MoreBikes February issue **FREE TO READ**

Bringing YOU the BEST of biking

Ready to go Retro?

Rating Triumph’s new Speed Twin 1200 and RS

FEBRUARY 2025 # 223

MV AGUSTA F4 1000

All you need to know about this Italian icon

A DAY IN THE DIRT…

Getting stuck in with enduro in Wales

LAPPING UP THE LAKES

Our top-rated ride in the Lake District

CONTENTS 3

INSIDE THIS MONTH RY FEBRUA 2025

38

READY TO GO RETRO?

What we make of Triumph’s new Speed Twin 1200 and RS

BECOME A MEMBER

14

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.

FIRST RIDE: VOGE 900

Could this be the affordable adventure bike you’ve been looking for?

TORQUING POINTS… What we make of Honda’s new V3 motor… and where it’s likely to end up

18

22

A day in the dirt!

We get stuck in on the Alex Snow Enduro Experience to learn some new and insightful off-road antics

Welcome to the issue…

D

o you ride all year? It’s a question I seem to get asked less often these days, which isn’t a bad thing. In truth, I don’t, or at least not in the typical sense, but I’ve served my time doing so daily for at least a decade. For several years I did a commute of 40 miles each way and would often find myself frozen to the bone a matter of miles in. This was at a time before heated kit was available/ affordable for the likes of myself, and 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

had no car to fall back on. I remember one journey home taking six hours on a Versys 650, tackling deep snow, which I honestly couldn’t contemplate now. I guess that’s why I’m always in awe of those folk that keep plugging on all-year round, often dressed up like the Michelin man in a bid to keep a bit of warmth in their blood flow. It is inspirational and it’s also refreshing to hear a bike’s motor at a time when so few are out on the roads, so if you are that year-

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 round warrior, fair play to you. And if you’re not, like myself, I guess there’s excitement ahead as it’ll soon be spring and normal service will be resumed. In the meantime, I hope this new issue brings you a bit of a distraction to help pass the time.

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

Headed your way…

As if 2025 isn’t already dripping with newly announced metal, the flow still keeps coming.

Here’re a few more models to get excited about Words: Alan Dowds

Ducati Panigale V4 S Tricolore It’s a fine line between genius and insanity. And in this economy, a £48,000 special edition superbike will seem like madness to many out there. But this trick variant of the world-conquering Panigale V4 is a really intriguing piece of design, with some unique chassis kit, and a one-off asymmetrical paint job that echoes the Italian flag.

Just 1000 bikes will be built, which sounds like a lot for a limited-edition model, but we reckon there’ll be a big queue of well-heeled fans ready to splash the cash.

Why? Well, the Tricolore comes with a couple of subtle yet key mods: lightweight five-spoke carbon fibre wheels, which save around a kilo over the already-light forged aluminium rims on the stock V4S, and a new top-end brake set up from Brembo. The front carbon wheel wears a pair of gigantic 338.5mm discs, which are the biggest you can get on a 170-inch wheel in our world of Euclidean geometry. You’d need some sort of TARDIS technology to get anything bigger on there. Bigger discs mean there’s more leverage from the braking force applied by the calipers, increasing power, and the serving-plate-sized rotors are also extra thick at 6.2mm, with cooling fins, and Brembo’s T-Drive carrier set up. The ‘Brembo Front Brake Pro’ installation also includes a pair of the firm’s latest Hypure road-going superbike four-piston radial monobloc calipers, with a special titanium anodising finish, and it’s rounded off by an MCS 19.21 adjustable master cylinder.

Brick-wall stopping looks to be assured, and together

with sharper steering from the light carbon wheels, Ducati says these mods make a big difference to the bike’s track abilities. How many owners will be schlepping their £48k Tricolore round a damp UK track day at Brands, Indy or Cadwell remains to be seen…

The rest of the chassis follows the same narrative as the base 2025 Panigale V4 – a new monocoque main frame design, with a dual-sided swingarm. It’s another nail in the old-school Ducati chassis ethos of steel tube trellises and single-sided swingarms, but while it loses those unique charms, it gets sharper handling and lower mass in return.

A fair exchange for the track day loons and racers, but those of a more romantic bent might bemoan the loss of ‘character’ that comes with computer-engineered aluminium solutions across the board.

The engine is as seen on the base bike – perhaps with 216bhp in road trim we’ve finally – finally! – reached the point where we have ‘enough’ power on tap. The only mod is in the transmission, where Ducati’s added a dry clutch unit, complete with track-friendly open carbon clutch cover. Ditto the electronics package: you get all the good stuff from the V4 S including the Öhlins Smart EC 3.0 suspension, with semi-active control of the NPX30 fork, TTX-36 rear shock and Öhlins steering damper.

The massive new 6.9-inch colour dash gives access to the bleeding-edge rider aids and tech: cornering ABS and traction control slide control, wheelie control,

launch control, engine brake control, power modes and the electronic suspension set up, all adjusted with new switchgear. Cruise control, quickshifter, datalogging, phone link and lithium battery round off the electronics package nicely.

The last part of the Tricolore story is the fancy stuff, of which there is plenty. Carbon fibre front and rear mudguards, chain guard, heel guards, swingarm cover, exhaust guard, alternator cover, clutch cover and brake air ducts save mass and look ace, while the usual numbered top yoke plaque is underlined by a special key and one-off start-up animation. You get a nice indoor cover, a box to put it all in, and the option to buy a matching customised leather jacket and helmet. Lovely stuff, and all available to order from your Ducati dealer now.

NEWS 5

Ducati Multistrada V2 We raised an eyebrow when Ducati released the details of its nextgeneration V-twin motor a couple of months back. Okay, the purist in us appreciated the light weight, and a reset of the mad power escalator for what is, after all, a middleweight powerplant. But dropping the desmodromic valves, like shelving the single-sided swingarms, lost a few cool engineering points (though saves on servicing costs).

The main concern though, was the power output, especially when it comes to replacing the highperformance Superquadro motor in the Panigale and Streetfighter V2 models.

The 890cc engine makes 120bhp in its high-power tune, which is 35bhp down on the old Pani lump: a lot of ponies to make up for with lighter weight and sharper handling.

There’re no such concerns here though. The 2025 Multistrada V2 also gets the new non-desmo V-twin engine, in a 115bhp tune, and that’s much closer (almost identical in fact) to the old 937cc Testastretta 11° V-twin engine used in 2024. Indeed, the new lump seems like the ideal solution for those lower-output applications in the Multistrada, Hypermotard 950, Monster, and DesertX (though we’ve not seen new versions of the last three as yet).

A fresh engine isn’t all we get for 2025 on the Multi V2 though. It gets a new

chassis, with a monocoque aluminium main frame and cast aluminium dualsided swingarm. Those new parts, alongside the 54.9kg motor, makes this the lightest Multistrada ever: the base V2 is 199kg ready to ride without fuel, which is around 18kg lighter than before. The V2 S is a few kilos heavier though, which is down to extra kit like the Ducati Skyhook electronic suspension set up. That system uses Marzocchi suspension parts now with 45mm USD forks and rear monoshock, with similar mechanical units on the base bike. There’s a 19-inch front wheel as befits the mild off-road pretentions of the Multistrada, with wire-spoked rims as a factory option, both wearing Pirelli Scorpion Trail II tyres in 120/70 19 front and 170/60 17 rear sizes. Standard Ducati 2025 roadbike-spec Brembo brakes round off the chassis spec: four-piston radial calipers up front with 320mm discs.

There’s a fairly standard 2025 Ducati roadbike electronics suite as well.

It’s not as flash as the V4 rocketship, but the middleweight Multi has a proper six-axis IMU assisted ECU which controls the cornering ABS and traction control, wheelie control, and engine brake control, all accessed via the new 5-inch colour LCD dash and new switches. Quickshifter, cruise control, Ducati Multimedia phone link, cornering LED headlights and

a full suite of rider and power modes round off the spec on the V2 S, with the V2 only missing out on the Multimedia system as standard. The V2 S also has the electronic Skyhook suspension set up, which is integrated into the riding settings, and also has a new minimum preload function, dropping the bike down at a standstill for easier loading and unloading.

A tempting proposition for some 2025 touring antics then, and all priced from £13,995 (V2) or £16,390 if you must have the electronic suspension (and the lovely green paint option) on the S.

6 NEWS We’ll be honest: some of the limited-edition Triumphs in recent years have been a bit underwhelming. A chrome tank, some pin-stripe paint lines, and an Elvis paint job are all pleasant enough, but we generally like a bit more in a special model.

Like this – the new Bobber TFC (Triumph Factory Custom). It’s based on the top-selling Bonneville Bobber modern classic with its 1200 parallel twin engine and slick roadster chassis, but with some proper tasty upgrades.

Perhaps surprisingly, the mods primarily focus on the chassis, with quality suspension and braking parts. For your £17,195 (£4k over the base bike) you get some Öhlins premium road suspension front and rear, with fully adjustable 43mm Öhlins NIX 30 upside-down forks and a preload/ rebound adjustable rear

monoshock. High-end Brembo M50 four-piston radial mount monobloc calipers clamp on to dual 310mm discs up front, operated by a tasty MCS master cylinder.

The SOHC 8-valve liquid-cooled motor is unchanged, and makes the same 77bhp, which is a little disappointing. But you do get an Akrapovic twinsilencer exhaust system to save some mass and add a sweeter tone. There’s carbon fibre bodywork, embroidered leather seat, gold details and unique two-tone paint – and the TFC Bobber is also a hefty 14kg lighter than the stock bike, which is a neat trick.

Stark Varg EX Convinced that there’s no scope for an electric performance bike? The off-road world begs to differ. The battery-powered dirtbike segment is growing, with the problems of range being addressed, and other benefits like light weight, big power, plus no clutch or gears to manage appealing to many. The Stark Varg MX bike has impressed some serious riders with its 80bhp peak power output, and now the firm has launched a road-legal EX enduro version. There are still limits in terms of range, though the EX has a larger 7.2kW battery (the MX bike has 6kW/h). It’s also apparently able to be registered as an A1 learner-legal machine because its ‘continuous’ power output is within the 15bhp limits, though peak output is still claimed as 80bhp. What could go wrong there…

The Varg EX weighs just 120kg, has a claimed run time of up to six hours, charges in two hours, and has a two-year warranty. The chassis spec includes proper KYB fully adjustable dirt suspension, steel tube frame and Brembo brakes. The price? A serious (but not horrendous) £10,900. Available to order now at www.starkfuture. com for March 2025 deliveries.

Triumph Bobber TFC

NEWS 7

KTM round-up…

As we went to press before Christmas, it had become clear that the financial situation at KTM’s parent firm Pierer mobility (which also owns GASGAS, Husqvarna and MV Agusta) was turning critical. Rumours of problems had been circulating since the summer, when the firm’s share price began to fall, a situation initially put down to the collapse in the e-bike and bicycle sector post-Covid. Pierer had made several big investments in pedal power and the downturn in that sector hit it hard.

But at the end of November last year, Stefan Pierer himself announced that the firm was entering into voluntary administration. “KTM, which has grown from 160 employees and a production volume of 6000 units in 1992 to a capacity of up to 1000 motorcycles per day, is now facing significant hurdles,” said Pierer. “To address these, KTM will initiate a legal restructuring proceeding with self- administration. The application will be submitted on Friday, November 29, with the goal of concluding the process within 90 days.”

Further announcements from the firm spoke about a ‘high three-digit million’ figure as the debt in Euros – in other words, in the many hundreds of millions, up towards a billion.

That news came after the firm had already announced an operating loss of over €100 million for 2024, and some reports talk of a €1.7 billion debt.

The administration process gives the firm time to try and find a way out of its problems,

through refinancing and restructuring. In the short term, there have been various stories – official and unofficial – regarding the end of the firm’s MotoGP, Moto2 and Moto3 projects (apparently safe for 2025 but not 2026); the sacking of celebrity race test rider Jeremy McWilliams; and factory staff in Austria not being paid. One story which seems to be fairly solid is that Pierer is selling off its 51 per cent share of MV Agusta, the Varese firm it only took over in May last year.

There’s no shortage of possible saviours in the wings. Pierer has strong relationships with Bajaj of India and Chinese firm CFMoto, both of whom have deep pockets. Closer to home, rumours were circulating over Christmas about Red Bull stepping in to help its fellow Austrian firm. And the probably more likely, but less exciting option of a rescue package and refinancing deal from a variety of European banks and financial institutions is also a possibility. Current creditors have apparently been offered a 30 per cent settlement on the money they’re owed as part of an initial restructuring arrangement, but it’s a massively fluid situation as we go to press in midJanuary.

For the moment though, Pierer is looking to keep customers on-side, promising that dayto-day operations like parts supply and dealer network will continue as usual. In a statement in late December, the firm stated: “KTM guarantees the continuation of motorcycles

being delivered through our Authorised KTM Dealer network. The same goes for our spare parts, technical accessories, customer service support and warranties which remain unchanged, ensuring ongoing and unwavering support throughout this period.”

Fast Bikes have spoken off the record to staff at KTM UK, and they say that they’re working as normal, getting the new 2025 bikes in for market, and don’t expect anything to change very much until after the end of the administration period in early March. Fingers crossed for the folks in the orange team shirts.

8 DATES FOR THE DIARY

What’s going on?

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

FEBRUARY Feb 22: East Durham MCC’s 50th Anniversary Bash www.mablethorpesandracing.co.uk Feb 2: Mablethorpe Sand Racing at The Beach, at Wingate Constitutional Club, Front St, Wingate, Co. March 16: Bike Day at the Ace Cafe, London.

Mablethorpe, Lincs. More info’ from www.

Durham (TS28 5AG). Tickets £5. More info’ from 07810 More info from www.london.acecafe.com mablethorpesandracing.co.uk 600230 or Facebook March 22: VMCC Kent’s Vintage Motorcycle Feb 2: Bike Day at the Ace Cafe, London. More info Feb 22-23: Bristol Classic Motorcycle Show at Bath Jumble at the Village Hall, Dunkirk, from www.london.acecafe.com & West Showground, Shepton Mallet, Somerset (BA4 Canterbury, Kent (ME13 9LF). Tickets £5, Feb 6: Krazy Horse Film Night (Wild Hogs) at 6QN). Tickets £16. More info’ from 01507 529529 or stalls £10. More info’ from 07789 606686 or Abbeygate Cinema, Hatter St, Bury St Edmunds, www.classicbikeshows.com redcherrycam@hotmail.co.uk Suffolk (IP33 1LZ). More info’ from www.

Feb 23: 59 Club Renewal Day at the Ace Cafe, March 23: Custom & Cruiser Bike Day at the krazyhorse.co.uk London. More info from www.london.acecafe.com Ace Cafe, London. More info from www.london.

Feb 7: Thanatos MC’s Anniversary Party at Feb 28-March 2: BMF Crunchy Sleeping Bag Rally acecafe.com Westgate United Services Club, St. Mildreds Rd, at the Heneage Arms, Louth Rd, Hainton, Lincs (LN8 March 30: Overland & Adventure Bike Day Westgate-on-Sea, Kent (CT8 8RE). Free entry. More 6LX). More info’ from Facebook at the Ace Cafe, London. More info from info’ from Facebook www.london.acecafe.com Feb 8-9: The Kustom Kulture Show at The Cable MARCH March 30: Mablethorpe Sand Racing at Factory, Helsinki, Finland. More info’ from www.

March 2: Bideford Classic Motorcycle Show The Beach, Mablethorpe, Lincs. More info’ kustomkultureshow.com at Bideford Pannier Market, Market Pl, Bideford, from www.mablethorpesandracing.co.uk Feb 9: Singles Sunday at the Ace Cafe, London.

Devon (EX39 2DR). Tickets £5. More info’ from www.

March 30: Ardingly Classic Bike Show & More info from www.london.acecafe.com bidefordbikeshow.org Jumble at South of England Feb 9: MAG Fred Hill Memorial Ride at the Ace Cafe, March 2: Mablethorpe Sand Racing at The Showground, Selsfield Rd, Haywards Heath, London. More info from www.london.acecafe.com Beach, Mablethorpe, Lincs. More info’ from www.

West Sussex (RH17 6TL). Tickets £7.

Feb 15: Unwanted MCC’s Valentine’s Party at The mablethorpesandracing.co.uk More info’ from www.elkpromotions.co.uk Rockbar, Shobnall Sports & Social Club, Shobnall March 2: Bike Day at the Ace Cafe, London. More March 30: Newbury Harley Autojumble at Road, Burton upon Trent, Staffs (DE14 2BB). More info from www.london.acecafe.com Woodside Farm, Marlston Road, Hermitage, info from www.unwantedmcc.co.uk March 6: Krazy Horse Film Night (Rush) at Thatcham, Berks (RG18 9TG). Tickets £5, no pitch Feb 15: Dawn Riders MCC’s Valentine’s Day Party Abbeygate Cinema, Hatter St, Bury St Edmunds, fees. More info’ from 07388 656936 or Facebook at The Crofters, Leyland Lane, Leyland, Preston, Suffolk (IP33 1LZ). More info’ from www.krazyhorse.

Lancs (PR25 1TA) from 7.30pm. Entry by donation. co.uk Powered by Back Street Heroes More info’ from Facebook March 8: MR Autojumble at New Marske Sports & Feb 16: Mablethorpe Sand Racing at The Social Club, Gurney St, New Marske, Redcar, N. Yorks Beach, Mablethorpe, Lincs. More info’ from www.

(TS11 8EQ). Tickets £5. More info’ from Facebook mablethorpesandracing.co.uk March 8-9: Scottish Motorcycle Show at Feb 16: Ride-Out to Excel Bike Show at the Royal Highland Centre, Newbridge, Ingliston, Ace Cafe, London. More info from www.london.

Edinburgh, Scotland (EH28 8NB). More info’ acecafe.com from www.thescottishmotorcycleshow.com Feb 21-23: Barrel Bikers MCC’s Firkin o’ Bitter March 9: Classic Bike Day at the Ace Cafe, Rally at The Shoulder of Mutton, Church Street, Little London. More info from www.london.acecafe.com Horwood, Milton Keynes, Bucks (MK17 0PF). More March 16: Mablethorpe Sand Racing at The info’ from www.barrelbikers.co.uk Beach, Mablethorpe, Lincs. More info’ from

10 PRODUCTS

OUR TOP

3

Alpinestars Supertech R MM93 edition

10 PRODUCTS 4

THIS MONTH

1

RRP: £550 / www.alpinestars.com

Race-rep helmets have been a thing forever, so why not replica boots? Fans of Marc Marquez and his indomitable nature can now display their loyalty on their tootsies, with these fancy limited-edition Supertech R bootsies. Usual top-end Alpinestars protection, with the latest inner boot design, and full outer protection. Extensive venting keeps feet fresh, and they do look the part. A chunky expense but what price your MM93 loyalty?!

Bike Shed twill cotton jacket RRP: £150 www.bikeshedmoto.co.uk

It’s not protective gear, but this jacket from the Bike Shed is a handsome piece of kit, ideal for showing your on-trend Shoreditch-friendly status dahn the old gastropub. One hundred per cent cotton twill, embroidered ‘stamp’ logo, and available in tan or black.

Words: Alan Dowds

AGV AX9 carbon adventure lid RRP: £580 www.agv.com

Top-end adventure helmet from AGV, with full-face design, carbon outer shell and flexible design. The peak comes off for pure road use, and the visor can be removed for use with goggles, so you have a four-way on-/off-road design. Lightweight design, 1.54kg, loads of vents, and a sharp, slick design. Also available in cheaper non-carbon version, and in loads of colourways. It’s not been SHARP tested yet but is, of course, ECE 22.06 approved.

2

ARMR Raiden 3.0 leathers

RRP: £199.99 (jacket) £169.99 (trousers) £49.99 (gloves) https://armr-riderwear.com/

No-nonsense protective gear from British brand ARMR, the Raiden 3.0 range offers a jacket, jeans and gloves combo, that gets you kitted out for around £400. The jacket and jeans feature cowhide construction, 360° joining zip, technical stretch fabric comfort panels, vented areas, YKK zippers and mesh lining. The kit is CE AA rated, with level 1 armour in elbows, knees and shoulders, and there’s a pocket for a back protector.

The gloves are also leather, with external protectors and level 1 KP certification. The Raiden range is all available in black, black/red or black/ yellow.

5

Givi high-security cases

RRP: Locks from £16/cylinder, Outback cases from £350 www.givi.co.uk

Italian luggage legend Givi has released a new high-security locking system for its premium hard luggage. The Smart Security lock has a cunning removable inner cylinder part, so there’s nothing for thieves to try and pick when you park up the bike. The lock has three positions: locked/closed, locked to the bike with the lid openable, and removable/ openable. So, you can have the case easily opened when riding, and fully secure when parked. Givi’s also added a new internal locking lever that secures the case to the rack more strongly. The locks initially fit the new Outback Evo range of cases.

6

Keis B601RP heated vest

RRP: £180 www.keisapparel.com

If you’ve still not got a heated vest for riding in colder weather, then we pity you – it’s a genuine revelation. But now’s the ideal time to get in on the luxury heated lifestyle.

Market leader Keis has redesigned its standard electric vest, with new inner cabling and redesigned comfort materials. The firm says it fits better than ever and wicks more moisture away, too. It connects straight to your bike with a supplied cable or can be powered by an optional battery pack that works off the bike, too – ideal for walking the dog or going to the football in the winter…

7

Mint corrosion control spray RRP: £12.99 (500ml) £16.99 (750ml) www.oxfordproducts.com

We salute the daily riders now the clocks have gone back – you are the heroes we all need. But you also need help to keep your steeds in good order when the rain, grit, salt and snow appears.

Get tooled up with this new Mint corrosion control spray. It’s better than the usual maintenance sprays since it’s designed to form a long-lasting layer on bare metal, keeping rust and oxidation away for up to six months. Also good for bikes that are being parked up over winter.

8

9

PRODUCTS 11

RST Havoc men’s textile jacket

RRP: £149.99 / www.rst-moto.com Smart, well-priced urban riding jacket, with fully waterproof liner, and soft shell construction, the Havoc is ideal for on and off the bike. CE A rated with level 1 armour in elbows and shoulders, plus back protector pocket, and six pockets, plus removable hood.

Comes in plain black or grey, or a smart black/grey web design.

10

Shark Aeron GP FIM helmet RRP: £999.99 www.shark-helmets.com

Top-of-the-line race helmet from French firm Shark, the Aeron GP is the same one worn by the brand’s riders around the world in MotoGP, WSBK and BSB. It’s got a full carbon construction, with a new internal structure, optical class one visor with four-point anchor system, and quick-release mechanism and adaptive aerodynamic spoiler – which changes shape with the airflow to match aero performance to the rider’s position. Very light at 1,410g, it’s a premium lid packed with sweet features.

Available in plain, carbon or replica graphic schemes, no SHARP rating yet, but ECE22.06 and FIM approved.

R&G paddock stands RRP: from £69.99 www.rg-racing.com

Top Brit accessory firm R&G Racing has updated its paddock stand range for 2025, with a new headstock-fit stand for removing forks, and tougher construction. The range features larger wheels for better manoeuvrability, 200kg rating per stand, and black powder-coated finish, and there are dual-sided and single-sided rear stands to suit most bikes.

11

TCX Infinity boot RRP: £229.99 www.tcxboots.com

A mid-height touring boot, with extensive comfort and protection technology, the Infinity boots are fully waterproof and use a smart reel-type lacing system with adjustable Velcro fastening flap for the perfect fit. There’s a special Ortholite footbed and Groundtrax rubber sole for good traction when walking off the bike.

They give good protection, too, with armour on shin, ankle, toes and heel, safety reflective panels, and CE cat II approval.

12 TESTED KIT

Rated: Alpinestars GP Tech V2 Gloves I’ve worn a few gloves in my time, and I’ve crashed in plenty of them… including these GP Tech V2s. But before I get into how they coped when kissing the Tarmac, I’ll give a quick overview of the product.

These sit right at the top of Alpinestars’ range and, as you’d expect, they’re absolutely dripping in features and high-end materials, such as the kangaroo palm construction that brings not just a lightweight aspect and feel to the product, but also superb levels of abrasion protection. Alongside dual cuffs and ergonomically shaped knuckle and wrist protection, there are also several

areas of stretch material to ensure a good and comfy fit. Throw in a race finger bridge, accordion flexion zones and some finger tip sliders and you’ll begin to realise they lack for nothing…

But the feature that really makes these hand-huggers stand out is their integration of Kevlar, and lots of it.

When mine first arrived, I was a bit taken aback by the look and feel on offer, being unlike anything else I’d ever had. Sure, they felt nice and light and were super-easy to slot on, but I’ll admit it took me a good few rides to get used to them. The cut of the gloves, as with the more conventional GP Pros that Alpinestars produce, felt faultless

and I soon learned that if anything, the flex and feel of these items felt so much better than the traditional, full-leather options. And especially so on hot days, on track, where your hands soon get sweaty and the fitting and removing of gloves, session after session, can become a bind.

Having clocked a good few trackdays in these, I learned they didn’t hinder you in the same way and so they soon became my favourite option, and so, too, on the road. Quite simply, the comfort side to them, plus the knowledge that they offered all the protection of any top-end race glove, soon had me seeing the light and

wondering why no one had gone down this route before? People produce lots of products in Kevlar (aka aramid fibre), and high-quality Kevlar is every bit as abrasion resistant as leather… and then some.

Anyway, with a season of new bike launches under my belt and the gloves going strong, I decided to test them properly with a highside at Portimao. I hit the ground hard, to the extent of dislocating a finger in the process, but the gloves would’ve told you a different story, with just a few scuffs to their name on the strategically placed plastic guards.

They were good to go again, so having

got my finger reset, I got on with the test and carried on riding.

Several months later and I’m still riding in them and loving them as much as I always have. Yes, they’re different, but for all the right reasons and I’m definitely a fan of their make-up, design and proven levels of protection. No, they’re not cheap but in this case, you get what you pay for.

TESTED BY: Bruce TIME: 2 years PRICE: From £349.99 WEB: www.alpinestars.com

YOUR RIDE 13

Your Ride

WIN!

WINNING RIDE

You can win a pair of WEISE TEMPEST RAIN JACKET AND PANTS WORTH £129.98. Made from tear-resistant Ripstop fabric, the Tempest Jacket and Pants are waterproof and designed to be easy to put on and take off in a hurry. Zipped pockets and reflective strips add to the practicality. Find out more at www.weiseclothing.com

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

WINNER - Brett Annetts

Kawasaki ZX-10

It’s not everyday you see an original ZX-10. Brett’s got two of them.

James Penketh

Yamaha DT125 LC

Another DT, which is fine by us. James bought his first one 40 years ago.

Sancho Antonio

Dirt bike

Alan Pullinger

Suzuki Hayabusa

Alan loves his 2000 Busa. He’s owned it for 16 years.

Sonny Bobal

Sancho sent this pic of him starting his riding life back in 1980. Sweet!

Suzuki RGV250

Neil Strachan

What a cracking little stroker.

Kawasaki ZZR

A (Big) blast from the past. Kawasaki’s beloved ZZR.

Stephen Clarke

Kawasaki Versys 650

Andy South

Robert Stine

KTM 1290 Super Duke

A big fan of nakeds, Andy’s got the KTM and his friend owns the MT.

Yamaha R1

Richard Wells

Honda Blackbird

A sunny day and a very clean special edition Yamaha R1 – Robert Stine is having a ball here!

Having a wet ride on the mighty Kawasaki Versys 650 down the Pen y Pass in Wales, with his well-kitted-out pillion, Logan!

Richard’s carbed Blackbird still gets regular use. Here it is over on the IoM.

Dave Brown

Yamaha DT125 LC

How many of you started out on one of these. Great bike, Dave.

Simon Coombe

KTM 1290 Super Adventure

Anyone ready for an adventure?

Ruaraidh Carmichael

Honda Hornet

Enjoying his first (of many we hope!) trackdays at Knockhill on his Honda Hornet 600.

Stewart Procter

Honda CBR500R

Stewart looking colourful on a neat Honda CBR500R.

14 FIRST RIDE

Retro relish The retro market is one of the strongest sectors out there, and to ensure Triumph stays up at the pointy end of things, it’s just reworked its much-loved Speed Twin 1200 family Words: Bruce Pics Gareth Harford/Chippy Wood

Roughly a third of Triumph’s sales can be attributed to its old-school themed range. From Scramblers to Bobbers, it’s fair to say the British brand knows how to build a modern classic, and one of its best sellers is the Speed Twin. Since 2019 it’s sold around 20,000 units, and that’s a figure that’s sure to rocket higher thanks to the introduction of not one, but two new Speeds.

Built around a similar foundation, the new Speed

Twin 1200 and Speed Twin 1200 RS are well-thought-out enhancements over the smash hit iteration that came before them. Despite being slightly different, mainly owing to an onslaught on fancy shiny bits on the higher spec RS version, that and the base option share lots of key components such as the next generation’s enhanced frame, remodelled fuel tank and polarising TFT, cylindrical dash.

They also sport the same, freer flowing exhaust systems, that

have played a big role in making the model Euro5+ compatible, while the fitment of cornering ABS and traction control are also common on both models.

With the base bike costing £12,495 and the RS £14,495, you’d be right to wonder what the pricier option has over its sibling?

Well, having pricked my ears during the Speed’s presentation in Mallorca, it hit home that the main differences include uprated suspension, sportier ergonomics, the fitment of a shifter/blipper

system, and the inclusion of an additional riding mode; you get Sport, as well as the Rain and Road options found on the base bike. A slightly nicer seat also joins the mix, but both bikes feature the same, larger-thanlife centrepiece – the bettered 1200cc, parallel twin motor.

New throttle bodies, the aforementioned new exhaust system, new cams and a modified cylinder head have come together to bring the bike an additional 4bhp, which is no mean feat at a

time when blowing hot air could have you hauled up in court for killing the planet. Admittedly, I was a little startled to learn that the peak output of the bike was just 104bhp, but my blood pressure returned to normal when it was said maximum torque from the twin was a whopping 112Nm. Whichever way you look at it, that kind of output cannot be sniffed at, and, considering

TRIUMPH SPEED TWIN 1200 15

this was my first-ever ride on a Speed Twin, I was gagging to see if that motor was a mad as the figures alluded it would be.

Kicking things off with the base model, just firing the twin into life was something of an experience.

Triumph knows a thing or two about building bikes with exciting soundtracks, and this machine was bang on trend. Even with the stock silencers, the throaty bark emitted with every twist of the throttle got me nodding internally with approval. It certainly sounded the part, and it didn’t exactly lack when the time came to slip the clutch and let rip.

Most twins tend to be quite torquey, but the inclusion of a 270° firing order has no doubt played its part in making the punch of the big machine feel even more zesty and urgent.

That said, one thing I picked up was the fuelling maybe wasn’t as crisp as I was hoping, especially in the lower revs, at anything

under 2000rpm. You might think I’m being quite picky throwing a stat like that out there, but when you consider this thing’s more in the red than me before payday at 8000rpm, that first 25 per cent of the revs is often accessed and leaned upon. Given time, the motor would pick up with haste and I’d find myself firing off without too much delay, but it was perplexing how weak the motor was in that area, as at anything above that the Speed would feel pretty awesome, racing up to the national speed limit in a jiffy.

With time and miles, I learned to treat the motor that little bit kinder, and to make more of the lightweight clutch that could be leaned upon to add revs and smoothen the bottom end. I was also leaning pretty heavily on the clutch for every up and downshift. The ’box on the bike isn’t the slickest and I’ll admit I was cursing the fact that the base model didn’t come with a

16 FIRST RIDE

shifter/blipper to make life easier.

I write these words realising how pathetic that might sound, as not too many years ago such luxuries were the preserve of pukka racers and that was that. But times have changed and systems, like ABS and traction control, are more common than colds.

Of course, dig a little deeper in your pockets and you’ll find the tech at home on the RS. What you won’t find on either spec though, is cruise control or heated grips, and I could have done with

the latter because it was bloody freezing and most of the roads were wet. Given that this bike is kitted with sporty Metzeler M9RR road tyres as standard, I did toy with putting the bike in Rain mode for a while, but it proved way too intrusive for my liking, literally holding the bike back until it was sufficiently upright to permit acceleration to the rear wheel.

Even in Road mode, the spiciest of the two options on tap, the electronic intervention could still be felt much more than I hoped.

The only other option would be to turn the traction control off all together, which I didn’t fancy at that stage as I have a habit of crashing bikes on launches in the wet. Fast-forward half a day and my time on the base model was up. It’d impressed me for lots of different reasons, not least of all how comfy it was, and at how well the non-adjustable suspension tackled the lumps and bumps in the road. The question was, would I notice much difference on the RS?

The answer to that question is yes. By the time I’d pulled out of the lunch stop car park, the RS was feeling notably different.

The higher seat, sportier poise and inclusion of Sport mode

meant the costlier bike had a whole different feel to the base machine that just simply couldn’t be ignored. And as for the handling, the adjustable Marzocchi forks and fancy Ohlins RSUs brought a whole other level of competence to it.

While there’s definitely a place for the chilled, slightly less firm feeling base model, the stiffer, more precise handling of the RS was much more up my street, and it didn’t take me long to start exploring its potential on the myriad of bends that our six-hour joyride brought about. I felt so much better connected with the front wheel on the RS and was more inclined to ride the bike in the way that I wanted at all times.

It’s stability certainly impressed me, and while I’d stop short of saying it was anywhere near as agile as the likes of a Street Triple, it could hunt out apexes respectfully for a bike with a kerb weight of 216 kilos. Best still, it was kitted with that much craved shifter and blipper. While the actual gearbox on the bike still wasn’t great, having that tech to use and abuse took the pain out of my ever-changing shift pattern.

As for the fancy Brembos… well, they certainly looked the part, but I’d argue the Triumph branded options on the base bike weren’t much worse. Ultimately, they could be leaned on to stop me when needed, although I did have a few too many engagements of the ABS for my liking. Unlike the traction control, you can’t disengage that, or switch it to a less intrusive level, so it was more a case of adapting my braking style to that which you’d expect from the typical buyer of one of these.

TRIUMPH SPEED TWIN 1200 17 Shiny bits – Offering a firmer and more aggressive ride, the RS is fitted with fully adjustable Marzocchi forks up front while twin, adjustable Ohlins units offer assured support at the rear.

The fancier version of the bike is also supplied with Brembo Stylema calipers, which stop as good as they look.

Ergonomics – To give the RS a sportier edge, it benefits from a raised rear seat unit, slightly more rearward bars, and pegs that are a little higher and rearward.

Tech – Cornering ABS and cornering traction control are stock on both models, but the RS features an additional ‘Sport’ mode, alongside ‘Rain’ and ‘Road’. This allows you to extract more of the motor’s performance without engaging traction control so easily. The new digital dash is also worth noting, plus the fitment of Triumph’s shifter and blipper as stock on the RS.

Motor – The parallel-twin engine is identical to the base model’s, producing a whopping 112Nm of torque, plus an uprated output of 104bhp. For 2025, several enhancements have been made to the engine, including new throttle bodies, cams and a reworked cylinder head.

Truthfully speaking, I was getting carried away on the Speed because it was way more fun than I’d expected, constantly being egged on by the bike’s booming exhaust note that only got better with revs. The more I put into the Triumph, the more it had to offer, both in terms of performance and character.

Being so naïve to bikes like this, I couldn’t help but find myself impressed and contemplating whether a bike like this could actually find itself at home in my lifestyle. Personally, I wouldn’t look to one as my main bike, but I could see the virtue in owning one for more relaxed, pleasurable times… which is arguably what a bike like this has been designed for.

It’s a very uncomplicated machine, built with simple pleasure at its heart and there’s nothing wrong with that. In fact, for those that don’t want to go at 200 miles per hour, the appeal is overwhelming, especially when you factor in the bike’s good looks. Triumph is a pro at providing quality finishes to its bikes and I found myself liking all that I was seeing. Even the orange paint on the tank started to grow on me, which is something I never thought I’d admit. Of course, looks are subjective, so it’s not for me to convince you whether this bike looks great, but what I will

say is that underneath that classic guise lives a much more modern and playful reprobate. Am I ready to go retro? Well, if bikes like this are anything to go by, I’m keener than I was before.

SPECS: Triumph Speed Twin RS Engine: Type: 1 Bore x Stroke: Compression: Fuelling: Claimed Power: Claimed Torque:

200cc, twin-cylinder, 270° crank 97.6mm x 80mm 12.1:1 EFI 104bhp @ 7750rpm 112Nm @ 4250rpm

Chassis: Frame: Tubular steel cradle type Front Suspension: 43mm USD Marzocchi forks, fully adjustable Rear Suspension: Fully adjustable twin Ohlins RSUs Front Brakes: Four-pot Brembo caliper, 330mm discs Rear Brake: Single piston caliper, 220mm disc Electronics.

Riding Modes: Traction Control: ABS: Quickshifter: Autoblipper: Wheelie Control: Launch Control:

Yes Yes Yes Yes Yes Yes No

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

1414mm 810mm 216kg 14.5 litres

Info: Price: From:

£14,495 www.triumphmotorcycles.co.uk

18 FIRST RIDES

Adventure at a snip:

Voge DS900X An all-singing, fully equipped adventure bike for a smidge over nine grand?

There’s got to be a catch, surely?

Words: Dave Manning Pics: Too Fast Media Having ridden the Voge DS900X for a day, I have the feeling that the only catch that its bargain price can bring is the name. While you may not know much about Voge, it seems that it is a brand that is on the rise in the UK, and this twin cylinder 900 is the new kid on its block.

The parallel twin engine is, to all intents and purposes, the same engine as that used in the BMW

F900, with both companies’ engines being built by Loncin (which is actually the Voge parent company). That said, they are not identical – although capacity, bore and stroke and compression are the same, and some of the casings are, too. But there are enough differences to allow them to stand apart. Factory figures show that the Voge has 12 less bhp, but a higher torque figure

by 2Nm (which may be down to ECU settings, or more likely due to the exhaust and airbox configurations), with the end result being the DSX feeling a little less eager and punchy, but probably a little more flexible than the motor in the German machine.

As you’d expect, the parallel twin powerplant is flexible and potent enough for everyday use, albeit not as feisty or as characterful as,

say, a KTM of similar capacity.

But then, not everyone wants their ride to be started ‘ready to race’ do they? The quickshifter is perhaps an indication of where the Voge sits, in that it is fitted and it works well enough, but certainly not as fluidly or as swiftly as bikes that have performance as a greater focus. It’s not a bad ’shifter, although there is a feeling that it has been fitted just so it can

be added to the spec sheet rather than as an actual performance aid that’s been part of the bike’s development.

That modern spec engine is joined by an astoundingly high level of componentry – there’s heated grips and seat, crash bars, additional lights, full luggage set, cruise control, centre stand, etc.

To put that little lot into context, if you spec’d up a BMW 900GS to

VOGE DS900X 19

the same level, you’d be looking at double the price of the Voge…

And it’s not just the tech and ancillaries that are of a decent spec, as the DSX has some decent hardware in the chassis, too, including Kayaba forks and rear shock, and the brake calipers are Brembo, albeit the older, non-radial style of caliper, and I have to admit to being a bit disappointed in their performance, as they’re not quite up to scratch when compared with the brakes on comparable models from other manufacturers.

Now, I don’t reckon that this is just down to them being an older design, or the Voge being quite a heavy machine, but more of a mismatch between pad compound and disc material, and they could even be improved just by a swap of pads.

While the quality control of Chinese bikes has come on leaps and bounds in the last decade (even more so in the last couple of years), it does seem that the one thing that is still being used to skimp on costs is pad choice (or development). There are some other little niggles that might have normally been ironed out in

the development process. While both brake and clutch levers are adjustable for span, the hand guards and their bracketry mean that it’s nigh on impossible to alter them. The indicator switch doesn’t have a ’click’ so I found myself checking (again and again) if it was on, or off. And some of the fasteners already had an orange/brown tinge that suggested they’d get rusty really quickly, and some of the coating (zinc?) looked a little thin.

But those little niggles are balanced out by there being no thin and flimsy plastic that looks as though it’ll crack and splinter at the words ‘ham-fisted’, and there are no mismatched fasteners or zip ties used in place of more appropriate devices, so overall the quality is much higher than is so often (incorrectly) assumed when someone uses the words ‘Chinese-built’.

The three-piece luggage that comes as standard fitment seems of a decent quality, so much so that each box has a nice fleecy/ velvet lining that is held in place

by Velcro, that is actually rigid enough to stand as a box when removed. And the top box is big

20 FIRST RIDES

enough to fit in an adventure-style helmet (my large-peaked Icon lid that you see in the pics fitted a treat). The pillion seat seems quite suitable (I tried it out while parked at a photo location), although that top box does intrude a little, forcing you further forward than the seat wants you to be.

In contrast to some other manufacturers’ models, the Voge has a screen that is really easy to adjust, possible with one hand when you’re sat on the bike, although on a bright and dry day on minor byways and highways in Lancashire, I didn’t get the chance to experience the screen’s effectiveness at either motorway speeds or in poor weather conditions.

There are four ride modes – the usual variety of Road, Sport, Rain and Enduro – while for those folks who like to commit to a bit more adventurous exploring, the ABS can be switched off (ABS and traction control are off in the Enduro mode). That said, the DSX is perhaps more appropriate for what has become traditional ‘adventure’ riding – i.e. the occasional bit of mild exploring along gravel trails or grassy fire roads. This is no pseudo-enduro machine capable of off-road competition, and it has a very heavy road bias. Which is, of course, exactly what the current market is demanding.

VOGE DS900X 21

The 7-inch TFT dash display is a decent size, but then it needs to be given the amount of information that it can show (including tyre pressures). It’s flanked by a pair of power supply sockets, the USB/mini USB on the left, and a cigarette lighter-type on the right.

It’s got keyless ignition, so you can leave the fob in your pocket which ‘improves both ease of use and security’ according to factory blurb. I’m not entirely convinced of that, as you still need the keys for the luggage and fuel cap… and, talking of things that many folk will consider to be nothing more than a fad and pretty much irrelevant if you’ve not grown up in the Playstation generation, there’s the blind spot assistance lights that flash an orange triangle in the mirrors when vehicles are detected nearby by the onboard RADAR. I got fed up of telling the Voge: “Yes, I’d already seen that, tell me something I don’t know!”

Of course, it is a safety aid and genuinely beneficial, and I am old, grumpy and cynical…

There’s also the rear proximity

warning, which flashes the brake lights and indicators when a vehicle is approaching from behind. Aside from giving the driver of that vehicle some extra awareness, it also flashes the dash lights so the rider can either move out of the way or prepare for impact. Again, some might consider it a gimmick, but if it saves a collision it has to be a good thing. And besides, it makes for great fun and games if you’re following a DSX, playing at either trying to creep up behind unannounced, or in making the rider jump with lots of flashing lights when you’d not been spotted in the mirrors…

Being launched in late summer, it was soon clear that the Voge is ready for a British winter as it has (as standard, of course) heated grips and a heated seat, both controlled by buttons on the lefthand switchgear, as is the cruise control, which is very similar to the KTM style t-shaped paddle, and easy to use.

And we have to keep referring to the price of a quid under nine grand (plus OTR charges, so

actually £9200-ish). It’s not a cheap bike at that price, but it most certainly is a cheap bike in the context of adventure bikes, especially when you look at the level of spec, and realise that there isn’t really much cutting of corners when it comes to the level of build.

Okay, so the calipers are oldstyle axially mounted Brembos, but the tyres are the excellent Pirelli Scorpion Trail hoops, and pretty much all of the things that other manufacturers list on their accessory packages come as standard with the DSX. Plus some others, like the 1080p camera. Yes, the Voge is equipped with a ‘dashcam’ located in the nose of the fairing and, aside from being able to continually record (to a memory card of your choice slotted into the bike’s hardware), you can also record still images while on the move by pressing the appropriate button on the right-hand bar! The operations can be controlled from your phone via the Voge app, which will, of course, allow you to interact with your bike in various other ways, too.

There’s a phrase that, when I started in the bike industry a quarter-of-a-century ago, I never thought I’d use: ‘Interact with your bike.’ It’s certainly something that has come to be normal over the course of

the 21st century’s first quarter, and it’s not going to be going away. And it seems that Voge is covering every aspect of that interaction, and all as basic spec rather than costly additions.

Nice.

SPECIFICATION: Voge DS900X

Engine: Power: Torque: Frame:

895cc, parallel twin, 270° crankshaft, DOHC, water-cooling, eight valves, slipper clutch, 86mmx77mm bore/stroke 93.8bhp (70kW) @ 8250rpm 70.1lb-ft (95Nm) @ 6000rpm Steel frame, bolt-on steel subframe

Wheelbase:

1580mm

Rider aids:

Traction control, four modes (Sport, Rain, Enduro, Road), blind spot warning, rear proximity alert, tyre pressure monitoring

Brakes:

(F) Twin two-piston Brembo calipers, 305mm discs, (R) Single piston Brembo caliper, 265mm disc, dual channel ABS switchable for off-road

Transmission:

Six gears, chain final drive, quickshifter

Suspension:

(F) Upside-down KYB forks, preload, rebound and compression adjustable, 194mm travel, (R) KYB shock, reload and rebound adjustable, 198mm travel

Wheels/Tyres:

(F) 21in spoked wheel, 90/90x21in Pirelli Scorpion Trail III tyre, (R) 17in spoked wheel, 150/70x17in Pirelli Scorpion Trail III tyre

Seat height: Fuel capacity: Weight: Contact: Price:

825mm 17 litres 238kg www.vogemotorcycles.com £9200

22 TORQUING POINTS

THE HYBRID, HYBRID?

Honda’s electrically-supercharged V3 concept was one of the most interesting things shown at EICMA. Our man Dowds looks at how this could help save petrol-powered bikes

TORQUING POINTS 23

Sometimes in life, things aren’t quite what they seem. When Honda unveiled a new 75° V-3 engine at the Milan show, with a radical new electric supercharger set up, everyone rushed to speculate about how much power we’d be getting, what wild superbike it would power, and how it could revolutionise MotoGP and WSBK racing.

But there’s another side to the tech as well – which might be even more useful to the bike world overall. Because an electric supercharger could just help bikes escape the move to pure battery power, at least in the short and medium term, by making small, super-efficient, hybrid powerplants that use much less petrol.

First a bit of a recap on the basic technology.

Supercharging – or forced induction – is a great way of improving the performance of a small engine. If you can pump more air into the combustion chamber than would normally be drawn in through the intake ports, you can then add extra fuel, making bigger explosions. That gives more force on top of the piston, increasing engine torque, hence, more power from a smaller capacity. Smaller engines are lighter, more compact, and have lower levels of friction – so when they’re ‘off-boost’ they use less fuel and produce lower emissions. But on full gas, they can give big engine power, so you get the best of both worlds. It’s why most modern internal combustionengined cars have shrunk in capacity and number of cylinders – three-litre sixes turned into two-litre fours with turbos, and four-litre V-8s became twinturbo three-litre sixes, all of them cleaner, lighter and more fuel efficient, while still making the big power and torque.

Up until now, forced induction engines have used turbochargers or superchargers. Turbos use the energy in the engine’s exhaust to drive the compressor, while superchargers use a mechanical drive from the engine. Both have pros and cons: turbos need a complex turbine and compressor system exposed to hot exhaust gases, adding cooling and lubrication demands, as well as a large, expensive exhaust turbo manifold which brings packaging issues (they’re generally sticking out where the front wheel has to go). But a turbo uses otherwise-wasted energy from the exhaust gas flow to compress the intake charge. Superchargers are simpler – though they need a direct drive (often a belt) from the engine crankshaft.

This new Honda set up adds another dimension though. Using an electric motor to compress the intake charge is novel technology, only really seen so far on F1 race car engines. There are loads of advantages. With a smart ECU control, the engine designer will be able to dial in whatever intake pressure they fancy, within the limits of the electric motor, at any point in the rev range. So, you won’t

be waiting for a heavy turbocharger turbine and compressor wheel to accelerate, or a mechanical supercharger to speed up with the engine revs.

That could obviously bring performance advantages in terms of peak power – but the other advantage is efficiency. Having an electrical supercharger drive means the energy to compress the intake charge will come from a battery pack.

That battery can be charged up gradually, as with a hybrid car, taking otherwise-wasted energy when slowing down or braking, and even a little bit while idling or cruising. So, while a mechanical supercharger robs energy from the engine all the time when it’s being used, the electric charger will be more efficient, only using electric charge stored up at other times when it needs to (and you won’t have the constant frictional losses of a belt, pulleys, shafts, gears or chain). Matched to modern engine management, super-lean running and other tweaks, this supercharged V3 could be extremely fuel efficient as well as extremely powerful.

The other side of the F1 electric supercharging is a bit trickier and doesn’t feature on the Honda V3 prototype shown in Milan. F1 engines also had a turbine wheel in the exhaust flow, like a turbocharger, but instead of using the energy from that to mechanically drive a compressor, it’s linked to a small generator that produces electricity. That can either be used to power a motor in the transmission to add direct power – as in a hybrid car – or it could be used to power the electric supercharger, using the ‘free’ energy in the exhaust gas flow like a ‘virtual’ turbocharger.

Put all this together, with some smart electronics, and you could have an extremely efficient powerplant, with the potential for big power from a small engine. A 500cc petrol engine, with electric supercharging and an exhaust turbinepowered generator, together with an electric motor in the powertrain and a modest battery pack could produce near-1,000cc power at full chat with all the supercharging, turbine generation and electric hybrid boost. But when cruising, or around town, it would give the fuel consumption and emissions of a 250, much like Kawasaki’s existing Ninja 7 Hybrid. Make the battery pack a plug-in chargeable design and you’ll get even bigger benefits, especially on short runs like daily commutes. Extend this technology across your range, and a firm like Honda could come up with sub-50cc engines that perform like a 125, 250cc engines with 500cc+ power, and so on.

Once the basic electric supercharging technologies are developed, it should be easy enough to apply them across a wide range of machinery, giving us the performance we all want, with the efficiency and clean running essential for future models to stay on sale.

ADVANCE TICKETS ON SALE NOW!

FEBRUARY 22-23, 2025 The Royal Bath & West Showground, BA4 6QN | Gates open 9:30am

SPECIAL GUESTS

ALEX GEORGE

VS

CHAS MORTIMER PLUS AUCTION

Adults from £16 Under 16s FR EE FREE Parkin g

Discounted ad tickets close vance 8:30am, Februar y 21, 2025.

Saddle-up for the best in the South West!

F

ebruary is here, and that can only mean one thing – it’s time for The Bristol Classic MotorCycle Show.

Get ready to rev your engines for one of the biggest biking events in this beautiful corner of England.

This year’s Bristol Classic Bike Show is a can’t-miss weekend for enthusiasts, collectors and families alike, bringing together hundreds of classic machines in one place.

From rare vintage gems to beloved icons, every inch of the

www.classicbikeshows.com Customer services: 01507 529529 Trade enquiries: 01507 529430

Bath & West Showground at Shepton Mallet will celebrate the very best in motorcycling heritage.

We’re honoured to welcome special guests Alex George and Chas Mortimer, star racers from the late Sixties through to

the early Eighties and whose stories and achievements have helped shape the sport.

Don’t miss the chance to hear from these icons as they share unforgettable tales from their racing days.

Come along for the club

displays, trade stands, and autojumble that promise fantastic finds for collectors and restorers. With something for every motorcycling fan, this is your chance to soak up an atmosphere of pure biking nostalgia and excitement.

26

DOWNLOAD THE CBS APP TODAY

Time to motor west for this year’s kicks For lovers of timeless rides and vintage bikes, Bristol is the place to be this February

H

ello and welcome to the Bristol Classic MotorCycle Show, where the historic motorcycling fraternity descends upon the Royal Bath and West Showground for our annual February fill of two- and three-wheeled enjoyment.

While February still feels, for the majority of us, a little early in the season for too much riding, especially on our hard-to-clean and exposed classics to which road salt is the enemy, it does have a sense that we’re nearly there; hopefully, winter projects have just about reached their conclusion and are at the fettling and fine adjustment stage, ready for spring and summer and another joyous year of motorcycling.

But until that time when it is the full-on riding season, we find

our ways of entertainment; shows such as this one being a great ‘fill in’, plus of course an opportunity to buy things, meet up with old friends, make new pals and, at the show, look at some fabulous machinery, renew our club (and magazine!) subscriptions, as well as listen to some interesting stage interviews and talks – this year provided by 1970s racing duo Chas Mortimer and Alex George.

Personally, my yearly journey west is something I look forward to, the opportunity to see people and motorcycles I generally don’t often see anywhere (or hardly anywhere) else being a fitting way to start the season ahead.

Enjoy the show, see you there.

James Robinson, editor, The ClassicMotorCycle magazine

Discover this fabulous 1924 Douglas TS at our stand

G

et ready to feast your eyes on a true classic of motorcycle design at this year’s show – a 1924 Douglas TS. If you head over to The Classic MotorCycle stand in the main hall you’ll see this stunning piece of British engineering up close.

With a horizontally opposed engine layout first designed by Douglas in 1907, and a rich heritage, the TS (two-speed) is a shining example of motorcycling

innovation from a bygone era.

This particular machine has found a loving home as part of a small family collection. The current owner, Mark Blacklock, said they had been on the lookout for this iconic model for some time. Purchased in excellent condition, it’s a credit to the dedication and craftsmanship of those who restored it.

The Douglas name has long been synonymous with quality and innovation. The TS, a lightweight

road bike, was known for its reliability and advanced design for the time. Featuring a 348cc flat-twin engine and a distinctive low-slung frame, this bike was a favourite among riders in the 1920s.

While the original registration was sadly lost to history, this bike’s charm and character is plain to see. Its sleek lines, period-correct details and polished finishes are sure to captivate anyone with an appreciation for

vintage motorcycles.

So, whether you’re a die-hard fan of classic bikes or simply love discovering the stories behind these incredible machines, this Douglas is a must-see at the show. Swing by the stand and get up close to this magnificent piece of motorcycling heritage.

Don’t miss out – join us at The Bristol Classic MotorCycle Show for an unforgettable weekend celebrating the best in classic motorcycling.

DOWNLOAD THE CBS APP TODAY

27

Rev-up for this pair of racing legends

V

isitors to the Bristol Classic MotorCycle Show will be able to meet, listen to and revel in the stories of two titans of motorcycling this

February – Alex George and Chas Mortimer.

From the very late sixties, for over a decade, the pair enjoyed high-speed triumphs on top

circuits and their competitive spirits and mettle were forged in the white-hot heat of competition.

You’ll be able to catch them on

stage throughout the weekend, sharing memories of rivalries, races, and the machines that defined their careers, and as they spend time at the show you could

well see them out and about.

Expect laughter, drama, and a behind-the-scenes look at what it took to become race stars in a golden age of the sport.

Alex George

A

n Isle of Man TT hero, Alex was renowned for his fearless riding and remarkable skill on the world’s toughest road circuits.

With multiple TT victories to his name, including an unforgettable Senior TT win in 1975 aboard the Honda 500cc twin, he established himself as one of the finest riders of his era. Competing at a time when bravery was as important as talent, he took on the toughest street courses and top rivals with determination and flair. His career is a testament to the golden age of road racing, where riders battled not only for victory but also for survival on some of the most dangerous tracks in sport.

Chas Mortimer

F

ew riders can claim the versatility and achievements of Chas Mortimer. The only rider to win grands prix in every solo class from 125cc to 750cc, he was a master of adaptation and consistency. With over 250 international races and a career spanning more than two decades, he was a force to be reckoned with in the 1970s and early 1980s.

Not just a racer, Chas was also a skilled development rider, helping manufacturers refine the bikes that would go on to become icons of their time. His triumphs, particularly on the Yamaha TZ series, cemented his reputation as one of the most accomplished and respected riders in racing.

28

DOWNLOAD THE CBS APP TODAY

Turn up and be tuned-in

See, hear and feel the classics

I

f you love the sound of a classic bike roaring to life, you won’t want to miss the Live Firing-Up Area at The Bristol Classic MotorCycle Show. It’s where motorcycling history isn’t just on display – it’s running, rumbling and making itself heard.

This area is all about getting up close and personal with a mix of machines which are old enough to know better, but love it anyway.

From the early trailblazers to bikes you might remember from a few decades ago, there’s always something fascinating being kicked into life. Engines will be fired-up throughout the weekend, giving you the chance to hear and feel what these bikes are all about – sights, sounds, smells, the lot.

And this year, we’ve got something extra special. Race stars Alex George and Chas Mortimer will be on hand, starting up some incredible bikes and sharing a bit of their story.

It’s not every day you get to see icons like these in action.

The area is run by a friendly bunch of volunteers who know

Private parts...

O

ne of the most exciting aspects of the show is the individually entered motorcycles, and after a busy winter spent on your full restoration… or maybe just fettling your pride and joy and tending to all those little jobs… where better to show off your handywork than the Bristol Classic MotorCycle Show?

Assembled for your pleasure will be hundreds of our readers’ classic bikes on display across the weekend.

A panel of judges will be on hand looking for the machine which will scoop that elusive Best in Show award, along with over 30 other trophies to be given out to not just the private motorcycles on display but also all the club member bikes too.

their stuff and love sharing it.

Whether you’re a lifelong bike fan or just curious about the classics, they’ll happily chat and answer your questions.

The Live Firing-Up Area is one of the highlights of The Bristol Classic MotorCycle Show, happening at the Bath & West Showground on February 22–23.

Come along and experience these bikes the way they’re meant to be enjoyed – it’s noisy, it’s nostalgic… and it’s a whole lot of fun.

DOWNLOAD THE CBS APP TODAY

Words: JAMES ROBINSON Picture: GARY CHAPMAN

I

t is well known and widely reported that Velocette excelled in motorcycle road racing, with the Hall Green, Birmingham-based concern racking up 15 TT wins between 1926 and 1967, a host of European championships, providing the machinery for the inaugural 350cc world champion Freddie Frith in 1949 (and again in 1950 for rider Bob Foster) as well as doing well in various trials and even, for a time, moderately well in speedway.

But what about scrambling, or motocross as it became known?

Not so much.

The first recorded scramble/ motocross took place on Bagshot Heath, Surrey in 1924, its 100th anniversary being celebrated last year with a series of events. Whether there were any Velocettes in it that first race I’m not sure, though it was won by a two-stroke Scott.

In 1924, Veloce was the maker of the Velocette, a twostroke with, as yet, no fourstrokes in the company’s range, though there had been earlier, with both 350c and 500cc singles made before the First World War. By 1924 it was all two-stroke though – well-made ones, a cut above the proprietary enginepowered offerings for sale by other makers at far lower prices.

The Velocette was a premium product, with a price to match.

Around the time of that first happening on Bagshot Heath, the Veloce/Velocette concern was engaged in developing its new four-stroke engine which, like the two-stroke before it, was something of a cut above

the often-proprietary powered models that were prevalent.

In the mid-1920s, the fourstroke motorcycle industry, especially in a sporting context, was beginning to shift away from the likes of bought-in Blackburne and JAP power units being housed in chassis by ‘motorcycle makers’. Instead the likes of AJS, Norton, Sunbeam and soon, Velocette, with their own engines, came to the fore.

By the end of the decade Velocette was a real force.

Known for building quality, race-winning machinery, with its roadsters and racers all powered by variations on the same 350cc overhead camshaft engine, the long-running 250cc GTP two-stroke and variants aside, that changed with the 1933 introduction of the 250cc overhead valve MOV, followed a season later by the 350cc MAC and then joined, in 1935, by the 495cc MSS. While the MOV and MAC shared many components, including a chassis, the MSS was a heavier beast altogether, with the chassis it used based on the Mk.V KTT and also in service for the Mk.II KSS and KTS, the later employing the same running gear (19in wheels, a valanced front mudguard) as the MSS. This has, to me, always seemed weird; why wasn’t it the MTS as ‘TS’ stood for touring special, ‘SS’ for sport special, with the KSS having a 21in front wheel, plus skimpier front mudguard and 20in rear tyre. Surely for ‘MSS’ to make sense it should have mirrored these specifications? Or to have an MTS and an MSS? Though perhaps there was a late change

of heart over what ‘spec’ the new, pushrod 500 should be?

Whatever, the MSS soon became a favourite, its longlegged nature endearing it to both solo and sidecar riders.

The first tuned version of the MSS was the model we see before us here – the MSS Scrambler.

It seems it was works racing mechanic Tommy Mutton, a veteran who’d been at Velocette since before the Second World War when the company was a worldwide racing force, who first recognised that there was performance potential to unleash in the new, short-stroke 500cc engine and so set about some tuning modifications.

Apparently – as recounted in Rod Burris’s book Velocette Motorcycles – MSS to Thruxton, “…[Mutton] was a member of the Redditch Motor Cycle Club and was involved in organising scrambles, so the transition seemed a logical step.”

Basically, the models were based on standard MSS roadsters – which was fairly normal practice at the time, for the off-roaders to be closely related to the on-roaders – with the engine modified. Though the standard frame was retained, stiffer springs were fitted at the rear, while the front forks had two-way damping. There was a 21in front wheel and 19in rear, with knobbly tyres (300 section at the sharp end and 400 at the back) of course, plus a shield under the crankcase for protection. There was a different rear hub attached by six bolts, as opposed to four, with a big rear sprocket too.

The competition-bred MSS Scrambler wasn’t the most capable off-roader, truth be told, but it did spawn some important Velocette models.

The first machines were built in late 1953, with various riders used as racers and testers including – as told by Burris – BSA great Johnny Draper during a brief interlude in his ‘Beesa’ career. Alan Bell and Mel Bayliss were the more usual riders, the latter, in Burris’s book, recounting how the machine ‘handled like a camel’ off road.

It was basically too heavy and the engine was too tall for sufficient ground clearance, but it went on sale in 1954, finding favour with some riders, though arguably its most significant role was that it proved the ‘square’ engine could be made to go quickly and was strong.

It directly led to the Venom and Viper – announced in 1955; the 350cc Viper was a smaller Venom (with the 86mm stroke) not simply a reworked MAC (which had a stroke of 96mm), while the Venom was to lead to the Thruxton, which produced a claimed 41bhp. The Scrambler was reckoned to make 40bhp, so the lineage was clear. In fact, the closest to the MSS Scrambler was the Venom Clubman; they shared the same compression ration (a standard Venom was the lower 8:1) and the TT carb.

This nicely restored Velocette MSS Scrambler Mk.I was supplied to influential US dealer/distributor Lou Branch of 2019 West Pico Boulevard, Los Angeles, California in April 1956.

Branch and the US market was important to Velocette; Scramblers were popular there.

Some were even supplied with a 19in front wheel, rendering them suitable for flattrack, while

350cc versions were exported too.The machine featured went to Branch and one wonders how much competition use it had, as it still has its original engine, bearing the usual MSS letters, then the engine’s own numbers, then the ‘S’ at the end, which denotes it’s a Scrambler.

The bike was discovered

by Velocette enthusiast Alan Lawrence while he was on holiday in Florida, circa 2010.

Alan had it repatriated and set about restoring the bike. Already having another Scrambler, which was featured in our sister title Classic Bike Guide some years ago, Alan sold it around 10 years ago and it went into a collection of old British machines… where it lived until recently. It was unused during that time, though well stored in a climatecontrolled showroom.

It then went to dealer Venture Classics – which had actually sold it when Alan passed it on – who recommissioned it, though did advise the tyres, albeit new, were looking a bit perished and would require changing if it was to be used in anger. It was from Venture that it was acquired by a Japanese enthusiast, a friend of John Oakes, and it was John who collected it, brought it home, changed the tyres and invited us to have a ride, before it headed to its new home in Tokyo.

What was it like to ride?

You can find that out in The Classic MotorCycle magazine.

Scan the QR code below to purchase your copy and read more great features every month, or meet us on our stand.

THE DYNASTY OPENER ROADSTER TH M MV Crricket bat Norton

CS1 Baby fire engin ne

Want to read more great features like this?

If llook ks wo on races…

VEL

DECEMBER 2024 PRINTED IN THE UK

Number 12, December 2024 £5.20

Sporting single

29

LO SCRAMBLER

Subscribe to The Classic MotorCycle George Barber by heading to www. exclusive interview: classicmagazines. co.uk or going to the TCM stand at The Bristol Classic MotorCycle Show – a place where you can get the best deals on subscriptions, merchandise and back issues.

“WE’VE HAD A LOT OF FUN BUILDING

S PLU

001 TCM f

OUR MUSEUM”

ARBUTHNOT TRIAL REPORT FIRST AND LAST FEATURE ARIEL HUNTMASTER RESTORATION GUIDE WEST KENT RUN NORTON DAY AT THE NMM PIONEER RUN SKETCHES TRIUMPH TWIN REBUILD

30

DOWNLOAD THE CBS APP TODAY

Hundreds of traders, one truly epic event

T

he Bristol Classic MotorCycle Show is packed with hundreds of traders, offering everything from rare parts and tools to bespoke accessories, riding gear, and memorabilia.

Whether you’re hunting for the final piece for your restoration, seeking inspiration for your next project, or simply browsing for something unique, chances are what you need is right here.

With so many experts, enthusiasts and specialists in one place, this show is the ultimate destination for classic motorcycle lovers. So dive in, explore the stalls, and discover all the treasures waiting for you.

Get to know a few of the traders...

Whether you’re on the hunt for a vintage gem, the perfect accessory to make your bike stand out, or tools to breathe new life into your restoration project, the trade stands at The Bristol Classic MotorCycle Show pretty much have it all. Here are a few of the businesses you’ll find:

Central Wheel

Components

Rolling into the West Country, Central Wheel Components has everything you need, from classic rims and spokes to complete tyres and accessories. If you’re piecing together a restoration or upgrading your wheels for the riding season, stop by the stand to see what the team has brought to Bristol.

Visit www.central-wheel.co.uk

Watsonian Squire Calling all Triumph enthusiasts.

Russell James Motorcycles is coming to the Bristol event, offering a stunning selection of classic and rare Triumph bikes.

Whether you’re looking to buy, sell, or simply admire, the stand is a must-see for Triumph fans at the show. Head over to www.russelljames.co.uk

Club bangers

T

he heart of the Bristol Classic MotorCycle show is, of course, the clubs.

And believe it or not, the motorcycle club scene seems to have been having something of a renaissance over the last 12 months.

It’s also fair to say that this event has perhaps the best club stands of any motorcycle show in the UK, and here’s why...

Over 70 motorcycle clubs will be displaying hundreds of their members’ motorcycles across the weekend and more often than not, all wrapped up in a theme.

There’ll be faux dealer showrooms, dioramas of motorcycling’s heyday and, more importantly, members on hand to talk shop about marques, models and technical help… all from real people!

From Norton to Rudge, Honda to Harley, the clubs will be out ‘en masse’.

The iconic Watsonian Squire is at the show, and the team members will bring their renowned expertise in sidecars and Royal Enfield motorcycles. Whether you’re dreaming of a threewheeled classic or fine-tuning your Enfield setup, they’ll steer you in the right direction. Visit Watsonian at the show or online at www.watsonian-squire.com

S & T Electroplate

Make your bike sparkle like the showpiece it is. The Polishing Shop’s products are ideal for preparing your bike for this year’s rideouts or events, or for simply adding a little extra shine to your restoration projects. Don’t leave without picking up one of the premium-grade kits. Explore more at www.thepolishingshop.co.uk

When it comes to giving your bike a showroom finish, S & T Electroplate has you covered.

From high-quality polishing to expert plating services, this is the perfect partner for vintage motorcycle restoration. Chat with the staff at the show to see how they can help bring your classic bike back to life.

Visit www.stchrome.co.uk

DOWNLOAD THE CBS APP TODAY

The

R

31

auction: Make a bid for biking history

evving back into action after a smashing debut last year, the Dore & Rees auction returns to The Bristol Classic MotorCycle Show.

Whether you’re a seasoned collector, a curious enthusiast, or just someone who loves the sound of a gavel dropping for the sale of incredible bikes, this auction is the place to be.

Last year’s auction proved a roaring success for all concerned,

and 2025’s sale is shaping up to be even better, with an incredible line-up of iconic motorcycles set to go under the hammer.

Let’s take a closer look at a couple of the showstoppers:

1985 Ducati Mike Hailwood Replica

First up, we have a 1985 Ducati Mike Hailwood Replica – a bike with history, pedigree, and serious wow-factor. This beauty

celebrates Mike ‘The Bike’ Hailwood’s brilliant 1978 Isle of Man TT comeback victory, a moment that left the racing world stunned. Ducati captured that magic with the Hailwood Replica, a road-going tribute to their racewinning machine.

This particular example, fresh from a private collection, is in tip-top shape with just 11,000 miles recorded. Sporting its iconic red, green and white livery, lightweight Campagnolo wheels and Brembo brakes, it’s every inch a masterpiece. And with a top speed of 135mph, it’s as fast as it is fabulous!

2004 Confederate Hellcat

If you’re after something a bit wild, the 2004 Confederate Hellcat might just steal the show.

Born in Baton Rouge, Louisiana this brute of a bike blends rebellious design with earthshaking performance. Its 124cu in S&S V-Twin engine pumps out a beastly 140bhp and 145 lb-ft of torque, making it an absolute powerhouse.

With fewer than 50 ever made – and many lost to Hurricane

Katrina – this Hellcat is rare, desirable and downright jawdropping. Described as the “.357 Magnum of two-wheelers”, it’s a head-turner for collectors and adrenaline junkies alike.

A must-see event

The Dore & Rees auction isn’t just an auction, it’s an event. It’s where dreams meet reality, and motorcycling history finds new

homes. Whether you’re bidding or just soaking up the excitement, you won’t want to miss this.

So, mark your calendars for February 22–23, and join the team at the Bath & West Showground. With entries still open at time of going to press, there’s bound to be even more treasures rolling into the line-up.

Don’t miss your chance to be part of the action.

The Bristol Classic Motorcycle Show Auction 2025 Sunday 23rd February 2025, The Royal Bath and West Showground, BA4 6QN

NOW INVITING ENTRIES

Now inviting entries, please call Nick Wells or John Nash for details. nick.wells@doreandrees.com Nick Wells (07920) 500091 eptember from 2pm. Viewing at the Cheese & Grain in Frome, BA11 1BE, at www.doreandrees.com or call the Motoring Department on 01373 462257.

www.doreandrees.com John Nash (07583) 932311

32

DOWNLOAD THE CBS APP TODAY

EVACUATION POINT A

TRADE ENTRANCE

RESTAURANT

February 22-23, 2025

OUTDOOR TRADE

CLUB HALL

BABY CHANGING HELIPAD

MENDIP - CLUB HALL EVACUATION POINT B

TOILETS

OUTDOOR TRADE

TOILETS inc DISABLED CATERING

TE PRIVA ES I R T EN

EDMUND RACK +

cATERING

MAIN HALL

SEDGEMOOR - CLUB HALL

DORE & REES AUCTION

SHOWERS

TRADE + AUTOJUMBLE + CLUB STAND

INFORMATION DESK FIRST AID LIFT

TRADE ADE CAR C AR P PARK AR K

VISITOR ENTRANCE

YELLOW GATE

TICKET BOOTH

EVACUATION POINT C

PUBLIC CAR PARK

CLASSIC BIKE MAGAZINES YOU’LL LOVE

TIMETABLE

New!

yal Enfield Bullet y Roy R

S1 Kawasaki S1B

e ridden it – what’s it like?

We’ve

WORKS DEVELOPMENT How ideas are tested

250 Teenage triple trreat

OUT TO GRASS

Beezer built to go… go sideways sidew

CLASSY COTA

VINCENT COMET  ZÜNDAPP K800  LAMBRETTA!

Magnificent Montesa

Dirtbike CLASSIC

ISSUE 235  NOVEMBER 2023

Running, Riding & Rebuilding RealClassic Motorcycles

#69

ADE R900RR FIREBL CBR H HONDA Buyer’s guide

ica American S SS gle S Eag Eagle WEISE DRIFT SLIPPE W ERY Worth J JACKET £199.99 SUZUK KI #224

talian wi Italian ly It rly rl burly r burl re are

Pull-out centrefold!

IN THE UK

Ducati’s R RUTTER’S TT F2 R RIDE winners! WIN!

DE!!

CTICAL ADVICE INSI 32 PAGES OF PRA SUZUKI GSX1250EE

HOLESHOTI O IN N

NOVEMBER 2023

BUY  SELL  RIDE  RESTORE

n

Amerrican suit American

THE BEST CUSTOM BIKES IN THE LAND, OFFICIALLY!

1984 Team G Gallina lli TGA1

www.classicraacer.com where legends ends live on...

JOHN JR! REYNOLDS J Battling Brit!

November 2023 ISSUE

461

ON ONE NE

OLD BIKE MART

WEISE DRIFT JACKET WORTH

£199.99, MTR RETRO HELMET

WORTH £130, BRIDGESSTONE

CHARGER, COMFORTAIR

PURE GOLD

Gilo s ISDT medal winner

p e and chea Capable Honda CBX750F

A bit on the sid d

Sidecars – useful usefu f l ye fu y yett lots of fu ffun n

e te quisit xq x Ex Exquisite E s ts t st us aus a xha ex e exhausts t in metal ty Beauty b hand made by

REBEL READ!

EXPENSIVE AND EXCLUSIV

VE V E The rarest and the priciest ciest

to call upon During the Second World War, the government of Paris had some 100 sidecar combinations raid exercise dealing with in its efforts to foil the enemy. These gentlemen were taking part in an anti-air been delayed by a month the threat of explosive, incendiary and gas bombs. Apparently the exercises had while everyone was at home because of exceptionally cold weather – luckily the invasion didn’t take place in front of their fires!

• To find this and thousands more images visit: Mortons Archive www.mortonsarchive.com

PLUS

The best st of t Is BSA’s B33 the king of classics? a

MEGAMAICO M

Refined efi – Refurbished – Raced

FABULOUS FARLEIGH FOXY Y FOXHILL CUMBERLAND CLASSIC WO WORKSHOP

Ea a arly India dian n excellence

Great offers available across the range

DECEMBER 2023

ll

PRINTED IN THE UK

Swing by the Classic Motorcycle stand at M28 and grab some great savings!

HER CH MILE-MUN

Y BMW’S WHY R1150 RT IS HE BEST H TH BARGAIN B BIG B TOURER T

Plus

RETROREBOOT: SUZUKI GSX1250

MOTORCYCLE MECHANICS

INCLUDING:

Phil Read’s Yamaha years

PLUS

FLYING HIGH

The Team Heron Suzuki story…

❚ LINE ART: 1980 B BIMOTAYB3 IMOTAYB3 ❚ BRANDS HATCH: CIRCUIT HISTORY/GUIDE H ❚ ROY HANKS: SIDECAR ACE ❚ ROB HOLDEN PART 2 ❚ MIKETRIMBY:TRAILBLAZER ❚ WHATEVER HAPPENEDTO: KEITH CAMPBELL ❚ BACK INTHE DAY:YOUR PICTURES!

CLASSIC ATI FIVE DECADES OF MODERN 0 RT,, DUCAT BMW R1150 US YER SHED. 00s: DA 80s: HONDA OF THE MONTH. SHOW TRIUMPH SPEED TRIPLE. WORKSHOP: TOOL CBR900RR FIREBLADE, DUCATI/SUZUKI SPECIAL. S2R 800. 90s: HONDA 70s: HONDA CB750FA, AND MEMORIES! GPZ900R TOP GUN. AND YOUR BIKES CBX750F, KAWASAKI QUESTIONS ANSWERED Also: Q&A: YOUR

Hedstrom’s almost forgotten heroics

PLUS

Number 12, December 2023 23 £5.10

WIN!

SUBSCRIPTION ONLY NEXT ISSUE: DECEMBER 2

KITTS!

ISSUE

Sixty-nine Winter 2023

GOLFCLUBCLASSIC

Available from the first Saturday of every month

AND TAMIYA SEAT CUSHION WORTH £69

PRINTED IN THE UK November/December 2023 Number 224 £5.25

10.30am Alex George and Chas Mortimer on stage with commentator Rob Jones 11.30 Paddock fire-up with guests Alex George and Chas Mortimer with commentator Rob Jones 1pm Paddock fire-up with guests Alex George and Chas Mortimer with commentator Rob Jones 2.30pm Alex George and Chas Mortimer on stage with commentator Rob Jones 3.30pm Show awards 4pm Show closes

November 2023 £5.00

SUNDAY

No.433

SATURDAY 10.30am Alex George and Chas Mortimer on stage with commentator Rob Jones 12 noon Paddock fire-up with guests Alex George and Chas Mortimer plus commentator Rob Jones 2pm Alex George and Chas Mortimer on stage with commentator Rob Jones 3.30pm Paddock fire-up with guests Alex George & Chas Mortimer with commentator Rob Jones 5pm Show closes

FRUIN’S FABULOUS FOUR WEST KENT RUN GILERA OFFROADER KOP HILL CLIMB ROYAL ENFIELD TOUR IN IRELAND TRIUMPH TWIN REBUILD OSSA MAR GRAHAM WALKER RUN

34 READERS’ RIDES

Day Ride: Lapping up the Lakes Words & Pics: Mikko Nieminen

The Lake District is a magical place to ride a motorcycle – in any weather, at any time of the year I have never had a bad ride in the Lake District. Not even when the weather has been poor, which could easily take the shine off many rides. In the Lakes, bad weather somehow fits the scenery better, making it moody and dramatic rather than dull and diluted. And many of the roads here are fairly small and slow, so it doesn’t really seem to matter that much, because the views are still spectacular, and the riding good.

So, when Martin from Riding Edge Motorcycle Adventures suggested including a route in the Lakes in our Great Winter Rides, I didn’t take much convincing. The only question was which route to pick? We needed something that would highlight the majestic scenery of the Lakes but avoid the bits that were most likely to close in bad winter weather. Luckily, Martin has decades (I’m being kind and won’t say exactly how many decades) of local knowledge, so I could safely leave the planning to him. All I had to do was check the bike over, wire in the heated kit (because, let’s face it, it could get a bit chilly), and be there on time. It really pays to be friends with a tour guide!

Where’s the rain?

We started our ride in Coniston, pretty much at the heart of the Lake District, but that was mostly just because I had found a ridiculously cheap place to stay there (the YHA hostel, highly recommended). The route that Martin had planned was a circular 100-mile ride, so you could really start anywhere along it. As I studied the route prior to the ride, what I liked about it was that it took in some bits that I had not ridden before, despite spending plenty of time riding around here. There were some old favourites, too, so I knew I was in for a good ride.

The first thing to do was to fill the bikes’ tanks, and since I was on the BMW K1600GTL, with a tank the size of a paddling pool, and the route was ‘only’ 100 miles, I could have easily done it twice without having to worry about refuelling. Our riding group consisted of Martin at the front, then me, Dave and Ross from work (they were working on a different article), and Martin’s other half and co-tour guide Maddie at the rear.

The morning was bright and sunny, and the road out of Coniston towards Torver was the perfect start to the ride: nice and easy country riding, just to get into the swing of things.

From Torver we carried on to Broughton-inFurness and Duddon Bridge, with nice views to the left over Morecambe Bay. From Duddon Bridge we took a single-lane track north towards Ulpha, and this is where the hills started to change from gentle and rolling to rocky and rugged, the forest grew

thinner, the fields fewer, and it felt like we were slowly heading into the wild.

Past Ulpha, still heading north over Birker Fell towards Eskdale and Santon Bridge, the scenery got even more barren and wild as we rode over the tops of the fells. This was one of the roads I had not ridden before, mostly because on previous visits I had headed from Eskdale to Cockley Bridge for the Hardknott and Wrynose Passes. It was clear I had missed out on a great road doing that, and I was glad that Martin had included this on our route, no doubt knowing that many will miss it for the same reason.

From lake to lake

Before stopping for a coffee at Santon Bridge, we took a little detour to the shores of Wast Water. It’s only a little off the route, and well worth taking a few minutes to go and have a look. There were people swimming in the lake, making me feel like a bit of a wuss with all my heated and waterproof kit, but I wasn’t going to swap places with them.

With the obligatory photos of bikes by the lake, it was time to stop for a coffee and cake at the Woodland’s Tea Rooms in Santon Bridge. As we sat outside tucking into our cakes, we were feeling pretty smug about the weather – it was fairly cool, but sunny and dry, perfect for riding (and for stuffing your face with cake, of course).

A little fatter, and a lot happier, we continued our ride through Gosforth, with a short hop on the A595 to Calder Bridge, then back on the single-track road to Ennerdale Bridge, past the Blakeney Raise Stone Circle. This is another stretch of the route where you are riding on top of the fells, with nothing but the odd sheep reminding you that civilisation is not really that far.

This was when the gods of rain finally had enough of our smugness of having picked such a lovely sunny day for our ride, and they soaked us good and proper. Luckily, their anger was short-lived, and in another quarter-of-an-hour the sun was out again.

We then rode through Kirkland and Mockerkin to Loweswater, then continued to Crummock Water, where the road follows the waterline with tight, blind bends hiding anything from tourists in campervans to farmers in big old tractors. The views are great, but best keep your eyes peeled on the road. Luckily, there are places to stop to admire your surroundings.

Another pleasant surprise

In Buttermere village, before getting to Buttermere, the lake, we swung a left. This was another road I had not ridden before. I

have been through Buttermere many times, but always carried straight on towards Honister Pass.

That left turn took us to Newlands Pass, a narrow, but wonderfully scenic pass that takes you roughly speaking in the direction of Keswick.

There’s a place for stopping at the top that lends itself for some good pictures of your bike, and the impressive Moss Force waterfall.

Again, I was pleased that Martin had picked this road instead of the busier Honister Pass.

It was the first time I rode it, but it won’t be the last.

From Newlands Pass it’s only a short blast on the A66 to Keswick, and time for another coffee and cake. The earlier cake had set the precedent, and so it was: no lunch today, just lots of cake – and why not!

Home straight is not straight

Ever fatter, and ever happier, we heaved ourselves back on to the bikes and started the final stretch back to Coniston. The A591 down past Thirlmere seemed like the fastest road ever after all the slow, narrow and nadgery little tracks that we had been on for most of the day.

We left the A road at Grasmere, picking up the smaller track running on the west side of the lake over Red Bank, and twisting and turning our way to Skelwith Bridge. From there it was the A593 straight to Coniston.

This is not just any old A road, it’s one of the most fun and windy ones, but beware of the multitude of manhole covers in the corners, most of them right on the ideal motorcycle line through the corner.

With the last stretch dispatched, we arrived back at Coniston. The route had been well put together: a nice mix of different types of roads; nothing too technical, but interesting enough to keep you on your toes; and the scenery had been exquisite all the way. It had been a full day with stops for photos, coffees and cakes, but it’s not a route that you want to rush.

With the new roads that I had discovered, I realised how many routes there must be in the area that I have absolutely no idea about.

I must talk Martin into taking me out again to sample some more. Here’s to the next time.

The ride in brief: Starting and ending in Coniston in the Lake District, this 100-mile route covers A and B roads. Some sections are single tracks with passing places as you are climbing up to higher ground. The views are good all the way, ranging from quaint villages to rugged stony passes.

LAKE DISTRICT 35

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

d XR BMW’s empowere

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 TRIPL LETS LE TS S TRIPLETS 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.

36 ON TRACK

Track Rider Clinic: Answering your questions…

Riding on track provokes a lot of questions, be it related to riding, bikes, or even products. Thankfully, Dean’s on hand to tackle your concerns and dish out advice you can depend on Words: Dean Ellison Other than being asked multiple times at every trackday: “How many sighting laps?” and “Which is the first group out?”, I receive a lot of messages requesting advice – and I’m starting to see the same questions reoccurring. These are some of the more common ones…

Should I use tyre warmers on wet tyres?

Yes, 100 per cent you should.

Whether it’s wet or dry, the more heat in your tyres, the more grip you get – that’s until you get to the other end of the scale and cook your wet tyres on a drying track, or if you’re riding in an extremely hot climate and everything feels a bit greasy, but that’s not likely to happen here in the UK. My response to this question is the same to everyone. Are your wet tyres warm when you finish the session? The answer is always yes... in which case, why not begin the session with warm tyres? Start out with the same level of grip and feel you want at the end; going straight out with warm rubber will give you more confidence to go fast from the off. The heat will be maintained or could even increase as you start to push. If you choose to start out with cold tyres and build in the heat, you’re already wasting valuable laps, but also at risk of crashing the first time you put some lean into it. You might feel like the heat is there under braking and acceleration, but you might not have enough heat on the very edge, and that puts you in danger of losing traction.

As mentioned, you don’t want your wet tyres too hot, though.

If you pre-heat wet tyres to the same temperature as slicks, they will give too much movement. The grip level will start out amazing, but you just won’t be able to maintain that heat and eventually

you will start to lose grip as the tyre cools.

My best advice is to set your warmers at 50 degrees if they have that function or just pre-heat them for about 30 minutes before you are due to go out, and then you can go faster from the off – and you really should go faster from the off; if you try to build up your pace, then the edge of the tyres will start to cool and that could catch you out.

You can use your tyre warmers to help look after the rubber as well. Lots of continuous heat cycles eventually have a negative effect on the grip performance of the rubber, so I always turn on the warmers 30 minutes before my first session, wrap the warmers back on to my wheels immediately after each session (without turning on) so that the core temperature doesn’t drop too quickly, and then switch back on 30 minutes before the next session. I do the same at lunch and at the end of the day; as soon as I come in from the track, I wrap the wheels and allow then to cool down at a much slower rate. £400-ish is a lot for a set of tyres, so I want to look after them.

Would I recommend driving to a No Limits Euro event?

I often drive to the Euro events, but only if I can do multiple events over the course of one trip. It’s expensive because of ferry/train costs, plus the extra fuel and toll fees through France and Spain, so for my job I have to ensure there’s plenty of work coming in to cover that. It can also be quite tiring if you want to do the distance in a short timeframe. That said, it is nice to have whatever tools and equipment you might need.

The cheapest and easiest way is obviously to utilise the transport company and stillage system arranged by No Limits. There’s more than enough room on the stillages provided and if you really

want to take more, just pay a little extra and have a full stillage for yourself if that option is available.

That’s far cheaper than driving.

You would also need to look at the documentation required since Brexit. I use a Returned Goods Relief Form. Some race teams use a Carnet; this is to show border control what you’re taking out, and the same must come back in.

Do you wear an airbag vest or suit?

I didn’t until 2021, although I’ve tried a few on over the years and am very much behind the technology. There are three systems that stand out for me and they all have their place.

Each system is slightly different and it’s not until you really get looking into the technical side that you appreciate what’s involved.

It’s also worth noting that anyone I know who’s crashed with airbag protection will now not ride without it.

I’ve been wearing the Dainese D-Air suit, but there’s also the Alpinestars Tech-Air Race Vest and the In&Motion system, as used by a number of manufacturers.

Dainese is the pioneer of this technology. I remember seeing footage of its early systems and thought it seemed a bit far out, but the firm has come up with a really effective system that has prevented a lot of serious injuries over the years. D-Air gets my vote because of the way the actual airbag is constructed. Dainese uses a patented ‘Microfilaments Technology’ which ensures that when the airbag deploys, the air inside inflates the bag in a balanced way that makes the bag extra-firm on impact. Secondly, because it’s built into the suit, it’s very comfortable and you can’t feel the airbag at all.

Just a final note. The new UK importer is now able to manage the regs and a lot of the repairs, which has been quite difficult to arrange since Brexit.

How many laps should I scrub new tyres in for?

None if the tyre is pre-heated and you’re on track. I don’t remember anyone from the tyre manufacturers or race series tyre support advising me to scrub tyres in when I raced at BSB, WEC or WSBK level. In fact, a race tyre gives optimum grip for just a few laps so don’t waste those valuable laps, especially if you’re racing. The same cannot be said for cold road tyres, though; these will need scrubbing in, with the first few metres being the most important. I’ve heard of so many highside crashes from customers just setting off from the garage after having new rubber fitted. You should gradually build your speed and the forces from acceleration and braking for a few laps, I’d say.

Most new tyres are made with a release agent so that they easily come out of the mould after the final manufacturing process.

Most of that release agent on the tyre surface is removed by the manufacturer. However, a small amount is still visible.

Basically, if your tyre is shiny, it’s manufactured with a release agent. Next time you watch a BSB qualifying session or maybe the WEC, pay attention to riders who pit for a tyre change and watch how fast their out lap is.

What are the best boots for someone with big calves?

This may seem a little bit random, but I get asked this every week and it’s important to be comfortable when you’re out on track. What might feel just a little uncomfortable when you try it on in the shop will only get worse and likely be more painful as time goes by. Leather suits and gloves will always stretch and bed in, but

it’s impossible for a leather/plastic boot to give in the same way.

Here are my top three: 1st – Dainese Axial D1 inner boots would be the best option because they actually finish below calf height and sit inside the leather suit. This boot offers a very high level of ankle support and the Dainese suit zips over the boots to make for a very comfortable finish. I know not everyone wears Dainese, but there are a few leather alteration specialists who can modify the legs of any leather suit to fit this set up.

2nd – TCX RT-Race, Race Pro and Race Pro Air have always been known in the trade as a complementary boot for the big calf. It works because the halfinner boot with laces combines with a soft microfibre gaiter in the calf area to allow for a perfect fit and plenty of give.

3rd – Alpinestars Supertech R 2021 model onwards boots have had an upgraded main zip and widened accordion stretch panel.

This boot must be one of the bestsellers just on looks alone and has always been very comfortable, but the zip was always a weak point if riders had big calves. A wider accordion stretch panel has made all the difference.

Get on track with Dean…

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

38 OFF ROAD

A DAY IN THE DIRT… Can you teach an old dog new tricks? Well, the answer’s yes as far as John is concerned, after his recent roll around in the mud on some enduro bikes.

Words: John McAvoy

ALEX SNOW GASGAS OFF-ROAD EXPERIENCE 39 Since the very beginning of my time as a motorcyclist way back in the mid-80s I’ve only every ridden on the road or track, and thanks to the very privileged position I’ve been in for the past near 20 years, I’ve been lucky enough to have ridden enough different bikes, roads and tracks to last a hundred lifetimes, but I’d never ridden offroad until last year when I spent a few hours doing a very basic taster session with Vanessa Ruck, aka ‘The Girl on a Bike’.

When I say ‘basic’, I mean basic for someone who knows what they’re doing, but I had no clue, like literally no clue. So, for me the experience of riding on a loose surface was both terrifying and humbling, and I felt utterly out of my depth, which is the underlying reason why I left that day wanting another go. There was a part of me – the stubborn part – which didn’t want to leave it at that, knowing that there was so much more to learn. Then there was a part of me that even though I’d just had a tiny glimpse into the disciplines and skills needed to make a bike go through mud, gravel, streams, inclines and ditches. I could see just how many of them could better me as a rider on the road and track, especially the discipline of not panicking.

So, when the call came from Bruce that there was a place on the Alex Snow GasGas Off-Road experience at the Sweet Lamb Farm Off-Road Centre in Wales, I immediately said yes without knowing who Alex Snow was or what the Sweet Lamb Farm was, and only a vague awareness of what GasGas are, but I did know that Wales is mostly wilderness and forests and therefore is to off-road riding what a race track is to a road rider – heaven.

Straightaway I hit the internet and looked up the Alex Snow website to suss out what I’d just agreed to, and indeed it looked just like what I needed; a day out with a small group of equally inexperienced people in the safe hands of a former pro-enduro rider.

In keeping with who the day is pitched at, everything is provided by the school, so you literally just

have to show up, which itself on reflection is a really good prelude to the day. As you drive to the Sweet Lamb farm, the closer you get, the better the roads are, and the more spectacular the scenery gets, and the further away from normal, everyday life you get.

When you arrive at the centre, it’s about another mile down a dirt track, and by the time you get to the lodge/workshop, you lose your mobile phone signal to complete your total removal from whatever is normal for you. It’s just you, the wilderness, some motorbikes and literally nothing else, with zero contact with the world.

I was already in love with it before I’d even got on a bike.

Let’s just say that the off-road equivalent of a racetrack paddock has much better views; nobody in hi-viz jackets checking your pass/ wrist band; no strict timetable for the day; no extensive lists of do’s and don’ts; and no overpriced grot-burger cafés. The fee for the experience day is all-inclusive, so food and drink are provided along with all the kit and fuel – more on that later.

I got changed into my 80s discothemed riding kit, comforted by the fact that everyone else was wearing the same, and the chances of bumping into anyone I knew – or anyone at all for that matter - where we were going were basically zero. The amount of body armour was also reassuring, if a little concerning, as a reminder of the basic premise of off-road riding – expect to fall off, which goes against every instinct as a road rider, and which is the first battle with myself that I had to overcome. Focusing on what to do instead of what might happen was by far the hardest part of the day for me and took some time to get over.

Alex took us through some of the basic stuff, like how to stand on the bike, use the footpegs, lever and throttle, but refreshingly it wasn’t information overload.

The emphasis and assumption is that if you’ve showed up for the day, you’ve got a degree of bike control and a willingness and capacity to learn, so you’re on a bike pretty quickly, and following Alex around the practice area next

40 OFF ROAD

to the centre to give him a chance to see what he’s dealing with, and for us to get a feel for the bikes.

He starts by riding over some mounds which are maybe three or four feet high, and in and out of a ditch which immediate puts me miles out of my comfort zone and questioning the wisdom of accepting the offer from Bruce to come to the school. This is just the loosener, and I’m nowhere near feeling like I’ve got any control over the bike, but I’m here now, and the option of bailing out is just not there, so I persevere, and in doing so learn my first big lesson. You’ve got to remember that the BEST way to learn is by doing, and to do that you have to stick with it, and repeat.

Alex is clearly as good a teacher as he is an off-road rider, because

it must be obvious to him that I’m not comfortable, so round and round we go over the same jumps and ditches until almost at the same moment the thought enters my head that actually I’m starting to enjoy this instead of fear it, he declares we’re all good to go, and we leave the practice area and into the wilderness, whereupon I’m immediately ripped out of the comfort zone which I’d got myself into and back to the earlier mindset of fear and apprehension.

It was a cycle that continued all morning in so much as I’d just start to get comfortable with the terrain and the challenges that Alex was setting. We would stop and maybe be riding up the side of a really boggy/slippery grass hill or down a really narrow, overgrown steep hill on loose

slate a few times, then he’d up the ante and take us to a deep river to ride through, and you’re right back to feeling vulnerable and more than a bit inadequate again – something I reflected on during the break for lunch.

I told myself that I needed to be patient and ignore the beating that my ego was taking. I am so used to being competent on Tarmac, competent enough to be entrusted with hugely expensive motorcycles and often quite risky assignments by Bruce, but that the feeling of not being on the same level I usually am, was tough to accept. However, the pause from all the action at lunch gave me the chance to realise the obvious and accept that I am a complete novice at off-roading, and that it would take time – more

time than just one day in Wales – to even vaguely begin on the path to competency. There is no substitute for practice, and there are no shortcuts, and I really would like to become at least in tune with the bike rather than just its passenger.

Releasing myself from any self-imposed expectations and realising that off-road riding requires a totally different set of skills that despite my years of experience I didn’t have, was the best thing I did all day. As well as a bit of a refuel for the body, the break in activity allowed me a mental reset which would make all the difference in the afternoon.

No doubt while I was heavily distracted all morning by the fear of falling and feeling of incompetency, I was without realising it apparently learning some of the techniques and tips that Alex was teaching. The afternoon felt so much easier and much faster. The penny dropped when at the top of a particularly challenging steep, long and rocky climb, I spotted a rock which I just instinctively and without thinking, just headed directly for because I wanted to jump over it, instead of trying to navigate around, which had been my default up to then.

The direct/jumping approach was much smoother, faster and enjoyable and spontaneous, just like popping a cheeky wheelie during a ride on the road.

Something switched on inside my head, and that same much more positive, relaxed approach carried on all afternoon, not always with the results I’d hope for, but more often than not I caught myself thinking, ‘This is amazing’ where before all I could think was, ‘Is it nearly over yet?’

Near the end of the day we rode up to the top of a huge hill, and instead of following Alex, everyone took their own route to the top. I chose the steepest route because to me that was the hardest way to the top, and I wanted to take it on. Others took a rocky route, or a boggy route, but we all got to the top, and we all were treated to the most incredible view for miles and miles in all directions.

The ride back to the lodge would be relatively simple (and fast) from there, so this felt like the final reward for the day’s efforts.

It occurred to me that of all the thousands of bikes I’ve ridden over the years, there isn’t a single one that could bring me to that place where I was having my mind blown by nature –In fact, I wouldn’t even have been able to walk there. A whole new world of places and experiences opened up to me right then with that realisation.

GasGas provide the centre with their full range of enduro bikes, and we could pick any we wanted for the day, and swop during the day. Given that I’m the least qualified person to make any judgement or comment on an off-road bike’s performance,

ALEX SNOW GASGAS OFF-ROAD EXPERIENCE 41

I won’t try and pretend that I can. However, what I can is say that I tried the 250cc fourstroke, 250cc two-stroke and 300cc two-stroke bikes, and my favourite was the 300cc two-stroke. I think I preferred it because it felt like it had a bit more punch at the bottom of its revs for better traction but not so much that it was overwhelming, plus it felt a little bit lighter and easier to chuck about, which helped mask my inadequacies.

I was expecting a physical battering that day, but what I actually got was an emotional rollercoaster. There were plenty of times during the day that I could easily have called time, but I knew if I’d done that, I would have regretted it instantly for not having a go at that river crossing, or steep climb. Then when you overcome those fears, and by hook or by crook get to the top of the hill, the high is as high as any I’ve had at high speed on a track.

The drive home was long enough to reflect on the day, and I realised that while I’m still a complete novice, I’m also completely hooked, and want to do more. There is no question that the skills you have to develop to ride off-road are transferable to road and track riding. Of course, the benefit of riding a bike with very low levels of grip is obvious,

but for me, it’s as much to do with keeping a level head in a stressful situation, and not panicking.

Once you commit to a climb or river crossing, more often than not, the plan you had in your head at the start goes out the window pretty soon after you set off, and you get into a constant cycle of improvisation and crisis management as the alternative is a trip over the handlebars if you panic or mentally lock up.

The other big attraction to wanting to do more is the amount it costs compared to a track day, is day and night. A track day can cost around £500 all in once you factor in the entry cost plus

tyres, fuel, accommodation and getting the bike to the track – and that’s not including the cost of the bike and any crash damage.

If you’re lucky and there’re no red flags you should get at best eight 20-minute sessions, so about 2-2.5 hours on track.

If you give Alex Snow £495, he’ll take you off-roading for TWO DAYS, lend you his bikes and riding kit, plus he’ll give you the fuel, tyres, breakfast, lunch and dinner, and accommodation for one night in that price. He’ll even give you some discount if you bring enough mates with you.

The only thing is, you have to be prepared to leave your ego at

home, be patient and persevere, and if you can do that, the sense of satisfaction of trying something different and learning new skills is massive, but when you factor in the ‘Wow’ factor of the scenery and places that an off-road bike can take you to, the paddock of a race track looks incredibly plain.

Don’t for one second think I’m getting all Ewan and Charley,

and because I’ve had one good day off-road that I’m done with road bikes and I’m off to do the Dakar, because I’m not. What’s happened is I’ve had my horizons broadened by something which has been hiding in plain sight for all these years, and while I regret not dabbling off-road sooner, I’m so glad I’ve found it now. Better late than never.

42 QUICK SPIN

Quick Spin:

Super Soco Street Hunter TS PRO If you’re in the market for a sportily styled electric 125cc equivalent, the Super Soco Street Hunter TS PRO could be just what you’re after…

Words: Andy Bell Pics Pics: Gary Chapman

What is it?

The Street Hunter TS PRO is one of the latest additions to the Vmoto range of electric motorcycles. With a power comparable to a 125cc, this model has been upgraded from the latest TS with the PRO version looking to improve on the performance. Outright speed has been increased a little and while the range is about the same at a claimed 60 miles, this can be achieved at a much higher average speed due to new battery tech and a switch from belt drive to a rear hub motor.

Even from a distance you can see that a lot of effort has been put into the styling.

Obviously, with its Street Hunter name you would expect an urban look: a large plastic fairing with graphics for a nod towards a sporty side crossed with a streetfighter stance, I think this is also one of its biggest attractions to a potential buyer over other electric offerings.

Talking tech…

With the absence of a combustible engine, the biggest hardware to mention here is the battery and motor, naturally.

The motor, as mentioned, is mounted on the rear wheel and is super-quiet, even for an electric bike. It`s a personal thing to each rider whether you want to slip through your neighbourhood without waking neighbours or want to be heard by a car driver half-a mile away, but this one on the Hunter is so quiet you can barely hear it through your helmet when you are on the move.

The model I have on test comes with a double battery pack for increased range.

They are both located low down in the bike for a lower centre of gravity and are easily accessed through a flap on top of the ‘dummy tank’. In here you can also

find a convenient storage tray sizable enough to carry the charger if required.

The batteries can be removed in a matter of seconds should you want to, but if you are always going to be parked up near a household socket then you shouldn’t even need to attempt this with them being linked and charged via the port next to the seat unit. A fast charger is now available and with each battery needing a three-hour charge from flat, both can be full in six hours (if my maths is up to scratch). Before moving on from this topic it is worth noting that while the bike itself has a two-year warranty, the batteries come with a respectable threeyear warranty.

Cracking on…

Even before swinging my leg over for the first time I was to discover how sensitive the alarm was; just a slight touch was enough to trigger the fairly quiet system to be an issue any time I walked away and came back to the bike without disarming it first.

Once disarmed and pushing the Street Hunter out of the garage, most apparent was its low weight. At only 103kg and with 22kg coming from the low-down batteries combined with a low seat height of only 770mm, this bike was so manageable. Having mentioned the very low seat height, however, once sat on there you still feel like you are on a motorbike with a sizeable presence, partly due to the width of the fairings and the wide handlebars.

The display looks fairly simple but does, however, have enough information there for what you need and does add to a bit of the charm of a bike you can get on and go without anything being complicated. I did find myself being obsessed at looking at the battery life and wondered if I would

SUPER SOCO STREET HUNTER TS PRO 43

44 QUICK SPIN

develop range anxiety, but if you were using this as a commuter or staying local then you would most likely soon learn how far to push each charge.

There are three rider modes to switch between with Eco,

Normal and Sport, but with my location not offering any large built-up areas I opted to stay in Sport, only switching down to get a quick feel for the other modes. While yes, this is a 125cc-equivalent bike, I

would still have liked a bit more power on acceleration for the country roads I was testing on.

The biggest problem here was joining traffic from a Give Way, where I felt the need to wait for a considerable gap in the flow

of cars as I did feel somewhat vulnerable at times.

In Sport mode, top speed seemed to max out shy of 60mph, with inclines in the road being very noticeable on performance.

Just to note here, if you were riding in an urban area, Eco and Normal have top speeds of about 38mph and 48mhp respectively, and it should go without saying that while in these modes you would find the 60-mile range potential easier to achieve. As it was, I was riding as close as I could to the national speed limit during my time and as I expected, the range was somewhat lower, achieving nearer 45 miles.

Once on the move though, I did find the ride quite smooth and flowing. The USD forks up front and mono shock at the rear, while being non-adjustable, did a great job of soaking up bumps while offering enough support and feedback through the corners. Braking comes via a 245mm front disc and a double piston radially mounted caliper, and a 180mm rear disc with a single piston caliper.

With the lack of need for a clutch lever, this is also set up like many scooters so both handlebar levers are used for

The stuff that matters…

Power: 4.1kW rated, 5.2kW max Weight 103kg Price: £3299 Contact: www.vmoto.co.uk

braking. Overall, the brakes are efficient and yes, maybe I have been spoiled with some set ups lately, but there was nothing amazing here despite the lightweight nature of this machine. On a more spirited ride I did feel the need to use both levers to get pulled up a bit sharper before adopting this twohanded approach for just about every time I wanted to slow down or come to a halt.

On a more positive note, there is a lot going for the Street Hunter.

The nimble nature was quite fun in tight areas or filtering through slow traffic. Mirrors that actually provided an excellent field of view behind and a handlebar-mounted USB socket further add to the practicality side of things.

Worth a punt?

As I live in a rural area, I feel the need for extra acceleration to be an issue so I wouldn’t feel quite so vulnerable joining traffic.

Charge time and battery range are quite good for a bike of this nature, but I would still prefer the convenience of a splash and dash from a petrol bike, given my location.

I don’t want to come across as if I am against battery-powered bikes. On the contrary, there is a place for them. As a commuter in a city, I can see this being an attractive bike, especially for someone looking for a cheap electric option while still wanting some style. If you could only charge from home then in theory a commute could be up to 25-30 miles in each direction, but if you can charge while at work then this would be even more beneficial to avoid range anxiety, and on a lighter note, potentially even cut down on electric bills at home.

WHITE DALTON 45

Q&A

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

Q

. There is a video doing the rounds on social media of some poor squaddie driving a Land Rover and trailer in lane one of a dual carriageway. The next thing you see is some muppet realise they’ve missed their turn and swerve their car from lane two, across lane one, across the front of Land Rover and dart for the exit slip road. Whilst they didn’t hit the Land Rover, the squaddie had to swerve. Thereafter, he loses control, and then flips the Land Rover and trailer. As usual, every man and his dog have an opinion on social media as to the law.

Therefore, my question is, can you win a case where there is no actual contact because that is exactly what happened to me. In short, a taxi looked like he was going to turn in front of me (although he did stop). Because it was raining, and I knew my front tyre was looking a bit ‘slick’ (I was going to get it changed once I got paid) I could only use the rear brake. That, in turn, meant I had no choice but to emergency brake as I thought the taxi was going to move. That caused me to lock up the rear wheel, skid, fall off and slide down the road into the back of a bus. At the time the Police said it was my fault (and I got three points for a bald tyre), but after watching the Land Rover video and reading the comments online, I reckon I’ve got a strong case. What do you think? I really want to claim back all the extra insurance premiums I’ve had to pay for in the past 10n years

SOLICITORS

www.whitedalton.co.uk

since it happened, plus claim for my broken ankle. Unfairly, my insurer had to pay out just over £5000 to get the bus repaired. . Firstly, as a general point, there doesn’t have to be contact between vehicles to bring a successful claim. However, to ‘win’ a claim like this you need to establish a ‘chain of causation’. Therefore, with the Land Rover video, it appears pretty clear that the squaddie was forced to swerve because the other car (the first ‘link’ in the ’chain of causation’) cut across his path. However, it appears that in your case the first ‘link’ is you. As such, unless I’m missing a trick, you fell off because you either overreacted and braked too hard and/or simply locked up the rear in the rain because you didn’t want to use the front brake because you had a bald tyre (you absolute ball bag). In any event, as this happened 10 or so years ago, the law prevents you bringing a claim under The Limitation Act 1980 (thankfully). In short, under the law you only have three years from the date of the accident to bring a claim for your injuries and six years to claim for property damage. My advice is stay off social media and don’t think too much as you’ll hurt yourself. . Whilst I know KTM have been in the headlines for all the wrong reasons recently over their problematic cams and then money woes, etc., I’ve always been a fan of the orange machines and have had 17 over the years. Whilst

A

Q

I’ve had a few problems here and there, broadly speaking they have been well screwed together and never let me down (and I have toured all over Europe). About four months ago I took in my old 1190 for a service at my local dealer (not an official KTM dealer). I’d never used these guys before, but they came recommended from a couple of mates. Anyways, I got the bike serviced and then rode home. Absolutely no problem… at that point. As I was tied up working abroad, the 1190 sat there for a couple of months until one fateful afternoon when I was home, and the sun was shining. I wheeled the bike out of the shed and thought I smelled petrol, but as the lawnmower and strimmer were also in there, I didn’t think too much about it. I got kitted up and headed out into the Chilterns where I live. I planned to ride a few roads and lanes out to a café, have the obligatory tea and cake, and then ride home. Unfortunately, about half-an-hour into my ride there was a sudden flash, then a whooshing noise. It took a few seconds for my brain to realise that my bike and jacket were on fire. After that. I am not too sure what happened, but I can only presume I jumped off and rolled down the road (putting out the flames on my jacket), breaking my wrist. And from that position I watched my trusty old 1190 burn to a crisp. Not fun. As for what happened, I can only presume that the dealer who serviced it did not connect a petrol pipe correctly, it leaked and

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

then caught fire. The problem I now have is I have no bike; I am injured and unable to work; and I am now being chased by the council for burning/melting the road (they want nearly £6000 for the repairs! I can’t believe they think I should pay.) Help! Can I sue the dealer? . Firstly, I am glad you are here to tell the tale and also not burnt. We dealt with a very similar claim years ago and the poor rider suffered some horrendous burns. With regards to the burnt/melted the road, I can see why the council are chasing you as it was your burning bike that caused the damage. In relation to this, you need to get your insurer to deal with the claim as you do not want the council issuing court proceedings against you for the repair costs. Next, to be able to sue the dealer who did the servicing, you are going to need to ‘prove on the balance of probabilities’ that they did something wrong and that led to the fire. Whatever you do, do not let your damaged bike be destroyed because you will need to get it inspected by a specialist engineer. If s/he can say what caused the fire, and you can prove that was caused by the dealer, then you should be able to bring a claim for your personal injury and losses against them. However, to manage your expectations, these types of reports can cost several thousand pounds and if your bike was ‘burnt to a crisp’ there may not be much for the expert to consider and reach a definitive conclusion.

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.

46 USED BIKES

KTM 390 Duke KTM launched the 390 Duke in 2013, creating a mid-point between the 125 and 690 models. An immediate sales success, it remained untouched until 2017.

Words: Bob Pickett

USED BIKES 47 Give Me Some Spec A 373cc single-cylinder engine putting out 44bhp/32kW @ 9500rpm with maximum torque of 26lb-ft/35.3NM @ 7000rpm is housed in a steel trellis frame. The seat height is 800mm, its dry weight is 139 kilos. Holding it up are 43mm WP non-adjustable front forks and a rear WP monoshock with adjustable preload. Slowing it down is a single ByBre 300mm 4-piston caliper front disc with 220mm, single-piston caliper rear.

What’s It Like To Ride?

The photos don’t reveal how small the 390 Duke is; I’ve ridden larger 125s. The 800mm seat height looks taller than it is but it’s so narrow (though at the end of the ride I did struggle to lift my diddy 29in leg over the back). The jewel in the Duke’s coronet is handling: instinctive, light and easy. Nudge the bars, tip your hips and it’s turning quickly; glued to the Tarmac, it’s so flickable.

What about that single-cylinder engine?

Well, it all comes down to what you’re asking from it. In town it’s lumpy and clearly not keen. It comes into its own on clear sections of A roads and twisty B roads. On A roads it shoots through the box (your wrists will thank you as the vibrations reduce) and let it flow. On Bs let it rev, allowing you to punch out of twisties.

Despite the poise and upright stance, I’d not want to spend too much time grafting in commuter mode, and it’s not at home at motorway pace; I took it up to, and held, 70, but it’s hard work. The stoppers are more than up to hauling up the bantamweight 139kg, but

they’re harsh on first grab; practice is needed to get the best out of them.

I was pleasantly surprised by the mirrors that genuinely work. The clock on the early models is basic, but I like it. The top shows revs and gear, middle shows speed in just big enough numbers, the bottom has fuel level and engine temperature. Sitting under the speed is a changeable section. I liked the ‘how long in the saddle (more on this) and average speed’ option.

It’s not a place to be for long(-ish) rides. Ninety minutes and my legs craved a break, motion supported by my backside. But after a breather for photos, the backroad blast was fun filled.

I’d not want one of these as an only bike, but as a second bike, used mainly for back-road blats, it’ll find a welcome home in a lot of garages.

How much does it cost?

The dealer wanted £2995 for this 2015 bike with 8543 miles recorded. Our dealer search found a good number available, ranging from a 2016 model with 3632 miles logged for £2995, to a 2023 bike with just 350 miles on the clock for £4994.

48 USED BIKE GUIDE

Buying a used…

MV AGUSTA F4 1000 After the disappointing F4 750, in 2004 MV upped their game…

Words: Jon Urry Photos: Mortons

The problem with a fanfare is that when the trumpeters have run out of puff, you are left with a bunch of red-faced people holding a long brass tube in their hands in silence and not a lot else.

Which is exactly what MV Agusta found when the excitement that heralded the 1999 launch of their F4 750 had abated, and riders discovered that it was actually a bit of a slug. A great looking one, but a slug none the less. So, what did MV do? Simple. In 2004 they gave it some balls! Big ones, like the cojones you find on a wild bull…

The F4 1000 arrived five years after the F4 750 in late 2004,

which was bang on time to catch the wave of excitement that the latest generation of litre bikes from Japan had created. Having had a chance to see what the Japanese were claiming in terms of power and weight, MV made certain that this time their new sportsbike was more than a match.

Firm foundations

Boasting a hugely impressive claimed 164bhp with 109Nm of torque, the F4 1000 was most certainly on a par with the Japanese, who were all claiming (hugely optimistic) power figures in the 170bhp area. And not

only that, but according to MV it tipped the scales at 192kg, which although 20kg heavier than Yamaha claimed for the YZF-R1, was a touch more accurate when it came to reality. How had a relatively small company like MV managed to match the cutting-edge Japanese factories?

The secret lay in the F4 750’s foundations, which were actually far stronger than most had imagined.

As slow as the F4 750 was, the fact of the matter was that its engine had been part designed

by Ferrari and technology such as its radial valve arrangement was actually pretty clever. It wasn’t

MV’s fault they backed the wrong horse when it came to capacity, that was just down to bad timing.

So, by increasing the bore and stroke the new F5, which was the new motor’s development name, was born. But in typical Italian style, it wasn’t all plain sailing from the start.

Despite having developed their own fuel injection system for the F4 750, MV managed to completely balls it up on the early F4 1000 models. To be fair it was never that good on the 750, but with fewer ponies to deal with its failings weren’t too apparent. However, the F4 1000 was another issue – it’s all very

well and good making a 164bhp motor, but without an element of finesse in the throttle action it can all go very wayward very quickly.

Which is what happened to the early F4 1000s.

New bike, new flaws

Those who were left disappointed by the 750 saw the 1000’s spec sheet and, believing that MV had got it right this time, handed over £14,000 for the new F4. They certainly got what they wanted in terms of power, but it lacked nearly all resemblance of control.

It wasn’t long until stories of on/off switch throttles and the bike’s inability to hold a constant

2004-2009 MV AGUSTA F4 1000 49

ALSO CONSIDER THESE:

2004 Ducati 999S Private: £5500 Dealer: £6000 Prices for the 999 have shot up recently as this superb bike is being viewed for its stunning handling and motor, not just its challenging looks Engine: 998cc, l/c, 8v desmo V-twin Power: 120bhp @ 9400rpm Torque: 101Nm @ 7800rpm

speed put a dent in MV’s sales once again. Yes, the F4 looked glorious and when on the pipe was an absolute rocket, but its fuelling was so poor it was almost unrideable at anything other than flat-out. In town or traffic it was a pain and if you

wanted an easy life yet still have huge amounts of power on tap, the new breed of great looking Japanese inline fours were the best bet. The F4 fell out of favour, and it wasn’t until the vastly improved ‘square-pipe’ generation that their reputation

2004 Aprilia RSV-R Factory Private: £4000 Dealer: £4500 With Öhlins suspension, OZ wheels and Brembo brakes, the RSV-R Factory is a bargain entry into the world of Italian exotica Engine: 998cc, l/c, 8v, V-twin Power: 118bhp @ 10,000rpm Torque: 101Nm @ 8600rpm

2004 Honda SP2 Private: £6500 Dealer: £7500 The best incarnation of the V-twin Honda built to beat Ducati. A brilliant bike, and devoid of the SP-1’s irritations such as poor fuel injection, but still pricey Engine: 999cc, l/c, 8v, V-twin Power: 127bhp @ 9850rpm Torque: 99Nm @ 7850rpm

50 USED BIKE GUIDE

Other things to know…

Model updates The original F4 1000 was replaced in 2010 by the ‘square exhaust’ generation. Identified by its square instead of round exhaust tail pipes, the whole bike was revised to smooth out the old machine’s rough edges as well as boost performance and reduce weight. Eight-stage traction control was added, weight trimmed by 10kg, and the power increased through a completely reworked motor.

It is a far more refined bike to ride, as well as considerably more reliable, but lacks some of the original machine’s wild character. In 2013 the ‘shortstroke’ engine was introduced with the R, RR and RC, the only F4 models remaining in MV’s range.

Fuel injection Early MV models suffer terribly from poor fuel-injection systems, leading to horrific throttle response. You can either get a Power Commander fitted and the fuelling remapped or go for a whole new ECU from Microtec, which is the

option most riders opt for as it is delivers a massive transformation as well as extra electronic features. MV experts X-Bikes (www.xbikes.cc) are fantastic at sorting out the F4’s fuelling. Give them a bell if you want your MV to run sweetly.

Fire!

The F4 1000 (and 750) have heat shielding in the right-hand fairing lowers and belly pan to protect the fairing from the exhaust pipe’s heat. When the glue starts to age this can become dislodged, leading to a melted fairing and potentially a fire. Always inspect this area for any signs of plastic damage or the paint becoming overheated.

Swingarm As with all single-sided swingarm bikes, the pinch bolts on the swingarm can be overtightened, causing damage to the hub. It’s a rare fault as most MVs are professionally serviced, but take a look and also ensure the eccentric adjusters move freely by altering the chain’s tension. There are also a few cases of the bearing collapsing, so give it a good wiggle and feel for movement.

Remember the 750 The F4 750 was launched in 1999 and ran until 2005. There are three generations of 750 with the final EVO 3 models the most reliable and powerful.

They are often cheaper than the 1000 due to their lack of popularity, yet the SPR and SR models are surprisingly fast as well as fantastic handling. The original F4 750 is also starting to be viewed as a potential future classic, so get in there now before the prices really turn!

Service history A good service history by a reputable MV specialist is essential on an F4 as like all older Italian machinery, there are little tricks that can be the difference between an unreliable and frustrating hound and a sweet Italian plaything. It’s not a cheap bike to look after, but if you pay a professional it is worth the investment to ensure hassle-free ownership. Well, relatively hassle-free….

Exhaust The F4’s exhaust is stuffed full of annoying emission’spleasing blockages, but these can quite easily be removed. A few specialists offer a service

of removing the junk and then rewelding up the OE exhaust system, which is a considerably cheaper option than forking out for an aftermarket system.

Specials MV love to make limited-edition models and the early F4s were no exception. In 2004 an ‘Ago’ model was launched, complete with a number 1 on the fairing and lightweight wheels with upgraded brakes.

The ‘Tamburini’ was also limited in its production and featured variable length intake funnels, while 2006 saw a ‘Senna’ model as well as the ‘CC’ (Claudio Castiglioni) to celebrate the boss of MV. All cost a considerable premium over the stock F4, which came in stock, 1 + 1 (with a pillion seat) and S versions.

Gremlins…

It’s Italian, so you have to expect a few gremlins… The F4 1000’s sidestand switch can fail; the fasteners don’t stand up very well to a lack of care and corrosion is common; badly adjusted suspension quickly ruins its handling; and reg/recs like to stop working. But that’s just character, isn’t it?…

SPECS: Engine: Type: 998cc, liquid-cooled, 16v, inline four Bore x Stroke: 76mm x 55mm Compression: 13:1 Fuelling: Electronic fuel injection Tested Power: 153bhp @ 10,750rpm Tested Torque: 103Nm @ 9800rpm Chassis Frame: Steel trellis and aluminum cast sections F Suspension: 50mm inverted Marzocchi forks, fully adjustable R suspension: Sachs monoshock, fully adjustable Front brakes: Six-piston Nissin calipers, 310mm discs Rear brake: Two-piston Nissin caliper, 210mm disc Dimensions: Wheelbase: 1408mm Seat Height: 810mm Dry Weight: 192kg Fuel Capacity: 21 litres Speed: 0-60: 3.51 sec 0-100: 9.91 sec 0-140: 12.39 Stg ¼ mile: 11.22sec @ 134.68mph Standing mile: n/a Top speed: 173.05mph Boxout> Running costs: Service interval: Minor: 3800 Major: 7500 Valve clearances: 7500 Service costs: Minor: £300 Major: £500 Valve clearances: £500 Right fairing: £600 RH Engine casing: £65 Brake lever: £85

2004-2009 MV AGUSTA F4 1000 51

really recovered. So why should you consider owning an early F4 1000 nowadays?

The F4 1000 is a perfect case of MV creating the bare bones of a great bike and then relying on other people to iron out the creases. The F4 is jaw-droppingly gorgeous to look at and comes with an excellent chassis and top-spec components, it’s just that during development MV didn’t quite get their balance correct. So now it’s down to you.

You can pick up a beauty of an early F4 for in the region of £6000, which if you think about it is the same price as a new Yamaha MT-07! What would you rather have, a parallel twin commuter or an Italian superbike? Spend in the region of £1500 getting the harshness

taken out of the suspension and the jerk removed from the fuel-injection system via a bit of dyno time by someone who knows their stuff, and you will be left with something very special indeed. And for less than half the price of a new litre bike, which is the key to thinking about owning an MV F4 1000.

There is no denying this is a flawed motorcycle, but it is one that is reasonably easy to sort out and once done is an incredible machine to ride. As well as looking fantastic, that inline four snarls like a cornered wild cat when up its rev range and the MV’s chassis is top drawer. If you are prepared to ignore the doubters and put some effort in yourself, this is a wonderful used buy that will

repay your faith (and money) invested in it through sheer, unadulterated, enjoyment.

Price guide: £6000-£9000 Cheapest private: £6400 6950 miles, black, stunning 2007 bike, some small scratches Our choice private: £8999 2009 bike with 2462 miles and a FSH with some extras Cheapest dealer: £6990 10,760 miles, excellent 2006 bike in silver with a few extras Our choice dealer: £8000 Just 265 miles, immaculate 2006 bike in silver and blue.

Ex-demo:

n/a

+ exclusivity -

Engine, looks, Fuelling, reliability, service costs

52 CHARITY SPOTLIGHT

Charity Spotlight: Midlands Air Ambulance Midlands Air Ambulance Charity is one of the busiest air ambulance services in the UK. Since 1991, they’ve provided pre-hospital emergency care to critically injured and ill patients across Gloucestershire, Herefordshire, Shropshire, Staffordshire, Stokeon-Trent, the West Midlands and Worcestershire.

Every second counts in an emergency and on average the crew arrive on scene within 10 minutes, whether by air ambulance or in one of their critical care cars. On average 12 patients are treated each day in desperate need of their advanced medical skill set with enhanced medicines and equipment at the incident scene.

Having been operational for over 33 years, Midlands Air Ambulance has responded to a staggering 77,000 missions, providing lifesaving critical care interventions and transporting patients to the best-suited hospital for their needs. This as such has become a vital integration into the emergency services infrastructure across the region, an incredible milestone

to say the least that has been reached with support from the communities they serve and strong ties to the motorcycle community.

Their annual Bike4LifeFest Ride Out & Festival helps raise awareness and a dedicated focus on biker safety is promoted, considering they attend a motorcyclist as often as every four days on average.

Using the Helicopter Emergency Medical Service (HEMS), the main goal is the ongoing provision of outstanding prehospital emergency care and lifesaving intervention, helping save more lives and continuing the improvement of patients’ chances of survival, including good recovery, through providing transparent, clinical and comprehensive operations of a helicopter-led emergency service sculpted to meet the changing demands of patient care.

That being said, I think all of us who ever thought about being in ‘Airwolf’ realise that having a helicopter isn’t cheap. For Midlands Air Ambulance, it costs an incredible £13-£14 million

each year to maintain the three aircraft, a fleet of critical care road vehicles, and providing a lifesaving service. Of course, each mission has a cost implication and on average that can be £2950 for critical air missions and £288 for critical care missions with no government support in place for these daily missions.

This incredible service can only continue to achieve its goals through ongoing support and the generosity of the public, their supporters, local businesses and corporate partners.

Over the last 33 years, Midlands Air Ambulance has realised several quite incredible operational and clinical achievements. Most recently, all three airbases were rated ‘Outstanding’ by the Care Quality Commission (CQC), demonstrating the hard work and commitment of every single person across the whole of the organisation. Since the beginning of 2024, the pre-hospital lifesaving service has been trailing a new clinically operational model that now encompasses crews responding on a 24/7 basis, with

further plans on how to improve and grow as a vital and integral part of emergency services.

Continued investment in crew training and medical technology gives critical care paramedics and doctors the ability to handle any situations that arise. This, is turn, is also aided by finding new ways to share their knowledge base and expertise across six counties, providing the public with lifesaving

skills via their popular first-aid courses First Biker on Scene. This course is specifically designed to give any biker the right skills and confidence to manage a casualty at the point of injury before the arrival of the emergency services.

Without the continued support from the public, this vital service could not continue. Being solely reliant on volunteers, community groups, local businesses and donations keep the critical care services provided by Midlands Air Ambulance both in the air and on the road.

Midlands Air Ambulance also run several fundraising events each year, not least the aforementioned Bike4Life Ride Out & Festival which sees 3500 bikes travel 26 miles from Meole Brace in Shrewsbury to the festival site at Weston Park in Staffordshire. This year’s event raised a staggering £132,700. This means that 41 air ambulances and an additional 46 critical care car missions have been made possible, thanks to the support from the event’s attendees.

People can get involved in many ways, from joining fundraising events like the Bike4Life Ride Out & Festival, to becoming regular donors or corporate sponsors.

Every action helps to continue Midlands Air Ambulance’s lifesaving missions.

People can find out more information about Midlands Air Ambulance Charity, and ways to support them, at midlandsairambulance.com To find out more about the Bike4Life event, visit bike4lifefest.com or search ‘Bike4LifeFest’ on social media.

CLASSIFIEDS ACCESSORIES

TYRES

Selling your bike is

Classified FREE for private readers

For Sale

ARIEL Square 4, Cammy, 1932, owned for 20 years, GY number plate, rebuilt engine, good runner, £20,000. Also 1927 Ariel 500cc, owned for 10 years, £8500 or ovno Tel. 07581 364691. Manchester.

BMW R1250 GS Rallye TE 2023, 4500 miles, Touratech engine bars, fender extenders etc, excellent condition, £13,250 Tel. 07531 019009.

BMW G310R 2022 (72) white/ blue/red, showroom condition, 3300 miles, BMW warranty till Sept 25, 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.

DUCATI 916 single seat Strada registered 28/6/94, 13,248 miles, owned 20 years, spares included, will need recommissioning, dry stored many years, call for details £11,500. Tel. 07594 506435. Kent. Email. richardtunbridge49@gmail.com

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

BSA Shooting Star, 1958, 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 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.

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, excellent condition with good service history, KTM panniers, Akrapovic, spots, heated grips, power parts seat, radiator protector, full engine protection, all original fittings included, recent front tyre, chain and sprockets, battery, £3250 Tel. 07815 186070.

North Yorkshire.

HONDA CBR400NC23, 1985, near complete engine plus numerous engine spares, gearbox, cylinders, case lower crankcase, starter switch for sale, £750. Tel. 07901 661770.

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

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 KAWASAKI 250R, 2010, very good condition, black, years MoT, private plate, p/x possible, £2000. Tel. 01508 538514.

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.

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 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.

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.

SUZUKI VL800LI, Intruder, 2012, trike, conversion by Eurotech, disc brakes, alloy wheels, large rack, screen, footboards, heel/toe gear change, Led running lights, heated grips, USB/12V sockets, chrome engine casings, armrests on pillion seat, 11,900 miles, MoT mid October 2025, immaculate, £6500 ono possible p/x, swap for combination, Moto Guzzi, Cali, V7 Tel. 07913 032864.

Yorkshire.

SYM Jet EVO 14, November 2024 made, used by a single owner and meticulously maintained, with just 447 miles on the odometer, excellent condition and ready for its next adventure, £1790 Tel. 07436 656278. London.

Email. tonykurisunkal1994@ gmail.com SYM Crui, 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.

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

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 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

Parts For Sale HONDA CB500R, 2014, original exhaust, as new, £85 buyer collects Tel. 01403 217403. Sussex.

ROYAL ENFIELD classic 350 parts for sale, DNA filter inc plate, £40. Decathlon pipe, £20. Black short exhaust pipe, £40. Denali horn loud, £15.

Punjabi large exhaust. £15 all plus postage and packaging Tel. Bill 07713 160796.

TRIUMPH 675 Daytona, brand new, exhaust system, never used Tel. 07787 525198.

TRIUMPH Speedmaster, rear section silencers OE long type with brackets off 1000 mile bike, superb condition, £650 + £30 postage or collect.

Thunderbird instrument panel and wiring, £175 + £5 postage Tel. 07434 513161.

Lancashire.

Wanted WANTED 1968-70 Royal Enfield Interceptor, Series 2, must be roadworthy or needing minimal work to complete Tel. 07841 902933.

Miscellaneous HARLEY-DAVIDSON 100th genuine Anniversary denim jacket, size XL suit 46” chest, with unique 100th cloth logo and embroidery on back, only worn occasionally and then stored, £95. Tel. 07910 285178. Milton Keynes. Email. bland-family@sky.com LUST lowering kit for Kawasaki Versy 1000, year 15 to 18, complete with side stand shims, as new, £50 + p&p Tel. 07983 715541.

RST classic brown leather jacket 42” £60. RST classic wax black TT jacket 42” £70.

RE short canvas boots, size 7, £20. Airoh full face helmet size medium in white like new, £70. Barchi heated gloves large in original box, £40 all + p&p Tel. Bill 07713 160796.

SUZUKI leather jacket, brown soft leather leisure jacket, genuine Suzuki collection item, only worn occasionally, suit 46-48” chest, lined with 2 external zipper pockets and 2 internal pockets, £75. ono Tel. 07910 285178. Milton Keynes.

Email. bland-family@sky.com