GET UP TO SPEED
September 2016
MCM is FREE in dealers, clubs and biker cafés
PACKED FULL OF
SUZUKI’S SUZU KI’S SV650 New Adventure
Spy shot spots it!
BMW’s mini RR
Spy shots scoop it!
Here’s the CBR250RR Start your engines. The hot mini-superbikes are here.
Knievel’s canyon
▲
Take-two! It’s on!
Honda has kicked off next year's manic motorcycle year of madness with this awesome mini Fireblade. Making nearly 40bhp, the bike gets trick suspension, huge angles of lean and sporty brakes. There are three riding modes and a host of electrics too. More details on page three
NEWS 3
Honda launches CBR250RR
After more than a year of MCM telling you it’s on the way, Honda has finally announced the much-anticipated launch of the CBR250RR. Below are the words direct from the manufacturer, along with the two OFFICIAL shots of the finished bike. PT Astra Honda Motor, Honda’s joint venture company in Indonesia for motorcycle production and sales, announced the world premiere of the CBR250RR, an all-new 250cc sports model motorcycle. The CBR250RR will be manufactured in its major market, Indonesia, making it the largest displacement Honda motorcycle to be built in the country. Honda plans to begin sales of the all-new sports model in Indonesia by the end of 2016. So far the Japanese factory has said that there are no plans to bring the bike to Europe, but it will be launched in Japan in the new year.
Newly developed straighttwin engine The CBR250RR is powered by a newly developed water-cooled four-stroke four-valve straight-twin DOHC 250cc engine, which aims for class-leading output performance. Honda says that the engine is easy to handle for urban riding, while it can also turn its hand to track riding. In addition, its throttle by wire (TBW) system and selectable three-way engine mode settings allow the rider to tap into its linear power output as needed.
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Unique styling (but it’s likely to be a pointer for the bigger Blade) The CBR250RR’s front face inherits the CBR series’ family looks with its dual-LED headlights. And given what we know about the upcoming Honda superbikes (the new Fireblade and Super Blade expected to be in the 2017 range) what we’re seeing in the 250 is very likely to be a mini-version of the bigger bike that’s on the way.
Newly developed frame and suspension Honda claims that the CBR250RR’s newly designed steel pipe truss frame realises both strength and
flexibility. Its swing arm is made from aluminium and is arched in a gull wing style with the right-side swing arm shaped to reduce exhaust pipe extrusion. That lets the bike have a slimmer width which, in turn, increases the bike’s lean angle. The suspension has adjustable upside-down forks for the front, and Pro-link suspension featuring five-step preload for the rear. For the brakes, front and rear ABS is available (ABS model). Large 310mm diameter (front) and 240mm diameter (rear) wave discs provide stopping-power. The new CBR250RR was first publicly introduced as a concept model – the Light Weight Super Sports Concept – at the 44th Tokyo Motor Show last year.
British anti-terror cops given motorcycles
Above: The stock bike looks great. Below: A sweet MV-type special was shown at the launch, too.
A fast response police unit, which will use bikes to race across London in the event of a terrorist attack, has been deployed in London. The heavily armed officers have already been trained on how to ride their BMW F800GS bikes off-road should they need to get across areas of the capital which are blocked by congestion.
Build a Tracer with Yamaha’s mobile app
Yamaha has added sport tourers to its My Garage app family. The apps let you choose and accessorize your own versions of the Japanese manufacturer’s bikes and scooters and view them in 3D. The My Garage app also compares and calculates total build costs, and lets you send the details of what you want to your local Yamaha dealer who can confirm availability of parts, test rides and more. Handy.
BMW’s mini-superbike pictured during road-going tests These are the first pictures of the prototype TVS Apache 300/BMW S300RR being tested on the road – and the shots give some idea about how the bike’s headlights, bars and mirrors will look in its final production form. The mini-superbike is based around the G310R naked, which was launched last year, and is the first team-up between Indian company TVS and BMW. Both firms are going to release their own version. This bike pictured has already been confirmed as being released by TVS in
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India and other markets as part of its 2017 line-up, and it will be sold under the name Apache 300. A track-trim version named Akula – a word for shark and a type of submarine – has already been spotted dowsed in heaps of carbon fibre. For the road-going Apache the spec is more road-friendly (less carbon and no track exhaust) and the bike now gets flatter bars and LED headlights which sit above the air intakes on either side of the bike’s nose. In much broader terms, what’s actually seen here is a very early version of the bike that will go on to become the BMW S300RR. BMW is going to release this smaller version of its iconic superbike at a later date (there are some rumours that this could even appear as part of the German company’s 2017 line-up also) and is letting the TVS get the first stages of development on the road out of the way at the moment. These pictures, bagged by the team at DriveSpark, show the bike on the road near Bangalore in India.
Editor Tony Carter Editorial design Fran Lovely Publisher Steve Rose Picture desk Paul Fincham, Jonathan Schofield Production editor Jack Harrison Divisional advertising manager Martin Freeman 01507 529538 Advertising Lee Buxton 01507 529453 Marketing manager Charlotte Park Publishing director Dan Savage Commercial director Nigel Hole Associate director Malcolm Wheeler Advertising deadline for October issue Thursday, September 1, 2016
£1000 of accessories from Ducati
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Ducati has launched an offer where Get up to you can get speed daily £1000 worth of accessories if you buy a new Multistrada 1200 Enduro by the end of September. There’s an Enduro Pack, Touring Pack, Sport Pack or Urban Pack, or bits you can choose to go on the bike. If you want riding kit for yourself instead there’s a wide range of gear from helmets to full-on textiles included in the offer, too. For further information on the Ducati range of accessories visit ducatiuk.com or call in at your local Ducati dealership: ducatiuk.com/find_dealers/index.do
Independently proven pick up: 67,717 copies
10 FIRST RIDE
Fast flexible and entertaining t
u tist
a
i r e serious work in rtment. And it's still raucous fun...
When the redesign of an already pretty lofty bike means it’s been raised by another 30mm, makes the scales creak to the tune of an extra 15 kilos, and now drinks from a massive 30-litre tank, the new Duke was always likely to seem overbearing to a stumpy-legged little lad like me. Just to further my bowel-loosening apprehension, the bulky 1200 I was trying to get on had been fitted with a pair of optional and generously sized alloy panniers. Even with my requested lower 750mm seat in place, I still had to take a deep breath and swing my leg over the thing with plenty of commitment. Once on board, however, and with my feet actually nearly flat on the floor, life felt distinctly less daunting, even if remnants of a furrowed brow were still in evidence. To be honest, the thought of riding the 1200 Enduro along the roads of Sardinia didn’t worry me too much. It was the challenge of sampling it later along some rougher off-road routes that wasn’t sitting well with me – even if the bike’s whole raison d’être is to cope in such an environment. As is often the case though, as soon as its spoked wheels started turning, peace reigned and things all felt much more manageable. Then, just a couple of kilometres later, as soon as the pace was upped and the Duke needed to be chucked about to get it through some of the island’s multitude of super twisty corners, hey presto, all thoughts of it being a tricky-tomanage belligerent beast vanished into thin air.
FIRST RIDE 17
d
i
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Words: Alastair Fagan Suzuki has sold a staggering 410,000 SV650s since its launch in 1999. I wonder if, at the time, the ‘Big S’ had any idea how many would be used as racing mules? Or whether they thought the bike would ever be used at the Isle of Man TT? The now iconic budget roadster has been a stalwart of the naked class since its inception, pleasing newcomers and the more experienced with no-nonsense thrills and nuclear-surviving reliability. Once a no-brainer in a segment of its own, fashionistas now have the option of Yamaha’s MT-07, which edged into the top-five best-selling bikes of 2015. By Suzuki’s own admittance (and ours), Yamaha has done an exceptional job, so the SV needed rejuvenation. Erring on the well-mannered side, Suzuki’s switch to the SFV650 (or Gladius, as it was originally known) wasn’t exactly a hit with consumers and was perceived as a bit of a ladies’ steed among the otherwise macho two-wheeled
TECH SPEC Suzuki SV650
“The bike was begging to be spanked, cranked and yanked into the feast of glorious bends constantly offered...”
Engine type: 645cc, liquid-cooled, V-twin Bore x stroke: 81 x 62.6mm Compression: 11.2:1 Fuelling: Fuel injection, 39mm throttle bodies Claimed power: 75bhp @ 8500rpm Claimed torque: 64Nm @ 8100rpm Chassis frame: Steel trellis Front suspension: 41mm fork, non-adjustable Rear suspension: Monoshock, preload adjustable only Front brakes: Twin-piston calipers, 290mm discs Rear brakes: Single-piston caliper, 220mm disc Dimensions: Wheelbase: 1390mm Seat Height: 785mm Dry Weight: 195kg Fuel Capacity: 13.8 litres Price: £5499 From: Suzuki GB, 08085 011959, suzuki-gb.co.uk
community. The concept for this year’s refresh was ‘back to the origin’ and Suzuki incessantly drilled the sporty aspect of the new model into our tiny brains throughout the duration of the launch. A claimed 140 parts differ from the previous model (60 ‘pieces’ in the engine and 80 chassis components). According to Suzuki, the V-twin layout is more expensive than Yamaha and Kawasaki’s parallel efforts – more complex with additional moving parts – but there are also more advantages. Euro 4 compliance has, so far, meant upping cubes or losing power yet Suzuki didn’t resort to either, adding a claimed extra 5bhp for 2016. Suzuki was also quick to highlight the SV’s additional superior stats over its rivals, declaring greater torque and fuel economy figures than Kawasaki’s ER-6 and the MT. Chassis-wise, it’s virtually identical to the Gladius, but the SV weighs an impressive eight kilograms less and looks far more appealing than the SFV’s curvy aesthetics. With the emphasis on headline figures during the presentation, it was the metal pegs that did it for me – you can screw rubber ones. Other juicy upgrades now include a funky dash lifted from the GSX-S1000. Given its target demographic and slew of riders to accommodate, the seat height is super-low at 785mm and the whole bike feels much narrower than the SFV. There’s a real sense that you can grab it by the throat and boss things from the off, even if you seem miles away from the front wheel with a tranquil riding position. Having spent the entire launch riding in the wet, the UK group managed to bring some sunshine in for our chosen day near Girona. Damp and greasy roads greeted the first few miles in the morning, though they never troubled
the infallible SV. The first standout feature – apart from it being easier to ride than the village bike – was the angry resonance conveyed from the airbox at around 5000rpm. Within half an hour of leaving the hotel, I was wishing I’d packed full one-piece leathers – or at least those daft strap-on sliders that the French insist on wearing. The bike was begging to be spanked, cranked and yanked into the feast of glorious bends constantly offered, mocking its price and place in the market with genuine sports bike pedigree. There aren’t many other bikes that provide the SV’s sharp steering and front-end precision without compromising stability. Its diet has not only sexed-up steering, it’s given the suspension less work to do. It looks shabby, and probably costs as much as the merchandise in Poundland, but there’s very little to trouble the stroke and it does a fine job of governing the SV’s chassis. In typical Japanese fashion, Dunlop Qualifiers don the SV, providing excellent grip in most circumstances, combined with dependable stability. But the chassis is almost too good for the rubber, urging you to lean further and push the limits of adhesion. It’s a bike that will instill confidence wherever you are, however fast the pace, yet there’s a dull sensation when loading the front tyre that acts as an ideal gauge of grip. Stick some sportier rubber on, and the SV will become nigh on ‘uncrashable’. Wafting away from the bike for a second (but subconsciously keeping with it), it was enjoyable to be allowed scope to ride the SV properly. Many bikes feel the same ridden at 50 percent; stable, easy, fluid and blah, blah, blah. In today’s cotton wool world of health and safety, we’re often left stuck behind a lead rider during
20 LADIES’ DAY PART II
Ladies’ day part II
MCM travelled to Kawasaki’s UK HQ to meet up with a few familiar female faces, and take some larger Kawasaki machinery to the Ace Cafe…
THE
ICONIC 25
MOTORCYCLE FILM:
This October, at the Stafford show, you can meet the four legends of this iconic film. Before we get to that though, here's why EVERY biker should know this movie.
“He’s a professional – like any other. His profession: motorcycle racer.” Words: Bertie Simmonds Photography: Bruce Brown Films Forty five years ago a film was released that would become a classic, a film that would sum up the freedom and excitement of motorcycling and motorcycle racing. That film was called On Any Sunday. Released in 1971 and made with a budget of a little more than $300,000, to date the box office, video and DVD sales have seen a staggering return of more than $25 million. The premise behind On Any Sunday is simple. It follows the dictum that, literally, on any Sunday around the world, you’ll find someone racing a motorcycle in one discipline or another. Filmmaker Bruce Brown did just that, getting under the skin of the subject with a documentary style that shows both the beauty of motorcycle racing and the toughness of the competitors. Throughout the course of 1970, Bruce shot more than 150 hours of film over disciplines as diverse as dirt track, road racing, desert racing, motocross, trials, hill climbing and ice racing, and Brown – with his laconic Californian drawl – narrates the entire film, saying it like it is and sometimes saying nothing to let his pictures do all the talking. The film loosely follows two main characters – AMA champ Mert Lawwill and FIM gold-medal-winner Malcolm Smith; there’s also a bit part for Hollywood legend Steve
McQueen. Others are included, such as Dick ‘Bugsy’ Mann, Dave Aldana, Dave Castro, Frank Gillespe, Gene Romero, Cal Rayborn, Don Emde and many others covering all disciplines of the sport. Thanks to this cast of legends, and the amazing eye of Bruce Brown, On Any Sunday is a masterpiece of cinematography that still works today on many different levels. From the opening credits where a bunch of kids race ‘Bicycle Motocross’ to the slow-mo shots of a Harley XR750 going sideways at 100mph, to the aerial shots of a desert race, to the head-camera shots where you really get a feel for the speed and closeness of dirt track racing or off-road. No film has ever come close to recreating the sheer excitement of racing on two wheels than this one. Bruce Brown was born in San Francisco, California, in 1937 and grew up on the beaches, becoming a bit of a surf dude. With a keen interest in still and motion photography, he made his name in the 1960s with a series of surfing films, the most popular being the 1964 flick The Endless Summer, a documentary released in 1966 that followed a group of surfers chasing the best waves in California. After witnessing Steve McQueen in action in The Great Escape, he soon developed an interest in motorcycles and the men and women who rode them for sport.
For Brown, On Any Sunday was about repairing the reputation of motorcycling, which had been given a bad name by its portrayal in films such as The Wild One starring Marlon Brando, or from the legacy left by the Hell’s Angels.
a
,
Red flagged
Bruce said: “I’d made surfing films, but I’d never made a film about anything else. I came into biking late in my life but when I did I met people who I admired very much, so pretty soon I figured that it would be fun to try something different and make a movie about these people. I went to Ascot Park and saw these guys ride. They were going faster than I thought. I saw a big crash and the race was red flagged. I figured this guy was dead but he got straight back up. I went to the pits afterward and expected to see big guys with square jaws and muscles, but it amazed me that it was these small little guys and I admired them all the more. I thought, well, it’d be neat to make a movie about these people.” But first he had to get a budget – enter Steve McQueen. Brown recalled: “I went to Steve because I thought if I could get him involved in financing it, he may be in it! He’d seen Endless Summer and I told him it was his fault I was into bikes, the least he could do was pay. He said: ‘Hey man, I make movies, I don’t pay for them.’ I told him if that
was the case, he wouldn’t be in the movie, but he did say he’d call me the next day – which he did – and it went from there.”
Silver-screen star
McQueen was already a silver-screen star – and a notable petrol head who owned a number of bikes, beginning with a 1946 Indian Chief that he bought in 1951. He’d made the 1963 hit The Great Escape under the proviso that he could get a bit of motorcycle action in the finale. He always had a passion for motorcycles, but in around 1960/61 he got into off-road in a big way. Bud Ekins – who doubled for McQueen for the big jump in Escape recalled: “He
bought a motorcycle from me around that time, and started hanging around my shop. He saw a few bikes without lights on and without all that kinda crap and he wanted to know what they were for. I told him they were desert racers and that he should come out with us one time and that was it.” With McQueen’s passion for racing, Brown knew this was a soft spot which might get him involved, but the big Hollywood star wouldn’t be top billing – that honour would go to Mert and Malcolm ,and Steve wouldn’t have wanted it any other way. “Steve admired them and they admired him. They were all just good friends,” Bruce said of the trio.
PRODUCTS 35
Spada large pillion bag
Spidi EvoRider leather jacket
RRP: £89.99 // Size: 55 litres // Colour: Black
RRP: £349.99 // Sizes: 40-48 // Colours: Black/red, black/white or black/fluo
The new pillion bag from Spada is specifically designed for adventure riding and touring, for the back of your bike, to sit pillion. The bag is fully expandable, and the top rolls up to fit a massive 55 litres worth of cargo.
This new jacket from Spidi is made from 1.2mm thick cowhide leather. There are flex inserts in the arms for maximum mobility, and lots of protection. The Evo Rider combines
It’s water resistant, with a tough 600 denier coated ripstop nylon outer and a 210 denier internal lining, to keep everything safe, protected and water-free. For heavier downpours the bag also comes with a high visibility 70 denier PU coated cover, which is elasticated and easy to place on to the bag, even at full capacity. There’s a twin-bungee securing system, with additional nylon straps to ensure the bag stays in place. The three external pockets are great for smaller items, zips are waterproof, and there are reflective stripes for added visibility when riding in the dark or low light. When off the bike, the bag has rucksack-style carry straps so you can easily keep your items with you when you’re out and about. The bag has a heat resistant base for when it’s on the back of the bike. For further information: spadaclothing.co.uk
New Shark Spartan helmet RRP: From £299.99 // Sizes: XS (53/54cm)-XXL (63/64cm) // Colours: Carbon Skin DKA, Carbon Skin DRR or Carbon Skin DWS Shark Helmets has revealed full details of its new state-of-the-art Spartan model. It has been developed using the latest reverse engineering and Computational Fluid Dynamics (CFD) technology with the aim of achieving optimal aerodynamics and rider comfort. Shark says that the Spartan has a number of new features developed to make the helmet quiet and stable at speed. A ‘Shark Skin’ cover on the side mechanism of the visor contributes to the reduction of whistling noise and a double spoiler
on the rear incorporates air extractors for increased internal cooling and aerodynamic trail. The Spartan weighs 1290g. A Pinlock Maxvision insert is included in the box and there’s a retractable integrated sun visor. It comes with Sharktooth compatibility, a quick release visor system, removable and washable lining, Shark Easy Fit for those requiring glasses, an antiscratch visor and it fastens using a double-D strap system. For further information: nevis.uk.com
Sdoc100 Clean Bob chain lube splash guard RRP: £3.99 The new Clean Bob from Sdoc100 is a simple-to-use splash guard that prevents chain lube from soiling the tyre, wheel rim and/or swing arm when spraying the chain. The Clean Bob catches excess spray that misses the chain (no more holding a piece of card behind the chain). It’s designed to fit onto the valve plate on top of most aerosol cans with a diameter of 57mm. It also leaves one hand free to rotate the rear wheel while spraying the chain. Once the Clean Bob is attached to the can, turn the nozzle towards the shield, position the Clean Bob behind the chain, near to the rear sprocket, and carefully spray a thin layer of
RR pro. There’s also a clip stop to allow it to be worn with more casual trousers. For further information: spidi.com
Slinky Glide emergency cable repair kit RRP: £5.60 This kit contains two 160cm stainless steel Bowden inner cables with soldered nipples, one of 1.2mm diameter and one of 2mm diameter, and seven nipple adapters, all packaged in a small travel-size container, ideal for the emergency repair of broken cables while out on the road. The new emergency cable repair kit is part of the range of control, speedo, and tacho cables from Slinky Glide, now fitting more than 8000 models. For more information: 01273 597072 // sales@wemoto.com // wemoto.com
Knox Orsa glove now smartphone compatible RRP: £79.99 // Sizes: S–XXL // Colours: Black or white Knox has updated its CEapproved short-cuff vented summer riding glove with improved design, fit and smartphone compatibility. The Orsa Leather MKII is fully certified to the tough CE standard for motorcycle gloves
chain spray on the inside of the chain, rotating the rear wheel until every link has been sprayed. After use, the Clean Bob can be wiped clean or rinsed with SDoc100 Chain Cleaner. For further information: 01256 704909 // motohaus.com
R&G BSB series tank pads RRP: £16.66 + VAT // Colours: Black, carbon, white or transparent As an official supplier to the MCE British Superbike Championship, R&G has launched a new tank pad, featuring the BSB logo alongside the R&G logo, recognising the successful partnership the two enjoy. R&G says the new BSB series tank pad is designed to fit on any type of motorcycle, thanks to its three-piece format. The pad helps to protect the
attributes developed in Spidi’s Warrior Pro leather suits for the track, including EN1621-1certified Forcetech protectors on the shoulders and elbows, Warrior technology on the shoulders, and a pocket at the back that is ready for the Warrior back protectors (both level one and two). The dynamic ventilation system keeps air flowing on hot days, and the optional thermal lining can be purchased and added to the jacket if needed. A waterproof membrane can also be purchased and fitted. A zip at the bottom of the jacket allows the jacket to be fastened to Spidi leather trousers such as the
fuel tank from unwanted scratches and marks that are caused by zippers and buckles, as well as against general wear and tear. The tank pad makes use of Orafol adhesive and is supplied with an alcohol wipe for best installation, ensuring it will remain perfectly in place for many years. For information: 01420 89007 // info@rg-racing.com // rg-racing.com
(EN13594 2012). It features the patented Knox Scaphoid Protection System, which helps prevent hyperextension of the wrist during a slide. A three-part knuckle guard protects the top of the hand, while scope sliders are incorporated on the top of the finger section. The Orsa is made from tough cowhide leather on the upper, with soft and flexible goatskin on the palm, which gives the wearer a high level of feel and feedback from the controls. Elasticated stretch panels have been added to the back of the hands to improve dexterity and the fingers have wraparound, seamless ends for comfort, with smartphone compatible material
on the tips, so you don’t need to remove your gloves to operate sat nav, etc. The back of the hand, fingers and thumb are perforated for ventilation. For further information: 01900 825825 // planet-knox.com
Furygan Caprino D30 Sympatex boots RRP: £159.99 // Sizes: 37-47 // Colours: Black or brown The Caprino D3O Sympatex boots are 100 percent leather boots, and feature a handstitched sole for a high quality look that’s effortlessly stylish both on and off the bike. The beautifully crafted exterior conceals all the technical features you’d expect to find in CE-approved motorcycling boots. There’s D3O
protection on the malleolus, reinforcements on the toes and heels, it’s 100 percent waterproof and breathable thanks to the Sympatex lining and has an anti-slip and anti-torsion sole. For further information: nevis.uk.com
38 TRIED & TESTED
Rukka Navigator jacket and trousers
Tested by: Mikko Nieminen // RRP: Jacket, £899.99; Trousers, £689.99 // Sizes: Jacket, XS-6XL; Trousers, S-7XL // Colour: Black // Info: tranam.co.uk The Navigator jacket and trousers from Rukka are premium products with a premium price tag, so the expectations are justifiably high – and these really are very fine motorcycling garments indeed. The best thing about the Navigator jacket and trousers is that they are properly waterproof. I’ve been out in the rain for hours and come back home bone dry every time. The secret behind this level of waterproofing is the Gore-Tex Pro three-layer laminate. This is situated on the outer layer of the clothing so water is stopped before it gets through the top layers, with only a small amount of water staying on the surface of the jacket and trousers, while most of it simply drips off straight away. The garments don’t become heavy with water, and they remain breathable because the outer layer is not saturated. There are plenty of pockets (inside and out) to keep all your bits and bobs
handy. The zips on the pockets, vents and closing systems are all completely snatch-free. It probably helps that the Gore-Tex laminated Cordura is stiffer than many other textile jackets and doesn’t fold so easily, letting the material catch in the zips. The materials used in the jacket and trousers are high-quality: the outer is 500 denier Cordura, with Armacor (a combination of high-tech aramid fibres and Cordura) reinforcement in the elbows and shoulders. Abrasion resistance is combined with quality D3O protectors in the knees, hips, elbows, shoulders and back. Because the protectors are all made of malleable D3O material the suit doesn’t feel too stiff, although compared to lighter products the initial feeling is that of wearing a suit of armour. You soon get used to it though, and the suit is very comfortable on the bike. There’s a connecting zip to secure
the jacket to the trousers, which also come with detachable braces and feature the Rukka AirCushion and Rukka anti-glide system in the seat area, which give a bit more comfort and grip on the seat. Another great feature of the trousers is the heat- and abrasionresistant leather patches on the inner side of the knee area, which give more grip on the bike. The jacket and the trousers come with a detachable liner with 60g insulation and Outlast temperature regulation. There are big vents on the chest, under the arms and under the trouser pockets. Even with these vents you will get warm on hot days unless you can maintain enough speed to benefit from the wind chill. The price tag is beyond the budget of many riders, but if you want a jacket and trousers that are as waterproof, protective and comfortable as possible, and you’re willing to pay, the Rukka kit is about as good as it gets.
Big vents in the chest let air in.
The double-layered cuffs are great for keeping rain and wind out.
The pockets have labels that tell yo whether they are waterproof or
Linuscud leg cover for scooters
Tested by: Mau Spencer // RRP: £39.99 // Info: info@tucanourbano.co.uk The new Linuscud leg cover is designed to be quickly and easily fixed on the rider, not a permanent fixture to your scooter. In use, the integrated side slits allow the freedom of movement for the rider to put their feet on the ground. Putting the Linuscud on is relatively easy by making use of its fitted neck strap and rear adjustable neoprene Velcro straps – no attachment to the scooter is necessary. When not in use, the Linuscud can be kept in a small storage sack. The Linuscud comprises a three-layer construction: a waterproof fabric outer shell with taped seams, a (claimed) fully waterproof internal membrane, plus a synthetic fur thermal leg lining. As a safety consideration, reflective edging is fitted to increase the rider’s visibility on the road.
40 IMPROVE YOUR RIDING
Learn to ride off-road
An off-road riding course is a great way to spend a couple of days learning new things and generally having a great time on two wheels. And it can make you a better rider on Tarmac too. Bikes are included in the price of the course, which makes the whole training less stressful. After all, not many people would want to put their own £10,000 bikes through the drills that David and his team do. Doing an off-road course on a big Africa Twin might seem a little daunting, and taking on the litremachine on the trails will require some experience of big bikes on the road. Other bikes available at the
There are various off-road schools across the length and breadth of Britain, offering a wide range of settings, bikes and courses. Taking on one of these courses is not only great fun, but you also learn a range of new skills (many of which are applicable to road riding too), grow in confidence and you might just get hooked on riding off-road. We visited the new Honda Adventure Centre on the edge of the Brecon Beacons National Park in
Wales to get a taste of how things are run. The centre is headed up Dave Thorpe, three-time world motocross champion, and it’s equipped with a fleet of brand-new Honda CRF1000L Africa Twins. There’s a huge area of private land with dedicated training areas and a seemingly endless maze of trails. The courses cater for all riders from beginners through to experts, and the two-day format of the training allows for plenty of time on the dirt.
centre include the Honda NC750X and the CB500X, which will suit those who are not comfortable with bigger bikes. Whatever your chosen mount and level of training, the team will be able to quickly determine your skills levels and tailor the course to your specific needs. You can wear your own riding kit or hire some from the centre. We opted for the hire gear, and it was all good quality stuff.
Courses and costs Honda Adventure Centre offers twoday courses for Levels 1 (beginner), 2 and 3. Prices start from £499 including two days of training on the centre’s bikes, three meals and loads of off-roading fun. For more details, visit the website at hondaadventurecentre.com or call 01884 266443.
Get the inside line on advanced riding There’s riding a bike well, and then there’s having the skills of a Police Class 1 rider. We went out with Rapid Training to see if we could even get close…
Words: Mikko Nieminen Photography: Rich Addison Don’t let the term ‘advanced riding’ put you off – presumptuous as it sounds, honing your road-riding skills can be both useful and fun. We went out for a ride with Vince Conn from Rapid Training, had a fantastic day out and learnt a whole lot about making brisk but safe progress. When my colleague Martin and I signed up for the one-day training course, we were told to expect a full day of riding with an experienced instructor on some of the best biking roads in Lincolnshire, Northamptonshire, and a few other ‘Shires’ for good measure. Now, you can’t argue with that! We met up with the instructor, Police Class 1 rider Vince Conn, in Sleaford, and kicked off the training with a cup of coffee and a quick briefing. Vince told us what he had planned for the day: more than 200 miles of riding, with him giving us instructions via radio. We would each
take the lead in turns and then Vince would do a demonstration ride. That would be followed by a stop for lunch and then more of the same. The route started with the lovely A153 towards Grantham; a perfect setting to practise cornering, road positioning and overtaking on fast country roads. Martin and I took the lead in turns, while Vince gave us great pointers on lines, views, anticipating other road users’ actions and making good progress.
GATHERING MOMENTUM
Class 1 police riders are like demigods among us mere mortal bikers, and following Vince when he did his demonstration ride was a real eyeopener. The inch-perfect accuracy of his lines, his body positioning, his speed in and out of corners, and the overall smoothness of his riding were incredible. He also provided us with a detailed commentary of his ride, pointing out potential hazards and explaining his actions. How he was able to notice everything around him
and simultaneously convey it all in such a clear manner is beyond me. When we got off the bikes, Martin looked at Vince in amazement and spoke for both of us when he said: “When I grow up, I want to be you!”
RIDE, EAT, REPEAT
Over lunch we discussed how the morning’s ride had gone. Vince was generally happy with our performance; there were no safety issues and we’d started to implement some of the elements that he suggested. Martin was back on the saddle for the first time after an 18-month break from riding and had felt somewhat rusty at the beginning, but by lunchtime he was feeling increasingly more confident and had started to enjoy the ride. After lunch we picked up the pace a little and Vince’s tips began to work their magic. I felt that my positioning and observations started to improve and I was loving the experience. As for Martin, well, he was practically flying. So much for being rusty!
USED BIKE GUIDE 45
Tackling an Intruder Suzuki VL800 Intruder: Retro-spec at the right price.
The VL800 Intruder is the retro-spec version of Suzuki’s middleweight cruiser, featuring running boards, toe and heel gearchange, extended fenders and lashings of chrome. The bike we took out is a 2006 model, featuring a bundle of aftermarket goodies including Highway Bars, Highway Windscreen, panniers, Sissy Bar and luggage rack and custom mirrors (more on those later) with 14,195 miles recorded.
Words and photography: Bob Pickett
Give me some spec
The tried and trusted 805cc V-twin engine is housed in a steel cradle frame, weighing in at 247kg (544lbs). It puts out a modest 52bhp and 49ft-lb of torque, with a reputed top speed of 110mph. It has twin 300mm discs up front, supported by a 180mm rear drum. The bike sits low to the ground with a seat height of just 700mm.
So what’s it like to ride?
At first glance, you would swear the VL800 is a much larger motorcycle. Seating position is ‘favourite armchair’ – a wide and sumptuous seat with the Highway Bars stretching way back. The best riding position was leant forward slightly, legs hugging the edge of the wide tank (sculpting the tank would be a real benefit). The engine pulls well in any gear, with a smooth power delivery. The pipes let out a throaty burble. Gearchanging is solid, clunking firmly into place. The toe and heel change works well, but I reverted to toe-only after a short play. Suspension is soft, and combined with the weight it glides smoothly along. The handling is predictable; it’s not fast but turns easily when you haul on those big, long bars. Dip the inside hip as you turn and it quickens. The running boards allow for decent ground clearance; one tighter bend had me leaning it over quite far in cruiser terms, nothing touched down. And the brakes have enough in them to haul up the VL800, bleeding speed easily but in a controlled manner.
So what are the downsides? The clock located on the tank is nice styling, but does mean it isn’t immediately visible. I found the aftermarket screen pushed a lot of air round my head. And the mirrors? Ugh. During lane changes they gave close to zero feedback. But the upside is an assured, smooth ride right up to motorway speeds. At this pace swooping roads are a joy as it rolls from corner to corner with no fuss, at a relaxed, loping gait. If you like retro styling, but don’t want to pay the premium price that seems to accompany the look, the Intruder is well worthy of some serious consideration.
What nick is it in?
Very good indeed. There is a hint of chrome flake on the windscreen (which I would remove anyway) and a quick clean would benefit the discs, but otherwise it is spotless and shiny and the previous owners clearly loved it dearly.
What’s it worth?
The dealer wants £3399 for a 2006 model with 14,195 miles under its belt. This price takes into account the slightly higher mileage: A dealer search ranged from a 2010 model with 3826 miles at £4691 to a 2015 example with 1394 miles clocked at £5999.
Thanks to John’s of Romford, Suzuki Branch, for the loan of the VL800 Intruder: John’s of Romford Rush Green,162 Rush Green Road Romford, Essex RM7 OJU Tel: 01708 754775 Email: rushgreen@ johnsofromford.co.uk Web: johnsofromford.co.uk