart tech and unmistakably GP-inspired soundtrack. It was a pivotal point for the brand that then decided to turn its back on a long and successful v-twin lineage in pursuit of that next step. Fast-forward to 2020 and refinements came the V4’s way, followed by more tweaks in 2022.

But if there’s a message in the launch of this latest iteration of the model, it’s that tweaks alone aren’t enough to stay ahead of the game. To be the best, you have to build the best and that’s

the reason for the top-to-bottom rework of this protagonist. To call it revolutionary would encourage chuntering from armchair warriors, but rest assured that pretty much all of the bike is new… not just the addition of an unexpected double-sided swingarm or 916-inspired nose job.

So, before I get stuck into the riding experience, I’ll tick off the major focuses that were hammered home during the model’s presentation at a swelteringly hot Vallelunga racetrack, just outside of Rome.

From a pure numbers point of view, the gains simply don’t do the model justice with the headlines being that this latest iteration weighs one kilo less than the last offering, while making 0.5bhp more. Of course, more power and less weight is what it’s all about, but if you were expecting to see some massive hike in power, or slash in weight, now’s the time to send an angrily

headed letter to the fun police that govern Euro5+ emissions.

The fact that Ducati’s actually seen any kind of increase over the last Panigale is irrefutably impressive and it’s had to work hard to achieve it. How so?

Well, the addition of new, higher duration lift cams have helped things along, while longer travel velocity stacks (going farther in each direction) has helped to achieve a better level of induction throughout the rev range. These enhancements aside, the V4 motor also benefits from the same gearbox as the one found in the Superleggera V4, while the alternator rotor and oil pump have been donated by the race-inclined V4R. The combination of which means more power with less heat, made all the sweeter by a big radiator to ensure optimised thermodynamics.

In the presentation room, neatly arranged along its walls were a variety of core components, with

the ‘front frame’ being amongst the most enticing of all. For such a big, powerful bike, it beggars belief that the unit holding the motor to the forks is quite so minute, weighing in at just 3.5kg (a reduction of 700 grams). While a loss of weight was one goal of the new unit, the 40 per cent drop in lateral flex was perhaps the bigger of the aims. As good as the old frame was, complaints of its stiffness didn’t fall on deaf ears, and the same can be said about the swingarm. It seems strange to see a Ducati sportsbike with a double-sided unit, but that’s the place the brand now finds itself at, having been urged by Ducati Corse to go down this route. Less weight, more flex, a massive hike in mechanical grip and consistent tyre wear formed the basis for this trajectory into new territory. Taking slimming to another level was the addition of forged, five-spoke alloy wheels that saved further kilos from the mix. The bad news

is that if you want to become the proud owner of a set, you’d have to invest in the pricier V4S version of the Panigale, which hits home at £29,995, but for that sum you’ll also gain ownership of Ohlins’ third-generation electronic suspension.

While I’m on the topic of tech, a major emphasis of the new bike is the Ducati Vehicle Observer suite. That’s the name that’s been given to the next level of digital governance that incorporates 70 different sensor inputs, plus those detected by the IMU, to refine and master the model’s raft of rider aids. Access to these is granted via a new, super-sexy seveninch, full-colour dash. There’s not enough time in the day to go through its plethora of features and options, but needless to say it’s littered with multiple levels of traction control, wheelie control, engine brake management and engine outputs. There are also five different rider modes on tap,

16 FIRST RIDE DUCATI Panigale V4S Engine Type: 90° Bore x Stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

V4, liquid cooled 81mm x 53.5mm 14.0:1 EFI 213bhp @ 13,500rpm 120.9Nm @ 11,250rpm

Electronics Riding Modes: Traction Control: ABS: Quickshifter/Autoblipper: Wheelie Control: Launch Control: Pit Limiter: Cruise Control:

Yes Yes Yes Yes Yes Yes No No

Chassis Frame: F Suspension: R Suspension: Front Brake: Rear Brake:

Aluminum ‘Front Frame’ Ohlins 43mm NPX25/30 forks, TiN treatment, Ohlins Smart EC 3.0 Öhlins TTX36 unit, Ohlins Smart EC 3.0 Twin 330mm floating discs, Brembo Hypure monobloc calipers Single 245mm disc, Brembo twin piston caliper

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

1485mm 850mm 187kg (minus fuel) 17 litres

Info – Price: From:

£29,995 www.ducati.com

DUCATI PANIGALE V4S 17

that are each customisable. One thing I hadn’t expected was the seven levels of ABS. The higher the number, the more engaging the system, but it was the lower

two settings that really captured my attention. In level 2, you get a track-focused, front-only ABS set up that even a pro could go racing on. But for those that want to

explore something wholly different to the Panigale’s pedigree, level one sees combined braking performance, with the rear brake being moderated to complement

the stopping force of the boxfresh Brembo Hypures that adorn this ballistic beauty.

From an aesthetic point of view there’s no mistaking this

to be anything other than a Panigale V4, but the changes to the bike’s bodywork ensures it’s not only four per cent more aerodynamically efficient than its predecessor, but also unmistakably different. As already mentioned, Ducati claims the 916 influenced the look and lines of the bike, which maybe rings true after a bit of squinting, with a suggestion that even the new design of wings followed the lines of the iconic machine’s bodywork.

Whatever the influence, the bike seems smaller, more compacted, and encapsulating of the rider thanks to a new narrower, taller 17-litre tank and a reworked tail unit, too. The ergonomic triangle is pretty similar to before, but the same can’t be said of the seat that is now flatter, longer and wider. And to complete the racier, yet comfier, directive, the pegs have been made narrower (for more ground clearance), the screen has been made taller (to make life easier on the rider), and the bottom of the tank features textured areas so you can get better grip when hanging off farther than Bagnaia.

With a brain full of facts, figures and countless more questions based on what we’d just heard, the time had finally come to put this bike to test, and to ensure those of us riding got the best experience from the package, we were each given our own Ducati engineer… which only added to the experience. Whether or not it was a consideration from the Italian brand to ensure we actually rode the bike in the direction of

18 FIRST RIDE

its potential is a discussion for another day, but what it meant to me was there was a bloke on hand to help me explore the potential of this 213bhp reprobate, that felt anything other than overwhelming when I tootled around the circuit to get some idea of its layout.

Vallelunga is a beautiful track, blending absolute all-out madness in the first half of the circuit with a tight and technical latter half that demanded you used first gear whether you liked it or not. As the day went on, it would grow on me massively, but the initial 15-minute session was nothing short of mind-boggling and I was thankful that the Panigale was so forgiving as I stabbed at the throttle and brakes with the finesse of a fouryear-old. The engine was so much smoother than I’d imagined, being plentifully potent when asked to perform, yet docile enough to stay composed and restrained at lesser speeds in a way the old Panigale V4 motor simply wouldn’t. And to make things even better, I quickly came to realise how slick and effortless the shifter and blipper were. As mentioned, a good few corners on the track demanded first gear, which is a selection I rarely make because it necessitates going past neutral.

But my concerns were pointless as the downshift was slicker than a greased dolphin. The new bike sports a development called Ducati Quick Shift 2.0, which basically means it’s got rid of the need for a microswitch, so gear

changes feel more direct and natural. Honestly, in my opinion, there are few, if any, systems on production bikes that can go toeto-toe with this piece of tech – it was awesome. The other thing that jumped out during that initial ride was how easy it was to place the Ducati, even on the tighter, slower bends on track, such as a corner called Tornantino, which was all about big lean and a sundial-paced apex.

In the blink of an eye, that first session was in the bag, with my best time being a humbling 1m 53sec lap – around 13 seconds off the front row pace of litre bikes in the Italian superbike championship. I’d like to think I was just taking my time to get to know the V4, which felt wholly different during my second outing.

As warm and welcoming as the Ducati was first time out, I was hoping for fireworks as I left pitlane for that second thrashing.

The only change to the bike was a switch from ABS level 2 (front only, race attack-inclined) to ABS level1 (The same from the front but with the added benefit of a linked rear brake), with the same ‘High’ power engine delivery as had been selected before.

Arguably, I could have been in for a copy and paste performance from the V4, but what I got blew my mind. I pushed a bit harder, braked a bit later, and tried to capitalise on the more familiar layout of the circuit, which only seemed to get madder and more

addictive with pace. Likewise, that’s how I’d describe the Ducati.

Having only tickled it on my first onslaught, I never really got the bike working hard enough to show off its character… but that all changed. I could feel the front squirming on the anchors, the rear beginning to move on the gas, and the weave of the bike, pinned in fifth, tackling the kinky start straight really got my heart rate racing. Admittedly, it’s a fine line between wanting a bit of character and being conspicuously battered by a bike for taking the mick, but what the Ducati was now delivering was that perfect middle ground: all the excitement without any of the pain. I was loving it and felt egged on by the added level of feel and movement that was translating through the tyres to the suspension and the telling frame.

Arguably, the bike needed a bit more support from the Ohlins, but the Pirelli slicks were doing a cracking job of keeping the Panigale pinned to the track, and the tech was, too. Only now was I getting the traction control kicking in, and only then on one or two of the corners. The thing is, I’d see the fancy dash light up as the TC got leaned on, but I’d be lying if I said I could feel its interaction.

The set up was seamless and so, too, was the wheelie control.

Out of the slower bends, despite a mapping of power in the lower gears to limit torque for safety’s sake, wheelies were as

inevitable as governments raising taxes; they were nothing short of guaranteed, with the only variable being how high or how long they’d last before they got brought into check. Again, all this happened without any angry intervention to the drive, allowing me to keep the throttle firmly pinned as the tech did its thing.

As the sessions clicked by and the mocking from my mate on the data ramped up, the Panigale and I really started to gel. By the early afternoon I was feeling supercomfy on the bike, having made little-to-no changes to its extensive web of electronic warfare. Yeah, I’d firmed the bike a little but everything else was pretty much as it came. This being the case, my pace was ramping up nicely with consistent 1min 46s being the order of the day by the second half of our innings. I knew where there was more time to be found and that came down to trusting the bike to do what it was capable of. What had also hit home by this point in the day was how consistent the experience was, quite unlike the Panigales of old.

I knew that if I braked at a certain point, I’d be guaranteed to make that corner entry, or that by braving it out of a bend at full throttle, the tyres and chassis would happily take the abuse. More to the point, the traction control, as dialled down as it was, was unequivocally dependable, whatever the speed.

It became a game of point and shoot, pre-anticipating the reaction

of the bike and building trust in it when that exact thing happened again. Even when more tenths were taken from the time, the Ducati’s behaviour was up there with a loyal Labrador… It’s hard to describe how much the thing grew on me, and the same has to be said of all its tech. The system on the bike that probably won me over the most was the traction control, but the rider aid I hadn’t expected to be so surprised by was the linked brakes. In the latter part of the day, I went back to ABS level 2 (front brake only) and not only did the bike feel harder to slow, it also became harder to turn and hold a line. I couldn’t wait to change it back and regain that rear brake support that I didn’t know I wanted or needed. I’m telling you, that system is genious and a gamechanger to riding fast.

Apparently, factory Ducati GP rider and two times world champion, Peco, had said a similar thing when asked for his thoughts on it at the end of his testing of the bike, which says it all when a rider of his level has such thoughts.

The more I rode that bike, the more I liked it, not just from a mechanical point of view, but also from the point of ergonomics. I liked how spacious it was, with plenty of room to hustle around the seat. For me at 5’ 10”, the pegs offered more than ample leg room and the flatter seat meant my wrists weren’t quite so laboured on the wide bars.

The big screen felt easy to tuck in behind and the large dash was so easy on the eye. During the test I became pretty obsessed by my lap time and my eyes were drawn at key moments to the live splits that flashed up if I was up or down on my best sector time. Likewise, the buzz of seeing your new best lap pop up on the display was something else and made me appreciate just how advanced and focused this model is. Sure, it’s got indicators, headlights and a horn, but the truth is that beneath all that roadgoing clutter lies a ballistic beauty born and bred with performance at heart… even the sound of it made me feel like I was on a pukka race bike. I genuinely fell for everything that this bike was about, but also wound up the test realising that despite six, 15-minute sessions in the bag and having knocked over 10 seconds off my inaugural lap time, I’d only just touched the surface with this thing. What a piece of kit.

20 FIRST RIDE

Taking it to the

NMAX

Yamaha’s sold nearly 400,000 NMAXs globally in 2024, and it’s likely to prove even more popular next year after a comprehensive overhaul. Here’s our take on the next generation NMAX 125 Words: Bruce / Pics ANT Productions/Jonathan Godin

It’s time to be honest with you… I don’t know that much about scooters, but I can read a press release just as well as anyone.

The thing is, when going over the facts and figures surrounding Yamaha’s deliverance of its third generation NMAX, 10 years on from its inauguration, I couldn’t help but feel taken aback by the stats on show.

Despite my ignorance, the NMAX is clearly very well-known globally, purporting to be one of the Japanese brand’s best-selling products… and especially so in Asia. But that’s not to say its not a hit back home in Blighty, where it’s sold over 3200 units in 2024 alone, making it the best-selling two-wheeler in the UK. For context, around 100 R1 sports bikes were sold in the same period, hammering home how significant this learner legal scooter is to the foundations of the firm’s finances.

And it’s probably for that very reason that the model’s been given a solid update for 2025, not just in a bid to make the motor Euro5+ eligible, but also to repay the platform and its loyal fanbase for the NMAX’s success.

What’s new about it? Well, quite a lot.

Aesthetically, it’s impossible to ignore the sportier, more alluring lines of the bodywork that have brought the model a step closer to the likes of the XMAX and TMAX, with its more sheer-faced front end and the tightening of the overhangs at the back of the Yamaha.

To encapsulate that more premium and sportier look, there are also new LED projector headlights and an equally snazzy LED rear light assembly that integrates the indicators to encourage a sharper look and loftier projection of the warning to fellow road users.

The handling of the bike has also been given a boost thanks to stiffer springs in the forks and longer, stiffer shocks at the back, increasing the seat height by 5mm as a consequence (now 770mm). There’s also a two-step preload adjuster on the shocks, should you find you’ve over-indulged at lunch… or rammed full the spacious 23-litre underseat storage compartment. In the cockpit you’ll find a new LCD dash that’s easy on the eye and covers all the basics. Below that, in the footwell, there’s the keyless ignition switch that not only allows you to switch on the scoot, but also plays host to the steering lock, fuel filler cover and the hinged seat. Either side of the switch are handy pockets. The left side is open and comes kitted with a USB-C socket, while the right side is lockable and waterproof.

Of course, a scooter is only the measure of its motor and to ensure the NMAX stays at the top of its game, the 125cc Blue Core engine’s been given a bit of a seeing to. This latest iteration sees a host of new items including a different tensioner, new barrel, an altered crankshaft and cam sprocket, plus different rotor dimensions.

Then, of course, there’s a new O2 sensor to add into the mix, alongside an emissionhugging stop-start function to limit exhaust gasses when the engine’s not needed. You get the point, it’s the same but different… still claiming to make 12bhp and produce 11.2Nm of torque.

On face value those performance figures might not seem all that grand, but when you factor in the scooter only weighs 132kg, the output on tap is actually pretty decent, as I experienced firsthand in and around Barcelona

YAMAHA NMAX 125 21

22 FIRST RIDE on the global launch of this machine.

First impressions really do count, and the thing that hit me instantly from the very first turn of the throttle was the pleasant connection between what I asked for and what I got, with marginal buffering before the revs translated to drive, powering me on to the city streets at a credible rate of knots. The 0-30mph speed of this thing is hard to fault, so for urban riding, zipping around and squeezing into and out of tight spaces, it’s child’s play. But how would it cope on the surrounding hills and the dual carriageways that would take us out of the city?

In short, it could hold its own, but I found a bit of forethought was needed, especially when trying to overtake at higher speeds. I saw a comfortable 70mph on my clocks, but it seemed to take forever to wind up to that speed, with exponential gains once I’d crested 40-50mph.

On simple roads with little-to-no traffic, the Blue Core motor was in its elements, chugging along nicely and making for some enjoyable riding, but on occasion we’d hit a bit of traffic and it felt like one had to run the gauntlet when putting a pass in. Of course, the more time I spent behind the bars, the more predictable and pleasurable these instances became.

Coming back to those aforementioned performance figures, the NMAX certainly seemed more potent than they’d have you believe. The only thing I did question was the need for the integrated traction control, which can be turned off, but was there by default every time the ignition got reset. Overkill? Well, I’ll keep my mouth shut because I’m the type of bloke to spout off and then come unstuck on a slippery, wet white line. More to the point, why wouldn’t Yamaha want to make this scooter as user-friendly and safe as possible? If anything, they should get another star for that.

One area of the scooter that was extremely hard to question was its handling. Right from the get-go I’d been impressed by the agility of the NMAX that proved able to switch lines and smash apexes with ease. The balance of the product is fantastic, and the riding position not only encourages lithe handling, but also provides a great connection with the 13”

tyres beneath. Apparently, the previous model had suffered from a slightly soggy front end, but this iteration felt firm and supported at all times, talking nicely to me as I threw it in and out of the hundreds of bends that littered our route.

The rear was nice and firm, though a slightly stiffer spring rate wouldn’t have gone amiss for my 80-kilo frame. As agile as the Yamaha was, the other thing that hit me was how stable the thing felt, stomaching bumps in the road nicely, even when the NMAX was on its ear.

It’s at this point I should probably mention the ground clearance limitations that became apparently not very long into the ride. The centre-stand was a sucker for grinding out, which made for a few sketchy moments as the rear tyre began to go light around a bend, but only because I didn’t heed the warnings on tap. For most riders, scraping the

underside of this scooter won’t be anything to worry about, and I dare say that if I actually owned one of these, I’d show it a lot more respect than I did on this joyride in Espana.

The truth is that the NMAX was proving to be much more fun than I could have ever imagined, and it was stupendously easy to ride, too. Good handling, good brakes and a predictable motor only added to its virtues, that were also bolstered by the relaxed riding position and the solid level of protection from the elements. Our NMAXs featured a sport screen, but there’s also a high screen available for the new model, alongside a host of other accessory goodies, such as heated grips, fancy levers and a 34-litre top case.

On this short but sweet taster of the Yamaha, I didn’t feel like the base option lacked for anything, opening my eyes to this other side

And then there’s the NMAX 125 TechMAX…

of two wheels that I know so little about. If anything, the NMAX did a good job of whetting my appetite for more of the same, making me wonder just how capable the XMAX or TMAX are in turn. And that’s perhaps a big part of the logic behind Yamaha’s decision to bridge this 125cc offering closer towards its bigger bored

If the NMAX has got your juices going but you’re craving a bit more in the tech department, you’ll be pleased to know that there’s a higher spec, smarter option on the cards that’s called the TechMAX. It wasn’t available for test on this launch, but it is said to be in the UK around May time and it offers a few enticing differences to the base model for not a lot more money. In essence, the highlight of the TechMax is the addition of a 4.2” TFT infotainment display that incorporates a load of new features, including Garmin StreetCross navigation, which is free of charge on this model. The actual display is much more engaging, too, and better suited to those that are tech-dependent for connectivity on the go.

While most of the scooter otherwise mirrors the base model, the addition of TechMAX-specific colourways and a more premium finished seat are sure to make the Yamaha stand out. When it arrives, it will cost around £3900.

brethren… this forms the perfect first step into the MAX family. If this is anything to go by, I dare say they’re pretty epic.

SPECS: Yamaha NMAX 125

Engine: Type: 125cc, single-cylinder, SOHC Bore x Stroke: 52mm x 58.7mm Compression: 11.2:1 Fuelling: EFI Claimed Power: 12bhp @ 8000rpm Claimed Torque: 11.2Nm @ 6000rpm Chassis: Frame: Tubular steel frame F Suspension: Telescopic forks, non-adjustable R suspension: Twin shocks, adjustable for preload Front brakes: Single caliper, 230mm disc Rear brake: Single caliper, 230mm disc Electronics.

Riding Modes: Yes Traction Control: Yes ABS: Yes Quickshifter: No Autoblipper: No Wheelie Control: No Launch Control: No Dimensions: Wheelbase: 1,340mm Seat Height: 770mm Wet Weight: 132kg Fuel Capacity: 7 litres Info: Price: £3600 From: www.yamaha-motor.eu

24 READERS’ RIDES

Day Ride:

Wales in the winter Words and Pic: Dave Manning

Heading from Shropshire over to Cardigan Bay, this stunning, 84-mile joyride is sure to put a smile on your face

For this Winter Ride, focussing within Wales, I decided on starting from Oswestry, the town of my birth. Now, while the town isn’t actually in Wales, but a spit over the border into Shropshire, it could be argued that it wasn’t the right place to start for the Welsh Winter Ride. However, when I was born my sisters were both at school in Oswestry, and were both taught Welsh, so that’s close enough for me…

The plan was to ride across the country, heading west, to end up at the coast for the potential of warming fish and chips.

And, with it being in the colder half of the year, and with an awareness of how bleak the conditions can get when riding through Snowdonia or into the Brecon Beacons, the decision was made to stay away from the more remote areas and higher altitudes.

So, an easy place to start is at the services on the A5, just outside of Oswestry, an easy point to get to from the Midlands, via Shrewsbury, or from further north by using the A483 from Chester and past Netflixpromoted Wrexham. It’s worthwhile filling up with fuel here, as if you decide to spend any time off-piste, you may struggle to find a petrol station in the wilds of Wales, given not only that so many smaller filling stations have closed, but also because even the larger ones may be closed on a Sunday (or, bizarrely, occasionally during the week, too).

Croeso i Gymru

Alongside my two KTM-mounted colleagues, Andy and Graeme, we left the services roundabout on the A483, headed past Sweeney Hall and Llynclys

Farm shop, before turning right on to the A495 and following the road as it becomes the B4396 when the A495 forks left for Machynlleth. You’ll finally cross the border into Wales along this piece of curvaceous Tarmac, about seven miles after your fuel/ coffee/breakfast stop at the services, and you’ll be feeling the draw of the Welsh countryside by now.

After you’ve passed the Fork Handles Farm Shop (yes, really) on the right, you’ll soon see signs to the right for Llanrhaeadrym-Mochnant, which is an easy and quick diversion to go and look at the very impressive Llanrhaeadr waterfall, which will be in full spate during the winter months, although the little dead-end lane that runs to the falls (and the café right next to them) is narrow, and will be greasy and leafridden, so take your time!

Another few miles along the B4396 you’ll arrive at a T-junction, turning right on to the B4391, signposted for Bala. This is a beauty of a road, with the hills of the eastern edge of Snowdonia ahead of you as you begin to climb. You’ll shortly ride through Pentre and then Llangynog, with the New Inn on the right-hand side being convenient accommodation for the nearby off-road school operated by Dakar legend, Mick Extance. There was also the Revolution Bike Park mountain bike organisation close by, but sadly this closed down on January 2, thanks to the larch trees in the forestry surrounding the park being infected by phytophthora ramorum, a nasty pathogen that also causes the Sudden Oak Death disease.

We stopped for pictures along the climb up on to the moors overlooking Lake Bala (actually called Llyn Tegid). It can get incredibly bleak here if the weather isn’t playing ball, making the twisting drop down into Bala town itself rather welcome.

Once in Bala, we turned left to ride through the middle of the town on the A494 and to the café at the end of the lake for a warming cuppa. Although, this time, the café was closed, so no brew for us – we’d have to wait.

There are a few cafés in the town though, but having stopped, taken a few pics by the lake and had a chinwag with a few fellow motorcyclists also out for a midweek ride, we were keen to keep moving, so threaded ourselves back through Bala, this time turning left at the eastern end of town and on to the A4212 heading for Trawsfynydd.

White water and history

The fact that this road passes the National White Water Centre gives a clue as to the contours through which it travels, but you also pass the Frongoch Internment Camp, a makeshift place of imprisonment during the First World War and subsequently the 1916 Easter Rising, when over 1600 Irish Republicans were held there, the camp later becoming known as the ‘University of Revolution’, thanks to the way the Republicans could train and influence other inmates!

After passing Llyn Celwyn on the left, with little hope of spotting the flooded village of Capel Celwyn in wintertime –

WALES - EAST TO WEST 25

MSL July 2024 ◆ Yamaha MT-09 ◆ KTM 990 Duke ◆ Norton

DECADE OF THE

Commando 961SP ◆ Husqvarna Vitpilen

eshes the Yamaha refr 4 MT-09 for 202

& Svartpilen 401 ◆ Motorcycle first aid ◆

TOURING URING WITTH

SUPERHERO Is BMW’s F900GS the new go-to?

Honda Adventure Centre ◆ TVS Motor Company

ed XR BMW’s empower

DUSKY HUSKY

profile ◆ Jump-start your bike

Parallel twin Arrow

KTM 990 DUKE Marching to the top of the hill

www.mslmagazine.co.uk

July 2024 Issue766

No.767 August 2024

ATTENTION GRABBER

£5.10

MIDDLEWEIGHT EWEI EW EIGH GHT TRIPLETS TRIPL LETS LE TS S Guzzi’s V85 br bret brethren ethr et hren

Norton Commando 961SP

INDIAN SCOUT SMALL MOVEMENT DUKE

Indian’s new quintuplet of cruisers

KTM’s 390 naked

001 Cover MSL_SEP.indd 151

7/16/2024 6:50:46 AM

With adventure and ‘going the distance’ at its heart, Motorcycle Sport and Leisure is the must-have mag for those with itchy feet or looking for first-class motorcycling inspiration on a global scale. Treat yourself to a copy by scanning this link.

the lake being a manmade reservoir that flooded the village in 1965 – the road begins to drop down towards Trawsfynydd, and the junction with the A470.

It’s a big, fast, open road, with some superb views, and so happens to go past the mountain bike centre at Coed-y-Brenin, which rather conveniently has a café and toilets. It’s an ideal stop for a warming stew, chunk of fresh bread and a brew.

Although it was something of a last-minute decision for us, requiring a jump on the brakes and some frantic indicating, but a great decision thanks to the great food and charming high-level café.

Fed and watered, it was back out on to the A470, continuing south away from Llyn Trawsfynydd and its hydro-electric powerplant, bypassing Dolgellau and then turning right at the Cross Foxes Inn, on to the A487, and the road that is well known for fans of military aviation. For this is the road that goes through the area known as the ‘Mach Loop’, a valley renowned for its views of Royal Air Force jets flying at low level. So low, in fact, that it’s possible to clamber up the valley sides and actually be at a point above the planes as they fly past! But we didn’t stop, did no clambering and saw no aircraft, as we were keen to press on towards the coast.

Dropping down from the valley, ahead you can see a glorious lake, Llyn Mwyngil, that the main road veers south to avoid.

Fortunately, there’s a right-hand turn, signposted for Tywyn, that snakes away from the main road to then follow the southern edge of the lake. There’s a pub on the left, just as the lake starts to taper off – the Tyn-y-Cornel Hotel – that has

a slate wall inscribed with fish that have been caught in the lake – ‘brown trout 5½lb, 2nd September 72’, etc.

The road soon starts to level off, and you see the evidence of holiday caravan sites before you arrive at Tywyn itself. A trundle straight through the town, following signs for the railway station and the beach, and you find yourself in a car park with a truly tremendous view of this part of the Welsh coast, look northwards towards the Llyn Peninsular and Anglesey, and south into Cardigan Bay, Aberyrstwyth and New Quay.

There are various options if you’re wanting to extend the route by following the coast north or south, retracing your route inland and then heading south on the A493 to Aberdyfi, or just finding a nearby hotel or pub to warm yourself in front of an open fire.

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

WHITE DALTON 27

Q&A

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

Q

. I have been a biker for the last 40-odd years and had all sorts over the years from BSAs to VFRs. Now I am a bit older and have a bit more money, I entered the Gold Wing era of my life about two years ago. It was something I thought I would never do! However, a mate lent me his and I instantly got it. It was like riding on a floating armchair. After that, it became an expensive year as I purchased a new Gold Wing along with a trailer that I had sprayed to match.

I also got involved with a local group who do a lot of meet-ups and ride-outs, etc. Whilst I was out with these guys heading to a camping weekend, we were cruising down the motorway when we came across the classic middle lane hogger. I understand our ride leader flashed him to get out of the way, but he simply sat there plodding along at around 65mph. Eventually, our ride leader pulled out into the outside lane and wagged his finger at him as he passed and waved the rest of our group to follow him. It’s fair to say that wound up the middle lane hogger and as our group of eight or 10 bikes passed him (at around 70mph, so not speeding) he was sticking his fingers up, as was his teenage kid in the back.

As my intended audience of the occupants of the car was out of hearing range, I duly replied with a one-handed gesture as I passed him. The idiot.

I didn’t think too much about it. However, I have now received a Notice of Intended Prosecution for driving in the offside lane of a motorway

SOLICITORS

www.whitedalton.co.uk

whilst towing a trailer (I had my camping kit in the back). The Police have also sent photographs, presumably taken from the middle lane hogger’s dashcam, of me on my bike in the outside lane.

I’m thinking of defending it on the basis that I was forced to overtake the middle lane hogger by his actions and also because it would have been dangerous to hold up the rest of my group.

Alternatively, our ride leader (a retired insurance loss adjuster who knows his stuff) said I could simply ignore the police letter requesting the rider’s details, and it will probably just go away.

What do you think I should do? . Forget George Orwell’s dystopian 1949 novel Nineteen Eighty-Four and the ubiquitous slogan, ‘Big Brother is watching you’. Instead, we, the people, appear to be taking great selfrighteous delight in videoing and reporting each other daily and doing the Police’s job for them and/or putting it on social media for ‘likes..’

Parking that ‘phenomena’ for now, it appears the middle lane hogger has uploaded his video to the Police’s system. Just by way of background, there is something called ‘Operation SNAP’, which allows the public to submit video and photographic evidence relating to driving offences that they have witnessed. As for what to do, I am afraid your suggestions are not legal defences and your ride leader is wrong. So you are aware, a person convicted of failing to provide information would be fined up to £1000

A

and either have their licence endorsed with six penalty points or be disqualified from driving.

Therefore, you are advised to return the driver identification questionnaire within any time period specified by the authorities. Following that, I suspect you will be offered a fixed penalty offer of three points and a fine for £100 for riding with a trailer in the outside line of a motorway because it is illegal. My advice is that whilst it may be a bitter pill to swallow, you should accept the fixed penalty offer because you are guilty of the offence. Lastly, without wanting to preach, the speed limit for towing a trailer on the motorway is 60mph, not 70mph, so you need to be careful in the future if you are trying to keep up with your group. . My daily ride is a Triumph Street Triple 765 RS. I have about a 10-mile commute with the latter part along a busy high street to my office (I am an estate agent). I had just passed a double decker bus which had stopped, unsurprisingly, at a bus stop. As I had just pulled back in front of the bus, on my side of the road, I was confronted with a police car speeding on the wrong side of the road. Apparently, he had overtaken traffic at around 40mph in a 20mph zone, and had gone to the right of a ‘Keep Left’ bollard as he was on an emergency call. I had nowhere to go and hit him head on. Now I have a trashed bike, a broken leg, and about three months’ loss of income (so far). I thought this would be a ‘slam

Q

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

dunk’ case as he was on the wrong side of the road, and I would not have been able to see him beforehand because of the bus. However, my insurer has just told me the Police have denied liability as they have a ‘legal exemption’ and can speed and drive on the wrong side of the road if they have their blue lights on. They told me I would lose my case. Help! . There are exemptions available to drivers of police vehicles from criminal prosecution in certain circumstances. For example, under section 87 of the Road Traffic Regulation Act 1984, there is an ‘Exemption of fire brigade, ambulance and police vehicles from speed limits’ when … ‘it is being used for …police purposes, if the observance of that provision would be likely to hinder the use of the vehicle for the purpose for which it is being used on that occasion’. In short, a police officer may have a ‘legal exemption’ from being prosecuted in the criminal courts for speeding, etc. However, that doesn’t mean that s/he can drive around, ignore all the traffic and hazards, be on the wrong side of the road, cause an accident and injure a biker, and not be held liable in a civil court. My advice is ignore your insurer and get a specialist road traffic solicitor to bring a claim against the Police. You should win from what you have said. The Police do not have a ‘legal exemption’ from driving around causing accidents and hurting people.

A

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.

TECH TALK 29

So you want more REVolutions?

Ducati’s Panigale V4R mawkes massive power, thanks to a sky-high rev limit. How does it do it? And why are revs so important for power? Let’s find out.

Words: Alan Dowds Photos: Mortons Archive

I freely confess that I’m a bit jaded and cynical these days. It takes a lot to impress these old bones, and while I’m all for new bikes, it seems a lot of them lack quite a lot in the inspirational department. One bike that’s certain ducked that trend of late is the fancy-pants V4R. Not for the

obvious glitz and glam of its carbon wings, or super-trick Öhlins NPX25/30 forks, but more so because of what can be found on its spec sheet.

Namely, its peak power output – and more specifically, the revs at which it makes said power. A brain-frying 221bhp, at 15,250rpm. Yep, fifteen

thousand, two hundred and fifty revs.

Every minute. That’s in road trim. And the actual redline is even higher! The limiter kicks in at 16,000rpm in gears one-to-five, but in top gear (sixth), it gets another 500 revs, to 16,500rpm.

To put this in perspective, the Yamaha R6 made our heads fall off

when it was launched back in 2008 with peak power made at 14,500rpm.

The legendary Honda CBR400RR NC29 was a proper high-revver, although it was launched 25 years ago, and it only hit 14,500rpm. You have to go down to the lunatic 250cc inline-four Japanese domestic market

machinery of the early 1990s to find a road bike that revs higher – the MC22 CBR250RR redlined at 19,000rpm, thanks to the teeny 33.8mm stroke.

The CBR250 only made about 40bhp though. And its pistons were more like tiny thimbles than the coffee cupsized slugs in a litre superbike.

30 TECH TALK More revs, more power

So, to truly put things in perspective, how does the Panigale V4R redline compare with its peers nowadays?

Well, it’s fair to say it makes them all look a bit donkey-like. Its rival litre sportsbikes on the market include BMW’s S1000RR and Kawasaki’s ZX10R. The Beemer makes peak power at 13,500rpm, with a redline marked on the tacho at 14k. Pfft. Meanwhile, in the green corner, the RR version of the ZX-10 Ninja has a special valvetrain design aimed to raise revs by 600rpm, and makes its peak power at 13,500rpm and the rev limiter calls time at 14,800rpm. That’s good, but it’s still a hefty 1700 revs shy of the V4R. So, the Panigale is the rev boss. But why are high revs such a good thing?

Well, broadly speaking, revs means power. Literally. The power output from an internal combustion engine is calculated by the force applied at the crank (we call this torque), multiplied by the rpm (the equation is pretty simple: power = torque x rpm / 5,252, using lb-ft for torque and bhp for power). That’s why, when you look at a dyno chart, the power curve kinda follows the shape of the torque curve – if the torque stays steady, the power increases gradually as the revs increase – but if there’s a sudden spike in the torque curve, then you get a corresponding peak in the power curve.

Increasing the torque you get from an engine can get you so far. In crude terms, the torque is a measure of the force created at the piston top by the combusting fuel/air mix. A bigger bang will, all things being equal, give a bigger shove to the piston. Imagine a Tour de France cyclist. Give him a bigger pair of thighs (say, by injecting him with elephant steroids), and he’ll be able to shove harder on the pedals, pull a higher gear, get up a steeper hill faster – make more power, in other words.

TECH TALK 31 Performance at a price

If you’re limited by the amount of fuel and air you can burn in each cylinder, then there comes a point where you hit the limits of the force produced on each combustion stroke. Improving efficiency is one route to making a bigger bang – making sure all the fuel burns efficiently, increasing compression ratio, having a strong ignition system, ensuring the fuel/air mixture is exactly right. If you can fit a turbocharger, or increase the cylinder bore, you can force more fuel and air in and make a bigger bang that way.

But if you can’t do this (as with a WSBK homologated 999cc motor), then the only way to make more power is to make the same size of bang, but at higher revs. Our massively-thighed cyclist can go even faster if he manages to pump his giant legs up and down faster on the pedals. More revs – or pedal pushes – per minute, with the same force makes you go faster – because you’re producing more power.

There are a few enemies of revs in an engine. As the rpm increases, there is less and less time to get fuel/ air into the cylinder, burn it, and get the exhaust gasses out again. Even at a lowly 5000rpm, a four-stroke engine

Maxing out

How fast does a piston move then?

We work out the *average* speed of the piston by a fairly simple equation: average piston speed = 2 x stroke x (RPM¸60). If you’ve got a spare 10 minutes on Excel, you can work out the piston speeds for some engines, and you’ll quickly see the current limits. On a basic commuter engine like a Honda CB500, which makes peak power at just 8600rpm, with a stroke of 66.8mm, the average piston speed at peak power is 19.15m/s. The S1000 RR makes peak power at 13,500rpm with a stroke of 49.7mm, and at that point its piston speed is 22.36m/s. At the redline of 14,600rpm though, the little Bavarian pistons are whistling along at 24.18m/s. The V4S pistons move at 25.85m/s at its 14,500rpm redline, while the new V4R pushes this up to 26.62m/s at the 16,500rpm top gear redline. Erk. This explains why the Panigale V4R piston is such an advanced design.

Ducati’s used a two-ring forged design rather than the three piston rings used on normal road engines

is firing nearly 42 times a second, and the piston moves up and down the bore four times as often – about 170 times a second. So, if the inlet valve opens for the whole of the piston inlet stroke, there’s just 1/170th of a second to get the whole fuel/air charge into the cylinder before the valve closes.

At the redline of the Panigale V4R – 16,500rpm in top gear remember – there are 137.5 combustions per second, in each cylinder. And the

piston makes the journey up and down the cylinder 550 times each second. So, there’s 1/550th of a second to fill the cylinder with fuel and air.

Okay, air can be moved fast – big ports and valves, large throttle bodies, carefully-sized inlet trumpets, cunning exhaust systems all help here. But there’s a downside to all this, too. Big ports and valves work less well at low speeds, so what you

gain up top you can lose down low if you’re not careful. And having 220bhp at the top end of a race engine is no good if your competitors are making 50bhp more through the midrange, when you’re pulling out of a hairpin bend. So just making an engine breathe efficiently at super-high revs is difficult enough.

But the next enemy is a mechanical one – maximum piston speed. As we pointed out earlier, at high revs,

the piston moves up and down the bore a lot. And there comes a point where the speed gets so high, that normal aluminium can’t hold up any more – the forces on the rings, and the friction created by the high speed is bad enough – but you also need to cope with the massive forces at top and bottom dead centre, when the piston and rod have to be stopped, then started moving again in the other direction.

for an intake and exhaust stroke, so the intake valves have to open fully, let the charge into the motor, then close again, sealing in the massive combustion pressures in around that time period. Then the exhaust valves have to open and let the red-hot gasses out again in the same kind of time. With conventional engine designs, the valve springs need to be very strong and stiff to bang the valves closed in time – this adds friction.

There’s a big advantage in cutting weight here, of course; lighter parts can be accelerated and decelerated much faster, and the forces involved are smaller, so you can use lighter springs. Ducati uses titanium inlet valves and titanium valve retainer collets to cut mass – but the (smaller) exhaust valves are steel, because the weight saving wasn’t worth the effort.

Get the valve control wrong, and the valves can start to ‘float’ – staying open a fraction longer than desired, and that’s when the pistons can

hit the valves, wrecking the motor.

Ducati has a big advantage here. Its desmodromic valve operation lets it use radical cam profiles, big valves, and high revs, because its engines use two cam profiles for each valve – one to open the valve and one to positively close it again. Using a mechanical cam to slam a valve closed rather than a spring means more exact valve movements, which is a massive benefit at high revs.

So, in the end, maybe it’s not such a big surprise that Ducati is able to do this. It’s been working for years with massive piston speeds on its big-twin superbikes, and its decades of experience with desmodromic valves lets it apply that technology to the problem, too. Add in the closeness of the MotoGP Desmosedici engine design to the Panigale V4 motor, and perhaps we shouldn’t be so gobsmacked, disconcerted, or dumbfounded at the V4R’s power and revs at all…

(the only 4-stroke production bike on the market that goes down this route). A three-ring design uses two compression rings and one oil scraper ring, but the V4R has just one compression ring and one oil ring to cut friction. It’s a bold step – and with one less ring, you might expect more in the way of oil consumption.

Ducati has a load of experience here, of course. Its big twin superbikes had to make massive pistons move at big speeds – the 1299 Panigale’s soupbowl pistons were hitting 25.6m/s at 11,500rpm. And the 1199 Panigale R revved 500rpm higher: its pistons were doing a stunning 26.72m/s at the 12,000rpm redline – the highest piston speed we can find in a ‘road’ bike. So, making smaller pistons that can hold together at these speeds is well within the Bologna skill set. The final problem with high revs is the valves. Remember that while the crank spins once per engine revolution, the camshafts rotate twice as fast, and the valves have to open and close in a vanishingly small period of time at high revs.

As we worked out earlier, at 16,500rpm there’s 1/550th of a second

USED BIKES 33

Royal Enfield or e t e M r e Sup Words: Bob Picket

The Super Meteor is, in Enfield’s own words, one of their flagship models, featuring upside-down Showa suspension, an LED headlight and a Tripper navigation system as standard. The 648cc parallel twin is lifted from the Interceptor/Continental models, but with revised mapping to give a wider spread of torque with 80 per cent available at just 2500rpm.

On the launch ride in Rajasthan (India’s largest and most sparsely inhabited province) testers gave special praise to the engine and suspension. But how well would it handle the East London/Essex borders?

Give me some spec

Its tubular steel spine-type frame plays hosts to a 648cc parallel twin engine, pumping out a claimed 46bhp @ 7250rpm, with maximum torque of 2.3 Nm @ 5650rpm. Seat height is 740mm.

A first for Enfield are the bike’s 43mm upside-down telescopic fork, while hauling up its 241kg (90 per cent fuel and oil) wet weight is a single 320mm disc, twin piston floating caliper up front, supported by a single 300mm disc, twin piston floating caliper rear.

What’s it like to ride?

The Super Meteor is a nice place to sit. Its bars curve gently back, its pegs sit a touch forward of

centre. I disagree with the ‘ideal for even the shortest of riders’ comment from the world launch.

Taller than its nearest rivals and broad, too, smaller riders try before you buy.

I do agree with the praise dished out on the engine. Lifted from the Interceptor/Continental models, remapped to supply a wider spread of torque with 80 per cent available from just 2500 revs.

Power is smooth, instant, and linear. You can bimble in any gear, or if you want to push on (it’ll take it), drop a gear and rev harder.

The suspension also deserves praise. It’s soft but never bottomed out, soaking up everything thrown at it. Add to the neutral handling, corners are simplicity itself. Once you turn in its assured and solid; that extra weight (around 30kg) over the Interceptor has it hugging the road. That said, the extra mass impacts braking performance.

The single 320mm front disc has to work a lot harder. It’ll stop, but the extra effort is noticeable. That said, Enfield has increased the rear disc to 300mm (from 240), adding significant extra stopping power.

That relaxed riding position and comfortable saddle mean racking up the miles is easy (two hours in the saddle, never fidgeted). This is the standard model. For ultra distances look at the Celestial

with highway screen and different saddle.

The clocks are great (no rev counter but a selected gear counter, which is nice); mirrors give tons of feedback. A centrestand is a nice bonus. One gripe is the short gear pedal. I missed it a couple of times, making a conscious effort to locate.

How much does it cost?

The Astral (single tone colours) is £6799; pay £200 more for the Interstellar (same bike, two-tone colours). The Celestial (touring version with screen and different seat) is £7200.

Thanks to…

A big thanks to East London Kawasaki/Bacons Motorcycles for letting us take this Enfield for a spin. Find their new and used offerings at: https://www.baconsmotorcycles.co.uk/

34 QUICK SPIN

Quick Spin:

Keeway V302C If you’re into your cruisers and want a lightweight one at that, the Keeway V302C could be right up your street.

Words: Andy Bell Pics Pics: Gary Chapman

What is it?

With its low stance, wide bars and feet forward riding position this bike certainly falls well into the cruiser class. Styling looks the part for sure and this is definitely one of its selling points with bar-end mirrors, chunky tyres front and rear, and a classic round headlight amongst the first of a list of features you notice. With a v-twin motor at its heart and a blackedout image, it’s not until you approach the Keeway that you realise this is quite a compact machine, which makes it appear less intimidating up close.

Talking tech…

The design of this V302C is also joined by some beefy upside-down forks at the front and twin shocks at the rear, with the latter helping to keep the back end looking tidy and low - so low in fact the seat height is a mere 690mm. LED lights are fitted all round and, alongside the classic headlight I have mentioned, the bike also comes with minimalistic bullet lights at the rear to add to the look Keeway is after.

The 298cc 4-stroke liquid cooled V-twin engine produces 29bhp with 26.5Nm of torque, which happens to be spread well across the range of power to the final belt-driven rear tyre.

Tech-wise, there doesn’t seem much to really get overly excited about… obviously you get ABS but there is no traction control or cruise control, and the suspension is non-adjustable, let alone not having any fancy phone connectivity.

The small, round clock is very retro yet simple but does show the essentials needed for a ride out. The switchgear on the handlebars is also minimalistic but at the same time it’s refreshing not to have an array of buttons that you don’t always use when just going out for a spin.

Cracking on…

The already mentioned low ride height did take me a bit of time to get used to, dialling in to how low you had to go before making contact with the saddle.

Once in the seat (and I do mean in the seat) it was wide and comfy, and the shape flowed well, keeping the overall profile low. There is an option for a pillion, but I wouldn’t fancy the back seat on here as I don’t think it is really aimed for that, although another seat option with a rest is available should you wish.

Backing out of the garage was an easy affair, with both feet more than easily touching the floor thanks to its relatively lightweight nature. I was pleasantly surprised by the sound produced from the matt black 2-in-to-1 exhaust which seemingly looked uninspiring. There was a noticeable bark from the 298cc motor which improved with speed and a distinctive grunt could be heard through each gear, even at 60mph, unlike some other similar-capacity machines.

I don’t want to sound too negative because I did actually enjoy my time on the Keeway. However, one thing that I did notice from the very first mile until I finally parked it up, was the vibration through

QUICK SPIN 35

36 QUICK SPIN

The stuff that matters…

Power: 29bhp @ 6500rpm Weight 167kg Price: £4799.00 Contact: sales@motogb.co.uk

was only when I did get into some faster corners and was pushing on a little more. For the majority of my ride, I was quite content cruising along with the bumps being soaked up nicely and effortlessly tipping into one corner after another.

I had covered a fair few miles on this bike while testing it, taking it on both bumpy back roads and some normal A-roads where I could stretch the legs of the engine and take in a variety of slower bends and some faster sweeping ones, and found both to be within the bike’s capability. Without the time to do so myself, I would say that this would also be a confident machine to take on motorways if you had the need to travel on them as well.

Worth a punt?...

the pegs. While it wasn’t enough to shake your boots off, it was very much present and hard not to focus on. The Timsun tyres that come as standard didn’t fill me with a great deal of confidence, especially after a couple of mini slides in the first few miles from the rear when I didn’t even think I was pushing too hard, so I’d look to change them if I bought one.

On a more positive note, the brakes did feel more than up to the job of pulling up the Keyway for the style of riding intended, but the chunky front forks did dive a little too much when asking for anything more than half of the stopping power available.

While I’m on a roll of negatives I also took a little dislike to the fact I was never sure if the next

gear had been selected on the upshifts, a small point maybe, but with not so much as a click or clunk from the lever I spent a fair amount of time early on looking down to double-check until I got used to this ‘feature’, for want of a better word.

I guess I should add some positives now not just for the sake of it, but there were some

other notable points that I did find pleasing. While this is no sports bike or even trying to be one, I did expect the changing of direction to be a bit of a problem.

However, this was carried out with relative ease and with minimal input despite my initial thoughts. I also expected the rear to wallow around in the corners and, while this did happen, it

This is not a big engine HarleyDavidson by any means, but then maybe that is where it can find its gap in the market. You don’t get the Harley badge, but you only spend a fraction of the price. You don’t get the big monster engine, but you get a smaller, lighter bike to get to grips with. You get the idea. I can imagine if you are a smaller-framed person wanting a taste of a cruiser or maybe you have another bike of a different nature and fancy a cheaper one as a second bike for the garage, this could be an option. It just depends on if you think the low-tech Keeway is worthy of its asking price, but if you are thinking about it, it just might be worth a try.

38 TORQUING POINTS

TORQUING POINT: SINGLE-SIDED REAR SWINGARMS Words: Alan Dowds

TORQUING POINTS 39

Ever seen a red squirrel? Unless you live in the right part of Scotland, it’s unlikely; the ginger rodents have been outcompeted by their dull sciuridaen relatives from North America, the eastern grey squirrel.

And we all prefer the tufty-eared red variant over the grey, don’t we?

Why is that? My theory is that it’s mostly just because they’re less common. If the red squirrel discovered firearms, they would soon be in charge, the greys would be screwed, and we’d whine about that.

It’s the same with bike technology.

Everyone loves a single-sided rear swinging arm – but mostly because they’re unusual and look cool, like the fluffy red squirrel. Also like the red squirrel, they’re simply not as good at the job in hand – though that means holding a spinning rear wheel and transmitting suspension forces rather than gathering nuts, hibernating, and making new squirrels.

The main practical advantage of a single sider is very modest: when it comes to rear wheel maintenance, it’s quicker and easier to unfasten a big nut, or some bolts, and lift the wheel off a fixed hub than to mess about with axle, nut, spacers, brake caliper mounts, and chain or shaft drive components. The only place where this is an advantage is endurance racing, where teams need to swap wheels in and out during pit stops.

Seconds saved here mean positions on the track. You can also argue that chain tension adjustment is more elegant, with an eccentric hub mount.

That’s it for advantages then – apart from the style. The downsides are pure engineering: supporting a structure on one side – a cantilever – is always harder than doing it at each end. Spreading the forces transmitted by a bridge, a roof, or a spinning rear wheel evenly over two ends is clearly more effective. At this point, a writer will perhaps implore the reader to try and support a spinning bicycle wheel first with one hand holding the axle at either end, then try to do the same holding it on just one side. Have a go if you like, but you can probably envisage how it will go.

So – a single-sided arm needs to be designed with much more complex, stronger structures to keep the rear wheel in line, transmit the driving and braking forces to the tyre, and transfer wheel movement to the suspension. All the time, the wheel is trying to twist its way out of line, meaning a large, expensive, heavy hub and arm.

A sub-optimal design then. But for 30 or 40 years now, a single-sided swingarm has been an ostentatious

sign of ‘trickness’. The full history of a one-sided rear swingarm goes back to the 1940s, when small bike and scooter makers worked out they could save money by mounting the wheel on a hub held on one side like a car. An integrated engine/swinging arm became par for the course on step-thru scooters, and with so much mass and material in that unit, it was no big thing to beef it up into a single-sided unit.

BMW was the first to bring singlesided arms to mainstream bikes, adding one to its R80 G/S in 1980.

Here, the chunky shaft drive used on the firm’s Boxer engine helped a single-sider make sense. That Monolever design became the Paralever, and every new Boxer design up to today has a single-sided arm.

Look at one now, and you’ll see how chunky it is, and the mass penalty incurred is part of the reason that the Bavarian twins have always been a bit heavier than the competition.

It was Japan that really made the single-sider cool, though. Honda had worked with ELF on new suspension systems for its GP race bikes, including a single-sided arm called Pro-Arm. By the late 1980s, a variant on the patented system made it to the road, on the NC24 VFR400 and RC30 VFR750R. The no-holds-barred techfest that was the 1992 NR750 used one, of course, as did the RVF750R RC45, and the Pro-Arm even extended its remit into that most mainstream of bikes, the VFR750, in 1990.

It’s Italian exotica that has stuck with a single arm in recent years though, led by Ducati. When the 916 appeared back in 1994, one of the biggest chassis mods from previous superbikes was a giant cast aluminium mono-arm. Ducati stuck with the 916-based design for a decade, before going to a dual-sided arm on the 999. It was a better bike, but even its best friend would agree it was far less pretty. When Ducati went back to a more conventionally attractive design with the 1098, it also went back to a single-sided arm and has stuck with that – until now.

That’s because for 2025, Ducati has dropped the mono-arm on its premium Panigale V4 superbike.

The double-sided replacement unit is gorgeous – massive lightening cut-outs, slim aluminium beams, neat chain adjuster. But it’s not a singlesider. Good news for the mass, and the chassis engineers, who now have one less headache to cope with. But as with the squirrels, we’re maybe all just a little sad that the pretty, unusual one is becoming a bit rarer once again.

40 USED BIKE GUIDE

Buying a used…

KAWASAKI ZZR1400 If you want serious performance, you need a ZZR...

Words: Jon Urry Photos: Mortons

There is an old adage that goes, ‘There is no replacement for displacement’ – a statement that rings very true when it comes to Kawasaki’s mind-bending hyperbike, the ZZR1400. Although when the supercharged H2 SX was launched in 2018 the aging ZZR fell out of favour and was subsequently dropped from the firm’s model range as it didn’t meet Euro5 requirements, a flashy forced air induction system on a litre engine can only get you so far in terms of smooth torque. Nope, if you want the ultimate gruntmonster that delivers mountainlevelling amounts of mid-range in an ultra-smooth fashion, there

is only one way to get it – buy a big capacity hyperbike. If this appeals, and you want it to also contain a load of modern tech, then the ZZR is by far and away your best option.

Initially launched in 2006, the first generation of ZZR1400 is a bit forgettable as although it is (predictably...) very fast, it is also very much old-school in its approach and lacks the modern electronic systems. And it is this fact that sets the ZZR aside from its main rival, the Hayabusa, as where Suzuki basically stood still with its hyperbike’s development, Kawasaki actually allowed the ZZR to evolve. Okay, this wrong

has now been rectified, but you need to spend £17,999 on a new or £15,000 on a used currentgeneration Busa to gain traction control, where just £6000 will get you a ZZR with this on it.

If you are a canny used bike buyer, that’s a bit of a no-brainer decision...

If you have never ridden a hyperbike before, initial impressions of the ZZR can make it seem a bit unappealing. There is no denying its look is a touch dull and its sheer size is also quite intimidating. Tipping the scales at 265kg, the Kawasaki is a big old bus and despite a reassuringly low seat height of 800mm, pulling

it up and off its side-stand does take effort. But this weight has its benefits, something you notice as soon as you get properly rolling.

Once out of town, where admittedly the Kawasaki can feel a bit top-heavy and ponderous, the ZZR’s weight really starts to play into its hands. Absolutely rock-solid at all speeds (even 186mph) in a straight line, aim the ZZR at a set of sweeping bends and although not the fastest turning it is incredibly solid and sure-footed. Its bulk means it’s no scratcher, but if you ride mainly on A-roads it is an absolute joy and its stable chassis gives you bags of feedback and confidence.

Although the Performance Sport model comes with an Öhlins shock, the stock bike’s unit is fully adjustable so the benefits in terms of handling are fairly minimal.

However, the fact the Öhlins unit is fully rebuildable where the stock one isn’t should be a consideration for used buyers. A replacement shock will be in the region of £500-£700 for a quality one where getting the Öhlins item refreshed will be closer to £250.

As the miles click past (very quickly if you want) it is hard not to be impressed by the plushness of the ZZR. Not only is the suspension set for comfort, also the seat is beautifully squishy

2012-2020 KAWASAKI ZZR1400 41

ALSO CONSIDER THESE:

2012 BMW K1300S Private: £7400 Dealer: £8000 Introduced in 2009, the K1300S has an advanced electronics package but is a little too touring-orientated to be fun. Fast, just lacking a ‘wow factor’ Engine: 1298cc, l/c, 16v inline four Power: 163bhp @ 9250rpm Torque: 131Nm @ 8000rpm

2013 Suzuki Hayabusa

Other things to know…

Model updates Although the ZZR1400 has been around since 2006, the 1441cc bikes are radically different to the early 1352cc model.

Launched in 2012, this bigger capacity and more tech-heavy generation was only updated in 2016 with small engine and ECU mods to allow it to pass Euro4 and a new dash, so nothing to really to write home about.

Performance Sport editions The Performance Sport variant first arrived in 2014 and features an Öhlins shock and road-legal Akrapovic exhaust end cans.

In 2016 it received the same Euro4-pleasing updates as the base ZZR1400, but the Sport also gained braided brake and clutch lines and new Brembo M50 calipers with a radial master cylinder to sit alongside the Akra exhausts and Öhlins shock. A Sport will set you back

£500-1000 more than a base bike.

a taller screen, pillion seat cover and tank pad.

Servicing The ZZR1400’s clever monocoque chassis makes servicing an absolute nightmare, especially when you are talking a big one, as there is next to no room. Getting the plugs out (every 7500 miles) is tricky, but the valve clearances (15,000 miles) is a right fight that will set you back about £800. Always check a bike’s service history as although the engine is understressed, these checks do need to be performed at the required intervals to ensure reliability.

Brakes Although the Performance Sport model comes with Brembo calipers (on later models) and braided lines where the stock model has Nissin units and rubber lines, they suffer from the same issues on used bikes.

As the ZZR is both heavy and fast, the discs tend to wear out and so do the pads. Check both have plenty of meat left on them as new OE discs are £279 each from Kawasaki. If you are buying a stock model, consider uprating the brake lines to braided units for safety.

Variations Kawasaki did like to give owners options with the ZZR and aside from the Performance Sport, which is a separate model in its own right, there were also Performance editions.

The Performance just gains Akrapovic exhausts from the parts and accessories catalogue (the same as on the Sport) and

Corrosion A lot of ZZR owners take their bike touring and that means being ridden in all conditions.

As a result, corrosion can be a bit of an issue, especially on the radiator. Always check this area well for any signs of leaks as a new unit is £795 from Kawasaki!

Don’t just assume all is well

behind the fairing, get on your hands and knees and with a torch give it a good inspection as rust can set in where water is trapped.

Cam chain tensioner The ZZR’s cam chain tensioner is always a bit noisy when first starting the bike. However, if the rattle persists then be a bit concerned as that isn’t normal.

It may just need a new tensioner or there may be something a bit more untoward...

Accessories A fair few ZZRs come with a top box fitter or panniers, which is good to see, and a lot also have a taller screen as the OE unit is quite short. Heated grips are common (Kawasaki did sell aftermarket ones) and also replacement exhausts and a (very helpful) centre stand. A few owners fit items to remove the speed restriction (a TRE or via an ECU remap) but these are rare and for road riders, a bit of a waste of time.

Private: £6499 Dealer: £7200 The Busa has outlived the ZZR and despite being far more analogue, is still an amazing machine. ABS arrived in 2013 alongside uprated Brembo brakes Engine: 1340cc, l/c, 16v inline four Power: 178bhp @ 9600rpm Torque: 143Nm @ 7000rpm

2008 Honda Blackbird Private: £3600 Dealer: £4200 The choice of the speed junky who also wants refinement and a low price tag, the Blackbird is old but a brilliant sports tourer with excellent build quality and reliability Engine: 1137cc, l/c, 16v inline four Power: 139bhp @ 9300rpm Torque: 115Nm @ 7100rpm

42 USED BIKE GUIDE

and the riding position sporty without being over the top. It’s a great bike for devouring miles on and even pillions are fairly well catered for. And a major factor in this overall feeling of ease is the astounding motor.

Able to pull top gear from as little as 3000rpm, the inline four is just one huge turbine-like

producer of torque that is not only blisteringly fast but also incredibly flexible. Thanks to the genuine 148Nm on tap, gear changes are kept to a minimum and once you are over 30mph, it is effectively a big twist-and-go. And a bloody fast one at that!

You really do need to treat the ZZR’s throttle with respect. Not so

much due to the outright power as the traction control system is pretty good, but more down to the fact the speeds creep up imperceptibly as the motor is so smooth and that makes being caught doing silly velocities a very real possibility.

To be fair, this is always an issue with a hyperbike but where the H2 SX has a few dips and peaks in

its power delivery that give you an indication of where you are at, the ZZR’s output is just so smooth you never really get this help – officer...

There is no denying that owing a ZZR1400 requires a high degree of restraint but if you are after a bike for touring Europe on it is a great option. Sitting at constant motorway speeds is effortless

(maybe go via an autobahn to allow it to stretch it legs...), overtakes require simply a small extra application of throttle, and once you reach the twisty roads, the chassis is more than up for a bit of fun. Fast, versatile, and reliable, the Kawasaki ZZR1400 is one heck of a used bike for a very reasonable amount of money.

Price guide: £5000-£11,995 Cheapest private: £5250 14,171 miles. Some paint fade and a bit of wear and tear Our choice private: £6000 19,145 miles, just serviced and very clean with a good service history Cheapest dealer: £6350 17,640 miles, 2012 bike in white/blue and in beautiful condition Our choice dealer: £9500 9057 miles, lovely low mileage Performance Sport with a new MoT Ex-demo: n/a

SPECS: Engine: Type: 1441cc, liquid-cooled, 16v, inline four Bore x Stroke: 84mm x 65mm Compression: 12.3:1 Fuelling: Electronic Fuel Injection Tested Power: 185bhp @ 9750rpm Tested Torque: 148Nm @ 7500rpm Chassis Frame: Aluminium monocoque F Suspension: 43mm KYB inverted forks, fully adjustable R suspension: KYB monoshock (Öhlins on the Sport), fully adjustable Front brake: Four-piston Nissin (Brembo on the Sport) calipers, 310mm petal discs Rear brake: Two-piston caliper, 250mm disc Dimensions: Wheelbase: 1480mm Seat Height: 800mm Wet Weight: 265kg Fuel Capacity: 20 litres Running costs: Service interval: Minor: 7500 Major: 15,000 Valve clearances: 15,000 Service costs: Minor: £500 Major: £850 Valve clearances: £850 Right fairing: £144.74 RH Engine casing: £116.25 Brake lever: £53.14

44 THE INSIDE LINE

FROM THE ARCHIV

E

YOU’VE BEEN FRAMED WORDS: Steve Cooper PHOTOS: Mortons Archive

Luca Cadalora in particular struggled and even his Marlboro Team Roberts partner Wayne Rainey didn’t find the 0WF2 the easiest thing to ride.

Revisions were rolled out in time for the Japanese GP, allowing the American to make the best of the situation in a season where he and fellow countryman Schwantz on a Suzuki were fighting tooth and nail most of the time.

A new frame was tried at Assen at extremely short notice, but Rainey persisted with the ‘Mk.2’ metalwork for the race, coming in fifth. With GPs at two-weekly intervals, there simply wasn’t the time or resources to get Yamaha’s race team back in Japan to build, test, and ship revised chassis back to Europe for the next GP. The Assen prototype frame had been built by Serge Rosset’s ROC firm and

The best-laid plans of mice and men – things went a little sideways for Yamaha at the start of the 1993 season and didn’t end well either.

With everyone pretty much happy with the revised big bang motors, the factory decided to focus on the chassis. Using extruded alloy sections rather than the previous welded and fabricated Deltabox, the new set up should have resulted in a perfect marriage of running gear and power unit. However, it didn’t work out that way due to the significantly increased rigidity of the arrangement, meaning riders were suffering from a dramatic lack of feedback.

PAGE OF PRACT 35 PAGES

! ! !

ADVICE INSIDE ICAL ADVICE INSIDE! ICAL ADVICE INSIDE CAL ADVICE INSIDE! ADVICE INSIDE OF PRACT ICAL 0 PAGES OF PRACT GUZZI LE MANS34 850 0 32 PAG PAGES YZR500 D! PAGES OF PRACT ICAL PAGES PAGE OF PRACTI YAMAHA MOTO MARTINhim at the April34 D! show!

OUT CENTREFOL30 PULL-OUT GT750 PULL YAMAHA RD350B Pull-out centrefold!

YA Pull-out centrefold!

UZUKI GT550 GUY SU PULL-OUT CENTREFOL S Talks bikes – see

AWASAKI ZRX1200R KA Buyer’s Guide!

Buyer’s Guide!

SUZUKI S

Buyer’s Guide!

Buyer’s Guide!

VJ22 SUZUKI RGV250 SUZU Buyer’s Guide!

BMW R100

YAMAHA TZR250

WIN!!

Kawasaki’s

COMFORTAIR SEAT CUSHION

WORTH £69 AND TAMIYA

KITS!

RETRO HELMET WORTH

£130, BRIDGESTONE

CHARGER, COMFORTAIR

SEAT CUSHION WORTH

Set to stun!

WIN!

KR-1 stroker

WEISE MALMO GLOVES

WORTH £74.99, MTR

Yamaha’s naked

noughties Fazer

£69 AND TAMIYAA KITS!

No.413

WIN! WEISE WAVE GLOVES WORTH £99.99, MTR

£130 RO HELMET WORTH £130, RETRO

CHARGER BRIDGESTONE CHARGER,

COMFORTAIR SEAT CUSHION

WORTH £69 AND TAMIYA

y Why

RETRO HELMET WORTH

■ Niall

rrides the Yamaha XSR900 GP Retro X

MAGNA RTA CAR ng Honda’s

RETRO REPAINT!

YAMAHA XSR900 GP

■ Ridin

V65 Magna V4

’s we love Ducati’

133

001 Classic Motorcycle

TALE GER 955i TITrriumph’s Tiger:

RETRO-SPECTIVE: III TRIUMPH ROCKET T C

5/30/2024 3:01:01

001 CMM July 2024_JUL.indd

Plus

■

venture biking adv

G C CS INCLUDING:

1/31/2024 9:10:10

PM

Mechanics Cover_MAR.indd

for

BLADE SHARP CBR929RR

Plus P

IVE: R RETRO-SPECT Z650 K KAWASAKI

■ Honda

FireBlade ridden

001 CMM Cover_APR.indd

WORTH £130, BRIDGESTONE

CHARGER, COMFORTAIR

SEAT CUSHION WORTH

£69,

TAMIYA KITS & S100

BIKE CARE BUNDLE WORTH

£100!

£5.20 No.439

ated underra May 2024 Yamaha’s 1990s Thundercat: rt 600 of the superspo

Plus

IVE: R RETRO-SPECT K KAWASAKI TURBO G GPZ750

4/4/2024 10:36:38

PM

132

MODERN CLASSIC

AM

MOTORCYCLE MECHANICS

INCLUDING:

FIVE DECADES OF TRIUMPH US YER SHED. 00s: SR500 HILLWORKSHOP: SHOW TOOL OF THE MONTH. S2R. 80s: HONDA CBR250R, YAMAHA TRIUMPH YL1. 50s: SPEED TRIPLE, DUCATI CB750 DOHC.60s: YAMAHA ANSWERED AND CLIMBER. 70s: HONDA Q&A: YOUR QUESTIONS SPECIAL. Also: MEMORIES! TIGER SPOTTY BIKE YOUR BIKES AND

5/1/2024 10:26:07

133

001 Cover CMM_JUN.indd

1

*Followed by £24 every six months

■ Ducati 350

SCRAMBLE! SCR ridden S

INCLUDING: CS INC

MECHANICS C MOTORCYCLE MECHANIC FIREBLADE. 90s: MODERN CLASSIC FIVE DECADES OF HONDA CBR900RR US YER SHED. 00s: 70s: SUZUKI TS400 APACHE, HONDA WORKSHOP: SHOW TENERE. Also: Q&A: YOUR TOOL OF THE MONTH. RACER, YAMAHA XTZ750 SUPER SPOTTY BIKE SPECIAL. TRIPLE TRIUMPH TIGER TRIUMPH SPEED AND MEMORIES! Z900 SPECIAL. 50s: AND YOUR BIKES ST70, KAWASAKI QUESTIONS ANSWERED

3/6/2024 2:57:37

6 issues for £24*

£69 AND TAMIYA KIITS!

AM

001 Cover CMM_MAY.indd

132

CHARGER, COMFORTAIR

g crackin two c We ride s KH250 Kawasaki

O O C C MECHANICS MOT MOTORCYCLE III. 90s: YAMAHA MODERN CLASSIC INCLUDING: ANICS INCLUDING MECHANIC justt two grand!

TRIUMPH ROCKET FIVE DECADES OF MOTORCYCLE MECHANICS 955i. 90s: US YER SHED. 00s: GPZ900R TOP GUN MODERN CLASSIC TRIUMPH TIGER WORKSHOP: SHOW FIVE DECADES OF GSX-R750F, KAWASAKI ANSWERED AND US YER SHED. 00s: HONDA CB750F-A, TOOL OF THE MONTH. 80s: YAMAHA DT125LC, SUZUKI WORKSHOP: SHOW TS400 APACHE, Q&A: YOUR QUESTIONS TOOL OF THE MONTH. SPEED TRIPLE RACER. 70s: SUZUKI Also: Q&A: YOUR QUESTIONS YZF600 THUNDERCAT. DT360, YAMAHA RD350B. Also: MEMORIES! TRIUMPH TC305 LAREDO. REPLICA. 70s: YAMAHA YOUR BIKES AND KAWASAKI KR1-S, RACER. 60s: SUZUKI BIKES AND MEMORIES! YOUR SUZUKI GT500 CAFÉ ANSWERED AND

MECHANICS INCLUDING:

MOTORCYCLE MODERN CLASSIC TRIPLE. 90s: FIVE DECADES OF TRIUMPH SPEED US YER SHED. 00s: HONDA DT70, WORKSHOP: SHOW 70s: SUZUKI GT500 CAFÉ RACER, ANSWERED TOOL OF THE MONTH. 80s: HONDA CBR250R. BS-90. Also: Q&A: YOUR QUESTIONS KAWASAKI KDX200.

60s: BRIDGESTONE AND MEMORIES! SUZUKI TS400 APACHE. AND YOUR BIKES

£130, BRIDGESTONE

MTR RETRO HELMET

terrific twin

MARLBORO MAN! Mackenzie

SEAT CUSHION WORTH

L TWINTRIPLE £5.20

April 2024

MAH DARM

1000

TS! KITS KIT

WORTH £99.99, MTR WIN! WEISE WAVE GLOVES No.438

£5.20

BRIDGESTONE CHARGER,

No.440 June 2024

HELMET WORTH £130,

K! KWIK KWAK WORTH £100, MTR RETRO

by a gravel trap that been built more with race cars than motorcycle riders in mind.

Wayne Rainey’s spine was broken, and he would never walk again.

Could the American have won the championship? Almost certainly, given how the ROC chassis had proved to be so effective and even more so give Rainey was still second at the end of the season to Schwantz – 248 to 214 points. Luca Cadalora carried the flag, managing to gain fifth in the overall results.

With the 1994 season just around the corner, Yamaha was going to find it an uphill struggle without its top man.

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

3XV

WIN!!

S100 BIKE CARE BUNDLE

based heavily around the 1991 0WC1, and on shakedown it proved to be a godsend.

A first at Catalunya followed by a third at San Remo saw Rainey take back control now that the back end of the bike was no longer breaking away. At Donington, Mick Doohan skittled Alex Barros and Kevin Schwantz off, allowing Yamaha to take a 1-2 with Cadalora finally mastering the 500 to take the win. Things were looking good at last for Yamaha with another 1-2 (Rainey then Cadalora) at the Czech GP, but the Italian GP at Misano cast a shadow over the entire padlock for the rest of the season.

A combination of late braking and a minor problem with the Tarmac saw Rainey crash out. What looked like a ‘normal racing crash’ was complicated

AM

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

Expiry: 31/12/23 *UK only offer

The VJMC; run by motorcyclists for motorcyclists www.vjmc.com 01454 501310 Office hours Mon-Thu 10am- 4pm 01454 501310

CLASSIFIEDS ACCESSORIES

TYRES

WEB WATCH

www.morebikes.co.uk

Selling your bike is

Classified FREE for private readers

For Sale BMW G310R 2022 (72) white/ blue/red, showroom condition, 3300 miles, BMW warranty till September 2025, full BMW service history, 2 keys, service and owners manual, datatag, fly screen, rear hugger, assist/slipper clutch, USD forks, electronic throttle controller, always garaged, fine/dry use only, cash on collection only, £2950. Tel. 01513 345927. Wirral.

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

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

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

Yorkshire.

BSA Golden Flash, 1960, black, 650cc twin, very original with enclosed chaincase, airfilter housing, new battery, photos, V5C, running well, ready to ride, free delivery arranged, £4950 Tel. 01723 372219. Yorkshire.

BSA Shooting Star, 1958, metallic green, well presented, 500cc twin, Akront alloys, Avons, new battery, Craven panniers, topbox, photos, V5C, very genuine, running well, from my private collection, free delivery arranged, £5750 Tel. 01723 372219. Yorkshire.

CLASSIC Japanese bikes all in need of some work, Yamaha XS650SE; Kawasaki Z1000 Ltd, £2500; Honda CBR1000, 1995, £800, no offers, all V5Cs available Tel. 07474 128407. Email. sprudence1900@gmail.com HONDA CB250N, 1981, 86,000 miles, black, lots of work done but needs finishing, been dry store for last 10 years, easy winter project, £700 ono Tel. 07391 048529. Herefordshire.

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

HONDA CG125, 1996 Brazil, scruffy but reliable, 32,000 miles, owned since 2005, regularly serviced with history, new chain and sprockets 2000 miles ago, will have 12 months MoT, ride or renovate, £550.

Wolverhampton. Email. paul_ aesuk@yahoo.com

HARLEY-DAVIDSON 1996, FXD Dyna Super Glide, only done 9072 miles, recent new tyres and battery, £5750 ono, might deal for British bike Tel. 07866 909192. Leeds.

KTM Adventure 1190R, 2014, one owner from new, 57,700 miles, vgc with good service history, KTM panniers, Akrapovic, spots, heated grips, power parts seat, radiator protector, full engine protection, all original fittings included, recent front tyre, chain and sprockets, battery, £3250 Tel. 07815 186070. North Yorkshire.

MOTO GUZZI V650 Special, 1992, my bike from new, 20,000 miles, rebuilt as Cafe Sport, new battery, tyres, alloy rims, stainless spokes + exhaust, single and dual seats Tel. 01313 332725. Edinburgh.

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

Northants. Email. loasby19@ hotmail.com

LAVERDA RGS 1000, virtually as new, engine block rebored and new liners and head unit reconditioned carbs are Keihin from Laverda Scotia, new Jota thickened exhausts, tank has been extensively renovated and resprayed Speedo tacho unit new, lovely bike, £8000 Tel. 07899 985770. Exeter. Email. john998@icloud.com

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

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

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

SUZUKI GS125, 1991, red, very good condition, miniature Katana, 10,800 miles, cruiser, £1250 possible p/x Tel. 07880 868316.

PIAGGIO Vespa, 2011, 124cc, 2 owners, full service history, blue, runs smooth and fast, ready to go, twist, and go ride, ready to collect, one bump on the side is covered by stickers, giving it a more colourful characteristic vibe, fun little Vespa, £1600 Tel. 07555 149178. Email.

Kayleypearman@gmail.com

ROYAL ENFIELD 1964, 250cc Olympic, no skirt, otherwise complete, roadworthy, used regularly, starts and runs well, decent tyres, ride or restore, contact for photos, £1600 ovno Email. Badger491@outlook.com

ROYAL ENFIELD Crusader, 1962, red/black, immaculate paintwork, new parts include chrome Hagons, tyres, seat, speedo, lightweight, 250cc single cylinder, easy to manoeuvre, photos, V5C, from my private collection, free delivery, £2950 Tel. 01723 372219. Yorkshire.

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

Wolverhampton. Email. susan. athersmith@sky.com

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

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

Milton Keynes. Email. blandfamily@sky.com

Choose one of the following methods:

1 ONLINE www.morebikes.co.uk 2 EMAIL freeads@morebikes.co.uk 3 POST MB Reader Adverts, Media Centre, Morton Way, Horncastle, Lincs LN9 6JR

SUZUKI Burgman, 2021, 71 reg, Euro 5 Lez compliant showroom condition, 400cc, maxi scooter, garaged, no winter use, 4600 miles, box included, MoT July 2025, grey, blue wheels, big comfy reliable scooter £3999.

Tel. 07784 499299. Yorkshire.

SYM Crui sym, 2024, 300cc, grey gloss paintwork, 400 miles, showroom condition, new Sym forces sale, 24 reg, great reliable maxi scooter, automatic Euro 5 100 mpg, garaged, FSH, big, storage, £3699. Tel. 07784 499299. Yorkshire.

TRIUMPH Tiger Cub, 200cc 1957, excellent condition with lots of spares, all original and running, £2500. Tel. 07930 012038. Warwickshire. Email. jenhibberd245@gmail.com TRIUMPH Rocket Roadster 2300cc, excellent condition, exceptional special paint job, owned for 10 years absolutely no issues ever, spare pipes and seat, £6000. Tel. 07930 012038. Warwickshire. Email. jenhibberd245@gmail.com YAMAHA N Max, 2022, as new condition, 165 miles on clock, mirror extenders, pearl/white £2900. Tel. 07805 617964.

Wolverhampton. Email. susan. athersmith@sky.com

Parts For Sale YAMAHA MT-07 showroom condition, immaculate, this is genuinely a great bike, just had the 600 mile service done on 11/11/2024, only selling due to work commitments overseas and it will be in the garage for over 2 years, £5800 Tel. 07359 763857. Email. andrew86cory@ aol.co.uk

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

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

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

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

KAWASAKI KLX250, 2016, Supermoto wheels 2.50x17 front, 3.50x17 rear adonised gold + discs and sprocket, + standard rims £450. ono Tel. 01226 297119. South Yorkshire.

TRIUMPH Thunderbird 900, Peashooter rear silencers, brand new stock, original box and packaging superb for concours or museum, quality restoration, £1000 +£30 p&p, also fits Legend. Owners Manual, £40 Tel. 07434 513161. Lancashire.

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

Worcs.

WANTED Campervan, any model, looking for a cheap model, age and condition reasonable, wanted for a project to occupy myself over winter Tel. 01790 512582. Shropshire.

Miscellaneous BRENDERUP double/single motorcycle trailer, which can be configured to carry a single or two motorcycles, in good used condition, complete with loading ramp, £499. Cornwall. Email. glennnomadrider@icloud.com